Tag: Richard Crawshay

The Cyfarthfa Philosophical Society – part 1

by Andrew Green

Penry Williams, Cyfarthfa Ironworks interior at night (1825). (Cyfarthfa Castle Museum and Art Gallery)

The end of the eighteenth and the beginning of the nineteenth century saw the rise of local ‘literary and philosophical institutions’ throughout the British Isles.  They aimed to bring together like-minded people to discuss issues of the day.  The label ‘philosophy’ usually meant not logic or metaphysics, but an interest in the latest developments in science and technology, at a time when their study was in rapid flux as the industrial revolution gathered pace.  Typically, members gathered to listen and respond to lectures by visiting speakers.  Some societies also owned premises, issued publications, maintained libraries and museums, and even, as in the case of the Swansea Philosophical and Literary Institution (later the Royal Institution of South Wales), equipped and ran a scientific laboratory.

Most literary and philosophical societies were dominated by the upper and middle classes: members of the gentry and clergy, scientists, industrialists and engineers.  And so, on the face of it, was the Cyfarthfa Philosophical Society, set up in Merthyr Tydfil in 1807.  But all was not quite as it seemed.

Penry Williams, Crawshay’s Cyfarthfa Ironworks (1817) (National Museum Wales)

At this time Merthyr was entering its heyday as one of the most dynamic and rapidly expanding towns in Britain, thanks to the numerous iron works set up in and around its centre.  The ironworks – Cyfarthfa was one of the two largest – employed large numbers of skilled and semi-skilled workers, and the town also housed the works’ owners, engineers, managers and agents, and others like shopkeepers who serviced the residents.  Early on in its explosive growth, despite its lack of physical infrastructure, like decent housing, sanitation and schools, Merthyr had a lively community culture, centred on its many chapels.  From the start of the nineteenth century its people developed a tradition of industrial protest and political radicalism.  In 1831 disaffection boiled over into what became known as the Merthyr Rising.

Most of what’s known about the Cyfarthfa Philosophical Society comes from Charles Wilkins’s A History of Merthyr Tydfil, published much later in 1867.  This is how Wilkins (left) describes how the Society began, apparently with a strong interest in astronomy:

On December 15th, 1807, sixty persons, living in Merthyr and its neighbourhood, met together, and subscribed a guinea each towards buying such apparatus as was deemed suitable; but that sum proving inadequate, it was augmented by a good many of them subscribing another half-guinea.  The instruments were had, a code of rules drawn up, and a few books on astronomy purchased.  It gives us a tolerable notion of the capacity of the members when we learn that the list of instruments was composed of a good reflecting telescope, a pair of globes, a microscope, a planetarium, an orrery, an equatorial, and other philosophical apparatus. (p.269)

Wilkins gives the names of the most prominent of the founding members:

J. Bailey, Esq., an M.P., and a large iron-master; the poet and stone-cutter, Rees Howell Rees; John Griffiths and William Williams, afterwards famous as engineers and mechanicians; William Aubrey, the mill contractor; Thomas Evans, the philosopher, astronomer, and mathematician, of Cyfarthfa ; Benjamin Saunders, the ingenious moulder; Henry Kirkhouse, the mineral agent; and several others more or less able in their respective callings. 

Joseph Bailey was the nephew of Richard Crawshay, the founder of the Cyfarthfa Ironworks.  He inherited a quarter share in the works, but sold it in 1813 and bought the Nant-y-Glo works.  Later he added the Beaufort works.  He converted much of his large profits into land, and lived at Glanusk Park.  Possibly Bailey was chosen as the ‘respectable figurehead’ of the Society.

Anon., William Williams, Chief Engineer of the Cyfarthfa Ironworks (c1810) (Cyfarthfa Castle Museum and Art Gallery)

Most of the other men Wilkins mentioned were highly skilled technologists connected with the Cyfarthfa Ironworks.  John Griffiths and William Williams were both engineers there.  Griffiths built steam-engines.  In 1829 Williams invented the first machine for testing the tensile strength of metals.  In later life, it was said, he became so large that he had to be moved around the works in a specially built trolley.   His son, Morgan Williams, became the leading Merthyr Chartist. William Aubrey of Tredegar helped design the extensive water systems at Cyfarthfa.  ‘None of his contemporaries’, his obituary in Seren Gomer said, ‘was as skilful as he was in inventing and setting up all kinds of engines and machines worked by fire and water’.  Benjamin Saunders, the ‘ingenious moulder’ at the Cyfarthfa works, later described as ‘an amalgam of an inventive brain and a deft hand’, built a planetarium, a quadrant, a thermometer, a water-gauge and a weather-glass.  Henry Kirkhouse was the mineral agent at Cyfarthfa for more than half a century, and ‘retained the respect of all who came in contact with him – from Mr Crawshay to the humblest miner’.

