120 years ago today….
A Memorial at Treharris
From the Merthyr Express 100 years ago today…..
‘China’
by Carolyn Jacob
There was district in Merthyr Tydfil south of the Brecon Road and bounded by the canal and the Abermorlais / British Tip (not far from Bethesda Chapel), which was known as ‘China’. There was not one Chinaman in nineteenth century ‘China’, although the district ‘China’ in Merthyr Tydfil did have its own Emperor. ‘China’ was not a Chinatown in the same way places of this name exist today. ‘China’ may not have been unique, as every large city had its rough ‘no go’ area, but at one time it was the most notorious district in the whole of Wales.
The terms ‘China’ and ‘Chinese’ are used frequently in the police reports, but always with inverted commas to indicate that this was merely a nickname. The census returns, which were taken every ten years from 1841, prove that the residents of ‘China’ were from all over the country. These ‘Chinese’ residents were mainly English, Irish and Welsh, but at times there were also some Germans and Eastern Europeans. A Jewish businessman was ridiculed in the newspaper for spending too much time with the ‘ladies of China’ until he found himself robbed by them.
There were a number of Merthyr Tydfil newspapers published from 1832 onwards and the Merthyr Telegraph had long accounts of ‘China’, mainly under the ‘Police Court’ column. When young men strayed into China and escaped with little more than the clothes on their backs, generally the judge had very little sympathy for them for being foolish enough to enter this dangerous area.
There are two interesting articles written on the subject, one by the historian David Jones, who was the expert on crime in Wales and the other by Dr Keith Strange, whose doctorate is about Merthyr Tydfil in the 1840s.
Keith’s fascinating article, ‘The Celestial City’ describes ‘China’ as a den of drunkards, thieves, rogues and prostitutes, whose general behaviour was completely foreign to the normal hard working respectable Welsh Chapel way of life. He once said that he thought the term ‘China’ might have arisen because Britain had a long ‘Opium War’ with China and the early nineteenth century newspapers are full of stories of China as the dreadful land of our enemies, and foreigners; equally ‘China’ in Merthyr Tydfil was the land of undesirables and foreigners (possibly also the place where opium could be smoked).
China was in the news and it was known that here was the ‘Forbidden City’ which no one could enter and return from alive. Few strangers were able to return safely from ‘China’ in Merthyr Tydfil with all their possessions. The attitude of police was that you entered China at your peril; certainly the police themselves did not dare go into China.
Entering China was not easy as the district was bounded by water, a dangerous smoking tip and a row of large dwellings, the entrance to ‘China’ was under an arch and there were door-keepers to send messages warning the residents.
However, by the 1880s there were reports in the Merthyr Express that ‘Old China is not the same’. Gradually ‘China’ declined; the professional criminals moved to Cardiff for richer pickings and in the twentieth century ‘Riverside’, which also had an entrance under an arch, became the most notorious part of the town. Although it must be said that many people today remember old Riverside as a place with very decent people.
Gold King to Merthyr M.P. – William Pritchard Morgan
William Pritchard Morgan was born in Usk in 1844, son of William Morgan, an eminent Wesleyan preacher, who died when the young William was just eight years of age. Following his education, he was articled to Robert James Cathcart, a solicitor in Newport, but in 1867, following a ‘lively quarrel’ with Cathcart, Morgan left the firm, and indeed the country, emigrating to Queensland in Australia.
In Australia, he took advantage of the skills he had learned in Newport and gained a reputation as a mining lawyer. He also became largely interested in gold-mining ventures in North Queensland, investing money whenever he could. Within twenty years, William Pritchard Morgan was a millionaire.
In 1885 he returned to England and established the mercantile firm of W. Pritchard Morgan & Co. in Queen Victoria Street, London. Fascinated by the many reports that gold had been found in Wales, however, he bought a mansion on a mountain in Dolgellau – and began digging. Convinced he could succeed where others had failed Morgan, by force of both his personality and his money, set about transforming the mining of gold in Wales. Shortly after taking over the Gwynfynydd mine in Dolgellau in 1887 Morgan’s faith was vindicated when he hit a large pocket of gold. So fabulous was this discovery that he declared to the whole of Britain there was enough gold in Wales to pay off the national debt. His mine, he said, was going be one of the richest in the world – and as there were fifty other sites in North Wales there was every reason to believe that gold would be found in huge quantities.
Morgan’s announcements sent the national press into frenzy. Story after story appeared and every development at Gwynfynydd was enthusiastically reported which in turn brought any array of visitors, from royalty to hordes of sailors who hiked up the mountain on their days off. Morgan became a celebrity and earned the sobriquet ‘The Welsh Gold King’, and with his new found fame pursued his passion for politics.
In October 1888 a vacancy occurred in the representation of Merthyr Tydfil in the House of Commons. Morgan thereupon became a candidate in the Independent Liberal Party and was returned by a very large majority over the Official Liberal nominee, Richard Foulkes Griffiths.
