Josiah John Guest – Page 2

Dowlais through the eyes of German Royalty

The following is transcribed from The King of Saxony’s Journey Through England and Scotland in the Year 1844. Trans. S.C Davison. London: Chapman and Hall, 1846.

As we approached Merthyr Tydvil (sic), the iron-works became more numerous; we saw everywhere smelting-houses and forges, little railways and canals for the conveyance of the iron from one place to another. In one valley we saw below a canal, and a railway for locomotive engines; higher up, the road upon which we were, and still higher, a tram-road for the conveyance of materials and workmen belonging to the mines. We met on another occasion, on such a tram-road, along train of black coal-waggons, and others covered with workmen black and brown with dust – a curious sight! And what mountains of dross were piled up. Certainly, the quantity of iron produced in these mountains must be enormous.

The race of people which we found here, is very much the reverse of handsome; the women wear men’s hats on their heads, or black straw hats, and along with this, a very awkward, ungraceful dress. I was reminded once or twice of the women of Unalaska, mentioned in ‘Cook’s Voyages’.

All other considerations however vanish, when one comes to understand the size and extent of the iron-works themselves. The first we visited, in which six blast furnaces were at work, presented an extraordinary sight. Above the flaming chimneys of the blast furnaces the heated air trembled, and made the outlines of the mountains of dross behind them appear wavy. I could not help imagining these mountains of dross to be volcanoes, and the blast furnaces little burning craters on the sides of the larger ones. The impression produced was a much more powerful one, when we went further and took a view of the great iron-works belonging to Sir John Guest and Company. One could easily have believed oneself transferred to the blazing city of Dis, mentioned by Dante! We were first conducted to the mines, the immense quantity of coal and iron produced by which rendered all this possible. Some idea of this quantity may be obtained from the fact that in the last five weeks 36,000 tons of coal have been dug out, sometimes 1500 tons in a day, and that all these coals are employed in the works. Close to this mine is that from which a similar quantity of ironstone is produced. The cost, of course, is enormous! The works employ about 6000 work-people daily, and the wages of these workmen, with food, &c., amounts to about 26,000l. a month! …

I was also much interested in standing at the double entrance to the shaft, and observing how, set in motion by a steam-engine, and conducted along a subterraneous railway, on the one side a row of empty waggons, and a number of workmen, with miners’ lamps, were conveyed into the mountains; whilst, on the other side, shortly after, a number of waggons loaded with ironstone and coal, and with other workmen, came out from the cavern. The carelessness with which the workmen acted, sufficed to show the influence of daily exposure to danger. Several of the men came out of the sloping shaft, quite without holding, and standing upright upon the rope which drew the waggons out of the centre of the mountain. The slightest inclination to either side, in the darkness of the cavern, would have been sufficient to precipitate the man from his position, and he would have been crushed to pieces by the next waggon. This carelessness is, however, not merely manifested in such exhibitions of skill, but is even shown in a similar manner in the interior. Hence, notwithstanding Davy’s safety lamp, accidents are continually occurring from cold damp. Only this morning three workmen were killed in this manner, in one of the workings.

Death of Mr Fothergill

The article below is transcribed from the Evening Express 120 years ago today….

DEATH OF MR FOTHERGILL

Deceased a Former M.P. for Merthyr.

Mr. Richard Fothergill, formerly M.P. for Merthyr Tydfil, died at Sion House, Tenby, early this morning after an illness extending over a month.

BIOGRAPHICAL SKETCH

The redoubtable family of the Fothergills were early identified with Westmoreland and the “North Countrie.” They were products of the North—the bleak nursery of strong men. The philosopher of the buckle and lamp has endeavoured to trace analogies between the magnetic and the mental. That we pass over; but certainly from the North came many of the pioneers of we iron and coal world, though not, be it added, without a blending of native genius.

The Fothergills first appeared in this country at Lydbrook, in the Forest of Dean, at Tredegar, and next in the Aberdare district, where the family was represented by Rowland Fothergill, who followed in the track of the Scales, and is creditably supposed to have thriven in the same ratio as that family declines. One of the Scales, who had a tendency to be pungent with his pen in after years, described Rowland Fothergill as the squire of Hensol, who “looked as though he never could stoop with his scythe to mow.”

Mr. Rowland Fothergill was a personage of note in Aberdare in 1819. He was the uncle of Richard Fothergill, and when that worthy was in his erratic youth he came and grew up by the side of the stalwart old man, trained into the mysteries of iron-making, and, when in all the strength of his manhood he careered about the valley, well mounted, scorning high- ways and dashing about the mountains, few finer types of humanity could be a cavalier amongst the Puritans, one upon whom men looked with pleasure for his man hood and frankness, and upon whom the eyes of women fell with pleasing interest.