To be continued……

Reproduced with the kind permission of Andrew Green. To see the original, please click https://gwallter.com/history/the-cyfarthfa-philosophical-society.html

Merthyr Tydfil to Aber Cynon Tramroad – part 1

by Gwilym and John Griffiths

Some sources have recorded that this tramroad (then called a dram road) was started around 1800 by agreement between William Taitt of Dowlais, Samuel Homfray of Pen y Darren and Richard Hill of Plymouth. They added that the construction, under the supervision of George Overton, was allegedly started in 1799 and finished in 1802. Yet see under Leases 1800 for a few of the early leases in summary. It seems that Richard Fothergill was much involved in setting up these leases. In addition, the route was always described as being from Morlais Castle to Navigation House.  The route was from Pen y Darren to Aber Cynon, 9½ miles, a fall of 341 feet. Brief details were recorded in The Pen y Darren Locomotive by Stuart Owen-Jones.

The tramroad was used briefly (three times or numerous times, see below) with a trial of Trevithick’s steam engine on Tuesday 21 Feb 1804, returning to Pen y Darren the following day, but shortly thereafter the tramroad reverted to horse power for many further years. The weight of the steam-engine apparently damaged the rails. However, Charles Wilkins, ‘The History of Merthyr Tydfil’, page 252, thought that the engine, ‘after serving a long time on the tramway, was removed to a pit called Winch Fawr (in the hamlet of Heol Wermwd not the one in the hamlet of Gelli Deg), and finally taken to the top of the incline owned by the Pen y Darren Company at Cwm Bargod.’ We are not so sure. Richard Trevithick himself recorded the event from which the following summary is appropriate:

  1. On Saturday 11 Feb 1804, the fire was lit in the ‘Tram Waggon’ and Richard Trevithick worked it without the wheels to try the engine.
  2. On Monday 13 Feb 1804, they put the waggon on the ‘Tram Road’. It worked very well and ran up hill and down with great ease and was very manageable. There was plenty of power.
  3. Between 13 Feb and 20 Feb 1804 the ‘Tram Waggon’ had been worked several times. They had tried loads of up to ten tons, and it worked easily. He was sure it could cope with forty tons. Richard Trevithick intended making a smaller engine for the tram road as the first one had too much power, and would be used instead to work a hammer.
  4. On Tuesday 21 Feb 1804 they made the journey with the engine. They carried ten tons, presumably of iron, in five waggons, with seventy men riding on them for the whole of the journey. He recorded, very clearly, that it took four hours and five minutes to cover the nine miles because they had to cut down some trees and remove some large rocks out of the tram road. No mention of the stack being knocked down by a bridge or any problem with the ‘tunnel’ by Plymouth Works. They returned, but a broken bolt released the water, and the engine did not arrive back at Pen y Darren Works until the evening of Wednesday 22 Feb 1804. No mention of broken tramway plates or of having to be hauled back to Pen y Darren by horse.
  5. Later they tried the carriage with twenty-five tons of iron, and found the engine was more than a match for that weight. The steam was delivered into the chimney above the damper. It made the draught much stronger by going up the chimney. Trevithick’s locomotive was the first to employ this very important principle of turning the exhaust steam up the chimney, so producing a draft which drew the hot gases from the fire more powerfully through the boiler.

In May 1854, some forty years later, Thomas Ellis, an engineer from Tredegar, wrote a letter describing the first journey the Pen y Darren locomotive took in February, 1804. His father was at Pen y Darren when the engine was made and tried. Samuel Homfray, proprietor of the Pen y Darren Works, Merthyr Tydfil, made a bet of 1,000 guineas with Richard Crawshay, of the Cyfarthfa Works, that Trevithick’s steam-engine could convey a load of iron from his works to the Navigation House, nine miles distant.

To be continued……

Merthyr Tydfil in 1803 – part 3

From: The Scenery, Antiquities and Biography of South Wales, from material collected during two excursions in the year 1803. Volume 1, by Benjamin Heath Malkin (1807)

Pages 268 – 272

In such a review of the increasing wealth and population, which these important manufacturers are yearly conferring on the country, we may well exclaim with Jago,

Hail, native British ore! of thee possess’d,
We envy not Golcenda’s sparkling mines,
Nor thine, Potosi! nor thy kindred hills,
teeming with gold.  What! though in outward form
Less fair? not less thy worth. To thee we owe
More riches than Peruvian mines can yield,
Or Montezuma’s crowded magazines
And palaces could boast, though roof’d with gold.

This town, as it may properly be termed, is now by far the largest town in the whole principality. Its population, in the year 1802, was found to be upwards of 10,000; and it is supposed that it amounts at this time, December 1803, though at the interval only one year from the date of the numeration to considerably more than 11,000; and this is to be understood without the including the suburbs, as we made denominate it correctly enough, of Coed y Cymmer, on the Breconshire side of the River, the population of which is at least 1,000. Swansea, heretofore the largest town in Wales, exceeding every other town by at least 1,000 inhabitants, is now nearly, if not quite, doubled by Merthyr Tydfil. It is true, external appearance of Merthyr Tydfil is not to be compared with that of Swansea.

The House of Mr. Homfray at Penydarren is large and elegant, with fine and well planted gardens, greenhouses, hot-houses, and all the accommodations befitting the residence of a wealthy family: but the splendours of Merthyr Tydfil begin and end with this mansion. When the first furnaces and forges were erected, there could not exist the slightest glimmering of prescience, that this little obscure Welsh village would, in less than 40 years, grow up to such a magnitude, as to be far more populous than any other town in Wales.

