Borders 6

Pontcysyllte Aqueduct, 1936
Bertram Baxter took this image in September 1936 when the aqueduct was the responsibility of the
LMS Railway, which was responsible for keeping the water supply flowing from Dee falls to the
rest of the canal. Traffic on the canal was then in decline, with the basins at Trevor disused.
Bertram Baxter 24131

Pontcysyllte Aqueduct, 1975
Pontcysyllte Aqueduct is listed Grade I by Historic England. The listing is a reflection of the
heritage importance of this aqueduct. It is also a Scheduled Monument and, in 2009, UNESCO
allowed it World Heritage status. Michael Oxley 86809

51

Pontcysyllte Aqueduct drained in 1964
The iron trough that comprises the aqueduct channel was cast in the nearby foundry at Plas
Kynaston. The towing path was supported by ironwork placed alongside the “east” side of the
trough. Weaver Collection 47902

Trevor Basin and junction, with navigable feeder
The canal north of the aqueduct was widened into a large basin into which the navigable feeder
from Pentrefelin and Llangollen joined. The entrance to the feeder is seen in this view at the top
left where bridge 31 crosses. Ray Shill 880212

52

Scotch Hall Bridge, No 29,
Trevor Basin, 1949
A section of the Ruabon Brook
Tramway was extended
through the bridge on the left
of the canal bridge. Bridge No
29 is the last bridge on the canal
to span the intended route to
Chester. Bertram Baxter 24165

Scotch Hall Boatyard, Trevor
The original plateway tracks were laid out on both sides of Trevor Basin, with tracks passing under
the bridge on both sides. The later railway replacement work (from 1864) was confined to the north
bank and these remained there until the 1920's. Scotch Hall and the adjacent cottage were built by
1805, and both structures are shown on a map of that date. Scotch Hall was the home of the local
canal agent and this was the case until the early 1900s. Once the Llangollen Canal had become a
popular location to visit by boaters, the disused northern railway wharves found a new and modern
use as a boat hire yard. Ray Shill 880215

53

Trevor Basin, and the terminus of the Ruabon Brook Tramroad
RCHS Collection 70050

Trevor Basin and the former terminus of the Ruabon Brook Tramroad
Bertram Baxter took a group of images that followed the tramroad to Ruabon Brook near the
terminus at Trevor in September 1936. In this image, the iron warehouse had been removed and
there is no sight of the track on the elevated wharf, even though a contemporary Ordnance Survey
map (survey 1938) indicates that there was! Baxter Collection 24132

54

Trevor Basin , basin overgrown
With the rise of boating on British canals, the canal to Llangollen has become a popular destination
for boaters who moor their boats beside the now overgrown former interchange wharves.
Ray Shill 880275

55

56

Chapter 3

Montgomery Canal (Carreghofa - Newtown)

The canals that passed through the county of Montgomeryshire comprised a section of the Ellesmere
Canal, the Eastern Branch and Western Branch of the Montgomery Canal and the short Guilsfield
Canal.

First to be constructed was the original Montgomery Canal, which linked Carreghofa with
Welshpool and Garthmyl, although the intention had been to make it as far as Newtown. The
committee office was located in Pool (Welshpool). In July 1794, they advertised for a clerk. Thomas
Withy, of Southwark, scrivener, was appointed at the second assembly (28 July 1794). Another
appointment confirmed was the joint engineer post given to John Dadford and Thomas Dadford
(junior), with John Dadford, based at Pool, being principally in charge. John received criticism over
the building of the aqueducts. He resigned in 1796. Thomas Dadford (senior) was later to take over
and finish the work, when John left.

The first tasks for construction were to build the aqueducts over the Vyrnwy and Rhiew. The
Vrynwy Aqueduct comprised five arches each of a span of 39ft. John Simpson and William
Hazeldine were the contractors for this aqueduct. The aqueduct over the Rhiew (Berriew) had two
river arches and two land arches, which now span roads.

Thomas  Withy  signed  several  published  notices  as  Withy,  Clerk  Welsh‑Pool.  One  notice  for  10ᵗ�
January 1795 was a request for contractors to build five miles of canal from Gwernfeln to near Pool.
Later, two notices bearing the dates 20 November 1795 and 15 December 1795 asked for contractors
to build the line between Pool and Berriew, including the locks, bridges and culverts. Another notice
dated 23 January 1796 mentioned the building of the branch, two miles long, from the upper end
of the top lock at Burgeddin to or near Sarn y Crowner in the township of Varchoed. This notice
also asked for a contractor to make the canal from the south end of the aqueduct over the Rhiew
near Berriew to an intended lock at Garthmyl, about 1½ miles.

A section to Welshpool was finished first, with a boat launched there in February 1796. How much
was a symbolic gesture remains to be determined, as the important link required was that from
Carreghofa, which was not completed until July 1797.

Opened to Garthmyl during August 1797, the Montgomeryshire Canal had the rare feature of
descending locks at Carreghofa and Burgeddin, a section of level canal before ascending at Bank
Lock through Welshpool to Garthmyl, the effective summit level. The paring of locks at Carreghofa

57

and Burgeddin with a short space between lock chambers was a common feature found on Dadford
engineered waterways. Working examples elsewhere include 9 & 10 locks on the Stourbridge Canal
and Bratch on the Staffordshire & Worcestershire Canal, which Thomas Dadford senior arranged
to be made as a replacement for the original triple staircase, which had been built to the designs of
James Brindley.

Building the canal from the junction with the Ellesmere Canal was simplified through the making
of that junction at Carreghofa. The original intention of a steep ascent to a junction at Porthywaen,
as suggested by William Jessop and Thomas Dadford Senior, was not proceeded with.

In later times some criticism was made of the engineering features along the canal, but it could be
argued that the committee had less regard for standard as for getting a working water way at a
cheap cost. The transport for lime to supply the farmers was of particular importance.

