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Railway and Canal Historical Society Early Railway Group RAILWAY AND CANAL HISTORICAL SOCIETY EARLY RAILWAY GROUP Occasional Paper 251 BENJAMIN HALL’S TRAMROADS AND THE PROMOTION OF CHAPMAN’S LOCOMOTIVE PATENT Stephen Rowson, with comment from Andy Guy Stephen Rowson writes - Some year ago I had access to some correspondence originally in the Llanover Estate papers and made this note from within a letter by Benjamin Hall to his agent John Llewellin, dated 7 March 1815: Chapman the Engineer called on me today. He says one of their Engines will cost about £400 & 30 G[uinea]s per year for his Patent. He gave a bad account of the Collieries at Newcastle, that they do not clear 5 per cent. My original thoughts were of Chapman looking for business by hawking a working model of his locomotive around the tramroads of south Wales until I realised that Hall wrote the letter from London. So one assumes the meeting with William Chapman had taken place in the city rather than at Hall’s residence in Monmouthshire. No evidence has been found that any locomotive ran on Hall’s Road until many years later after it had been converted from a horse-reliant tramroad. Did any of Chapman’s locomotives work on south Wales’ tramroads? __________________________________ Andy Guy comments – This is a most interesting discovery which raises a number of issues. In 1801, Benjamin Hall, M.P. (1778-1817) married Charlotte, daughter of the owner of Cyfarthfa ironworks, Richard Crawshay, and was to gain very considerable industrial interests from his father- in-law.1 Hall’s agent, John Llewellin, is now better known now for his association with the Trevithick design for the Tram Engine, the earliest surviving image of a railway locomotive.2 1 Benjamin Hall was the son of Dr Benjamin Hall (1742–1825) Chancellor of the diocese of Llandaff, and father of Sir Benjamin Hall (1802-1867), industrialist and politician, supposedly the origin of the nickname ‘Big Ben’ for Parliament’s clock tower (his father was known as ‘Slender Ben’ in Westminster).. 2 Llewellin is discussed by Dr Michael Lewis in Appendix 2 of ‘Penydarren re-examined’ by A Guy, Dr M Bailey, Dr D Gwyn, Dr MJT Lewis, J Protheroe-Jones & J Rees in Early Railways 6, ed by A Coulls (Milton Keynes, 2019). 1 Benjamin Hall, c1814 William Chapman The reference in the letter to ‘Chapman the Engineer’ can only refer to William Chapman (1749- 1832), the noted civil and mechanical engineer. He patented a number of inventions, particularly in regard to rope making, coal loading and (with his brother Edward Walton Chapman), a system for locomotives that embodied two major principles.3 The first of these was to enable traction beyond the limits of adhesion, by using a steam-powered winch mounted on the locomotive to haul on a chain laid between the rails. The second was the use of a bogie to aid negotiating curves and, by means of one or more additional axles, to spread the weight bearing on the rails. The letter’s reference to ‘one of their Engines’ and the cost of £400 strongly suggest that Hall is referring to the patent locomotive engines.4 It might be wondered what railway Hall could have had in mind for a Chapman engine, and in fact there are a surprising number of possibilities – Hall had an interest in at least six railways in early 1815, which may be briefly summarised as:5 (1) Rumney Branch: plateway, 2 ft 11 ins.6 (2) Hall’s Tramroad: plateway, 2 ft 11 ins. Benjamin Hall owned the two furnaces at Rumney (Rhymney), known together as the Union Iron Company, left to him in 1810 under Richard Crawshay’s will. He brought in limestone and sent out iron along a branch of 1806 of the Tredegar ironwork’s tramroad, with Hall’s own line joining his two sites. The branch was superseded by the Brinore Tram Road and Hall’s Trevil Tramroad in 1815. 3 A method, or methods, of facilitating the means, and reducing the expence, of carriage on railways and other roads. Patent dates of 30th December 1812 (no. 3632 for England and Wales) and April 1813 (Scotland). It is William rather than his brother who is usually regarded as the active of the two brothers in this patent. 4 The Heaton locomotive was built by Butterley for £480: Derbyshire Record Office, D 503/42/1. 5 The sketch maps do not show unrelated canals or railways. All gauges are over the flanges. The names of the lines are those commonly used rather than official, with the exception of the Brinore Tram Road. 6 J van Laun, Early Limestone Railways (Newcomen Society, 2001); G Rattenbury, Tramroads of the Brecknock & Abergavenny Canal (R&CHS, 1980). 