Borders 5

Sketch Map of Tramway Links to the Ellesmere and Montgomery Canals
Heartland Press Collection 278618

101

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 24149

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

102

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
16ᵗ� 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

103

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

104

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

105

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

106

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

107

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 transfer of passengers between rail
and canal may have been brief (1852-1853), the transfer to road transport remained important and
the station was integral to road rail transfers during the first years of the existence of the Shrewsbury
& Chester Railway. The GWR closed this station after passenger transfers dwindled and the road
carriage element withdrawn, although 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

108

Cambrian Railway Network
The Cambrian Railway became a
principal competitor for trade carried
by the Montgomery Canal. It also
reached more places than the canal,
and was able to deal with the
increasing traffic for the metal mines
and quarries of Mid Wales.
Heartland Press Collection 507151

Tramway track, Welshpool
There was a narrow gauge
tramway that served a timber yard
above Welshpool Town Lock; a
section at the wharf remains
visible. Ray Shill 876782

109

Welshpool & Llanfair Light Railway Bridge
Beyer Peacock six-coupled side tank The Earl is seen crossing the canal at Welshpool on a train from
Welshpool Station. This image would be taken after 1923 as the locomotive carries the GWR number
822. Ron and Barbara Reid Collection RCHS 80812

Canal houses, Coachman’s Bridge 62
Changing architecture is often a feature of canal side scenes. For the Ellesmere & Chester, the
innovative and elegant style of Telford contrasts with the later functional, but basic, architecture of
later engineers including G.R Jebb. The Grade II listed cottage east of the bridge is seen on the right.
Ray Shill 878140

110

Chapter 7

Shropshire Union and LMS Days

The Montgomery Eastern and Western branches, the Ellesmere & Chester Canal, Birmingham &
Liverpool Junction Canal, the Shrewsbury Canal and the Shropshire Canal networks were merged
under one single organisation, the Shropshire Union Railway & Canal Company. It was briefly
independent, before being absorbed by the London & North Western Railway.

They came together under Acts of Parliament that sanctioned the general conversion of the canal
network to railways. That did not generally happen, and the canal network was kept, often
functioning as a feeder to the London & North Western network using the Calveley railway
interchange wharf.

Canal carrying became a core part of their business. Historically, the Ellesmere & Chester Company
had acquired commercial carrying companies and gained their routes across the Mersey to
Liverpool. The Shropshire Union inherited this trade, but was at first reluctant to expand upon it.
This policy changed during the early 1860s as the LNWR gained full control of the network. Carrying
was conducted extensively by SUCCC from this period.

There were two common features on the canal for this period. Firstly was the standard wharf
building, made partly of wood, that was common at the company depots. Another was the standard
lift/draw bridge that was to be found along the former Ellesmere and Chester and Montgomery
Canal routes.

The Shropshire Union Railway & Canal Company was also assisted in this aspect by a very capable
engineer, George Jebb. His input included a general improvement with new canal side buildings,
and especially new wharf buildings for the carrying trade. When Jebb was engineer, wharf side
building started to appear at places such as Lyneal and Wrenbury. He also designed buildings off
the Shropshire Union network, such as at Stoke, Wolverhampton and Birmingham.

The London & North Western Railway owned these canals through till 1922, when the railway
grouping transferred them to the London, Midland & Scottish Railway. The SUCCC had already
been broken up, and traffic in this region was transferred to the Chester & Liverpool Lighterage
Company.

A breach on the east bank of the Llanymynech line, north of Perry Aqueduct, in February 1936
closed the canal through to Newtown, trapping boats on the other side of the breach. The LMS
chose not to repair the breach, and in 1944 an abandonment notice was granted.

111

Ray Shill 875315

Rednal Warehouse, Ellesmere & Chester Canal
Rednal warehouse is placed beside a narrow
section of the canal between the Shrewsbury
& Chester Railway Bridge and Heath House
Bridge (74). This location was a short walk
away from Rednal Railway Station, and from
here a packet boat operated, from 1852,
taking passengers to Newtown. This boat
had been previously employed on the
Birmingham Canal Navigation working
between Birmingham and Wolverhampton.
The service on the Montgomery and
Ellesmere canals ran Mondays-Saturdays; it
started at Newtown at 07.15 and called at
Welshpool 09.25, arriving at Rednal in time
to meet the lunchtime trains to Chester and
Shrewsbury. Both passengers and parcels
were conveyed. The packet then returned to
Newtown, where it was based overnight.
This initially all year round service ceased to
operate during October 1853. This was the
last mention of the service in local
newspapers.
Ron and Barbara Reid Collection RCHS 80802

112

The Lift, or Draw, Bridges

Basic draw bridge design can be traced back to medieval times where the draw bridge provided a
safe method of crossing the castle moat as well as a means of security when raised up. Such a concept
was adapted for navigation crossings, the lift or draw-bridge was (and is to be) found on various
British Canals and often was a cost effective solution to spanning the canal at places where traffic
across it was light. Another option was the swing bridge where the bridge is turned on a base inset
into the canal bank. With both designs the weight of the bridge is balanced at a fulcrum point to
enable the boat crew to move it.

Wooden draw bridges were common on the route of the former Ellesmere & Chester Canal and
many of their number were still there in the Twentieth century providing work for the carpenters
based at the depots along the route. Wood was in ready supply along the borders and such a material
came to be used in bridges and buildings.