Garthmyl, or Garthmill, was navigation limit until 1819, though extensions were contemplated
during 1801. The engineer was ordered to make a survey of country between Garthmyl and the
bridge at Bryn-derwen, and also a feeder from the head of the intended canal at Bryn-derwen Bridge
to the New House Pool in the River Severn. Four years elapsed before anything else was done.
Instead of making a canal, a feeder was made instead. The assembly, in 1805, ordered that “a feeder
for this canal be immediately made by or under the direction of the committee from and out of the
Severn at or near the pool at or near the meadow which opposite Mr Tildsley’s Meadow and next
above the New House Pool down to the canal at Garthmyl Wharf”. The clear need for an improved
water supply was important to this decision.

At the time of this work, Joseph Hill occupied the combined post of engineer and clerk. During
1813, the link to Newtown was again considered. This town had potential for increased traffic, not
only from the manufacturing in Newtown itself, but also from the various metal mines that could
be reached by the turnpikes that served Newtown. Those that did not want the extension were only
narrowly outvoted by those that did. Rennie chose not to be the consulting engineer, perhaps
because of his commitments elsewhere (such as the Kennet & Avon Canal and Trent & Mersey
Canal), but Josias Jessop did make a survey and his report was adopted at the 1814 assembly.

Work went ahead with the extension to Newtown Basin, but it was at a cost. The close decision that
led to the application to Parliament for the extension going ahead resulted in a company split. The
canal from Garthmyl to Newtown became the concern of the Western Committee, whilst the original
route was managed by the Eastern Committee. It was the Western Committee who had to finance
the construction, taking the existing Garthmyl feeder to be incorporated into the route.

John Williams was appointed resident engineer and he was responsible for the construction of the
route. The line of waterway was 7⅜ miles and had six locks that rose to the short summit level near
Newton. A feeder from the weir at Penarth fed water in to the canal at Freestone Lock (the fourth
from Bryn-derwen). Above here were Dolfor and Rock Lock. Water supply for this section was
taken from the Severn by a water wheel that conveyed water up into the canal. A steam engine was
also part of the pumping establishment and was used when the flow on the river reduced.

58

Carreghofa Locks, the water supply to the second lock
Thomas Dadford (senior) often placed locks together, with a short pound separating lock gates. At
Carreghofa, the distance was more generous and allowed a bridge and road to separate them.
Ray Shill 875912

Carreghofa Locks, toll office
The commencement of the Montgomeryshire Canal at Carreghofa required a means of toll collection.
The toll office placed beside the lock ensured all boats were checked at the start of their journey
along the canal. Ray Shill 875914

59

Carreghofa Lock Cottage
The stone faced lock cottage appears to be contemporary with the canal being built. Other cottages
along the waterway, such as Pool Quay, are made of brick and were probably constructed at a later
date. It was common practice for the waterway to be built first with locks and bridges being
completed, before houses for the workers were made. At Carreghofa, the need for toll taking and
wharf management, ensured early construction of the buildings there. Ray Shill 875921

Carreghofa Locks and Bridge 1992
The paired locks at Carreghofa were built under the direction of the Dadford family. George Watson
Buck revised the working arrangement through installing during the 1820s his innovative lock gear,
whose iron parts were cast by the Coalbrookdale Company. Ray Shill 875923

60

Salt Warehouse, Pentreheylin, Montgomery Canal Eastern Branch
The Salt Warehouse at Pentreheylin was placed beside the Montgomery Canal north of Vyrnwy
Aqueduct. Ray Shill 876023

Vyrnwy Aqueduct, Montgomery Canal Eastern Branch
Vyrnwy Aqueduct bears the marks of reconstruction and repair. Built under the directions of the
engineer John Dadford, it is a footnote in history. The future career of John Dadford, son of Thomas
Dadford senior, was linked to the success or failure of the five crossings of rivers or brooks built
along the length of the original Montgomery Canal. The failure and collapse of the 5-arch and
longest aqueduct across the River Vrnwy, led to the departure in 1796 of John Dadford from the
project leaving Thomas Dadford Senior and Junior to finish the building of the canal through to
Garthmyl. Thomas Dadford Senior had a wealth of experience in building canals, which began with
the Staffordshire & Worcestershire Canal and included spells on the Dudley, Stourbridge and Trent
& Mersey canals. John Simpson and William Hazeldine were responsible for the construction of
this aqueduct during the years 1794-1796. The excessive use of clay is credited with the collapse
and the requirement to fit iron strengthening bars. It is listed Grade II by Historic Wales.
Ray Shill 876032

61

Burgeddin Locks & Lock House and
Bridge 105
Ron and Barbara Reid Collection RCHS
80831

Bridge 111, Pool Quay, Montgomery Canal Eastern Branch, 2016
It is a feature of the Montgomery Canal that certain locks have bridges at the tail end and the walling
from the lock chamber is extended to the bridge on one side with the towpath passing under the
arch on the other side, examples of this arrangement can be seen at Bridge 111 and Bridge 121.
Ray Shill 876555

62

Lock and Lock House Pool Quay, Montgomery Canal Eastern Branch 2016
There is an element of time standing still at Pool Quay, where the lock cottage stands besides the
lock. In the distance are the remains of the wharf and wharf buildings. From there a track led down
to the turnpike, which in turn passed with a short distance of the head of navigation on the River
Severn. Ray Shill 876561

Bridge 115, Buttington, Montgomery Canal
Despite a number of main bridges being removed on the Montgomery Canal, others still remain as
a reminder of the construction conducted under the Dadford family or the later engineers.
Ray Shill 876684

63

Welshpool Wharf and Lledan Brook Aqueduct, Montgomery Canal Eastern Branch
There were three groups of canal side wharves at Welshpool. The middle group were placed north
of Severn Street Bridge on the length between this bridge (119) and the aqueduct. In this view there
is a warehouse and wharf for stone on the left, and there is Farr’s building yard on the right. Farr’s
wharf was the terminus of an edge rail tramway (of the inverted T type) that was constructed in
1818 and served the Stondart Quarry, bringing stone from this quarry to the wharf until the early
1850s. Ron and Barbara Reid Collection RCHS 80813

Lledan Brook Aqueduct 2006
The aqueduct at Welshpool crossed the
Lledan Brook near the canal wharves.
This aqueduct was reconstructed with
a cast iron trough in 1836.
Ray Shill 876745