2 (3) Brinore Tram Road: public plateway, 3 ft 6 ins.7 (4): Hall’s Trevil Tramroad: public plateway, 3 ft 6 ins. Not unnaturally, Hall was unhappy about Rumney’s reliance on the tramroad of a competing company. He instigated a replacement system in agreement with Dixon & Overton, who wanted to lease Hall’s colliery at Brinore (Bryn Oer). Hall requested the Brecknock & Abergavenny Canal to build a tramroad to the Trevil quarries, to the limit of the 8-mile clause of its canal act. On its refusal, he insisted on the legal right to have it built by others, and Overton and John Llewellin made surveys for possible routes. In 1813, the Brinore Tram Road Company was formed, with Hall and Dixon as major shareholders. Hall then finessed the Canal Company by continuing the line, on his own land, beyond the statutory limit, to serve Brinore Colliery and his Union ironworks at Rhymney. The two lines were joined at Trevil in May 1815. (5) Hall’s, Benjamin Hall’s, or Abercarn Tramroad: public plateway, gauge uncertain8 Situated in the lower reaches of the Ebbw Valley, the Abercarn ironworks was supplied with coal from a private railway system by 1798. In 1808, Richard Crawshay bought the Abercarn Estate, collieries and ironworks and passed it to Benjamin Hall for a nominal sum. Hall reorganised the transport system, bringing the colliery lines to a new private basin on the Monmouthshire Canal. This included an extension of the line eastwards into the Sirhowy valley, the new line then running north to collieries on the eastern flank of the valley. This required a tunnel described as, ‘only large enough to permit the passage of the small horse- drawn trams’.9 The new lines in the two valleys were completed in 1814, with the waggons capable of a load of one ton. In 1815, he let out one of the collieries, on condition that the coal was carried on his plateway. 7 van Laun; Rattenbury. 8 Extended in the 1820s to become ‘Sir Benjamin Hall’s Tramroad’. G Rattenbury, ‘Hall’s Tramroad’, Journal of the Railway & Canal Historical Society, vol 29 part 4, no 138, March 1988; ‘Hall’s Tramroad: Abercarn’ by F. Frowen, part 1, Archive, issue 55, Sept. 2007. 9 The tunnel was later enlarged: its original dimensions are uncertain. 3 (6) Tappenden’s, Abernant or Cefn Rhigos Tramroad: public plateway, gauge 4 ft 4 ins.10 In the Cynon Valley to the west of Merthyr Tydfil, three ironworks were active in the early 19th century: Hirwaun, Aberdare and Abernant. Frustrated by the failure to build the promised Aberdare Canal, connecting to Cardiff, the three companies agreed to a proposal from the Neath Canal to form an eight-mile line to the canal head, so providing an outlet near Swansea. It opened towards the end of 1804. The Tappendens of Abernant ironworks soon found that the agreements they had made had been poorly considered, and ended up paying for much of the construction and all of the maintenance costs, plus a heavy and continuing liability to the Neath Canal. Added to this, the double incline at the western end proved expensive to run and maintain, ineffective and unreliable. Short of capital, the Tappendens mortgaged the line to Richard Crawshay in 1810 and sold to him the title. On Crawshay’s death later that year, the line was bequeathed to Benjamin Hall. Hirwaun went bankrupt in 1812, the same year that the Aberdare Canal was opened, with a tramroad to Aberdare ironworks. Abernant declared bankruptcy at the end of 1814, leaving Hall with a tramroad that urgently required major maintenance work but which had no immediate prospect of traffic. _________________________________ The sketch map (left) gives some impression of the spread of Hall’s tramroad interests. In theory, any might have been in mind for Chapman’s patent engine, whether for the bogie, the chain winch or for both. However, in the spring of 1815, some were more likely than others. Line 1, the Tredegar Branch, was about to be made redundant by the Trevil and Brinore tramroads, but Line 2 was probably retained as an internal track between the two forges. Lines 3 & 4, the links to Trevil and Talybont were about to be completed, and no doubt at the forefront of Hall’s mind, as was Line 5 at Abercarn, just finished but with colliery leases being organised that hinged on his tramroad. The problem here may have been the new tunnel, which appears to have been poorly suited to locomotive use. The Abernant line, 6, ex-Tappendens, was more or less derelict and with no immediate traffic, 10 P Tann, ‘The Tappenden Tramroad to the Neath Canal, 1801-14’, Journal of the Railway & Canal Historical Society, vol 32, part 2, no 164, July 1996; S Rowson & IL Wright, The Glamorganshire and Aberdare Canals (Black Dwarf, 2001).
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