At that time, the Merthyr Tydfil Constituency had two M.P.s, the second member for the district being David Alfred Thomas, Viscount Rhondda, standing for the Official Liberal Party. The two M.P.s clashed from the outset, but the major political issue between them was attitude to the Second Boer War, supported by Morgan who was on the Liberal imperialist wing of the party. Morgan was also in favour of Welsh disestablishment, making a lengthy parliamentary speech on a resolution in 1891, but his views on disestablishment differed from those of Thomas.
During the campaigning for the 1900 election, Keir Hardie, representing the new Independent Labour Party had launched his bid to become the junior member for Merthyr. Such was the animosity between William Pritchard Morgan and David Alfred Thomas, that Thomas actively supported Keir Hardie. Hardie duly defeated Morgan, becoming one of the first Labour Members of Parliament.
Following his defeat, Morgan retired from politics, and in the words of his contemporaries became a ‘Will of the Wisp’, flitting from place to place, and transferring his mining interests from Wales to the Far East. He reaped the rewards of his investments, living in comfort into his old age, dying on 5 July 1924.
Important announcement
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Please follow the official advice to keep safe and healthy, and please stay at home.
https://www.gov.uk/coronavirus
Try to stay positive….this will pass.
If you are bored, why not think about doing some research online, and perhaps write something for this blog?
Just remember one thing – in these uncertain, trying times, when everything is being cancelled – the one thing that can’t be cancelled is spring, so let’s try to focus on that.
Most importantly – stay safe, healthy and positive.
Commercial Break
The Dangers of Dead Snakes
From the Western Mail 120 years ago today….
Merthyr Memories: The Last Days of Old Dowlais
Some of my fondest childhood memories are the frequent trips I would go on to Dowlais with my aunty.
This would have been in the 1970s when Dowlais was undergoing what was officially called ‘redevelopment’, but which most people would call total devastation. At the time, of course, I was too young to understand the full implications of what was going on – I was just too fascinated by the ‘tractors’ as I called them……I had a fascination with ‘tractors’, and I had quite a few Tonka toys of diggers, cranes etc. Little did I know then the havoc these were causing and the vast amount of history that was being casually swept away.
My aunty, who had lived most of her life in Penydarren, had visited Dowlais just as much as she would have visited Merthyr when the former was in its hey-day. Dowlais, then, had everything – cinemas, banks, shops of every description – everything anyone would need for everyday life. By the 1970s however, most of these had gone, and only a few buildings and businesses held on for dear life as the bulldozers slowly worked their way up Union Street. Yet, my aunty would still do what she could in Dowlais.
I remember that we would catch the bus up to Dowlais – we’d go regularly as my aunty would go to ‘pay the coal’ in a business, if I remember correctly, in Church Row. We’d walk up past the Co-op, never the other side of the road…..I didn’t like walking past the steeple of St John’s Church – it frightened me!!! I remember the adverts in the window for various things, and also the posters advertising ‘Co-op stamps’.
Sometimes, after ‘paying the coal’, we would go around the corner to see the then derelict Dowlais Stables and my aunty would tell me all about Josiah John Guest and the Ironworks and about Lady Charlotte opening a school there. Other times we would call into Dowlais Library for her to change her books, and she would chat with David Watkins the marvellous librarian there whilst I looked at the books in the ‘Children’s Library’.
We would also call into one or two of the few shops that were remaining. I particularly remembering going to the shop of Mr Segar’s – the watch and clock repairer in North Street, and be fascinated by all the different clocks around the place. Another shop we would always visit was Crynogwyn’s – the dressmaker in Union Street. This was simply because Crynogwyn or ‘Aunty Cryn’ was an ‘honorary Aunty’. My father, had worked with Cryn’s husband Jack on the railway for many years, and they were very close friends. Cryn was a tiny, gentle, very quietly spoken lady with jet-black hair, and she was one of the finest seamstresses in Dowlais.
After we had finished all we had to do in Dowlais, we would catch the bus home from outside Ferrari’s Café. If I had been very good (and of course I always was), we would go into Ferrari’s and I would have a cup of hot chocolate as a special treat.
These were simple things, but they still remain fresh in my memory. St John’s Church, Dowlais Stables and the Library are all still there, but everything else has gone – swept away in the name of progress. Redevelopment or vandalism? You decide.
Merthyr’s Footballers of the Past
In Search of the Dowlais Railway
by Victoria Owens
When the Taff Vale Railway between Merthyr Tydfil and Cardiff received its authorisation in 1836, the Act gave the Railway Company leave to construct a branch to the tramroad at Dowlais. For various reasons, the Railway Company procrastinated over the work, with the result that the Dowlais Iron Company eventually took responsibility for making the Branch themselves. The terms of the 1849 Dowlais Railway Act authorised them to build not only the line, but also a passenger station, situated close both to the Iron Works’ lower entrance gate and the Merthyr-Abergavenny road.