64

Lledan Brook Aqueduct 2016, details of arch
The need to repair and improve the navigation was first conducted by George Buck, who made
various improvements to the Eastern Branch, before moving on for a career in railway construction.
Following Buck’s departure, his successor James Sword was the engineer responsible for the
rebuilding of the aqueduct at Lledan Brook. The structure comprises a masonry façade and the cast
iron trough composed of plates bolted together carries the waterway over the brook. The towpath
is carried on a separate arch over the brook. Ray Shill 876743

Welshpool Lock, Mill and Warehouse, Montgomery Canal Eastern Branch
Welshpool Lock has a fall of 5ft 10in. The difference of height was considered sufficient for the
overflow channel to be altered as a mill race to drive the wheel for a corn mill erected there during
the 1820s. The wharf below the lock had a two storey warehouse erected upon it for the merchandise
trade. On the left, above the lock, a timber yard was later made which had a railway system for
moving timber to the canal. Ron and Barbara Reid Collection RCHS 80817

65

Welshpool Lock and lock gear
The innovative cast iron lock gear was
installed at the request of George
Buck, engineer. Whilst this particular
lock gearing was removed as part of
the lock restoration, which was
completed in 1973, other examples are
to be found along the Montgomery
Canal, Eastern Branch. Bucks
invention enabled locks to be filled
from the one point, whereas most
locks used a system of gate and/or
ground paddles at either end. Ron
and Barbara Reid Collection RCHS 80824

Welshpool Lock gates and lock gear
Apart from the lock gear, iron lock gates were installed at Welshpool Town Lock.
RCHS Collection 70017

66

Belan Lower Lock, Montgomery Canal, Eastern Branch
A view of the lower lock at Belan, seen before restoration of the canal at this point. A post- restoration
photo is on the next page. RCHS Collection 70036

Belan Lower Lock, Montgomery Canal, Eastern Branch
A view of the lower lock at Belan after restoration of the canal in 1995. Following the work, the
towpath was widened. Ray Shill 876816

67

Bridge 121, Montgomery Canal, Eastern Branch
Ray Shill 876819

Berriew Aqueduct, Montgomery Canal, Eastern Branch
Berriew Aqueduct is composed of 4 arches. Two span roads on either side of the river and the two
central arches cross over the River Rhiw. Construction of the original aqueduct was conducted
under the direction of the Dadford family; John, Thomas Junior and Thomas senior. George Buck
added iron railings (1828) and George Jebb as engineer to the Shropshire Union was responsible
for the blue brick cladding work during 1889. RCHS Collection 75361

68

Berriew Aqueduct, North Arch over road
Ray Shill 876011

Garthmyl, Montgomery Canal, Eastern Branch
Garthmyl was the terminus of the original Montgomery Canal. Here were erected warehouses for
the waterway trade. Carriers brought their boats to Garthmyl for transhipment to the turnpikes
and other roads. Ray Shill 876955

69

Redhouse Swing Bridge, Montgomery Canal Western Branch
The Swing, or Turn, Bridge at Redhouse is one of three such bridges on the section made from
Garthmyl to Brynderwyn, the others being bridges 139 and 144. The choice of Swing rather than
lift appears to have been down to the preference of the engineer. Another swing bridge was placed
on the section near Newtown. Ron and Barbara Reid Collection RCHS 80808

Brynderwyn Bridge 146, Lock, Lock House & Wharf, Montgomery Canal, Western Branch
The Lock House at Brynderwyn has been enlarged and improved, but other features of the canalside
here remain intact and include a canal warehouse beside what is now the A483(T) road.
Ray Shill 877373

70

Aberbechan Aqueduct, Montgomery Canal, Western Branch
This three-arch aqueduct, known as Aberbechan, or Aber-Bechan, was the principal aqueduct on
the Western Branch. The aqueduct was constructed under the superintendence of the engineer,
John Williams to carry the canal over the Bechan Brook, but was subsequently reconstructed after
a collapse. What is seen now is the result of this work and other repairs. This aqueduct has prominent
cut-waters, although this feature may not have been present in the original aqueduct. On the north
east bank of the canal was a fulling mill that drew water from the brook into a mill pool.
Weaver Collection 47939

Bridge 153 approach, Montgomery Canal, Western Branch
From Aberbechan, the disused canal still retains water as far as the feeder from the River Severn.
Freestone Lock is west of Bridge 153 on the dry section to Dolfor Lock. Ray Shill 877803

71

Canal Feeder, Montgomery
Canal, Western Branch
A section of the 1�ᵗ Ordnance
Survey is reproduced to
show the Severn feeder
course. When the Western
Branch was constructed, the
feeder from the Severn to
Garthmyl was incorporated
into the canal route. A feeder
was constructed from the
head of a weir near Penarth,
that followed the bank of the
river, to feed into the canal
above Freestone Lock.
Heartland Press 277372

Freestone Locks, Montgomery Canal, Western Branch
The disused lock houses at Freestone Lock have gradually fallen into decay; in this view, the
buildings were clearly visible from the tow path, but have now been obscured by tree growth.
Ray Shill 877805

72

Warehouse near Dolfur, Montgomery Canal, Western Branch
A canal side warehouse building has survived beside the Montgomery Canal east of Dolfur Lock.
This building lacked proper road access, and appears to have served local needs.
Ray Shill 877855

Dolfur Lock, Montgomery Canal, Western Branch
Dolfur Lock and bridge 154 are now placed on the footpath to Newtown that follows the canal and
former towpath through to the basin there. Ray Shill 877858

73

Newtown Pump, Montgomeryshire Canal, Western Branch, 1969
The section from Newtown Basin to Dolfur required another source of water supply and this was
achieved through a pump house near Newtown, where a steam engine was employed to pump
water from the Severn into the canal. Weaver Collection 47947

Newtown Canal Bridge
This bridge on Montgomery Canal near Newtown was capped by iron railings.
Ron and Barbara Reid Collection RCHS 80835

74

Newtown Canal Basin
The terminus of the Western Branch was principally fitted out for coal and limestone traffic. The
offices of the Montgomery Canal, Western Branch, Company were also based there.
Heartland Press Collection 277481

75

Tyddyn Basin, Guilsfield Branch
The other lesser known terminus of the Montgomery Canal was placed in the agricultural district
of Tyddyn, where the Guilsfield Branch, from the top of Burgeddin Locks, terminated. During the
early 1820s, there was a plan to divert the main route via the Guilsfield Branch, but following George
Buck making a report of the cost for the work, nothing was done. RCHS Collection 70037

Tyddyn Basin Wharf and Warehouses
Ron and Barbara Reid Collection RCHS 80833

76

The Western Branch was declared open on St David’s Day, 1819, but the route was not complete.
Another two years, to 1821, were needed to finish construction.