As time past changes crept in. Mr. Rowland Fothergill drifted away from forges and furnaces to the arcadian attractions of Hensol, and when he died in the fulness of years Richard, the nephew, reigned in his stead. He was now the owner of Abernant and Llwydcoed. Ironworks, collieries, and landed estates were his. Not only had he thousands of men at his command, but a splendid array of able men as managers, agents, etc., whose descendants we see to-day—all that is left of them—in honourable positions at the Docks or elsewhere; men who since won rank in the industrial world, and held it by unswerving integrity.

When Mr. Richard Fothergill had gained a position greater than that held by his uncle, there yet opened out a longer vista of distinction We find him aspiring to annex the ironworks of Mr. Anthony Hill, the last of the famous Plymouth Iron Company, who died in 1862. His death cleared the way to the ambitious ironmaster, suggesting greater and more successful rivalry to the Crawshays and Guests by his becoming as potent in the Merthyr Valley as in that of Aberdare. In connection with others, notably Mr. Hankey, a London banker, the Plymouth Ironworks and Collieries passed into his hands, and with remarkable industry he overlooked the workings of each ironworks and colliery.

In the zenith of his career as ironmaster he met with a sad family bereavement, and for a time he was overwhelmed, trying to find in religious consolation the anodyne. In time he rallied, and it was not very long before a vacancy in the representation of Merthyr Tydfil aroused in him the ambition to become to the iron and coal district what Sir John Guest had been. Keen student of man, it was not long before he gained his end, and, amid the cheers of hurraying men, the acclamations of “Fothergill age,” and the blaze of the magenta light won from the coal, he made his way to St. Stephen’s.

Friends and enemies gave him the credit of having been an active member of Parliament. He did not sit down, resting upon his laurels, but fought for all he was worth in advocacy of the virtues of the coal of Wales. Of course, many said that in doing so he also benefited himself. Be that as it may, he unquestionably did a good deal in the interest of steam coal, and was the means first of getting good Admiralty orders and, secondly, of making the beat steam coal of Wales more widely known.

While all intent upon coal, iron, Parliament, the commercial crash came which involved him in disaster, and the star which had arisen so brightly fell. It was a terrible calamnity to him and to the district. Many a man wished that Mr. G. Clark’s intention of carrying on Plymouth Works after the death of Mr. Anthony Hill had been accomplished, and deplored the acquisition by Mr. Fothergill. Fortunately, time and the merits of the famous Welsh coal brought about eventually some modification, though to this day old furnaces long disused at Plymouth and the wreck of Abernant and Llwydcoed are evidences of the greatest disaster to the iron industry Wales ever sustained. From that time and Mr. Fothergill’s retirement from Parliament his connection with his old district has been slight. Perhaps one of the best reminders of Mr. Richard Fothergill will be his successes at Abernant House. Here, with remarkable taste, he made the unsightly tips attractive, clothing eyesores with leaflage and foliage.

– Evening Express – 24 June 1903

Memories of Old Merthyr

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

But I have wandered somewhat, so to return – having given Cyfarthfa its innings, and let us begin with the personnel of Plymouth, or rather, of Plymouth, Pentrebach and Dyffryn.

Part of the derelict Plymouth ironworks in the 1900s. Courtesy of the Alan George Archive

The upper part formed a portion of the taking of Mr Bacon, and the ‘Furnace Isaf’ was leased from him by the father of Messrs Hill. Upon his death the firm became Richard, John and Anthony Hill. Richard, the eldest son, was a fine specimen of the old English gentleman. John was not so robust, but keen, fond of horses, betting and of gaiety. Anthony, studious, precise and particular. He lived to become the sole proprietor after years of hard work and earnest attention.

As characteristic of Richard Hill, he, as well as his brothers, were Tories, and on the return of a member for Cardiff had a chairing. He was known as ‘Honest Dick from the Mountain’. Richard Hill died at Court yr Alla, and rests in the churchyard near there (Michaelston-le-Pit, I believe). John in Bath, and Anthony lonesome at Pontyrhun. They had a sister who died a spinster at Clifton in 1847 or so. It is a matter of regret that the trustees of Mr A. Hill’s will did not see their way to let the works pass into the hands of one of the relatives, but that is forestalling events.