The first houses that were built were only very small and simple cottages for the furnacemen, forgemen, miners, and such tradesmen as were necessary to construct the required buildings, with a common laborers who are employed to assist them. These cottages were most of them built in scattered confusion, without any order or plan. As the works increased, more cottages were wanted and erected in the spaces between those that had been previously built, till they became so connected with each other, as to form a certain description of irregular streets, very much on the plan of Crooked Lane in the City of London. These streets are now many in number, close and confined, having no proper outlets behind the houses. They are constantly very filthy for the most part, and doubtless very unhealthy. Some streets, it is to be observed, have within these few years being built, and more are building, on a better plan; in straighter lines, and wider, having decent houses, with commodious outlets, and other necessary attentions to cleanliness and health.

In some of the early, and rudely-connected streets, we frequently see the small miserable houses taken down, and larger and very respectable buildings erected in their stead. Such improvements are increasing with some degree of rapidity. Shopkeepers, innkeepers, forge-men, some of them at least, and in no inconsiderable numbers, are making comfortable fortunes, and consequently improving their dwellings. Mr. Crawshay, however, is more conspicuously qualified to set them an example of industry rather than elegance. His house is surrounded with fire, flame, smoke, and ashes.

The noise of hammers, rolling mills, forges, and bellows, incessantly din and crash upon the ear. Bars and pigs of iron are continually thrown to the hugely accumulating heaps that threatened to choke up every avenue of access. It is more humourously than truly said in the neighbourhood, that such scenery is most congenial to the taste, such sounds most lulling to the repose of the owner. The fact however is, that the situation of the Master’s dwelling was fixed long before Mr. Crawshay came into it; and when it is considered how conveniently it lies for the superintendence of the business, few men, brought up in the habits of commercial prudence, would consult agreeable prospects and domestic elegance, at the expense of that best security, the ever-watchful eye of a principal. The machinery of this establishment is gigantic; and that part of it, work by water, among the most scientifically curious and mechanically powerful to which modern improvement has given birth.

The most remarkable piece of mechanism in Merthyr Tydfil is the great water wheel made by Watkin George. Its diameter is 50 feet, and it has the power of 50 horses. It has the advantage of water from above, on its centre, and beneath it; or, in other words, it possesses all the forces of an overshot, breast, and undershot wheel. I apprehend it to be the largest in the Kingdom. Watkin George and William Aubrey, with the two principal engineers, and they are both natives of this country. Watkin George in particular, who planned and executed this immense undertaking, was a common village carpenter. Owing to his success in these mechanical inventions, he got forward by degrees, and became at last so useful to Mr. Crawshay, as to obtain a share in his works. He has lately quitted the concern with from thirty to forty thousand pounds in his pocket. This is one among the most remarkable instances of wealth acquired by the untutored ingenuity of natural faculties.

Merthyr Tydfil in 1803 – part 2

From: The Scenery, Antiquities and Biography of South Wales, from material collected during two excursions in the year 1803. Volume 1, by Benjamin Heath Malkin (1807)

Pages 260 – 264

Merthyr Tydfil derives its name from Tydfil, the daughter of Brechan, Prince of Brecknockshire. She was the wife of Cyngen, son of Cadelh, Prince of the vale royal and part of Powys, about the close of the fifth century; and is reckoned among the ancient British saints. She, with some of her brothers, was on a visit to her father, then an old man, when they were set upon by a party of Pagan Saxons and Irish Picts, as they are termed in various old manuscripts. Tydfil, her father, Brechan, and her brother Rhun Dremrudd, were murdered. But Nefydd, the son of Rhun Dremrudd, a very young man, soon raised the country by his exertions, and put the infidels to flight. It should seem by this anecdote, as well as by others that may be found in the Cambrian biography, derived from ancient memorials of the British saints, that Brechan had his residence, or what the modern language of princes usually terms court, at this place. Tydfil having been murdered, or martyred in the manner described, a church was here dedicated to her in after times, and called the church of Merthyr Tydfil, which signifies the Martyr Tydfil, from the Greek word μάρτυρ, a witness, exclusively appropriated in ecclesiastical language to the designation of those who have borne testimony by their sufferings to the truth of their religion.

These are the few and scanty memorials which have hitherto been discovered respecting the history of this place in the earliest times. But it was in after ages, though inconsiderable in population and political importance, of no contemptible note as a sort of hot-bed, that contributed principally to engender and kept alive for more than a century, those religious dissensions, which still separate a larger proportion of the inhabitants in Wales, than in any part of England, from the established church. Indeed it cannot be, but the zealous and devout, whether capable or not of appreciating controverted creeds or metaphysical distinctions, will form themselves into distinct societies, where the scanty provision of the clergy and their neglected state of the churches, scarcely admit of that seemliness and grave impression, so necessary to the due effect of public worship. Almost all the exclusively Welsh sects among the lower orders of the people having truth degenerated into habits of the most picture lunacy in their devotion. The various sub divisions of Methodists, jumpers, and I know not what, who meet in fields and houses, prove how low fanaticism may degrade human reason: but for the intelligent and enlightened part of the dissenters among whom have appeared many luminaries of our learning are everywhere respectable and nowhere more respected, than the estimation of moderate and candid churchmen. At Blaencannaid, in this parish, the first dissenting congregation in Wales was formed about the year 1620 or very soon after; and it was while preaching to this society that Vavasor Powel, a man celebrated in the annals of nonconformity, was taken up and imprisoned in Cardiff gaol.