It however remains to be established when this type of sophisticated bridge came to be installed
Ellesmere Canal records indicate that some early bridges across the canal were of the swing bridge
type, but it was the lift bridge which became the preferred choice in later times. When English
Heritage began to list buildings and structures they stated lift bridges were original to the canal.
Even now, their successors Historic England preserve these listings and three entries relevant to
the Border Canals include the descriptions:

(1) Allman's Bridge – a canal lift bridge, probably c.1800-06 with later repairs on the Prees branch
of William Jessop's and Thomas Telford's Ellesmere Canal. Wooden bascule bridge operated by
counterweight and chain system.

(2) Wrenbury Church Bridge, a farm bridge, c 1790 by Thomas Telford, timber and single span.
A wooden platform formed of planks laid between timber beams spans the river at the level of the
bank. This is hinged at its northern edge and raised and lowered by a counterbalancing beam weight
which is supported by two posts of square section on the northern bank, which carry two horizontal
beams which have chains to their southern ends connecting with the platform of the bridge and a
weight to their northern end. Iron tension rods run from the vertical beams to the ends of the
horizontal beams.

(3) Wrenbury Frith Bridge, a farm bridge, c 1790 by Thomas Telford, single span. A wooden
platform formed of planks laid between timber beams spans the river at the level of, the bank. This
is hinged at its northern edge and raised and lowered by a counterbalancing beam weight which
is supported by two posts of square section on the northern bank which carry two horizontal beams
which have chains to their southern ends connecting with the platform of the bridge and a weight
to their northern end. Iron tension rods run from the vertical beams to the ends of the horizontal
beams.

113

It is perhaps fair to say that some wording may need to be changed, as Thomas Telford had no
connection with the canal in 1790. It was not even built then, and it would be another ten years
before the canal was contemplated to pass through Wrenbury.

Yet the lift bridges on the Border Waterways were quite distinctive and it is perhaps fair to state
that it was a design that evolved. Wood without preservation tends to rot. Proper chemical
preservatives were gradually developed during the early 19ᵗ� Century when chemical manufacture
was improved and by-products from coal carbonisation became more readily available, although
paint was available in various forms when the canals were cut, long term survival of early wooden
bridges must have had a limit, even with repair and replacement of parts.

It is difficult to see how a design might span the years without modification. In the early period
such bridges may have been more basic and perhaps varied, with ropes rather than chain employed
in the raising mechanism. For those bridges that were in use later, there was a remarkable
standardisation, which is best to credit to that time. Those draw bridges on the Ellesmere and
Chester and the Montgomery have a marked similarity in design and this trend suggests a period
of construction and use when the Shropshire Union Railway & Canal Company had control of the
navigation rather than an earlier period. In this period the canal was railway owned and it was the
practice with the larger companies to standardise parts. Such standardisation and classification was
passed down through the London, Midland & Scottish Railways to British Railways.

Supporting evidence for an evolved design rather than one that existed from the start with credit
given to Telford, can be found in the mode of bridge construction. Apart from the wood elements
there are also various metallic components that include the iron tension rods and the chain that
raised the bridge platform. Such items became more readily available during the second half of the
nineteenth century. It is especially true that advances in metallurgy provided a better type of metal
for the rods and chains.

Ordered that it be referred to Mr Knight and Mr Lee to consider the best means of
repairing the draw bridge on the road from Chester to Wrenbury and the road adjoin
thereto and how far the canal comp� Is liable to such repairs and that they do give orders
for the said repair being done and for the erection of a new bridge of brick in case they
shall be of the opinion that the same are necessary.

Ellesmere Canal Company Minutes February 14ᵗ�, 1810

An early reference to the drawbridge at Wrenbury, which after only a few years had fallen
into disrepair

114

Shropshire Union Wooden Lift Bridge
The wooden lift, or draw, bridge fulfilled an important role on the Ellesmere Canal, serving
secondary roads, minor road crossings and as field access for farmers. It was a design that was
replicated throughout the Ellesmere & Chester Canal network. Michael Oxley 86941

Wrenbury Frith Lift Bridge
This style of bridge has the technical
description: Bascule Bridge. This and
other Shropshire Union lift bridges
comprise a braced wooden frame which
support a pair of pivoted wooden
beams attached by chains to the deck of
the bridge a one end and
counterweighted at the other. Ray Shill
873876

115

Abbey Lift Bridge, Montgomery Canal 112
The standard lift bridge was not only to be found on the Ellesmere & Chester, but also the
Montgomery Canal, which was also absorbed into the Shropshire Union network.
RCHS Collection 70039

Froncysyllte Lift Bridge
Many Ellesmere & Chester lift bridges have been replaced by modern steel structures.
RCHS Collection 70094

116

Drawbridge on the Montgomery Canal
This image was part of a collection of 58 pen and ink sketches drawn by M Lanchester to illustrate
his book- The River Severn from Source to Mouth (published by Thomas Murray, London, 1915)
He describes the structures as “a curious bridge in which the weight is so accurately adjusted that
by pulling chain with one hand you can raise the bridge to let a barge through”.
Heartland Press Collection 876991

117

Canal Carrying and the Merchandise Trade

Canals provided the means of moving goods and minerals across Britain. As the border canals were
developed, the movement was restricted at first to the moving of bricks, limestone and coal, The
merchandise business developed later. These form a group of specialist carriers that used the Chester
wharves (Cow Lane and Tower) as the main wharves to collect traffic and forward it on by flat
across the Mersey to Liverpool or the Bridgewater Canal to Manchester.

Whist the original Chester Canal Company was an early pioneer in canal carrying using sailing
flats on their line from Nantwich to the Dee, their critical financial situation led to the disposal of
this business. The making of the 8¾ mile long barge canal (Wirral Line) from Chester to the Mersey
at Whitby, in 1795, encouraged a resurgence in carrying by canal to Chester, particularly in the
private sector where established carrying businesses on the Mersey and Weaver already operated.
Two main concerns were established that served Chester, Coffield & Co and R Manley & Co. These
two operators used flats for their trade.