John Hill was replaced by George Watson Buck as engineer and clerk for the Eastern Committee.
George was given a challenge almost immediately. The Eastern Committee was keen to follow the
suggestion to divert the canal from Carreghofa to meet the end of the Guilsfield Branch, and build
the Tanat Feeder. Buck presented the committee with two quotes, one to do both and one simply
to make the feeder. The feeder only option feeder was chosen.

Buck left a lasting legacy with the Montgomeryshire Canal, improving locks, and the infrastructure
in general. His unique iron paddle gear for locks was part and parcel of his innovative engineering
skills. After leaving the Montgomery, he became resident engineer for the London & Birmingham
Railway (Tring - London), then he became engineer for the Manchester & Birmingham Railway,
where he supervised the major viaducts in Manchester, Stockport and Congleton. Buck married
late, but came to have a large family, who moved with him from contract to contract. He retired to
Ramsay, Isle of Man, where he died in 1855.

The Montgomeryshire Canal and the River Severn

From the Junction at Carreghofa, the canal descends through two pairs of locks at Carreghofa and
Burgeddin to a level where it crosses the Bele Brook by an aqueduct. This brook joins the Severn
and excess water is run off this way. The brook course was improved by a new channel that was
made through to the Severn, known as the New Cut.

From this level, the canal rises gradually through a series of locks that follow the Severn Valley to
Newtown. The Severn was navigable for barges up to 40 tons as far as the New Quay, or Pool Quay
as it later came to be called, as it served the nearby town of Pool (later Welshpool). It is also close
to a former Abbey, and during the 12ᵗ� Century the monks constructed a water powered corn mill
and created a dam across the river. This example of medieval industry prohibited any movement
of boats upstream, and a quay , or landing place, was developed below the mill tail race.

Whilst corn milling remained the core business of the mill through the following centuries, other
businesses came to be established there. The Earl of Powis erected a lead smelter, and later an iron
forge was there. This forge was known as New Quay. The dam across the river, being improved
through time, reached a height of 15ft, and was able to provide a suitable supply of water for the
mills.

77

Chapter 4

Branches & Byeways

All hopes for completing the main line to Shrewsbury from Hordley were gradually lost, as the
intended line petered out at Weston, with the rough edges of uncompleted work left in the fields
there. Weston Wharf became the terminus of the navigation there, with no work commencing on
a tunnel or locks down to the River Severn. A reason for this decision has been stated to be the
completion of the Shrewsbury Canal, and the cheap coal it brought in the town, rendering any coal
brought from the coalfields of Denbighshire to be sold inevitably at a higher cost.

This was a period before the recognition of different types of coals that were suitable for
carbonisation to manufacture coal gas. For Denbighshire coal, this proved to be a lucrative market
in later years, when this coal was sent to gasworks by a national rail network.

It is better to argue that the decision to divert the main line to Hurleston was a cruel blow to the
economy of Shrewsbury, which would have benefited from the northern canal link and would have
brought not only coal, but bricks, iron, limestone, slate, timber and general merchandise to the river
wharves at Frankwell and Mardol. Such trade would have provided encouragement for making
locks on the Severn, whilst the towns’ wharves might have enjoyed prosperity during the nineteenth
century instead of the gradual decline that occurred.

That the Shrewsbury-Weston Canal remained uncompleted, proved to be the benefit of the railway
builders. Some forty years later, as Shrewsbury was developed as a railway junction town with the
Shrewsbury & Chester Railway, the Shrewsbury & Birmingham Railway and the Shropshire Union
Railway and Canal routes linking Chester with Shrewsbury, Wolverhampton and Stafford, a rail
transport network was formed which came to effectively compete with the navigations previously
established.

John Fletcher was entrusted with building the section of canal from Hordley to Weston Wharf in
January 1796. Six months later, he was also given the task to make the waterway extension from
Weston Lullingfield to a point near the turnpike road from Shrewsbury to Baschurch at Walford.

William Turner considered the part from Weston to Shrewsbury to include parts that would be
expensive to build, and he suggested a diversion near Spoon Hill to Leaton Heath, avoiding the
tunnel at Weston Lullingfield and embankments near Walford and Leaton. Such a proposal led to
further delay with the making of the line towards Shrewsbury. Fletcher’s work on cutting south of
Weston Lullingfield was stopped, and no further work was done, leaving an unfinished section

78

south of Weston Wharf. In fact, no new construction work was ever done, despite a statement made
by the committee in 1802, when it was agreed that the line from Weston Wharf to Shrewsbury
should be done “consistently with the duty of this committee”.

At Weston Wharf, a clerk’s house, stables, four lime kilns and a public house were constructed. It
was judged that the local countryside could be supplied with lime and coal, whereas at a further
distance the canal would have competition from Ketley or Donnington. With this view in mind,
the route to Shrewsbury remained unfinished, in fact up to the modern day.

The short branch to Ellesmere was formed as the canal was made eastward, being completed by
1804. Near, and at, the terminus were wharves and warehouses for the trading boats.

It is a feature of this canal that intended branches became part of main routes. The branch to
Llanymynech became the main line to meet the Montgomeryshire Canal, whilst the intended main
line to the Dee via Pontcysyllte became an effective branch even if it was a very busy freight
waterway.

The Whitchurch Branch as originally planned had a section that became part of the main line. A
length of waterway from the junction at Whixall Moss became known as the Prees Branch. This
was a branch that was never completed to the intended terminus at Prees, but was built to Edstaston,
where access to the turnpike led to an important interchange wharf being made, and then it
continued on to the terminus at Quina Brook, with work on this branch being finished during 1806.