Vavasor Powel was born in Radnorshire and descended on his father’s side from the Powels of Knucklas in that County, an ancient and honourable stock; by his mother from the Vavasors, a family of high antiquity, which came out of Yorkshire into Wales and was related to the principal gentry. He was educated in Jesus College, Oxford. When he left University, he became an itinerant preacher in the principality; and the circumstance of his belonging to the unpopular sect of Baptists exposed him to much persecution. In 1640, he and his hearers were seized under the warrant of a magistrate, but very shortly were dismissed. In 1642, he was driven from Wales because he objected to Presbyterian ordination.

At that time there were but two dissenting congregations in Wales, of which this at Merthyr Tydfil was one.  In 1646 he returned to the exercise of his profession with ample testimonials; and such was his indefatigable activity, but before the restoration they were more than 20 Baptist societies chiefly formed under his superintending care. He was one of the commissioners for sequestrations. The usual fate of bold integrity awaited him; that of becoming obnoxious inturn to all parties. As an advocate of Republican principles, but not for their prostitution to the mockery of freedom, he preached against the protectorship, and wrote some spirited letters of remonstrance to Cromwell. For this he was imprisoned. He was known to be a fifth monarchy man: at the restoration therefore he underwent a series of persecutions at Shrewsbury, in Wales, and lastly in the Fleet prison which ended only with his death. He was permitted to return to Merthyr Tydfil after his imprisonment at Portsmouth, as well as at Shrewsbury: but as he persisted in exercising his functions, he was committed to Cardiff Castle and afterwards sent to London, where he expired in the Fleet, and was buried in Bunhill Fields.

Pages 264 – 267

But it was not to the bloody memory of its martyrs, whether ancient or modern that Merthyr Tydfil was to owe its rank in historic page; for it continued a very inconsiderable village until about the year 1755, when the late Mr. Bacon took more notice of the iron and coal mines, with which this tract of country abounds, than they had before excited. For the very low rent of two hundred pounds per annum, he obtained a lease of a district at least 8 miles long and 4 wide, for 99 years. It is to be understood, however, that his right extended only to the iron and coal mines found on the estate, and that he had a comparatively very small portion of the soil on the surface, on which he erected his works for smelting and forging the iron. He possessed in addition some fields for the keep of his horses, and other necessary conveniences. He at first constructed one furnace; and little besides this was done, probably for at least ten years. The next advance was the erection of a forge for working pig into bar iron.

About the beginning of the American war, Mr. Bacon contracted with government for casting cannon. Proper foundries were erected for this purpose; and a good Turnpike road was made down to the port of Cardiff, along an extent of 26 miles. At Cardiff likewise a proper wharf was formed, still called the cannon wharf, whence  the cannon were shipped off to Plymouth, Portsmouth, and wherever the service required. These were carried in waggons down to Cardiff, at a prodigious expense of carriages, horses, and roads. There are those who do not hesitate to assert, but I know not with what truth, that 16 horses were sometimes employed to draw the waggon that contained only one cannon. It is likewise said, that the roads were so torn by these heavy waggons and the weight of their loads, that it was a month’s work for one man to repair the Turnpike after every deportation of cannon. I had no opportunity of inquiring properly and minutely into the truth of these relations; but I cannot help suspecting them to be matter of fact in the main hyperbolically aggravated, though I derive the account from very respectable sources of information.

This contract is supposed to have been immensely lucrative to Mr. Bacon; but he was obliged to relinquish it about the close of the American war, or rather transfer it to the Caron company in Scotland, as I have been informed; where most, perhaps all, of the cannon are now cast. He made this disposal, that he might be enabled to hold a seat in parliament, to which he had been elected. Soon afterwards, about the year 1783, he granted leases of his remaining term, in the following parcels: Cyfarthfa Works, the largest portion, to Mr. Crawshay, and the reminder to Mr Hill. Mr. Bacon had never had any interest in Penydarren or Dowlais works; but his heirs have from the other two a clear annual income of ten thousand pounds.

Mr. Crawshay’s iron works of Cyfarthfa are now by far the largest in this Kingdom; probably indeed the largest in Europe; and in that case, as far as we know, the largest in the world. He employs constantly 1500 men, at an average of 30 shillings a week per man, which will make the weekly wages paid by him £2250, and the monthly expenditure, including other items, about £10000. From the canal accounts, it appears that Cyfarthfa works sent 9,906 tonnes of iron to Cardiff between the 1st of October 1805 and the 1st of October 1806 so that the average may be reckoned from 180 to 200 tonnes every week. Mr. Crawshay now works 6 furnaces, and 2 rolling mills.  For procuring blast for the furnaces and working the Mills, he has for steam engines, one of 50, one of 40, one of 12, and one of 7 horse power.