A new factor came with the completion of the Ellesmere Canal in 1805, when the narrow boat traders
were able to pass the whole length of the Ellesmere to Trevor and Llanymynech and the
Montgomery to Garthmyl. The conveyance of merchandise involved many different products which
included ales, bricks, corn, grain, iron goods, lead and litharge (lead oxide), spirits and timber. Key
to the success of any venture were the arrangements made with the agents at the Chester wharves.

William Fairhurst was agent in 1795 for the business done by Coffield & Co for the trade and their
flats went to either Georges Dock in Liverpool or to Castlefield in Manchester. John Shanklin was
employed as agent for Ralph Manley & Co., whose flats then navigated on the Bridgewater Canal
from Runcorn to Preston Brook and the Mersey & Irwell Navigation from Warrington to Manchester.

Pat Coffield was drowned in the Mersey in September 1799, which brought William Fairhurst to
take charge of the business in partnership with his widow, Elizabeth. From 1806 as Coffield & Co,
they arranged with Whittle, Trevor, Lewis & Co to handle traffic from Tower Wharf to Ellesmere
and Whitchurch, whilst Manley, Hiles & Co set up a rival business from Tower Wharf to Nantwich,
Whitchurch and Ellesmere. Both narrow boat operations exchanged goods with flats at Tower
Wharf, Chester.

Perhaps as a prelude to the building of the Western Branch of the Montgomery Canal, the flat and
narrow boat operations came to be merged in a new company, Shanklin & Co., which used Cow
Lane Wharf as a base in Chester. It was formed as a partnership between John Shanklin, Thomas
Balmer and John Goolden and carried with flats between Liverpool and Chester and with narrow
boats on the Montgomery & Ellesmere Canals. It was a brief association with Balmer and Goolden
forming a separate carrying business in 1818.

118

Ralph Manley had died in 1815 and the trade from Tower Wharf, Chester was handled by his widow
Mary. She decided to sell the boats by auction in 1821, but that decision was changed when John
Shanklin merged his affairs with those of Manley, forming Shanklin, Manley & Co. at the Tower
Wharf., which lasted as a carrying operation through to 1838.

John Goolden had begun as a boat builder but came to have warehouses at Maesbury Marsh and
Edstaston (Prees Branch). His partnership with Thomas Balmer as carrier on the Ellesmere & Chester
Canal lasted until his death in 1837. Edstaston Wharf benefited from the trade by turnpike from
Shrewsbury, whilst Maesbury Marsh was the closest wharf to Oswestry by turnpike. Richard
Goolden, his brother, inherited John’s warehouse at Edstaston. Richard was what may be described
as an entrepreneur, as he had stakes in various businesses. He was a timber merchant based at the
Union Wharf, Welshpool and also owned a nearby flannel factory. Richard was also a coach
proprietor and with Thomas Balmer was an Ellesmere and Montgomery canal carrier. Richard
Goolden’s various financial dealings culminated in bankruptcy in November 1841. This bankruptcy
notice went ahead on 16 November, five days after Thomas Balmer and Richard Goolden ended
their partnership!

The Coffield carrying business became known as Fairhurst, Tilston & Co. from 1830. The Tilston
family included three bothers - Edward, John and Richard. They were based at Ellesmere as boat
builders and timber merchants. Until 1830, both Richard and Edward Tilston were part of the
carrying concern, Lewis. Tilston & Co. There were four partners in this arrangement, J Lewis, R &
E Tilston and James Smith. Both Edward Tilston and James Smith then became partners in the firm
of Fairhurst, Tilston & Co. As carriers on the Ellesmere and Montgomery canals Fairhurst, Tilston
served wharves along the full length. Apart from Chester and Nantwich, their boats called at
Whitchurch, Edstaston, Ellesmere, Llangollen, Maesbury Marsh. Llanymynech, New Bridge,
Welshpool (Commercial Wharf) and Newtown.

Whilst canal carrying by a canal company was the exception rather than the rule, the Ellesmere and
Chester sought to take on this role and eventually gained parliamentary powers to do this. As part
of their plans to do this, they took over the two businesses Fairhurst, Tilston & Co and Shanklin,
Manley & Co to gain control of their wharves and boats. This was done during 1836 and their
combined businesses formed the core of their carrying business, even if they did not have the
sanction by parliament. This came later. Edward Tilston became the company agent at Chester
whilst Thomas Balmer was appointed agent at Liverpool.

For the Ellesmere & Chester Canal Company, this was a time to develop the wharves and carrying
trade, and this was done at the expense of other carriers. Whilst the companies of Fairhurst, Tilston
& Co and Shanklin, Manley & Co were dissolved respectively in 1837 and 1838, Edward Tilston
and James Smith still carried a separate carrying trade as Tilston Smith until July 1851.

Whatever the initial hopes of the Ellesmere & Chester Canal Carrying Company were, such plans
did not include the Manchester trade as they leased off their tugs, floats and flats to the Bridgewater
Trustees. Their scope was increased from 1845, when the Birmingham & Liverpool Junction canal
was absorbed into the greater Ellesmere & Chester Canal operations. This organisation became
greater still with the formation of the Shropshire Union Railway & Canal Company in 1847.

119

It had been a brief intention to convert sections of their canals into railways, but this failed to happen,
except for a section of the Shropshire Canal. Instead the Shropshire Union canal network became
the boating arm of the London & Western Railway Company, who owned the canal. The Shropshire
Union Railway & Canal Carrying Company not only inherited the business started by the Ellesmere
& Chester Carrying department, but built upon it. From 1852 they ended the leasing arrangements
with the Bridgewater Trustees and built up an extensive fleet of flats, floats, tugs and narrow boats
between then and 1880.