References to ‘Mushet on Iron’ will show that the blast furnaces at the Dyffryn and the blowing engine there were of note. The engine was a departure from the ordinary proportion which was between the steam and blast cylinders, and, as far as can be recalled, the blast cylinder was the largest (120 inches diameter) and the furnace boshes were also the largest, but the greatest achievement of Mr A. Hill was the utilisation of cinders. This he patented, and heavy litigation followed. He won the first action, and being defeated at a subsequent time, would not go on again, as he was strongly advised to do. This soured his feelings, and he always entertained a bitterness of feeling with respect to it, for he verily believed perjury had been used.

There was another matter in the making of iron he was virtually the pioneer of, viz, the use of oxides of iron in the blast furnace. The manager of the furnace was a Mr Edward Thomas, the great-uncle to Mr Wm. Thomas of Oakfield, Aberdare. When Mr Hill was quite clear that pig iron could be commercially made from hematite, he endeavoured to come to an arrangement with the Earl of Lonsdale for him to find the necessary coal and Mr Hill the ore, so as to make iron at Whitehaven. Should any of your readers be in that locality and find the original engine-house yet in existence, they will find a goat’s head with ample horns cut on the keystone of the arch in the walls. This was as a compliment to Mr Thomas.

Shortly after Mr Thomas went to America , and erected works there. He returned toward the end of the thirties, and after spending a few months at the Ivor Works, I think led a quiet life. Upon leaving Dowlais, Sir John Guest desired him to return after a while, although he promised to think over it ‘after the cuckoo had come’, he never returned there.

To be continued at a later date.

The Glamorganshire Canal – and the Rise of Rail

By Laura Bray

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

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

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

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

Richard Crawshay. Courtesy of Cyfarthfa Castle Museum & Art Gallery

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

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

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

Aberfan Lock. Photo courtesy of the Alan George Archive

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

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

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

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

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

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

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

Merthyr’s Chapels: Bethania Chapel, Dowlais

Bethania Welsh Independent Chapel, Dowlais

In the early part of the 19^th Century, members of the Independent chapels in Merthyr who were living in Dowlais began holding meetings at various houses around the town.

When Josiah John Guest arrived in Dowlais and expanded the Dowlais Works, the population increased to an extent that the need arose for the Independent worshippers in Dowlais to have their own chapel. The old Bethel Chapel became vacant in 1822 so services could be held there on Sunday evenings. Rev Methusalem Jones of Bethesda Chapel in Merthyr was instrumental in starting the cause in Dowlais and he had oversight of the congregation for a time until he had a difference of opinion with some of the congregation and left them. Rev Samuel Evans of Zoar Chapel then took over the care of the congregation.

Within a year however, it was realised that the small Bethel Chapel was not adequate for the congregation, so land was found and a chapel was built in 1823 for the cost of £444 and called Bethania.

In 1826 Rev Thomas Jones, a student from Newtown, was invited to Bethania and was ordained as minister of the chapel on 23 March 1826. The congregation increased rapidly and the chapel was rebuilt in 1827. However, within a short time a serious disagreement occurred at the chapel which resulted in Rev Jones and several of the congregation leaving and starting their own cause; this eventually became Bryn Sion Chapel. Rev Samuel Evans once again took charge of the chapel and stayed here until his death.

Following Rev Samuel Evans’ death, Rev John Hughes was inducted as Bethania’s minister in December 1833. Under his leadership the congregation grew rapidly and in 1838 it was decided to build a new larger chapel and the chapel was rebuilt at a cost of £1000 by Mr Thomas Sandbrook, a member of the chapel.

In 1849, a serious cholera epidemic broke out in Merthyr with 1,682 deaths in Merthyr and Dowlais alone. In the aftermath of this epidemic, a religious revival occurred and despite its huge size, Bethania Chapel could not accommodate the huge increase in the congregation. It was decided that it would be impractical to build an even larger chapel, so a new chapel was built nearby called Gwernllwyn.

In 1855 a schoolroom was built at Pwll-yr-hwyaid, and this was followed by schoolrooms at Gellifaelog and Caeharris.

Bethania Chapel Caeharris Schoolroom. Photo courtesy of the Alan George Archive.

In 1883 the interior of the chapel was renovated with a new pulpit and seating costing £1350; and a new organ installed costing £350. In 1886, the vestry was constructed behind the chapel. Major renovations were again carried out on the chapel in 1896 when the main entrance of the chapel was altered and a large porch built, and the chapel was we see it today took shape. These renovations cost £500.

The chapel closed in 1999, but in 2012 the building was renovated by the Victory Church who now hold their services there.

Funeral of Josiah John Guest

From The Welshman 170 years ago today….