The quantity of iron sent from Penydarren works by the canal, from October 1805, to October 1806, was 6,963 tonnes; so that the men employed by Mr. Homfray must amount to about 1,000 and his monthly outgoings must be about £7000 and the weekly average of iron from 130 to 140 tonnes. Dowlais ironworks belonging to Messrs Lewis and Tate, are next in the scale to those of Penydarren. Their produce last year amounted to 5,432 tonnes. Plymouth works, belonging to Mr Hill, sent out within the same period, 3952 tonnes, or 26 tonnes per week. They employ about 500 men at a monthly expense of about £4000. The total of the iron sent to Cardiff down the canal from the 1st of October 1805 to the 1st of October 1806 was 26,253 tonnes, or about 500 tonnes weekly; whence it is shipped off to Bristol, London, Plymouth, Portsmouth, and other places, and a considerable quantity to America.

The number of smelting furnaces at Merthyr Tydfil is about 16.

To be continued…..

The Glamorganshire Canal – and the Rise of Rail

By Laura Bray

We all know the story – a wager between Samuel Homfray  of the Penydarren Ironworks, and Richard Crawshay of Cyfarthfa that Trevithick’s steam locomotive could haul ten tens of iron from Penydarren to Abercynon, and we all know that Homfray won his bet, and Merthyr became known across the world as the home of the first railway.

But have you ever wondered why the bet was made? Perhaps it just a whim between two very rich two men with money to burn. After all the bet was sizeable 500 guineas or something like £40,000 in today’s money.  Perhaps it was because Homfray, who had used Trevithick’s engines to drive a hammer in the ironworks, was a pioneer.  Or was it because of the Glamorganshire Canal…..?

The Glamorganshire Canal in Merthyr. Photo Courtesy of the Alan George Archive

By the late 18th century, Merthyr was probably the most important manufacturing town in Britain, with a population 8 times larger than that of Cardiff, which was the nearest port.  However, the river wharfs in Cardiff were rapidly reaching capacity and could not keep up with the maritime demands made by Merthyr’s four ironworks.  In addition, it was prohibitively expensive to get the goods from Merthyr to Cardiff, costing the ironmasters something like £14,000 p.a. – a sum equivalent to around £1m today.

Richard Crawshay. Courtesy of Cyfarthfa Castle Museum & Art Gallery

It was within this context that Richard Crawshay took the lead in lobbying for a Parliamentary Bill in order to get the powers to build a canal from Merthyr to Cardiff, and in 1790 the Glamorganshire Canal Act was passed. The Act provided that a company be formed of The Company of Proprietors of the Glamorganshire Canal Navigation with power to purchase land for making the canal and to carry out the necessary works.  The Act also laid down the route that was to be followed, authorised the raising of £90,000 to meet the cost of completing the canal, and laid down the maximum charges for carrying various classes of goods, up to 5d. per ton per mile for carrying stone, iron, timber, etc. and up to 2d. per ton per mile for carrying iron stone, iron ore, coal, lime-stone, etc. It also stated that the distribution of Company profits was not to exceed £8% per annum upon the capital sum actually laid out in making the canal.

The Canal Company appointed a Committee from amongst its shareholders to be responsible for the management of the Company’s affairs, and the first Committee meeting was held on 19 July 1790 at the Cardiff Arms Inn, when it was decided to enter into a contract with Thomas Dadford senior, Thomas Dadford junior and Thomas Sheasby to construct the canal at a cost of £48,228, exclusive of the cost of land. This is about 3 times the annual cost of sending goods to Cardiff, so it was estimated that all costs would be recouped in as little as three years.

Construction work started in August 1790 and it was a massive undertaking – over its length of 25 miles, the land drops by 543 feet, so it was necessary to build 51 locks, some double, and one in Nantgarw, a triple lock; some locks were 10 feet high and the one in Aberfan topped 14’6″. In addition. there was the necessity for an aqueduct to be built at Abercynon, a tunnel under Queen St in Cardiff, several feeders to be created and, as the canal came closer to Merthyr, it had to be cut through sheer mountain rock.  By 1794, however, there was a functioning and effective new transport link between Merthyr and Cardiff at a final cost of £103,600.

Aberfan Lock. Photo courtesy of the Alan George Archive

But even before the canal was completed it had become clear that it needed to be extended beyond Cardiff so as to give access directly to the sea.  Another £20,000 was raised by subscription and a deal was struck with the Marquis of Bute, who owned the land, to build a sea lock and canal basin, which enabled ships of 200 tons to dock. The Sea Lock itself was 103 feet long with gates 27 feet wide.

The canal made transport to Cardiff very cheap, but generated very high revenues.  It was designed to take canal boats of up to 25 tons, each drawn by a horse, with a man and a boy.  By 1836 there were about 200 boats on the canal, each doing 3 round trips every fortnight.  That’s a lot of tonnage at an average of 3d a ton.

