Tramroadside North in the 1960s. Photo courtesy of the Alan George ArchiveTramroadside North in 2022
The ‘Tramroad’ has changed a lot in the last 50 or so years. The cottages shown in the first photograph have been demolished (as indeed have almost all of the houses that lined the road). Adulam Chapel (which can be seen top middle of the first photo) has also been demolished to be replaced by a new development of flats.
Indeed, if we were to follow the Tramroad towards Twynyrodyn, we would see that the whole layout of the road has entirely changed.
This article is a transcription from a publication now in the public domain:Dictionary of National Biography (1st supplement). London: Smith, Elder & Co. 1901
On the formation of the British Iron Trade Association in 1876, Clark was elected its first president, and his ‘Inaugural Address’ (Newcastle-upon-Tyne) attracted much attention, provoking considerable controversy in the United States by reason of its trenchant exposure of protection. Few employers of labour have ever studied the social well-being of their workers so earnestly as Clark. At his own expense he provided a hospital for the Dowlais workmen, while the Dowlais schools, the largest in the kingdom, owed their success almost entirely to his direction. He was an early supporter of the volunteer movement, and himself raised a battalion in the Dowlais district. He was chairman of every local authority in the place, and his manifold services in the work of local government are commemorated by a marble bust, the work of Joseph Edwards, placed in the board-room of the Merthyr poor-law guardians. He was sheriff of Glamorganshire in 1868.
George Thomas Clark by Joseph Edwards
Clark’s reputation, however, mainly rests on his archaeological work, and, to a lesser extent, on his historical research, though these were but the relaxations of an otherwise busy life. For half a century he was recognised as the highest authority on all mediæval fortifications, and was the first to give a clear insight into the military and historical importance of the earthworks of this country, and especially to show the use made of the mound – ‘the hill of the burh’ – in Norman times. Before going to India he took a prominent part in the movement which brought about the foundation in 1843 of the Archæological Association (now the Royal Archæological Institute), and, after his return, was constantly associated with its work for the rest of his life contributing papers to its journal, attending its annual meetings, and acquiring a unique reputation as a field-lecturer, inasmuch as the castles visited were ‘called up to their first life by his massive vigour’.
He was also one of three trustees of the Cambrian Archæological Association. Commencing with an account of Caerphilly Castle as early as 1834, he contributed to the ‘Transactions’ of various societies, and to the ‘Builder,’ a large number of articles dealing with his favourite subject. In 1884 these were collected in his ‘Mediæval Military Architecture in England ‘ (London, 2 vols) a work which is not likely to be superseded, though its information may be supplemented with minor additions of detail.
Next to his purely archaeological attainments should probably be ranked his knowledge of heraldry and genealogy. He wrote the article on heraldry for the ‘Encyclopædia Britannica,’ while his privately printed pedigree of the Babington family has been described as ‘perhaps unsurpassed for its dimensions and grandeur of type.’
His other works were for the most part elaborate contributions towards the history of his adopted county of Glamorgan, the following being the more important among them:
‘Thirteen Views of the Castle of St. Donat’s, with a Notice of the Stradling Family,’ Shrewsbury, 1871.
‘Some Account of Robert Mansel and of Admiral Sir Thomas Button,’ Dowlais, 1883.
‘The Land of Morgan, being a Contribution towards the History of the Lordship of Glamorgan,’ London, 1883, 8vo.
‘Limbus Patrum Morganiae et Glamorganiæ. Being the Genealogies of the Older Families of the Lordships of Morgan and Glamorgan,’ London, 1886, 8vo. Most of these pedigrees had been published ‘nearly a quarter of a century’ previously in the ‘Merthyr Guardian.’
‘Cartæ et Alia Munimenta quæ ad Dominium de Glamorgan pertinent.’ Sumptuously printed, for private circulation only, this great collection of Glamorgan charters extends to 2,300 quarto pages, making four volumes, of which the first was issued in 1885 from a private press at Dowlais, and the other three (in 1890-1-3) from Cardiff.
Clark also edited some devotional works by his father and his ancestor, Samuel Clarke (1599-1682), and wrote numerous articles on the history and antiquities of Glamorgan.
Clark died on 31 Jan. 1898 at Tal-y-garn, near Llantrisant, where he had resided during his later years, and was buried there at St. Ann’s Church, which he had built to the memory of his wife, Ann Price, second daughter of Henry Lewis of Greenmeadow, near Cardiff, and coheiress of Wyndham Lewis. She was married to Clark on 3 April 1850, and died on 6 April 1885, leaving a son (Godfrey Lewis Clark) and a daughter.