Memories of Old Merthyr

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

Reader, take a ride by the Taff Vale Railway from Merthyr to Troedyrhiw, and the locus in quo ought to be recognised.

William Williams by an unknown artist. Courtesy of Cyfarthfa Castle Museum and Art Gallery

Mr Henry Kirkhouse was the chief mineral agent at Cyfarthfa, but two of his sons were with him. They resided at Llwyncelyn. Old Mr Wm Williams (known as No 8) was the mechanical engineer; he lived at Pwll Watt. Mr Thomas, the cashier, lived at Nantygwenith Turnpike Gate. Mr Jeffries was the furnace manager at Cyfarthfa, and Mr John Jones was so for Ynysfach. There were some excellent workmen at Cyfarthfa – Saunders, the master moulder of one part and Wm Thomas of the other foundry. The master fitter’s name has slipped my memory, but one of the men, David Charles, can be recalled.

Cyfarthfa was always celebrated for its machinery and engines. Watkin George, the predecessor of Mr Williams, was a man of noted ability; and, as far as known, that reputation is still maintained. George Cope Pearce was the mechanical engineer for a quarter of a century, his predecessor being his brother-in-law, John P Roe. The Williams family were good engineers too.

I forbear to mention some things that can be remembered lest I am prolix, but George Cope Pearce was so original that some two or three things will be stated. His desire for engineering was so strong as to induce his running away from home (his father was the custos of Hereford cathedral), and in coming to Dowlais he enquired for work. Seeing he was not of the class that generally applied, enquiries were made of him, with the result that, while he was hanging on in hopes, his father was communicated with, and came for him; but Sir John (Guest) agreed to take him on after spending some terms at King’s Engineering College. This was done, but his family and friends endeavoured to turn him.

In 1838 he was loco. superintendent at Dowlais; but as was the general rule, he did not get money enough to satisfy him, and went to Messrs Powell at Clydach, near Abergavenny, and engaged in their service. This becoming known, Mr Thomas Evans took him in hand, and by fair promises induced him to write a letter abandoning the idea. Cope could not get the advance expected, and ere three months had gone, Mr Evans began ruling with usual iron rod. They had a few words, and, upon Mr Evans alluding to his having written the letter, heard, “Oh yes; but I forgot to post it”. What followed need not be said. He went to Clydach, and, after a few years, thinking their machinery did not require such a high-priced man, Messrs Powell spoke to him, pointing out what an easy place he had. “Oh then you want a smash or two, I suppose. Well, I daresay that can be arranged, if you wish”. Do not think this is untrue, for it is a fact.

He left Clydach some years ago and came to Cyfarthfa. He was very friendly with William Menelaus. Menelaus was a hot-tempered man, and Pearce was quite the opposite. “Now Menelaus”, he said, “you are very foolish to go on so; it would pay you better to pay a man 30s a week to do the swearing”. He was a good horologist, a microscopist and a musician. Amongst his other makings was a machine to delineate sound curves.

My last visit to Cefn Cemetery was to pay the only tribute to his memory, and I was rather surprised at the paucity of attendance, knowing how highly he was esteemed. He sleeps, however, quite as soundly. During one of the many conversations I asked him, “Why did you leave Cyfarthfa?”. “Well, you see, I had been there some time, and got on very well with the old ones, but somehow or other, not much with the young ones, and rather than lose my temper I resigned”.

To be continued at a later date.

Memories of Old Merthyr

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

Some little little distance below the bridge of the Taff Vale branch to Dowlais is come by – the objection to obtaining the parliamentary powers to make which has already been alluded to, but one thing was done that has not been stated. The minerals under Scyhorfawr (sic.) land were in the hands of the Plymouth Company (or rather Mr A. Hill, for he had become sole proprietor), and to prove they had not been all worked a pit was sunk as near as could be to the centre line of the intended railway. Persons called it “spite pit”. However, it was done for a purpose, and it answered it.

The terms of the settlement have been mentioned, but the various fencings cannot be. I can recall one rather angry meeting in which Mr E. J. Hutchings tried to make things smooth, with some success. This was the last fight between Sir J. John Guest and Mr Anthony Hill. They had had many encounters before, and found each other sturdy opponents, and Anthony Hill, on being told of Sir John’s death, with tears in his eyes, said: “Ah what fights we have had”.

Sir John was a Whig, Mr Hill a Tory. They differed, therefore, in political matters, but it was in other matters they combated most; for instance, Sir John was chairman of the Taff Vale Railway Company, and wanted the line to be made in a straight line from the Troedyrhiw Station, keeping the old church tower as a guide. This would have materially affected Plymouth, and as anyone can now see, Mr Hill compelled its making with the minimum of injury either by way of severance or otherwise to his works.