But all was not well in the Committee.  From the start, it was dominated by Richard Crawshay, who tended to regard the canal as his and his attempts to squeeze the profits of the other ironmasters was bitterly resented. As early as 1794 Richard Hill Of the Plymouth Works complained that the Canal Company was using water from the river that was legally his.  Guest, in Dowlais, was also vocal about how we could access the canal from his works.  A branch canal seemed impractical so a tramroad was proposed  to which the canal company contributed £1000.  This was competed in 1791 – before the canal.  The Crawshays built a second tramroad between the Gurnos Quarry and their works in Cyfarthfa and a third was built in 1799 by the Hills, linking the Morlais Quarry with the Dowlais to Merthyr Tramroad at Penydarren.

But by 1798, tensions in the committee were so great that they blew.  As a consequence, the other ironmasters were dropped for the canal committee, leaving only Crawshay, and it was another 26 years before they rejoined.  But discussions took place between them about how to break the Crawshay stranglehold of the canal, and the answer seemed to be the construction of a tramroad from Merthyr, to meet the canal at Abercynon.  This tramroad, which opened in 1802 and was built without an Act of Parliament, linking the two existing tramroads from Dowlais to Merthyr and from Morlais to Penydarren.  From the point of view of Guest, Homfray and Hill, although the trams using it were horse drawn,  this new tramroad avoided the delays caused by the locks between Merthyr and Abercynon.

This is the background to the bet that was made between Homfray and Crawshay.  Could the new stream locomotive pull a load of iron?  Could it supersede canal power?

We all know that it did, but broke the rails on the way down, so could not come back.  But progress had been made.  The Taff Vale Railway Company opened as far as Abercynon only 40 years later, and to Merthyr a year later and the canal’s decline was inexorable and it had all but ceased by 1900.

Looking back, it is reasonable to ask, if there had been no canal, where would the home of the steam locomotive be?  Not Merthyr, that’s for sure.

Watkin George

Today marks the 200th anniversary of the death of one Merthyr’s greatest pioneers – Watkin George.

Watkin George is not a name that most people think of when talking about Merthyr’s great men of the past, but his contribution to the town’s history and his legacy is incalculable.

Born in about 1759 in Trevethin, Pontypool, very little is known about his early life, other than he trained as a carpenter, but by his early thirties, he had had married Anne Jenkins (of also of Trevethin), and had moved to Merthyr to work at the Cyfarthfa Ironworks as an engineer, as his expertise in designing and building metal structures had become well known.

He soon became the foundry manager at the Cyfarthfa Works, and in 1792, Richard Crawshay appointed him as a partner in the business. One of his first projects as partner was designing the Pont-y-Cafnau (Bridge of Troughs), a combined tramroad and enclosed aqueduct built to supply the works with limestone and water.

The Gwynne Aqueduct leading to the Pont-y-Cafnau (middle right) from a painting by Penry Williams
Pont y Cafnau Aqueduct, rendered still in a south-east isometric view, taken from the 3D Studio Max model. © Crown copyright: RCAHMW. This image is Crown copyright and is reproduced with the permission of the Royal Commission on the Ancient and Historical Monuments of Wales (RCAHMW), under delegated authority from The Keeper of Public Records.

This was closely followed by the incredible and innovative design for a mechanism to pump air into the blast furnaces – a huge timber aqueduct spanning the River Taff and providing water to power a 15m diameter waterwheel, used to work an air pump for blowing the iron smelting furnaces. The Gwynne Aqueduct and ‘Aeolus Waterwheel’ soon became famous throughout the country, and visitors would come to Merthyr just to see them. Indeed Some contemporary accounts actually referred to the Aeolus Wheel as ‘the Eighth Wonder of the World’.

‘Cyfarthfa Works and Waterwheel’ by William Pamplin. The Aeolus Waterwheel can clearly be seen at the centre of the illustration. Photo courtesy of Cyfarthfa Castle Museum & Art Gallery

In 1799, George designed what would become his most iconic structure – the Old Iron Bridge, and two years later he designed the Ynysfach Ironworks.

In about 1805, having helped Cyfarthfa Ironworks expand, George left the partnership. Reports vary on the amount of money he amassed for his 13 years of service, either £40,000 or £100,000 — “equal to one share”. He joined Pontypool Ironworks as partner to its owners Capel Hanbury Leigh (1776-1861) and Robert Smith, restructuring the works and making great improvements to balling and refinery operations.

In 1811 he prepared a design for Chepstow Bridge – a series of cast iron spans on the existing piers. His design was not adopted, and the new bridge was eventually designed by John Urpeth Rastrick. George’s designs for the Chepstow bridge are his last known work.

Watkin George died on 10 August 1822 and was buried at St Cadoc’s Church in Trevethin.

Today, of his works, the Ynysfach Ironworks Engine House still stands, and his Pont-y-Cafnau is the oldest surviving example of a cast iron railway (tramway) bridge and aqueduct, and is probably the second oldest surviving iron bridge in the British Isles (after Ironbridge in Shropshire), so he is certainly someone who should be remembered amongst the great men of Merthyr.

Pont-y-Cafnau in March 2017

The Star Inn

by Carolyn Jacob

Not to be confused with the Star Inn in Sand Street, Dowlais, the old Star Inn was at number 19 Lower High Street, Merthyr town. Few people now remember the old Star Inn as it was demolished in 1960.