Not only did they work and operate along the length of the Shropshire Union network, but they
carried on behalf of the LNWR to their depots on the Staffordshire & Worcestershire Canal, the
Birmingham Canal Navigations and Trent & Mersey (Potteries).

As for the border canals they improved and added to their depots; there were new depots built at
locations along the Ellesmere and Montgomery Canals, often comprised of a standard composite
brick and wood structure. These depots were to be seen at Bettisfield, Brynderwyn, Chirk Bank,
Edstaston, Grindley Brook, Lyneal, Platt Lane and St Martin’s. A busy merchandise business was
built up, including cheese, which was carried by fly boat along the network. A part of that operation
was the need to provided stables at strategic points along the canal for the boat horses. The SUCCC
worked their horses hard, but had the concern to care for them, unlike some other operators along
their waterways.

A decline in trade during the First World War, and the availability afterwards of cheap motor lorries,
led the LNWR to close down the canal carrying department in 1921. The cessation of traffic caused
the disposal of their fleet of boats. Some were retained for the boatage traffic in the West Midlands,
some were sold to the Midlands & Coast Carrying Company and others went to the Chester &
Liverpool Lighterage Company. A. A Peate of Maesbury Mill also bought eleven of them to handle
their traffic, but this traffic ceased in 1934, when they changed over to road transport.

Poor maintenance of the border canals by the LMS did little to preserve trade, and the breach at the
Perry Aqueduct of 1936 was not repaired, condemning the length from Frankton to Newtown to
closure. Yet the canal to Llangollen remained in water, with the LMS maintaining the route for the
remaining trade that included Wrenbury Mill. During 1942, they repaired bridge 20 as part of that
commitment.

120

Bettisfield Warehouse
The Shropshire Union Canal built up an extensive carrying trade, which suited the varied traffic
generated. At Bettisfield, the nearby moss provided peat for agricultural purposes.
Weaver Collection 47838

Warehouse, St Martin’s Moor, Ellesmere & Chester Canal
A standard design of warehouses was adopted along the canals owned by the Shropshire Union
Canal. It comprised a wood superstructure built on brick foundations.
Ray Shill 878138

121

Brynderwyn Warehouse, Montgomery Canal, Western Branch
The warehouse at Brynderwyn is also of the later standard warehouse design that was found on
the Shropshire Union Canal. Ray Shill 877375

Wharf, Welshpool, Montgomery Canal
The Shropshire Union Fly Boat came to handle a significant portion of the canal merchandise traffic
for the Border canals. Illustrated is fly boat George. RCHS Collection 70016

122

Maesbury Wharf
Maesbury had a wharf that served Oswestry. Here the main wharf was first (???) east of the Bridge.
The canal company wharf was west of the bridge. The company warehouses were erected later.
The buildings included the warehouses and an agents house. A serious fire in 1968 decimated the
property and most of these structures have been demolished, although parts of this wharf remain,
and the crane is listed. Weaver Collection 47932

Navigation Inn and warehouse, Maesbury Marsh Wharf
The Navigation Inn remains as a canal side public house. Adjoining the inn, and now part of the
building, is the former warehouse used by the early merchandise carriers that dealt with canal
traffic loaded and unloaded for Oswestry, including the lead that was smelted on the land adjacent.
Ray Shill 875558

123

The Wharfingers House, Maesbury Marsh
The large house at Maesbury Marsh is listed, Grade II. It was originally known as Sycamore House
and is now described as the “wharfingers house”. The style of the building design is similar to the
canal side buildings built for the Ellesmere & Chester Canal and is estimated to be built about 1830.
It came to be the home of the canal agent. An architectural survey of the structure suggested the
present building included the reconstruction of a previous structure. This house was said be of
eighteenth century construction and elements of this building remain as rough sandstone that is
seen at ground floor level. The rest of the building is red brick and has a hipped slate roof with
wide spreading eaves, a feature which is replicated in other Ellesmere & Chester Canal Company
buildings. Ray Shill 875551

Shropshire Union Boat

Horse, as seen in British

Waterways times

This horse equipped with

gear for hauling boats

continued to haul boats on

these canals until the

1960s, but at this time was

generally confined to

maintenance duties.

Weaver Collection 47839

124

The Limestone Trade

Limestone was an important cargo on the borders canals. Taken from the extensive quarries above
Llanymynech and Pant, the stone was carried by boat, and burnt in kilns, often to suit the needs of
agriculture.

Kilns placed along the banks of the canal used the falling gradient to place the top of the kiln at
towpath level, so that limestone and coal could be barrowed to the top of the kiln and tipped inside.
Once inside, the limestone was burnt with coal or slack to create lime. It was a slow process, and
one that was an unhealthy occupation for the lime burners. Yet once burnt through, the kiln charge
was removed from the base for sale. Many of the kilns were of a size that fitted within the bank,
but there were larger operations where the kiln was taller and larger, such as the shaft kilns at
Llanymynech. Later, as technology improved, the Hoffman Kiln provided a more efficient mode
of burning the limestone. Limekilns locations include:

