Borders, Ray Shill

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 Guildsfield
Branch. (there’s no ‘d’ in the middle)

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 10ᵗffį
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

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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, Thomas Jones, engineer, was requested to make a survey of a proposed line from Garthmyl
to Bryn-derwen and a tramway to Newtown. John Rennie was also requested to overlook another
survey and estimates made by John Hill. The decision to extend the waterway split the shareholders
into two groups. Those that did not want the exception (???) were only narrowly outvoted by those
that did. Rennie chose not to be involved, but Josiah 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.

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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.

WHERE DOES THIS BIT GO? (It came from the captions list for this chapter):

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 12ᵗffį 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.

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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

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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

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Salt Warehouse, (location???) Montgomery Canal Eastern Branch
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

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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

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

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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

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. RCHS Collection 80813

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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

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

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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. RCHS Collection 80817

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 either
filled or emptied from the one point
whereas most locks used a system of
gate and/or ground paddles at either
end. RCHS Collection 80824

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

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

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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

Bridge 121, Montgomery Canal, Eastern Branch
Ray Shill 876819

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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

Berriew Aqueduct, North Arch over road
Ray Shill 876011

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Garthmyl, Montgomery Canal, Eastern Branch
Ray Shill 876955

Aberbechan Aqueduct, Montgomery Canal, Western Branch
Weaver Collection 47939

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Brynderwyn Lock. Wharf, Bridge 146 and Lock House, Montgomery Canal, Western Branch
Ray Shill 877373

Newhouse Lock, Montgomery Canal, Western Branch
Ray Shill 877803

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Newhouse Lock, Montgomery Canal, Western Branch Canal Feeder, Montgomery
Ray Shill 877805 Canal, Western Branch
A section of the 1sᵗ
66 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

Warehouse near Dolfur, Montgomery Canal, Western Branch
Ray Shill 877855

Dolfur Lock, Montgomery Canal, Western Branch
Ray Shill 877858

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Newtown Pump, Montgomeryshire Canal, Western Branch
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

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

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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

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70

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 this history was not to be proved to be the benefit of the railway builders (doesn’t seem to
make sense) some forty years later as Shrewsbury was developed as a railway junction town with
the Shrewsbury & Chester, the Shrewsbury & Birmingham and The Shropshire Union Railway and
Canal companies’ routes linking Chester with Shrewsbury, Wolverhampton and Stafford.

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 expensive elements,
and suggested a diversion near Spoon Hill to Leaton Heath, avoiding the tunnel at Weston
Lullingfield and embankments near Walford and Leaton. Such thoughts were to cause any further
progress south to be delayed, and eventually abandoned. Fletcher’s cutting on this section
(incomplete sentence). Official suspension of the work was given by the canal proprietors during
1802, when it was agreed that the line from Weston Wharf to Shrewsbury should be done
“consistently with the duty of this committee”.

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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 Ellesmere (a repeat - it has already been mentioned above),
Llantysilio, Maesbury and Rednal. The branch near Rednal was built as a private branch 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
mill owners below Dee Falls. Construction of this navigation involved both cutting and
embankments, some steep sided, and it was time consuming cutting through the rock.

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

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of making this branch was give branch (???).

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.

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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
Ray Shill 881610

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Llanddyn Bridge, No 43, Llantisilio Branch
Ray Shill 882621

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

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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

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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

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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

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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

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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

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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

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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 superintedence 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 this happened, the Trent & Mersey built their
own very short link canal at the Middlewich end, the “Wardle Canal”.

This branch from Wardle to Middlewich was completed in 1833. 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.

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Barbridge Junction, the start of the Middlewich Branch
RCHS Transparency Collection 75191

Cholmonondeston 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

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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

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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 bas bricks of two colours
mixed together. Ray Shill 872021

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Canal Cottage, Middlewich Branch
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

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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

88

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

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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

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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 was originally constructed from Chirk Bank 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 4½ 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
Horse worked tramway from canal.

Llanymynych Tramway (Ellesmere Canal)
To wharves and limekilns at Llanymynych, 2ft gauge opened c1795.

Llanymynych (Greenfield) Tramway
Tramway from Llanymynech Hill to Greenfield Wharf, ½ mile long.

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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.

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

Pen-y-Craig Tramway
A tramway which served quarries at Froncysyllte, served a wharf on the canal and a standard gauge
siding that linked with the Shrewsbury & Chester Railway.

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.