The Star Inn. Photo courtesy of the Alan George Archive

In the nineteenth century there were a number of early coaching inns in Merthyr, the most famous being the Star Inn. The Star Inn was thought to be the oldest inn and the only one of any consequence for a long time; its position in the old ‘village’ area of Merthyr Tydfil and near to the parish church seems to confirm this. The first justice – room was at the Star. The earliest directory of 1792 shows that Margaret Jenkins was the landlady here. She is described as a doughty if slapdash matriarch by Chris Evans in ‘The Labyrinth of Flames’.

In July 1797 a special dinner for the local ironmasters was held in the Star Inn. The ironmasters were frequently at loggerheads with each other and this was a move towards better understanding. It was recorded in March 1800 that a group of ironmasters and coal owners met together in the Star Inn to petition Parliament for better security of their industrial enterprises.

William Hamilton visited Merthyr Tydfil in 1801 and was a guest of Richard Crawshay at Cyfarthfa House. He later wrote to Emma of this visit according to ‘Emma, Lady Hamilton’ by M. Hardwick. Sir William Hamilton, Lady Emma, Horatio Nelson and others visited Merthyr Tydfil in July 1802. Lord Nelson had begun a tour of South Wales and made a detour from the main route to Milford Haven to travel south to the Iron Works of Merthyr Tydfil, where the iron was manufactured for naval cannon.

Horatio Nelson by Lemuel Francis Abbott

He is reputed to have stayed at the Star Inn, near St Tydfil’s Church. It is said that a large admiring crowd gathered around the Inn where Nelson stayed. If he had hoped to have a quiet time in this ‘backwater’ with Lady Hamilton he was mistaken. Nelson was the main hero and idol of his day. An account says that whilst a band under his window played ‘Rule Britannia’; Nelson cheered and received’ three hearty cheers from the crowd’.

Pigot’s directory of 1835 lists John Richards as the Star’s landlord. John Griffiths, born in Crickhowell was the licensed victualler on the 1851 census. His 15 year old daughter, Tabitha, was the barmaid. As well as his wife, 4 sons and daughter, there were 2 general servants and another 2 visitors staying overnight in the Star. They included Llewellyn Williams, a harpist and a William Lewis a general labourer. Listed in directories in 1853, 1855 and 1857 John and Mary Griffiths and their children were still in the Star in 1861. The Young Britons Friendly Society met in the Star Inn at this time Slater’s 1889 directory lists Mary Griffiths as the landlady.

According to the 1901 census returns Octavius J. Davies was the licensed victualler of the Star. As well as his wife, two sons, daughter and cousin residing in the Star, there was a visitor, 7 boarders and a domestic servant. Among the boarders was Alfred Norton a circus proprietor and three music hall artists. By the 1911 census Octavius John had given up working as a landlord for work above ground in a colliery. According to the Merthyr Express, 28 August 1909, Thomas Henry Hamer, who was landlord of the Star Inn in 1909, seems to have been rather slack in his control and he was fined 40s. and costs for permitting drunkenness. The Merthyr Express recorded on 6 November 1909  that John; Humphreys, a North Walian, was summoned at the Merthyr Police Court for being drunk at the Star Inn, Merthyr, on Sunday, October 3rd. P.C. Rees said that with Detective Evans he visited the house, and saw several men there. Two said they came from Aberfan and two from Senghenydd.

In July 1910 there was a sale of freehold ground rents at Merthyr at the Bush Hotel, Merthyr, Messrs. J. M. Berry and Son offered for sale by public auction a number of freehold ground rents on the Llancaiach Estates. There was a large attendance of bidders. £30 per annum secured upon the Star Inn, High-street, Merthyr, together with the slaughter-houses and yard at the rear, the premises being subject to a lease of 30 years, from September 1901. According to Kelly’s 1923 trade directory William D Jones was the landlord then. An old photograph of The Star was given to Merthyr Library by the fashion designer Julien Macdonald, whose family once ran the pub. Sadly The Star Inn was demolished on 12 March 1960, and today only the Crown Inn remains of the original first ‘coaching inns’.

The Star Inn being demolished in 1960. Photo courtesy of the Alan George Archive

George Overton, Engineer

I’m sure we’ve all heard of Overton Street in Dowlais, but do we know about the person it was named after? George Overton, engineer, is a person who figures prominently in Merthyr’s History, but about whom very little is known.

Information about George Overton’s early life is very scanty, and sources differ as to his date of birth. Some sources state that he was born on 16 January 1775 at Cleobury Mortimer in Herefordshire (others say he was born in 1774), and the next 20 or so years remain a mystery. In his 1825 publication, A Description of the Faults or Dykes of the Mineral Basin of South Wales (right), however, he would describe himself as a practical man who had made and used tramroads “… during the greater part of the last thirty years … having surveyed and constructed roads of some hundred miles’ extent in different parts of the kingdom …”

By the turn of the 19th Century, he had moved to Merthyr, and worked on the Dowlais Tramroad, connecting the Dowlais Ironworks to the Glamorganshire Canal in about 1791-3. This new 4ft 2in gauge tramroad costing £3,000, allowed horse-drawn wagons moving coal and iron – his scheme enabling each horse to pull 9-10 tonnes going downhill.