Ellesmere & Chester Canal

1 Ellesmere Canal - Froncysyllte, shaft and canal side kilns
2 Ellesmere Canal - Val Hill, east of Bridge 66
3 Ellesmere Canal - South of Bridge 60
4 Ellesmere Canal - East of Bridge 55, Little Mill Bridge
5 Ellesmere Canal - Bridge 50, Hampton Bank
6 Ellesmere Canal - Bridge 42, Tilstock Park Lift Bridge
7 Ellesmere Canal - Grindley Brook
8 Hordley Branch - Shade Oak, Wharf
9 Hordley Branch - Weston Wharf
10 Llanymynech Branch - by Bridge 75, Corbetts Bridge
11 Llanymynech Branch - near Bridge 83
12 Llanymynech Branch - Pant
13 Llanymynech Branch - Llanymynech 3 stages - early canal side, shaft kilns and Hoffman
14 Llantisilio Branch - Trevor Uchaf, at top of incline
15 Llantisilio Branch - Trevor (Wrights), at top of incline
16 Prees Branch - near Starks Lift Bridge
17 Prees Branch - Quina Brook, near Wem
18 Prees Branch - Waterloo Wharf
19 Plas Kynaston Canal - Near Trevor

Montgomeryshire Canal

20 Montgomeryshire (Eastern Branch) - Clafton Bridge, Four Crosses
21 Montgomeryshire (Eastern Branch) - Maerdy Bridge
22 Montgomeryshire (Eastern Branch) - Buttington

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23 Montgomeryshire (Eastern Branch) - Salop Road Wharf
24 Montgomeryshire (Eastern Branch) - Belan
25 Montgomeryshire (Eastern Branch) - Berriew
26 Montgomeryshire (Western Branch) - Aberbechan
27 Montgomeryshire (Western Branch) - Newtown
28 Guilsfield Branch - north of Tyddyn Wharf

Limekilns at Froncysyllte
Extensive quarries above the canal at Froncysyllte provided limestone, which was brought down
to the canal side by tramway. Here it was burnt in kilns, including the large shaft kilns placed
alongside the waterway. Ray Shill 879605

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Limekilns at Buttington near Welshpool
Buttington Limekilns are examples of the earlier type of kiln where lime and coal were loaded from
the top. If viewed from above, the chamber in which the stone was burnt was often horse-shoe or
oval shaped. Ray Shill 876760

Limekilns at Belan
There are four kilns at Belan; two were of the early type, but the adjacent two on the north side
were larger brick structures. In all four cases, these like Buttington, are built against the canal
embankment from where the stone and coal were brought to the top of the kilns. Ray Shill 876808

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Hoffman Kilns, Llanymynech Ray Shill 875795

The Hoffman Limekiln at Llanymynech comprised cavernous chambers where the limestone was

loaded through side arches, and burnt with coal that was delivered the roof of the kiln and allowed

to drop down onto the stone. These kilns were the final development of limestone burning, and

one that was claimed to produce a finer limestone. They had a relatively short life of less than 20

years, closing down in 1914. Ray Shill 875796

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Limestone Carriage by Canal
The many quarries in the Llanymynech area supplied limestone by the boat-load to be burnt in
kilns or sent to iron furnaces, where it was used as a flux in the smelting process. It also had uses
in the chemical industry. Ron & Barbara Reid Collection RCHS 80837

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Coal, Iron and other Trades

Whilst limestone carriage was an important trade, the carriage of coal from the Crick and Morda
coal mines was also significant. Coal was conveyed to all the canal side limekilns to be used in the
burning of limestone to make lime. Coal also had a significant domestic use and was carried along
the Ellesmere and Montgomery to serve places such as Maesbury, Llanymynech, Welshpool,
Garthmyl and Newtown.

There were a variety of other trades such as brick making and firebrick making. Local clays were
used to make bricks for canal building in temporary kilns, but later, where clays were suitable, clay
was burnt in permanent kilns, and some were placed near the canal. The area around Ruabon
produced a fireclay that was used to make firebricks.

Iron smelting was also carried out in the Ruabon and Wrexham district. There early furnaces that
smelted iron ores with charcoal such as at Bersham supplied iron to nearby water- powered forges.
When that industry embraced coke smelting technology furnaces came to be built in Britain, in this
area furnaces were erected at Acrefair beside the Ruabon Brook Tramway. These furnaces came to
be owned by the British Iron Company, then New British Iron Company. They used steam power
for the blast and for driving the associated forges that converted pig iron into malleable iron. Until
the railway links were made in the 1860’s the Ruabon Brook tramway provided transport for the
many facets of the ironworks operation.

The rivers and streams provided fast flowing water to drive various forges that converted pig iron
produced in the Denbighshire or Shropshire charcoal furnaces into bar iron for working up to a
finished product. During the 19ᵗ� century the steam engine enabled forges to be built near canal
locations. A forge was made near the Pontcysylltte Aqueduct for working up iron. Pig iron was
also made into cast iron at local foundries and these included the Plaskynaston Foundry was placed
close to the Ruabon Brook Tramroad.

A chemical industry was established that processed the local oil shales that were to be found in the
Wrexham area. This refining was conducted at a works placed alongside the Plaskynaston Canal.

Timber supplied from various locations in Montgomeryshire was often delivered to the River Severn
at Pool Quay for transhipment into river barges. Later such timber was sent by the Montgomery
and Ellesmere Canals. The Earl of Powys, used canal water to drive a saw mill, at Welshpool.

Lead ores were smelted at Maesbury and at Pool Quay. Baryte was treated at Pool Quay and, once
processed, was used in the making of paint. Farming produced animal bones that were ground at
Maesbury Marsh and Rednal to make a manure for agricultural use.

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Manure was also made from peat and the various mosses placed near Whixall and Tilstock became
a source of peat moss which was processed in mills placed on the moss. The moss element was
separated and used for horse bedding and the peat ground down into the manure, it was also a
source of charcoal.