Another part of the Whitchurch Branch was the route through Whixall to the New Mills at
Whitchurch. This also became part of the new main line, all be it for a few hundred yards where a
junction was made for the main line to continue to Grindley Brook and Hurleston. In 1805, William
Turner managed to persuade the canal committee to extend the short length at the New Mills to a
basin in the town at Sherrymans Bridge, where wharves and warehouses were built. Mr Denson
was instructed to make the survey. Whilst advertisements were placed for the work, the construction
did not proceed. In November 1806, Samuel Turner and other Whitchurch inhabitants offered to
make the canal extension to Sherrymans Bridge and Castle Well. The extension was finished during
1808.

Other branches made were the Llantysilio, Maesbury and Rednal. The private branch near Rednal
was built for Mr Lloyd, but Lloyd had his money returned when the committee required additional
land from him to convert a bridle way into a road. This branch became the property of the Ellesmere
Canal Company from 1799.

Llantysilio was the navigable feeder or water line built from Trevor to Dee Falls (six miles). It was
sanctioned by the same Act of Parliament as the tramroad to Ruabon Brook. Contractors working
on this section found the work hard, but by 1808, this feeder was finished to Dee Falls. As suggested
earlier, Bala Lake was used as a storage reservoir to send water down the Dee in order to compensate
EmllielslmoewrenAerrms Cbaenloawl WDhaeref Falls. Construction of this navigation involved both cutting and
Temhebsahnokrmt bernatnsc, hsotmeremsitneaetpedsiadteEdl,leasnmdeirtew. OasntoimneescidonesoufmthiinsgcacnuattliwngastharDouaigrhy,twhehircohckh.ad formerly
been an iron foundry. Weaver Collection 47843

79

Ellesmere Warehouse
The sign on the Warehouse is a reminder
of the once extensive carrying network
of the Shropshire Union Railway &
Canal Company. Weaver Collection 47842

Ellesmere Junction
The junction bridge at Ellesmere spanned the short branch to Ellesmere basin. There was a slotted
semaphore signal north of this bridge placed on the offside to the towpath. Worked by hand levers,
it is believed that this signal at one time controlled movement of boats from the branch.
Ray Shill 881610

80

Llanddyn Bridge, No 43, Llantisilio Branch
Building the water line used the services of John Simpson for bridges and other work. The iron
work was supplied by William Hazeldine, but the bulk of the work, including the digging and
cutting, was done by canal company workmen under the supervision of the Llangollen Inspector.
William Davies. Ray Shill 882621

Llangollen Wharf, Llantisilio Branch
The wharf and warehouse at Llangollen was placed on the navigable feeder from Trevor.
RCHS Collection 70048

81

Llangollen Warehouse, Llantisilio Branch
The feeder passes the town high up the valley side. The wharf became the home of an early horse
drawn trip boat. Ray Shill 882725

Pentrefelin, Llantisilio Branch
The Oernant Tramway crossed by a swing bridge near the cottage. Ray Shill 882851

82

Pentrefelin Bridge No 48, Llantisilio Branch
Ray Shill 882852

Horseshoe Falls, Llantisilio Branch
The source of the water for the
Ellesmere Canal was collected at the
circular weir on the River Dee called
Horseshoe Falls; from here the water
was passed down the Llantisilio
Branch to Trevor. To compensate
mill owners on the Dee, an
additional supply from Lake Bala
was made available, to the design of
Thomas Telford, engineer. The
decision to apply to Parliament to
make the feeder from the Dee
replaced the earlier plan of a
reservoir near Brymbo.
Ray Shill 882961

83

Maesbury Hall Mill Arm, Maesbury Marsh
Maesbury Hall Mill was placed alongside a leat from the River Morda, and was the southernmost
of three mills, initially used for corn milling, which used the waters of the Morda for power, but
later also used a steam engine to assist the milling business. The most northern was Ball Mill, then
there was Maesbury Mill, between the other two. A short canal arm was made that linked the
Ellesmere Canal (Llanymynech branch) with Maesbury Hall Mill. The Peate family have a long
association with milling at Maesbury. The largest was Maesbury Hall Corn Mill, which was worked
by John Peate from 1846 and was later under the proprietorship of A. A. Peate. Maesbury Mill was
worked by his brother Edward, who converted the mill to grind colours for his paint making
business. Weaver Collection 47933

Weston Wharf
Whilst the canal through Weston was intended to join the River Severn at Shrewsbury, that part of
the canal was never completed, even if though canal proprietors did revive the idea on occasion.
Weston Wharf remained the limit of navigation throughout the operating period of the canal.
RCHS Collection 70049

84

Edstaston Wharf, Prees Branch
Edstaston was placed near the turnpike roads that linked with Shrewsbury and enabled road/canal
transfer there ,with canal traffic passing along the Prees Branch and then via the main Ellesmere &
Chester Canal to Ellesmere Port. Ray Shill 880805

Edstaston Wharf, Prees Branch
The wharf buildings were placed on both sides of a road bridge and there were further wharves at
Quina Brook, the end of the Prees Branch. The canal never reached the town of Prees.
Ray Shill 880815

85

Plas Kynaston Branch, Junction Bridge, Trevor
The private branch known as the Plas Kynaston, or Pickerings Canal, was built gradually over some
ten years and extended for about five eighths of a mile. It served limekilns and the Plas Kynaston
Foundry where the ironwork for the Pontcysyllte Aqueduct had been cast, as well as the rails for
the Afon Eitha tramroad. Ray Shill 880355

Plas Kynaston Branch
Much of the branch came to be covered by the Monsanto Chemical Works, whose site was closed
down in 2010, after various changes of ownership. The first chemical works here was established
to extract Paraffin Oil and Wax from local oil shales. Ray Shill 880351

86

Whitchurch Arm
Although Whitchurch was an intended terminus of a branch canal from the “proposed” main
Shrewsbury-Chester route, much of the “Whitchurch Branch” as built was incorporated into the
“actual” main line from Hurleston to Welsh Frankton. The branch into the town was finally built
after the Hurleston route had opened and the branch was not finally completed until 1811. It joined
the canal to Hurleston near the “New Mill”, later known as the “Old Mill” which was a water
powered Corn Mill. Ray Shill 881005