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
Any person or persons loading a waggon or wagons when the wheels are off the plates and afterwards drawing the
same across or into the rails, a penalty of 5/-.
And person drawing any waggon or waggons along the road when the wheels are off the plates, 5 /-.
Any person driving any waggon or wagons whether loaded or empty across the rails, 5/-.
Any driver or other person drawing any wagon into any of the turnouts in Pontcysyllte Bason except the one loading
to the wharf of their employer. 5/-.
Any driver or other person passing any wagon over a turnout and neglecting to set the keys properly, 5/-.
Any driver omitting to shut the gates which cross the rail road after passing through the same, 5/-.

Ellesmere & Chester Canal Minutes, 5 March 1829

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The line was converted to standard gauge, with the first sod of the conversion being dug at Acrefair
in September 1864. The contract was finished in January 1867, and included an extension to
Llwnenion Brickworks.
Traffic was worked on this standard gauge line initially by locomotives owned by the New British
Iron Company, then an engine which belonged to the Shropshire Union Railway & Canal Company.
This locomotive (a four coupled tank engine) had a varied life, being built in 1850 for Sharp Brothers
to work for Edward Oakley at Coed Talon Colliery, in Flintshire. After only two years it was sold
on to work at the Holyhead Dock station, and then had several shunting roles for the LNWR
including Wolverton works, where it was named ACTON. This engine’s final spell of work was at
Pontcysyllte for the SU Railway.
The main length of this railway was purchased by the Great Western Railway in February 1896 and
was joined up to their network (Wrexham-Rhos-Acrefair branch) in October 1901. The sidings at
Pontcysyllte remained the property of the Shropshire Union, passing eventually into the control of
the LMS railway.
Trehowell and Quinta Colliery
Tramways linked collieries and canal at Chirk Bank.
Trevor Uchaf Tramway
A tramway that linked the limestone quarries at Trevor Uchaf with the navigable feeder near the
Sun Trevor Inn.

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Crickheath Wharf, Ellesmere
Canal
Crickheath Wharf, west of
bridge 85, was the terminus
of the tramway that
brought limestone down
from the quarries at
Portywaen to the Ellesmere
canal. The track was
plateway and was
constructed about the
period the canal was
opened to this point. The
owners were the Ellesmere
Canal Company. This line
curved around from the
quarries, descending to the
wharf side. That line
approach is seen on the
right hand side of this view.
Bertram Baxter Collection

Tramway terminus, Pant, 1948
The tramway from the quarries
at Crick Heath Hill terminated
beside the Ellesmere Canal at
Pant. The wharf was placed
alongside the canal north of
Bridge 88, with the track
passing through a separate
bridge portal adjacent to the
original canal bridge.
Bertram Baxter Collection 21319

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Tramway incline head, Llanymynech
The group of quarries placed alongside the hill
side above Llanymynech and Pant provided
an important supply of limestone that was
used for agriculture, building purposes, in the
smelting of iron and later it was a key
ingredient in paints. The quarries above
Llanymynech used tramways to bring the
stone down to the canal and the canalside
kilns. Wagons were lowered down or hauled
up an incline to the quarry floor using ropes
wound around a drum. Ray Shill 875875

Morda Tramway, as shown on
Ordnance Survey (c1836)
South of Gronwen Bridge (No
82) was located the wharf that
received coal brought from the
various coal pits near Gronwen
by the iron railway (rail road).
The tramway is shown in this
map as serving the coal pit at
Coed y Go and passing other
pits. Coal had been mined in the
small Morda Coalfield from the
16ᵗffį century, but the making of
the canal and improved mining
techniques, led to new mines
being established. The narrow
gauge plateway was laid with
rails shaped as an inverted T and
wagons with double flanged
wheels were used upon it. The
gauge has been estimated to be
3ft 1in and this line was in use by
1814 and operated by Leach &
Croxons. Traffic is said to have
ceased by 1879. There were also
the turnpikes whose network of
roads served the district.
Redwith Wharf (bridge 83) also
handled coal brought by road to
the canal.
Heartland Press Collection 278810

95

Cross Street Aqueduct, Ellesmere & Chester Canal
A narrow gauge tramway linked the Pen-y-Graig limestone quarries at Froncysyllte with the
limekilns beside the road and canal. At the canal side, the tramway met a standard gauge line built
from the Shrewsbury & Chester Railway. This line, or long siding, was known as the Fron Branch.
In order to pass under the canal, wagon turntables were required at two right angles to pass wagons
through the aqueduct portals and on to the line to the wharf. Ray Shill 879664