Trevor Basin terminus and firebrick works
The industry near Ruabon included a number of fire clay works. The kilns of the Tref-y-Nant works
are to be seen in the top right of this image. Weaver Collection 47948

Trevor Junction with the Navigable Feeder from Dee ( or Horseshoe) Falls
There was an ironworks placed alongside the feeder on the opposite side of the bridge where
wrought iron was made.. Known as the Pontcysyllte Forge, the works included a rolling mill
complete with a 25 HP steam engine in 1834. RCHS Collection 70088

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Ordnance Survey, 1875, Maesbury Marsh
A section of the Ordnance Survey for Maesbury Marsh (Map Shropshire XIXSE published in 1884)
made between 1874 and 1875 shows the canal side properties. The company wharf was placed west
of Bridge 79, with a couple of private wharves on the east side of this bridge. The furthest east was
the wharf that served the Bone Manure Works, where manure was made. The road had been a
turnpike that linked Oswestry with Knockin. These eastside properties has previously included a
lead smelt works owned by the White Gritt Mining Company, whose property was advertised for
sale in September 1863 There were also the Navigation Inn with stables and cowhouse, a large
dwelling house, cottages, and a weighing machine. There was also a warehouse and wharf occupied
by Edward Peate. Heartland Collection 278975

Bone Mill, Maesbury Wharf
The manufacture of agricultural manure involved both the processing of chemical compounds and
natural/organic substances. The grinding up of animal bones provided a useful supply of
phosphates for agricultural use. Edward Richards developed the manure factory on part of the site
of the former Lead Smelting Works. Ray Shill 875561

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Corn Mill, Grindley Brook
The Cheshire, Shropshire and North Wales Supply Association built a mill and warehouse at
Grindley Brook. Ray Shill 874064

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Coal mining was conducted close to the canal at Chirk with the coal field spreading from Shropshire
into Denbighshire. Pits existed at Chirk Bank in Shropshire, and Black Park in Denbighshire. Other
mines were established at greater distances from the canal, as measures close to the surface were
exploited. North of Pontcysyllte, the Afon Eitha tramway brought coal from pits such as the William
Hazeldine’s, Plaskynaston Collieries, the Plas Madoc Colliery, Plas y Waen Colliery, Plas Bennion
Colliery, Wynn Hall Colliery and Afon Eitha Colliery.
Tramways, as mentioned in Chapter 6, brought coal on to the canal. But with the making of the
Shrewsbury & Chester Railway, rail transport of coal became an alternative to the canal. In addition
to the main line from Saltney to Shrewsbury, there were branches to the coal, iron works and
quarries such as the branch to Brymbo and Minera, which was made including the 400 yard-long
Brymbo Tunnel. Another branch was made to Black Park Colliery at Chirk, replacing the canal
tramway. Further railway schemes came to be built in the Wrexham and Ruabon districts, where
the Ellesmere Canal and its plateway had failed to reach.
Improved transport links encouraged deep coal mine sinking such as Bersham and Ifton. The
Bersham Colliery sinking was begun in 1864 but it was not until 1874 when the first coal was brought
to the surface for sale. Railway sidings connected with the GWR (Shrewsbury and Chester Railway)

Bersham Colliery 1971
The steam locomotive and railway wagons came to provide the means of moving coal from the
Denbighshire and Shropshire Collieries. Whose photo? 560102

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Chapter 8

British Waterways, Canal & River Trust, and
Restoration Schemes

On nationalisation on 1 January 1948, the London, Midland and Scottish Railway became part of
British Railways. The remaining parts of the Shropshire Union also passed to British Railways
(London Midland Region). A statutory instrument was used to transfer the canal property to the
Docks & Inland Waterways Executive on 25 July 1948.

What remained of the Border waterways included the line from Hurleston to Llangollen, which
became known as the Llangollen Canal, the Chester Canal, the Wirral Line and the Middlewich
Branch. Whilst the Llangollen had light traffic, it had an important role of supplying water to
Hurleston Reservoir, which provided domestic water.

The important heritage structures along the route to Llangollen were considered too important to
lose, and attracted the attention of boaters who were keen to pass along the canal, maintaining the
rights of navigation. Once this state was achieved, thoughts turned to restoration of other parts.

An equally scenic route into Wales comprised the former Llanymynech Branch and the Montgomery
Canal. This section had been closed following the breach near the River Perry Aqueduct. Today,
this route from Welsh Frankton to Newtown has become known as the Montgomery Canal in its
entirety. From the 1970s, various sections have been restored and made navigable for small craft.
The task was initially carried out in a piecemeal fashion, but slowly, longer sections have been
restored adding the Montgomery Canal to the club of revenant waterways that includes the Ashton,
Huddersfield, Peak Forest and Rochdale Canals.

Restoration started in 1969 with the “Big Dig” at Welshpool. An early restoration was the length
known as the “Prince of Wales length”, which covered the section from Pool Quay to Welshpool,
was restored by the Prince of Wales Trust and the Shropshire Union Canal Society. The Montgomery
Waterway Trust was created in 1980 to oversee the continuing restoration work. The various groups
associated with this project included: the Inland Waterways Association, Montgomeryshire Wildlife
Trust, Powys County Council, The Prince's Trust, Shropshire Council, Shropshire Union Canal
Society, Shropshire Wildlife Trust and the Waterway Recovery Group.

A key element of the restoration was the requirement imposed on British Waterways to reverse the
legislation. This was done in 1987 and 1988. The second act (Elizabeth II ch XXV, 29 July 1988)

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enabled restoration of navigation on the sections closed by the 1944 LMS Act. It was the first of a
group of modern canal acts that have reversed the tide for canal closures.