Whitchurch Arm, Bridge 2
Whilst the canal to Whitchurch is only now navigable as far as Bridge 1 at Chemistry, the waterway
did extend into the town, and passed under the Smallbrook Road at Sherry Mill. Here was a wharf
(right) and corn mill (left). Beyond the bridge were the gasworks and the final length that terminated
by the canal warehouses there. William Turner, architect, was one of the people responsible for
progressing the branch to the intended terminus at Sherry Mill and, with the help of the Duke of
Bridgewater, the final terminus was made in the town. Martin O’Keeffe Collection 881031

87

Plan of Chester Canal, as reproduced from the Gentleman’s Magazine 1772
The Gentleman’s Magazine produced maps of the canals as they were built, and sometimes they
include elements that were not constructed. This map indicates that the clear intention was to build
a canal to Middlewich and a branch to Nantwich! The “main line” to Middlewich was to follow a
northern route that crossed the Weaver and terminated at Middlewich. This plan, dated June 1772,
corresponds with the first Act (12 Geo III, April 1�ᵗ 1772) and was drawn at the time when the Trent
& Mersey Canal had not reached this point.

When the Chester Canal was first proposed, a pamphlet was produced in 1770 that included
objections against making this waterway to Middlewich. The Trent & Mersey were concerned about
the loss of toll on rock salt and white salt that were produced at Lawton and Middlewich, whilst
the River Weaver Commissioners objected to loss of tolls for earthenware and raw materials for the
pottery trade conveyed by their waterway. A positive comment suggested that the Duke of
Bridgewater might benefit from improved transport of his coals from the Tarporley Collieries.

Whilst the Chester Canal proprietors struggled to finance the building of the canal authorised in
1772, stronger opposition was mounted by the Trent & Mersey Canal proprietors who succeeded
in having a clause inserted in the second Chester Canal act (17 Geo III, June 2�ᵈ,  1777)  which
prohibited the Chester Canal from constructing their waterway a distance of 100 yards from their
own. RCHS Collection 70010

88

The isolated Ffrwd or Frood Branch was considered part of the navigation in a report of 1805. Listed
as three miles in length, it served the collieries at Ffrwd, which belonged to Richard Kirk. The cost
of making this branch was given as:

Richard Kirk £4354-5-9
Fletcher and Whittle by contract £4410-2-6
John Fletcher £157-6-11

Total £8921-15-2

This short length may have had trade in both coal and ironstone, and appears to have had terminus
basins at both ends, one at Ffrwd and one north of Poolsmouth, perhaps near Summer Hill. The
weighing machine on the branch was disposed of during 1809, indicating traffic was short lived.
“Frood coal” was prized in Chester and there was later an important market for it. Transport in
this coal was evidently by turnpike. During 1814, Richard Kirk purchased the reservoir for the
Frood Branch, and a house. Later, in 1820, the Ellesmere & Chester allowed the sale of thecomplete
canal to Mr Kirk as it was “entirely useless”.

89

Barbridge Junction, the start of the Middlewich Branch
The entrance to the Middlewich Branch is spanned by Bridge No 1, which carries the towpath over
the branch canal. Designed by Thomas Telford, it is the first of 31 bridges built on this stretch of
waterway. RCHS Transparency Collection 75191

Cholmondeston Lock
Cholmondeston is the deepest lock on both the Middlewich Branch and the Shropshire Union
network. The fall is 11ft 3in, although the other Shropshire Union locks on the branch are of a similar
drop; Minshull Lock is 11ft, Stanthorne Lock is 11ft 1 in. Ray Shill 871611

90

Trial of Locomotive Haulage, May 1888
A length of the Middlewich Branch was used for an experiment into locomotive haulage using an
18 inch gauge locomotive Dickie from Crewe Works. The track was laid between bridge no 5 and 6
on the section below Cholmondeston Lock. RCHS Collection 70054

Minshull Lock, Middlewich Branch 1998
The three Middlewich Branch Locks are not noted for attractiveness. They possess a single top gate
and two mitred bottom gates. Buildings at Minshull Lock were basic and initially comprised a single
building with a second small structure added by 1907. Early Ordnance Survey maps mention the
name of this lock as Aston. The name Minshull was not used until the early 1900s. This lock is placed
at a considerable distance from both Church Minshull and Minshull Wharf. In this view the lock
cottage has been partly taken down. Ray Shill, 871806

91

Shropshire Union Canal Stables, Minshull Vernon, Middlewich Branch
Canal carrying to the Potteries along the Middlewich Branch was developed during the 1860s.
Paul Sheldon Collection PS0193

Canal Cottage, Middlewich Branch, 1998
There were few canal workers cottages on
the Middlewich Branch. This building
made of brick has bricks of two colours
mixed together. Ray Shill 872021

92

Canal Cottage, Middlewich Branch
Both the stables and the canal cottage are placed alongside the towpath between Bridge 18 and
Bridge 19. They have both also been “restored”. The canal stables are now converted into a home
and the cottage is also a home a again, even if they are placed in a rather isolated location.
Ray Shill 872022

Stanthorne Lock, Middlewich Branch
The steps to Stanthorne Lock show the wear
of countless boatmen passing up and down
them whilst handling their craft. The
Middlewich branch was a popular trade
route that linked the Shropshire Union Canal
with the Trent and Mersey. Apart from
Potteries traffic travelling from Ellesmere
Port, long distance fly boat traffic used the
route from the Midlands and the Borders, to
reach Manchester and the Salt Works. Local
carrier William Henshall took fly boats to
Shrewsbury and the Borders along this canal.
Ray Shill 872865

93

Bridge 27 and Stanthorne Lock
Stanthorne is placed on the outskirts of Middlewich; from here the canal is carried on an
embankment that spans the River Wheelock valley. Historic England describes this as a cattle bridge,
made of Red English garden wall bond brick with stone dressings. It is listed grade II. This bridge
has brick voussoirs incorporated into the arch. Ray Shill 872881