This article is a transcription from a publication now in the public domain:Dictionary of National Biography (1st supplement). London: Smith, Elder & Co. 1901
George Thomas was born in London on 26 May 1809, the eldest son of George Clark (1777–1848), chaplain to the royal military asylum, Chelsea, and Clara, only surviving daughter of Thomas Dicey of Claybrook Hall, Leicestershire, and he was educated at the Charterhouse. Adopting engineering as a profession, he was entrusted by Brunel with the construction of two divisions of the Great Western Railway; the Paddington terminus and the bridges at Basildon and Moulsford being his principal works While thus engaged he compiled ‘A Guide-book to the Great Western Railway, containing some Account of the Construction of the Line, with Notices of the Objects best worth Attention upon its Course’ (London, 1839). This, the first guide to the line, was published officially without his name, and dedicated to Brunel. A more detailed account, which he subsequently wrote, of the geology and archæology of the country traversed by the railway, was published, with numerous illustrations, as ‘The History and Description of the Great Western Railway’ (London, 1846); but the only name attached to it was that of the artist, John C. Bourne.
In about 1843 Clark went to India, where he was employed by the government to report on the sewerage of the native town at Bombay, and afterwards upon the extension of the salt works of the district. Here he advocated the construction of the first railway in India, that from Bombay to Tannah, afterwards merged in the Great Indian Peninsula Railway, for the promoters of which he also reported on the feasibility of an extension through one of the mountain passes of the Sahyadri or Western Ghauts. On account of the climate he declined an offer of the chief engineership of the new line and returned to England. In consequence of an article on sanitary reform which he contributed to the ‘Westminster Review,’ he was appointed a superintending inspector under the Public Health Act, 1848, and reported on the sanitary condition of a large number of towns and districts, in many of which local boards were formed through his efforts. His success as an inspector was recognised by his promotion to be one of the three commissioners which then constituted the general board of health.
Towards the close of 1852 Clark, however, became trustee of the Dowlais Estate and Ironworks, under the will of Sir Josiah John Guest. For some time previously the works had been carried on at a loss; but having procured the necessary capital and induced Henry Austin Bruce (afterwards Lord Aberdare) to share with him the responsibility of the trusteeship, Clark took up his residence at Dowlais and devoted all his energies to the development of the works and the redemption of the estate. As Bruce devoted himself to politics, the whole responsibility of management devolved on Clark alone, whose rare capacity for administration was displayed no less by his rapid mastery of a complicated situation than by his wise selection of heads of departments, chief among whom was his manager, William Menelaus.
To Clark and Menelaus belongs the credit of being the first ironmasters to assist (Sir) Henry Bessemer to perfect his process for making malleable iron direct from the ore. The inventor was invited to Dowlais to conduct experiments, with the result that the first rail ever rolled without the intervention of the puddling process was produced at Dowlais. The prompt adoption of Mushet’s further invention enabled Dowlais to be first in the field in the production of steel rails, and to enjoy for some time the monopoly of that trade in Wales. The consequent expansion of the industry, and the difficulty of procuring an adequate supply of suitable ores at home, led Clark, in conjunction with the Consett Iron Company and Messrs. Krupp of Essen, to acquire an extensive tract of iron-ore deposits near Bilbao in Spain.
A Bessemer Converter
To render the works independent of the vicissitudes of the coal trade he also purchased large coal areas, undeveloped for the most part, in Glamorganshire. To save the inland transport he finally procured the establishment, in 1888-91, of furnaces and mills in connection with Dowlais, on the seaboard at Cardiff. He was induced by Lord Wimborne (Ivor Guest, eldest son of Josiah John) to continue his administration of the Dowlais undertakings down to the end of March 1897, though his trusteeship had expired more than twenty years previously. Under his regime Dowlais became in effect a great training school which supplied to similar undertakings elsewhere a much larger number of managers and leading men than any other iron or steel works in the country.
We continue our serialisation of the memories of Merthyr in the 1830’s by an un-named correspondent to the Merthyr Express, courtesy of Michael Donovan.
There has not been much reference yet to Caedraw, nor can there be much recalled to describe. The Gas Works were erected here, a Mr Evans being the first manager, and a brother of his the deputy. There were two breweries near the end of the road joining Bridge Street, one owned by a Mr John Toop; the other, which was smaller, owned by Mr Anstie, who kept the shop in Pontmorlais previously. This Mr Anstie bought the property between the road in Caedraw and the Isle of Wight, and came to reside there after improving the buildings.
A section of the 1851 Public Health Map showing Caedraw
The basin tramroad was ordinarily used as a pedestrian thoroughfare, in fact many houses had no other way of approach. I cannot recall anyone ever being prevented from walking the tramroad, although it might not have always been judicious to do so on account of safety. Things are so altered now, and we are accustomed to the change, that it takes consideration to recall things quite decidedly. For instance, brakes to slacken the speed or stop conveyances were unknown. The ‘sprag’ was the only thing used, and these projected at variable distances from the wheels of the trams, if the trams were going fast – for they would occasionally run wild – it was a serious matter to be caught in any narrow part of the road. It was also a hazardous thing for the haulier to put them in or take them out, and many a limb as well as life has been lost by a slip.