Preesgwyn Tramway,
Ellesmere & Chester Canal,
1949
Earthworks remained for
the tramway that linked
Preesgwyn Colliery with
the Ellesmere & Chester
Canal at Moreton Hall
Bridge.
Bertram Baxter 24164

96

Ruabon Brook Tramway, Trevor, 1936
The original tramway to Ruabon Brook (Afon Eitha) crossed Tre-fynant Brook near the canal basin
and continued along the valley side towards Plas Kynaston, where one branch carried on to to the
Plaskynaston Colliery. The “main tramway” made a sharp turn north to the mines at Acrefair where
an iron works was established, and then on to other mines, including Plas Madoc, and terminus
near Ruabon Brook. Later, between 1861 and 1867 in Shropshire Union times, this tramway was
reconstructed; what had been a plateway was converted into a railway made to standard gauge,
with this track being laid on the main line to Ruabon Brook and the Plaskynaston colliery, where
they met the GWR Shrewsbury to Chester line. The line to Ruabon Brook was extended to a new
terminus at Llwnenion brickworks. That reconstruction included the building of the taller viaduct
over the brook. Baxter Collection 21654

Ruabon Brook Tramway.
Abernant 1949
The original plateway route
and line of 1867 are seen in
this view of 1949.
Baxter Collection 24168

97

Ruabon Brook Tramway, Abernant 1936
The new line climbed up to a higher level to cross Trefynant Brook by a three arch viaduct. Here,
a weigh house was erected. This railway was initially worked by locomotives belonging to the New
British Iron Company, whose extensive ironworks was at Acrefair. From 1871, the Shropshire Union
brought a LNWR locomotive, ACTON, from Wolverton Works to handle their traffic. The GWR
purchased the tramroad from the Shropshire Union during 1896 and they continued to operate the
line. The GWR linked it up with their system in 1901, when it served as part of the Wrexham-Rhos-
Acrefair branch. The line to the basin shown here was known as the GWR Pontcysyllte branch. The
original stone block tramway course was on the right. Baxter Collection 24135

Ruabon Brook Tramway,
Cefn 1949
The original plateway
was laid towards the
Plaskynaston Foundry
and then continued on
towards Cefn where the
line divided. The main
route to Ruabon Brook
(Afon Eitha) turned
north, whilst the route to
the collieries at
Plaskynaston continued
on to pass under this
road bridge.
Bertram Baxter 24170

98

Chirk Viaduct, Shrewsbury & Chester Railway
The Ellesmere Canal never completed their route from Shrewsbury to Chester, but with the coming
of a national railway network, financiers backed a scheme to build a railway from Shrewsbury to
Chester, which was completed in October 1848. Their engineer faced the same difficulties as Telford
did with the crossing of both the Ceriog and Dee valleys. Both were spanned with fine structures.
Chirk Viaduct was finished during 1848, and both viaducts, Chirk and Cefn, remain a visible
reminder of Henry Robertson, the engineer responsible for their construction. Chirk Viaduct, as
built, originally had 10 masonry arches of 45ft span each, and at each end there was a timber viaduct
of 120ft that joined the stone arches with the embankments on each side of the Ceriog Valley. These
two timber structures were replaced with masonry arches in 1858. Each side had three new arches,
which made 16 arches in total. Ray Shill 507051

99

Llangollen Road Station, Shrewsbury and Chester Railway
This station was placed beside the main road to Llangollen, and opened with the railway in 1848.
It was also the place where in June 1852, passengers disembarked for a trip by packet boat along
the adjacent canal to Llangollen which included a ride across the Pontcysyllte Aqueduct. The
timetable was arranged for three services a day, Monday to Saturday, and the packet started and
ended at Llangollen. From 1853 the trips ran in the summer months only. This station was also the
changing point for coach transfer to Llangollen as well as trips to Bala and North Wales, before the
railway was made through Llangollen to Barmouth. Whilst the canal transfer may have been brief
(1852-1853), the road aspect remained important, and the station was integral to road-rail transfers
during the first years of the existence of the railway was closed to passengers until a later reopening
as a halt.(???) The recorded date of closure, based on official timetable records as June 1852, is at
odds with the continued road services advertised in the press. RCHS Greville Collection 50484

London & North Western
Railway Bridge, Grindley Brook
The LNWR line from Chester
to Whitchurch crossed the
canal on a skew bridge.
Ray Shill 874002

100