Sir John is buried in Dowlais; Mr Hill in a lonely grave in Pontyrhun. Peace to their manes. I can bear testimony to the goodness of both. It may not be remembered very clearly, but Troedyrhiw Farm was then the freehold of the Dowlais Company, and upon the parting of Guest and Lewis it became solely Mr Lewis’s, and by the irony of fate the minerals are worked by pits sunk by Mr Hill, thus forming a part of what is yet known as Hill’s Plymouth Collieries, although the one who gives the name has passed away above 40 years.

Troedyrhiw Farm. Photo courtesy of the Alan George Archive

By way of antithesis to differences, let me cite a case of another description. The ownership of some land was determined by by the course of the river, and the different properties were leased to ironmasters. Time rolled on, the surface was of little account, so that the river spread out and shifted the course of it’s ordinary current. When the working of the minerals was approaching, the line of the boundary necessarily arose. Instead of litigation or any unpleasantness, those that were interested arranged together in a friendly way, and showed a modern instance of what Pope said of the man Ross:

Is there a variance? Enter but his door.
Baulk’d are the courts, and contest is no more.

To be continued at a later date.

Memories of Old Merthyr

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

Now it always occurs to me that the doctoring system is a remainder of what in other cases would be called the truck system. Pray understand, I know how careful and skilful medical men are generally, and how admirably they perform their duties, yet there is always the thought that the system does not always co-ordinate with those general principles adopted in other things.

My own conviction is that truck in the early age of Merthyr was actually a necessity. When the works really began they were small, and no certainty of continuance. I am well aware of attempts that have been tried in various systems to alter it, but the system seems too firmly rooted to be altered for some time at least. An experiment in the adoption of a another method is, I believe, now being tried.

After a while Plymouth had Mr Probert (who by the bye, had been an assistant of Mr Russell), and so remained until his death, I think, but yet doubt that he resigned previously. Penydarren had Mr John Martin, and Mr Russell retained Dowlais, but it passed into the hands of his nephew Mr John Russell, for some time, and on his leaving Dr John Ludford White came to Dowlais.

This gentleman married a niece of Mr Wm. Forman, of the firm of Thompson and Forman, Cannon House, Queen Street, London, and after some years moved to Oxford, with the intention, it was said, of taking higher degrees. Dr White obtained the appointment through the recommendation of the London physician of Sir J John Guest, and in order that an accurate knowledge of the requirements might be, had visited Dowlais to see for himself. I remember him there, and an incident followed that will be mentioned when Dowlais is visited which will show the kind-heartedness of Sir John, and I hope also to mention one demonstrating his decision of character and another where I saw him weep.

We now return to Mr Russell’s surgery. A little further down, on the other side was Adullam (sic) Chapel, and cottages thence to the road to Twynyrodyn, while on the same side as Mr Russell’s was the way from the High Street, John Street by name, cottages somewhat irregular. The old playhouse also stood here; yes reader. It was a stone and mortar structure, and was for a long time unused.

An extract from the 1851 Public Health Map showing Tramroadside North from Church Street to the Old Playhouse

Further on there was the Fountain Inn, between which and the Glove and Shears the road passed to Dowlais over Twynyrodyn, Pwllyrwhiad etc, but we cross and a few yards brings me to what was the boundary wall of Hoare’s garden, which continued down to where the line to Dowlais is now.

The bottom end of Tramroadside North from the 1851 map

It has been my pleasure to see many gardens, but in all my experience I never saw one kept in such trim as this. Upon its being taken for the railway, Hoare started a garden and public house, if I remember well, at Aberdare Junction. Owing to the Taff Vale Company not allowing anyone to cross the line, a very long way around became a necessity to get there, and he did not do as well as anticipated or (I think) deserved.

Lower down the tramroad were some cottages on the right hand side, in one of which, adjoining the Shoulder of Mutton, a cask of powder exploded. It was kept under the bed upstairs for safety, and, lifting the roof off its walls, it fell some dozen yards away. The roof was covered with the thin flagstones often used and very little damaged. No one was fatally injured but one or two were injured, and altogether it was a wonderful escape. Moral: Do not keep a cask of explosive material upstairs under the bed!

To be continued at a later date……

Merthyr’s Ironmasters: G T Clark – part 1

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.

© William Menelaus (1818-1882); Hagarty, Parker; Cardiff University; http://www.artuk.org/artworks/william-menelaus-18181882-159291

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.

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.

To be continued…….