Soon after this, Overton was working on the Merthyr Tramroad. Commissioned by the owners of the Dowlais, Penydarren and Plymouth Works to counter the control that Richard Crawshay of Cyfarthfa Ironworks held over use of the canal, the 4ft 2in gauge tramroad was nearly 16km long and ran between Merthyr Tydfil and Abercynon. The tramroad secured its place in history when Richard Trevithick’s steam test took place here in 1804, two years after Overton completed his supervision.

From 1803, Overton had an interest in Hirwaun Ironworks in the Cynon Valley, as a partner in Bowzer, Overton & Oliver. He constructed a tramroad from Hirwaun to Abernant (1806-8), followed by work on the Llwydcoed Tramroad for the Aberdare Canal Company, and Brinore Tramroad.

In 1805 Overton married Mary, and they would go on to have six children.

In 1818 he was consulted by mine owners in County Durham, beginning his involvement in the development of what became the Stockton & Darlington Railway. Two canal schemes had failed to materialise and Overton recommended a horse-drawn tramway. His survey detailed an 82km route that he costed at £124,000, and was the first ever survey for a railway. After difficulties with landowners and re-surveys in 1819 and 1820 to shorten the route, his work was taken forward to Parliament but on the passing of the Bill, steam railway pioneer George Stephenson (1781-1848) took over. Stephenson’s team undertook a new survey and the rest, as they say, is history.

Overton had very definite ideas about tramroads and railways and how to construct them. His design for wooden trams (wagons) was adopted across most of South Wales. His expertise in this field seems to have prevented him from fully appreciating the advantages of steam locomotion “… except in particular instances, and in peculiar situations.” His last project was Rumney Railway, a plateway from Rhymney Ironworks to the Monmouthshire Canal Tramroad near Newport. It opened a year after the Stockton & Darlington Railway.

In 1815 Overton and his family moved to Llandetty near Talybont-on Usk where he died on 2 February 1827.

Llandetty Hall – George Overton’s last home.

Memories of Old Merthyr

We continue our serialisation of the memories of Merthyr in the 1830’s by an un-named correspondent to the Merthyr Express, courtesy of Michael Donovan.

There are two trivialities that must be stated about Penydarren before alluding to that which will perpetuate its memory for all time. (1) The end of the forge was a pure example of Doric architecture, (2) and the small stack of the roll lathe boiler was an exact model one-fifth the size of the monument on Fish Street Hill, London.

Penydarren Ironworks in the early 1800s. Photo courtesy of the Alan George Archive

The Petherick family had positions in the early days of Penydarren, and Evan Hopkins, the author of “Magnetic Distribution of Metalliferous Veins” went thence to South America about the deposits there. It is, however, as the parent of the locomotive that Penydarren will ever be remembered. As there seem to be doubts about some things I will endeavour to put it clear, although not strictly within my own personal recollections.

Notwithstanding the great genius of James Watt, and the wonderful sagacity of Mathew Boulton, the idea of using steam in a cylinder to give motion to a piston, and allowing it then to escape into the atmosphere, was thought to be too dangerous, and the condensation of the steam was adhered to them.

Richard Trevithick (left), however, more daring, did not allow himself to be influenced by such fears, but towards the close of the 18th century began to put his thoughts into use. He made a road locomotive, and in 1802, injunction with Andrew Vivian, obtained the patent.

It is only my idea that the Pethericks were the means of introducing Trevithick to Penydarren, for one (a Mr John Petherick), wrote in 1858 that, “I perfectly remember when a boy, about the year 1802, seeing Trevithick’s first locomotive, worked by himself, come through the principal street of Cambourne”. But be that as it may, this, or another of Trevithick’s make, travelled to London, and often ran upon some ground near Bethlehem Hospital, and also where Euston Station now stands. It must be borne in mind that it was thought quite impossible to get sufficient grip between the wheels and a road to cause them to move the carriage forward.

It is clear Trevithick was in the neighbourhood about 1800, for stationary engines were made by him or from his designs both at Penydarren and Tredegar Works. These have been seen at work by me. His first locomotive was used about the works, and very probably hauled some of the cinders which for the tip alongside of the Morlais Brook and River Taff. The fact of an engine having cast iron wheels, running on an iron road being able not only to propel itself forward but draw a load after it was there demonstrated, and must have been a subject of controversy because a bet of £1,000 was made between Mr Homfray and Mr Crawshay as to the possibility of its taking ten tons of iron down to the basin and bringing the empty trams back.

The ten tons of iron was take to its destination, but for some cause the engine and the empties did not return to the works as satisfactorily as hoped for. The weight of the engine is stated to have been about five tons, and the gross weight altogether of 25 tons.

It seems as if Mr Homfray was an exceedingly hot tempered man, and it is clear that Trevithick had the same infirmity. This I have from one who was able to recall both personally. It would scarcely be proper to trace here how engines were designed by Trevithick, and did work elsewhere soon afterward, and how Trevithick himself having more enticing engagements allowed others to carry on the work he had begun.

To be continued at a later date…..