Gradually, lengths of the Montgomery Canal and the Llanymynech Branch have been restored.
Progress was conducted in different parts often at the same time. Restoration edged forward from
Frankton Junction along the length closed by the Perry Aqueduct embankment slip, first to Queens
Head, then on towards Maesbury. The isolated section at Welshpoool had gradually also been
restored heading north to Llanymynech and westwards past Welshpool to Berriew, to the limit of
the Severn Feeder at Freestone Lock.

Piecemeal restoration by the Shropshire Union Canal Society:

1998-2002 Brynderwyn Lock, Montgomery Canal, Western Branch
2002-2006 Newhouse Lock, Montgomery Canal, Western Branch
2006 Crickheath Wharf and canal bed, Llanymynech Branch
2008-2014 Bridge 83 (Redwith)
2014-to date Bridge 84 (Pryles) and 85 (Crickheath), Llanymynech Branch.

The Waterway Recovery Group has also had a long term commitment to restoration on this
waterway, with camps organised often annually. Their contribution included bank piling, towpath
work, locks and general canal bed restoration.

Support in Parliament by MPs such as Michael Fabricant during 2007 helped to highlight a problem
with reduced funding, and laid the foundations for new funds. A development grant of £160,000
from the Heritage Lottery Fund was announced in October 2013, which will support work on a
larger £3.7m bid for restoration work and other improvements from Pryces Bridge to Crickheath.

The Montgomery Canal Partnership membership presently includes: Canal and River Trust,
Montgomery Waterway Restoration Trust, Powys County Council, Shropshire Council, Natural
Resources Wales (formerly Countryside Council for Wales, EA Wales), Natural England, English
Heritage, Cadw, Royal Commission on the Ancient and Historic Monuments of Wales (RCAHMW),
Environment Agency, England, Shropshire Union Canal Society, Inland Waterways Association,
Montgomeryshire Wildlife Trust and Shropshire Wildlife Trust

The Montgomery Canal is currently navigable from Lower Frankton to Gronwen Bridge (13 kms)
in England, with limited access for narrow boats from Llanymynech to Freestone Lock in Wales,
with the rest of the canal dry.

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Symbol at Trevor Boat Dock
The wooden fly boat has long been associated with the carrying of goods along the Shropshire
Union and related waterways. Efforts to preserve one example of this important class of vessel were
first directed towards Symbol, which had been built at the Trevor Dock, in 1914, for the Shropshire
Union Railway & Canal Carrying Company. She subsequently worked on other duties which
brought her to the West Midlands, and following the grouping of the Railways was used as a station
boat working on the railway interchange trade. After a period of private ownership, she was
returned to the dock in 1991 to be restored as part of the Shropshire Union Fly Boat Project. The
decay of the wooden structure proved too much to restore, and the craft was broken up during
December 2001. Work then concentrated on the only other surviving fly boat Saturn, which had
been built at Chester in 1906. Ray Shill 880165

Wrenbury Mill 1998
With increased boater
use , the canal has
seen a group of hire
boat yards being
established along the
popular Llangollen
Canal. Wrenbury Mill
Basin and the former
mill buildings were
later occupied by a
hire boat company.
Ray Shill 873831

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Bettisfield Wharf
The former Shropshire Union Wharf buildings at Bettisfield were taken over by a boat building
company. Ray Shill 874577

Bridge 1W, Llangollen Canal
Welsh Frankton marks the junction of the main line from Hurleston with the diverging waterways
to Llangollen and Newtown. In recent times, bridges from Frankton to Llangollen have had the
suffix “W” added to their numbers in order to distinguish them from bridges elsewhere on the line.
Ray Shill 878002

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Footbridge & Lift Bridge, Froncysyllte
Repair and replacement are part and parcel of canal maintenance programmes. This 1970s image
shows the bridges at Froncysyllte. Later, British Waterways decided to replace the wooden lift
bridge (28) - complete with new wooden beams - with metal. The footbridge (28A) was a new
structure provided by British Waterways. Michael Oxley 86840

Frankton Locks September 1956
Interest in preserving the length
from Welsh Frankton to
Welshpool has been ongoing for
some sixty years. Restoration of
the canal network was
encouraged by enthusiasts
visiting disused locations.
Frankton Staircase, in 1956, still
had gates in a complete state.
Later, nature reclaimed this
stretch of waterway and the
gates gradually rotted away.
Bertram Baxter Collection 24155

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Welshpool Wharf, Montgomery Canal 1984
Restoration of the canal though Welshpool brought boats back to a section of disused canal. A key
part of this work was the restored Shropshire Union warehouse. Welshpool was where the
Montgomery Canal restoration started, with the Big Dig of 1969. Some 200 volunteers arrived at
the town to make a start on clearing the waterway, which was threatened with removal and
replacement by a new road. Following this initial clearance, the newly formed Waterways Recovery
Group moved in to restore the town lock (1970-1974). White 83312

Pool Quay Lock, Montgomery Canal, 1976
Restoration of the Montgomery Canal has been a lengthy process, with locks along its length being
repaired principally by volunteers. There is now a 14 mile isolated section of navigation that extends
from Arddlin to west of Welshpool. The Shropshire Union Canal Society was active in the restoration
of the Montgomery from 1969 at Welshpool. The sections at Pool Quay, Bank and Crowther Locks
were restored between 1974 and 1979. Another important element was the work done by the Inland
Waterways Association, whose Waterways Recovery Group arranged work camps to dig out and
clear the channels, and also provide general repair and maintenance work, aided by a host of
volunteers. Michael Oxley Collection 86961

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Pool Quay Lock 1976
A key factor in this work was the provision of
new gates and gear.
Michael Oxley Collection 86963

Pool Quay Lock 1976
Methods employed in this work were limited by
the resources of the time, yet the basic lock fabric
was repaired ready for use.
Michael Oxley Collection 86965