Middlewich Aqueduct, Middlewich Branch
Thomas Telford was an engineer who produced both attractive designs and functional designs. His
later brick aqueducts, which include Middlewich, often fall into the later category.
Ray Shill 872901

94

Bridge 31, Middlewich Branch
The last bridge on the Shropshire Union, Middlewich Branch is Bridge 31. From here the canal joins
the short Wardle Branch of the Trent & Mersey Canal. Ray Shill 872981

Wardle Lock, Trent & Mersey Canal
The short Wardle Branch is seen looking from Bridge 168 of the Trent & Mersey Canal. The
numbering follows the main line sequence with 167 at Kings Lock and 169 above “Middlewich
Three Locks”. The bridge in the distance is No 31 of the Shropshire Union Canal.
RCHS Transparency Collection 75301

95

The Lock House, Wardle Lock, Trent & Mersey Canal, 1998
Ray Shill 819811

Trent & Mersey Canal, Wardle Branch, Middlewich, 1998
For many years the Trent & Mersey resisted attempts for a link to be made with the Ellesmere Canal.
That link was finally made, but led to high charges being made for Ellesmere & Chester traffic
passing on to the Trent & Mersey at Middlewich. The short branch included a lock where all traffic
was recorded passing between the two canals. The plaque on the bridge bears the date 1829. The
tight headroom for the towpath must have been a problem for boat horses to pass under.
Ray Shill 819801

96

Chapter 5

The Ellesmere & Chester Canal and the Middlewich Branch

The Ellesmere & Chester Canal Company was formed in 1813 through the merger of the Ellesmere
and Chester companies. The joint concern continued to improve their system of waterways, such
as the use of iron in locks and lock gates and the provision of improved water supplies.

It was the united Ellesmere and Chester Canal company that applied for powers to make the
Tannant feeder to the Llanymynech Branch to meet the canal north of Carreghofa Locks, but it was
the Eastern Branch of the Montgomeryshire Canal that financed the building of the feeder under
the superintendence of George Buck, their engineer.

There was also a determination to renew the plan for a link with the Trent & Mersey at Middlewich.
This had been the original intention of the Chester Canal, but the junction had been resisted by the
proprietors of the Trent & Mersey Canal. Their jealous guarding of their trade made any link
impossible, and they even had a clause inserted that prevented any link. Had the Middlewich
Branch been made, transhipment over intervening land would have been required for all goods.

In 1827 the Ellesmere & Chester Canal Company managed to get their act from Wardle Green
(Barbridge) to Middlewich, but there was still the issue of heavy tolls being charged on all craft
passing between the two canal companies. To ensure these tolls could be charged, the Trent &
Mersey built a short section of canal from their main line at Middlewich on the pound between
Lock 72 and Lock 71. They named this branch the “Wardle Canal”.

The Middlewich Branch was completed six years after construction started. Engineered to the
improved standard of the time, the route included four locks, three Ellesmere & Chester owned
locks and one on the Wardle Canal. Building this waterway took longer than planned, and it was
not opened for trade until September 1833. The problems of making this waterway were simply
down to nature of the Cheshire Marl through which the canal was cut. Telford explained the issue
in his reports. The marl was affected by exposure to the air. It liquefied and flowed away. Making
embankments became a very slow and tedious process, with the slopes being reduced and the base
increased. In consequence, much more time was required to dig out the cuttings and make
embankments This situation proved to be a particular challenge for Telford at a time when he was
simultaneously engaged in a number of projects.

97

Chapter 6

Railway Links and Railway Features

The nature of the border counties terrain proved a challenge for the canal builders. Tramways and
Railways were needed to access the steep hillsides to reach the limestone quarries at Llanymynech,
Pant and Porthwain.

Black Park Colliery, Chirk
Tramway linked canal basin at Chirk with mines

Crickheath Tramway
The tramway from Whitehaven Quarry to Crick Heath Wharf was built for the Ellesmere Canal
Company to limestone quarries that had been intended to be served by the canal before the route
was altered. It was said to be opened between 1794 and 1795, although canal records indicate that
this work was a couple of years later.

Froncysyllte Tramway
Tramway laid from quarry to wharf and limekilns beside canal.

Glyn Valley Tramway
This horse-drawn tramway originally was constructed from a basin beside the Ellesmere Canal
north of Rhosweil to Cambrian Quarry, Glyn Ceiriog, and was built under the direction of G R Jebb,
engineer to the Shropshire Union Railway & Canal Company. The gauge was 2ft 4 ½ in when the
tramway opened in 1873 and it remained this gauge throughout.. It was managed by the canal
company until 1881. This line included a bridge that crossed the Ceiriog River at Pontfaen near the
intended location of the original canal aqueduct. Later, under private ownership, the tramway was
rebuilt for locomotive traction in 1888 diverted to the canal north of Chirk Tunnel and terminating
beside the basin that served Black Park Colliery.

Ifton Colliery
There was a colliery at Ifton Rhyn, which was north of St Martins, that had a tramway that was laid
west towards Chirk. Later, a deep mine was developed at the former Ifton Rhyn site which came
into production during 1921. A private railway was laid from this mine to the GWR at the former
Preesgweene Colliery sidings. This line crossed the Ellesmere Canal by a new bridge south of Bridge
18.

98

Llanymynych Tramway (Ellesmere Canal)
A canal company tramway made to wharves and limekilns at Llanymynych. It was 2 ft gauge and
was opened about the year 1795. There were two tramways and two separate inclines finally. The
first served the quarry faces on the North-West side (White Rock) and the second went to those on
the North East side (Llanymynech Hill), where there were also a number of shafts for lead working.
The first ceased to be used before 1900, when quarry workings were concentrated on the second
group of quarry faces. That tramway came to serve a larger shaft kiln and later a Hoffman Kiln
placed beside it. Both these newer kilns also had connections with the Cambrian Railway (Llanfylin
Branch).

Llanymynych (Greenfield) Tramway
A separate tramway was made from a quarry on the east side of Llanymynech Hill to Greenfield
Wharf. It was ½ mile long.