As one instance of there being no other way of going to or coming from a residence on the Tramroad, somewhere behind the Morlais Castle Inn can be cited. It was the residence of Mr Roger Williams (I think it was his own property). He was a public functionary, but whether relieving officer or assistant overseer is not remembered now. If we went down the Tramroad towards Twynyrodyn, before coming to Professional Row we should see a door on the right hand. This is where a Mr Russell stayed. He was a brother of the Mr Russell who was the doctor of Dowlais, Penydarren and Plymouth Works at one time. He lived in the lowest of the three houses in Professional Row, and his surgery was at the back with public entrance from the Tramroad.
Old Mr Russell, his brother, and others attended the surgery, but the one very often attendant upon the patient was the brother, about whom I remember the remark that after enquiring as to symptoms he always gave two pills in a paper, and the patients were often (very often) so hurt, that the pills used to be thrown over the Tramroad wall into the field on the other side, whence they were collected to again be served out.
Mr James Ricketts was Superintendant of the Hospital for several years; he was given a Rechabite funeral after his death in August 1899. The Independent Order of Rechabites, also known as the Sons and Daughters of Rechab, is a fraternal organisation and friendly society founded in England in 1835 as part of the wider temperance movement to promote total abstinence from alcoholic beverages. His wife Mary Ann then had charge of the hospital until her death a few months later. Their gravestone lies in Pant Cemetery.
During another outbreak of Typhoid Fever in September 1900, it was felt that the infection might have come from the common food supply, such as milk, or dust carried in the atmosphere from one infected district into another. The bacteria would grow on potato peelings, in water containing small quantities of animal matter, in urine and other excreta. When we remember that in many districts, the common method of disposing of urine slops was into the gutter, it is easy to understand how the disease spread, and it did indeed frequently spread down the street in the direction of slop water. The children playing in polluted puddles that collected in bad and broken surfaces were soon infected, and this would cause the spread of the disease.
There was also much debate as to who should care for the families of men stricken with Smallpox or the like; the committee deciding that poor families should be given 8s per week relief rather than make them paupers and admit them to the Workhouse.
In 1902, one patient suffering from Smallpox slipped away from the hospital and was found talking to several children; the parents were justifiably upset and sent a letter of complaint to the Committee. On another occasion, during their convalescence, two male patients also slipped away and visited the local public house, and on returning to the hospital, broke several windows and some furniture. In due course they were fined for the damage and for exposing themselves whilst suffering from an infectious disease.
I was fascinated to read that in 1906, my grandmother was fined 5s for allowing my father, aged three years old at the time, to sit on the front doorstep of their home in Lower Elizabeth Street, Dowlais whilst suffering from Scarlet Fever.
In October 1902, one man suffering from Smallpox walked from his home in the High Street, Dowlais to the Penydarren Surgery, and came into contact with at least 50 people; this caused great concern as many children had yet to be vaccinated. Another man had tramped all the way from Glasgow looking for work, only to arrive in Merthyr destitute, and dying just 20 days later from Typhus Fever which he had contracted on the journey.
Over time, the residents of Pant and Dowlais became increasing distraught that patients in the hospital were able to receive parcels and converse with outsiders over the wall, and were also seen receiving ice cream from the local ice cream vendors. They were also worried about the precautions undertaken by the nurses and other staff for disinfecting themselves on leaving the hospital.
During the 1902 Smallpox outbreak, at least 13 patients were nursed at the hospital. A petition, signed by 640 people, was presented to the council asking that a temporary hospital be erected away the area and the building be removed. In the meanwhile, Pant School was to be closed while patients were nursed there. It is hard to understand why a school was built so near a fever hospital, and, so fearful were people that some carried Camphor tablets in a little bag around their neck to ‘ward off’ the infection when passing the hospital.
A map showing the proximity of Pant School to the Fever Hospital
When the new Mardy Central Fever Hospital was officially opened in 1907 (a temporary iron structure having been constructed on the Mardy Estate for nursing Smallpox patients a few years earlier), the Pant Fever Hospital was no longer required, much to the relief of the people of Pant and Dowlais. The hospital was destroyed by fire, as planned by the committee, on 24 August 1907.
A photograph showing Pant Fever hospital (in the background)
In 1868 an epidemic of Typhoid and Typhus Fever started in Dowlais in 1868, and spread to Merthyr by April 1869.