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Frankton Locks May 2016
Access to the Montgomery Canal, which includes the former Ellesmere Canal section to
Llanymynech, is controlled at the junction at Welsh Frankton. Restoration of the four locks was
completed during the Spring and Summer of 1987, financed principally by the Inland Waterways
Association aided by donations from local councils and Shell UK. Volunteer efforts were integral
to the work. A number of different organisations assisted, including British Waterways, who
provided the large lock gates from Northwich. The tail gates were made at Callis Mill on the
Rochdale Canal by Manpower Services. Dr Alan Robertson, vice Chairman of the British Waterways
Board, opened the locks on 12 September 1987, and a plaque to mark the ceremony was attached
to the “toll house” building beside the top lock. Here, since 1987, British Waterways, and now the
Canal & River Trust, control the movement of boats on the section, which presently extends to
Maesbury. Ray Shill 875010

Aston Lock, WRG Dumper
Truck
The section from Welsh
Frankton to Queens Head
was the first to be restored
to navigation during the
1990s, which included a
new concrete and steel
aqueduct over the River
Perry and the making of a
shallow lock (Graham
Palmer Lock). This was
followed by the
restoration of Aston Locks
and the canal to Maesbury.
Ray Shill 875465

142

Aston Lock
Aston Locks were restored during the 1990s, bringing navigation back to the first section of the
Ellesmere Canal that had opened. Ray Shill 875471

Maesbury Wharf Facility Block
The former company wharf at Maesbury has had a modern service block built on the site of the
former warehouses. The crane (grade II listed) remains as a reminder of the former carrying times.
Ray Shill 875571

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Moreton Farm Lift Bridge 82A
Canal restoration has gradually extended from
Maesbury to Redwith. This new bridge has
been constructed to assist the movement of
farm animals across the canal.
Ray Shill 875611

Redwith Bridge, 83
Bridge 83 was one of the many bridges that
were taken down, and the road lowered by
the Shropshire Highways Department.
Some six years of volunteer effort between
2008 and 2014 were required to put the
section between bridge 83 and 84 back into
water. Both the WRG and Shropshire
Union Canal Society continue to restore the
section from Redwith through to
Crickheath, and since 2014 the SUCS have
been working on the length at Bridge 84
and Bridge 85. Ray Shill 875614

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Llanymynech Wharf, Visitor Centre
There is a short section of navigation at Llanymynech where a visitor centre is located. This length
of navigation was finished from 2004 and it has a trip boat, which is run by the Duchess Countess
Trust. They take their name from a craft that had been a packet boat on the Bridgewater Canal, but
finished up on the Shropshire Union at Welsh Frankton. It was the intention of the Trust to complete
a replica packet boats. Ray Shill 875836

Bridge 92, Llanymynech
With the restoration of the canal at Llanymynech, bridge 92 has been replaced by a modern structure.
It carries the sign Welcome to England on one side and Welcome to Wales on the other.
Ray Shill 875843

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Carreghofa Locks and Toll House
Restoration of the locks at Carreghofa began in 1979 and was not completed until 1986. Problems
with leaky lock chambers led to a longer restoration program. The work also included the restoration
of the toll house and the feeder to the river Tanat. The feeder has recently been cleared of weed by
the CRT to improve water supply to this section. Michael Oxley 86969

Moors Farm Bridge 114, Montgomery Canal, 2016
The simple chain worked steel lift bridge provides accommodation for the farmer to move cattle
across the canal. The new CRT towpath improvements are also seen in this view.
Ray Shill 876661

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Heulwen Wharf, Montgomery Canal
The name Heulwen was given first to a canal boat built in 1975 by Cammell Laird apprentices for
the conveyance of children and the disabled. Heulwen is the Welsh word for sunshine, and it was
the intention to bring a ray of sunshine into the lives of the needy. The trip boats have been based
here, east of Bridge 116, since 1976. The Heulwen Trust was formed in 1985. They offer trip boats
along the isolated Welshpool section of the canal principally for the disabled and elderly, and
currently have 2 boats Heulwen II & Heulwen III. Ray Shill 876696

Heulwen II near the Wharf
Ray Shill 876691

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Diversion at Welshpool (1), Montgomery Canal
The original route of the canal passed to the right of this view. Canal restoration involved the making
of an extended bridge, or short tunnel, (117), which covered the new canal route and took boats
under two roads. This diversion was made during the 1970s restoration of the canal on a length
from below Burgeddin Locks through to the original Bridge 120. Ray Shill 876722

Diversion at Welshpool (2), Montgomery Canal
The route of the canal, as built, carried on along a straight course before curving to pass under the
original Bridge 120. When this section was restored, a new concrete bridge under the A483 had to
be made, and a new length of canal dug on the opposite side, as the original bridge had been lowered
to road level. The new Bridge 120 was made north of the old Bridge 120, where the road level was
higher. Bridge 120 is called Whitehouse Bridge and was completed in 1995. Ray Shill 876794

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The original route adapted as a nature reserve. Ray Shill 876792

Original Course of Montgomeryshire Canal, and flattened bridge
Powys Council, like Shropshire Council, flattened bridges for road improvement, although in their
case such work was done in the 1980s when restoration of the canal was gaining momentum. Bridge
120 was replaced with a modern structure at the general road level so that motorists would avoid
the inconvenience of the original hump backed structure. With the program of restoration, the new
length in navigation as far as Bridge 129 Refail Bridge. Ray Shill 876799

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CRT Workers repairing footbridge 113, Montgomery Canal
The isolated 11½ miles of canal from Arddlin to Refail is looked after by the Canal & River Trust,
as well as sections currently under restoration. It is a workload that keeps of team of workers busy.
Ray Shill 876635

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