Morda Tramway
Iron railway, 3ft 1in gauge, from Redwith Wharf, Maesbury, to Gronwen (Drill), Penyllan and
Sweeney collieries. It was opened in stages from c1820, and by 1835 was 3½ miles in length.

Moelyfan Oernant Tramway
A 3ft gauge tramway that served slate quarries at Clogau and Moelyfan which ran south to the
navigable feeder at Pentrefelin and water powered dressing mill beside the Dee.

Moreton Hall Colliery
A tramway was laid east from this colliery to the canal near Moreton Hall Bridge.

Pant Tramway
Tramway to Crickheath Hill from wharf, including a line under bridge with two arches (canal and
tramway). The length was ¾ mile.

Penybont Terra Cotta Works
A mineral railway, was laid south from the Terra Cotta works to join the GWR at Cefn opposite the
siding to Froncysyllte Limeworks. Prior to the mineral railway link, a narrow gauge tramway
connected these works with the canal

Pen-y-Craig Tramway
A tramway which served quarries at Froncysyllte continued on to a wharf on the Ellesmere Canal,
and exchanged traffic with a standard gauge siding that linked with the Shrewsbury & Chester
Railway near Cefn.

Plas Ifan Tramway
Short tramway linked quarry with wharf on Llangollen canal at Trevor.

Preesgweene Colliery
Tramway from colliery to canal wharf at Moreton Hall Bridge.

99

Rhosweil Brickworks
There was a short tramway that linked the brickworks at Rhosweil with a towpath wharf north of
Bridge 18.

Ruabon Brook (Afon Eitha)
Tramway extended in stages from Trevor Basin to collieries and brickworks at Acrefair and Ruabon
Brook. The first section was opened 26 November 1805 towards Plas Kynaston Quarry, Plas
Kynaston Colliery and after a sharp turn climbed up to the collieries at Acrefair. John Simpson
provided the stone bocks and built the railway. Construction work proceeded northward and by
1809, the tramway had been extended to Afon Eitha (Ruabon Brook). The line was laid as a plateway,
which was common for that period. During the 1830s, company minutes mentioned this line was
re-laid, possibly with wrought iron rail, as an ironworks came into production near Pontcysyllte
Aqueduct during this period.

Ruabon Railway Bye Laws, 1829
Index to Map (opposite)
Any person or persons loading a waggon or wagons when the wheels are off the plates and afterwards

drawin1g tBhleacskamPaerkacCroolslsieoryr into the rails, a penalty of 5/-.

And pe2rsoBnrydnrkaiwnainltgCaonlyliewryag(tgroanmowrawyatgogloansdsaalolengwthhaerfr)oad when the wheels are off the plates, 5 /-.

Any pe34rsoFCnrroidcnkrcihvyeisnaygtllhtaenTyrLaiwmmaewgsgatooynneoQr uwaargroynTsrawmhwetahyer loaded or empty across the rails, 5/-.
Any dr5iveGr olyrnoVthaeller ypeTrsaomnwdaryaw(Oinrgigainnayl whoargsoendirnatwonanroyuotfet)he turnouts in Pontcysyllte Bason except the
one loa6dinGglytnoVthalelewyhTararfmowf tahye(iLroecmomplotyievre, r5o/u-.te)

Any dr7iveLrloanr yomthyenrepcehrsLoimnepsatsosninegQaunayrrwieasgTornamovwear yasturnout and neglecting to set the keys properly, 5/-.
8 Llanymynech Limestone Quarries Tramway to Greenfield Wharf

Any dr9iveMr oomrditatiTnrgamtowshayut the gates which cross the rail road after passing through the same, 5/-.

10 Moreton Hall CollieErlylesmere & Chester Canal Minutes, 5 March 1829
11 Moelyfan Oernant Tramway from Slate Quarries to Pentrefelin Wharf

12 Pant Limestone Quarries Tramway
The lin1e3wPeansycboonnvteTretrerda tCoostttaanWdoarrkdsgTaraumgew,awyith the first sod of the conversion being dug at Acrefair
in Sep1t4emPebne-ry-1C8ra6i4g.LimThesetocnoenQtruaactrriwesaTsrafimniwshayed& iGnWJRanSuidainryg 1867, and included an extension to
Llwne1n5ioPnlaBs rIfiacnkwLimoreksst.one Quarries Tramway

16 Preesgweene Colliery

Traffic17wRausawbonrkBerdoookn(AthfoisnsEtaitnhda)aTrdramgawuagye line initially by locomotives owned by the New British

Iron C1o8mRpuaanbyo,nthBeronoaknReanilgwianye(wrehcoicnhstbreulcotniogneodfttorathmewSahyr)oapnsdheirxeteUnnsiioonn Railway & Canal Company.

This lo1c9oRmuoatbiovne (BarofooukrTcraomupwlaeydbtarannkchentgoiPnlea)skhyandasatvonarCieodllileirfye, being built in 1850 for Sharp Brothers
to wor2k0 fSotronEddawrtaQrduaOrraykTlreaymawt aCyoed Talon Colliery, in Flintshire. After only two years it was sold
ionncltuod222win123ogTTRrrreWkeedhvnoaooatlrwvllUteehRrclealthoi&alHwnfQaLowuiylmyioInnhertktseaetsaoCr,dcnowhelDlahieQnoerguriceeeaksrBirtsaytwsaintaiso(GnnW,amaRn)edd
then had several shunting roles for the LNWR
ACTON. This engine’s final spell of work was at

Pontcysyllte for the SU Railway.

In addition to these locations, there was a trade by railway and canal for Peat Moss products. At

The mlaeianstletnwgothPeoaftthMisorsasilwwoarykswhaasdpiuntrecrhnaaslerdaiblwyatyhesyGstreematsWtheasttecronlleRcatieldwamyoisns Faenbdrupeaaryt f1r8o9m6 and
was jowinoerdkinugps,taondthdeeirlivneertewdothrkes(eWitreemxshatoma-Rcehnotsr-aAl pcrroecfaeisrsibnrgawnochrk)si.n October 1901. The sidings at

Pontcy2s4yFleltnenrseMmoasins ed the property of the Shropshire Union, passing eventually into the control of
the LM25S Braeitltwisfaieyl.d

100