Merthyr Guardian – 11 July 1868
The living conditions were poor; many houses were small and overcrowded, with no proper ventilation, having windows that could not be opened. One Dowlais family consisting of a mother and four children suffering from Typhus Fever were nursed in a bedroom that measured eleven- by seven-foot. Many were without proper toilet facilities, and others sharing facilities with three or four other families. The practice of throwing waste matter onto the road was still undertaken, thus polluting the vicinity, and many were fined for continuing to do so.
Fifty-three people died by the end of March; the reported cases of the diseases reached 360, during this epidemic, three of the four nurses employed and a doctor died after contracting the disease.
The Local Board of Health, under Section 37 of the Sanitary Act 1866, had the power to provide hospitals or temporary places for the reception of the sick, but not places for the admittance of people not affected by the disease. It was hoped that once they had provided a place for the sick to be nursed, the people that had been in contact with them could remain in their homes, if a policy was adopted of cleaning, whitewashing and disinfecting the houses from which the sick were removed.
The Board of Health decided that they had to open a hospital to stem the spread of the disease and try to relieve the appalling suffering of the local people. At first it was decided that a large tent would be ideal for the purpose, a committee member pointing out that tents had been well used by troops for years, but another member added that he knew where a building, or part of one, could be obtained for £1,000.
It was decided to go ahead with the purchase, and appoint carpenters for the erection of the buildings on the chosen site at Pantyscallog. Chris James, the farmer who owned the land, had a reduction of 10s per year on his land for releasing it through the Dowlais Iron Company for the hospital.
A map from the 1800s showing the site of the Pant (Dowlais) Fever Hospital
It was clear that the cases of Typhoid and Typhus fever should not be mixed – it was necessary to have separate hospitals for these diseases, and these again were sub-divided into male and female wards. Suitable rooms were erected as a kitchen and wash-house, and placed between the two hospitals to be used by both. To prevent trespassing on the adjoining grassland, fencing of post and rail was erected.
After the foundation was finished, the building took just four weeks to complete, being a wooden structure with a felt roof. During the building of the hospital, the death-toll had risen to 77, with the number of cases reaching 426. By the end of July, the furnishing of the hospital was complete, but by that time the epidemic had subsided, and it remained unused until the next epidemic.
The hospital was first named the Caeracca Fever Hospital, but was also referred to as the Pant or Dowlais Fever Hospital. It was able to accommodate 32 patients, and was only occupied when epidemics of the infectious diseases occurred – Typhoid, Typhus, Scarlet Fever, Smallpox and Measles.
Mrs Clark of Dowlais House obtained permission from the Board of Health for the private use of part of the hospital. Sixteen beds were allocated for eight male and eight female patients. There would be compulsory admissions – patients would only be admitted with their permission. This was a wise decision as the changes of recovery would be poor; if the patients were terrified of being admitted – believing they had been taken there to die instead of to recover. This fear was somehow connected with Mrs Clark’s hospital in Dowlais, and largely due to the ignorance of the people as to the type of nursing required.
Mrs Clarke’s hospital in Dowlais. Photo courtesy of the Alan George Archive
There was great concern among the committee as to whose responsibility it was to pay for the patients’ food. They wrote several times to the Home Office, and the Chairman of the Committee wrote privately to the Home Secretary dealing solely with the question of feeding. As no satisfactory answer was obtained, the Board of Health decided they would bear the expense themselves. When the question was asked “Who would pay for the beef tea?” the Clerk replied “Can’t you make the beef tea medicine?”. “We must”, came the reply, “and take the consequences”.
He was also one of three trustees of the Cambrian Archæological Association. Commencing with an account of Caerphilly Castle as early as 1834, he contributed to the ‘Transactions’ of various societies, and to the ‘Builder,’ a large number of articles dealing with his favourite subject. In 1884 these were collected in his ‘Mediæval Military Architecture in England ‘ (London, 2 vols) a work which is not likely to be superseded, though its information may be supplemented with minor additions of detail.
George Thomas was born in London on 26 May 1809, the eldest son of George Clark (1777–1848), chaplain to the royal military asylum, Chelsea, and Clara, only surviving daughter of Thomas Dicey of Claybrook Hall, Leicestershire, and he was educated at the Charterhouse. Adopting engineering as a profession, he was entrusted by Brunel with the construction of two divisions of the Great Western Railway; the Paddington terminus and the bridges at Basildon and Moulsford being his principal works While thus engaged he compiled ‘A Guide-book to the Great Western Railway, containing some Account of the Construction of the Line, with Notices of the Objects best worth Attention upon its Course’ (London, 1839). This, the first guide to the line, was published officially without his name, and dedicated to Brunel. A more detailed account, which he subsequently wrote, of the geology and archæology of the country traversed by the railway, was published, with numerous illustrations, as ‘The History and Description of the Great Western Railway’ (London, 1846); but the only name attached to it was that of the artist, John C. Bourne.