Although the 1849 Act allowed the Iron Company five years to complete the railway, it was in fact ready in three. Financed by Sir John Guest, MP for Merthyr Tydfil, promoter of the TVR and soon to be sole partner in the Dowlais Iron Works, at a mile and sixty-eight chains in length, the steep gradient of its route up Twynyrodyn Hill meant that its lower part operated as an inclined plane. The Newcastle firm of R & A Hawthorn designed a stationary engine capable of drawing trains of up to six carriages in length and 33 tons in weight over s distance of 70 chains and 30 links, up the 1 in 12 slope. It had two horizontal cylinders of 18 inch diameter and 24 inch stroke and worked at 50 strokes per minute. The steam pressure was 30 lbs psi.
Viewing its erection in March 1851, a local newspaper drily enquired whether in ten years’ time, a ‘chronicler of local events’ might have reason to report the completion of a notional line ‘from Dowlais to the extreme point of Anglesey.’
Modest it might be, but at the Dowlais Railway’s official opening in August 1851, Royalty graced the ceremony. Three days before the event, just as Sir John and his wife Charlotte were about the set off on a carriage drive, the horse-omnibus drew up outside their home, Dowlais House, bringing Charlotte’s cousin Henry Layard, known as ‘Layard of Nineveh’ on the strength of his recent archaeological discoveries in Assyria, and with him, his friend Nawab Ekbaled Dowleh, whom the newspapers called the ‘ex-King of Oude.’
With the help of Works Manager John Evans, Charlotte organised every stage in the celebration, from welcoming a party of Taff Vale Directors who had travelled down from Cardiff for the occasion, to pairing up her ten children to walk in the procession: ‘viz. Ivor and Maria; Merthyr bach and Katherine; Montague and Enid; Geraint [Augustus] and Constance; Arthur and little Blanche.’ Flanked, probably as much for show as for protection, by the local police, they made their way to the station, decked with greenery for the occasion, with the school-children and company agents following. The ‘trade of Merthyr and Dowlais’ joined them along the way, all to the accompaniment of music from the combined bands of Cyfarthfa and Dowlais.
From Dowlais station, the passengers travelled to the top of the incline where their locomotive was uncoupled. Messrs. Hawthorn’s engine lowered the carriages down the slope, and the intrepid travellers made their way on to Merthyr. Some of them chose to continue by TVR to Abercynon, but the Guests and their visitors preferred to return to Dowlais.
Later in the day, a ‘small party comprising about five hundred ladies and gentlemen’ enjoyed a sumptuous meal at the Iron company’s Ivor Works, to be followed by speeches and dancing. Sir John, whose health was none too good, left the festivities early but Charlotte remained on hand to propose the healths the Directors of the Taff Vale railway and to open the dancing with Rhondda coal owner David William James as her partner. With Layard as his interpreter, the Nawab set the seal upon the day’s pleasures by expressing his delight at the hospitality that he had received in Dowlais and asserting that he had never enjoyed himself so much as he had during his ‘brief sojourn’ in Wales.
Although Sir John envisaged the Dowlais Branch primarily as a mineral line, he seems to have been perfectly happy with the requirement that it should also accommodate passenger traffic. Records indicate that over 1853,it came in for usage by 755 first class, 1884 second class and 7253 third class passengers but, sad to say, disaster struck at the end of the year. December 1853 witnessed an ugly accident when a passenger carriage over-ran the scotches to hurtle down the Incline unchecked and two passengers lost their lives, with five more suffering serious injuries. Officially speaking, passenger traffic on the railway ceased in 1854.
Unofficially, as Merthyr Tydfil writer Leo Davies would explain, it was usually possible – given a combination of unscrupulousness and agility- to obtain a lift. In an article of 1996, he described the whole unorthodox procedure in graphic detail. Access was obtained via the wingwall of a bridge and through some railings. The sound of the hawser gave advance warning of the approach of a train on the incline – ‘four ballast trucks, each half-filled with sand.’ Travelling typically at ‘a nice, sedate trotting pace’ there was evidently ample scope for the non-paying passenger to grasp the outside rim of the buffer, and ‘swing both legs up and around the buffer spring housing.’
The Dowlais Railway closed finally in 1930 and the trackbed would be filled in sixteen or so year later, over 1946-7. In the 1990s, when Leo Davies reminisced about the ‘Inky’ as he fondly calls it, the ‘straight, green, grass grown strip of land’ ascending Twynyrodyn Hill remained visible. Perhaps, with the eye of knowledge or faith it remains so. Admittedly, former pupils of Twynyrodyn School remember the old line’s route, but without local knowledge it is not easy to trace. Only a few yards of broad green path survive to mark the site – perhaps – of the old trackbed and the name ‘Incline Top’ given to a hamlet at the edge of a plateau of rough ground extending towards Dowlais and its great Ironworks commemorate the location of Sir John Guest’s last great enterprise.
