History of Madeley / including Ironbridge, Coalbrookdale, and Coalport

by John Randall

THE SEVERN.

The Severn at present is of little service to the parishioners of Madeley, either as a source of food or a means of transit, compared with what it was in former times. Yet washing as it does the whole of the western side of the parish, from Marnwood brook to the brook which separates Madeley and Sutton parishes, it deserves notice. There was a time when it supplied a considerable portion of food to those living upon its banks; and when, whilst other parts of the country, less favoured, were labouring under the disadvantages of land conveyance, over roads scarcely passable, and by machines but imperfectly constructed, its navigation conferred superior privileges; both by the importation of hay, corn, groceries &c., and the exportation of mines and metals produced along the valley through which it runs. The river, inconsiderable in its origin, is indebted for its navigable importance to physical peculiarities of country that constitute its basins. An extensive water-shed of hills, whose azure tops court the clouds, brings down a large amount of rain to swell the volume of its stream. From its source to its estuary in the Bristol Channel it gathers as it rolls from rivers and brooks, which, after irrigating rich pasture lands along their banks, pour their waters into its channel. The Teme, augmented by the Clun, the Ony, the Corve, the Avon, and the Wye, having each performed similar pilgrimages through flower-dotted fields, also pay tribute of their waters. Here weaving its way through a carpet of the richest green it visits sheep-downs, cattle-pastures, orchards, hop-plantations, and hay-producing fields, as it sweeps along, conferring benefit upon the soil, increasing the fertility of fields, aiding in the development of mines, linking important wealth producing districts, bringing materials for manufacturing purposes together, and transporting their products to the sea.

This formerly more than now, so that Agriculture, and commerce felt its quickening influence and bore witness to its sway. Feeders, which capital with talismanic touch opened up by cuttings on the plain, aqueducts or embankments across the vale, tunnels, locks, and other contrivances among the hills to overcome inequalities of surface ran miles through inland districts to collect its traffic. The Shropshire, the Shrewsbury, and the Ellesmere Canals, united the Severn, the Mersey, and the Dee, and the rival ports, Liverpool and Bristol. Shrewsbury, Coalbrookdale, Coalport, Bridgnorth, Bewdley, Stourport, Worcester, and Gloucester, were centres from which its traffic flowed; iron crude and malleable, brick and tile, earthenware and pipes, were sent, the former in large quantities from wharfs at Coalbrookdale, and from others between Ironbridge and Coalport. The Shropshire trade was carried on by means of vessels from 40 to 78 and 80 tons burthen, drawing from three to four feet, which went down with the stream, and were drawn back by horses, or men or both. In consequence of the rapidity of the current over the fords not more than 20, 30, or 40 tons were usually carried up the river. About 20 voyages in the year were usually made by regular traders, but vessels carrying iron made more. The time occupied for full cargoes to get down to Gloucester was about 24 hours.

In 1756, there were at Madeley-Wood, 21 owners of vessels of 39 vessels. But many more than these came to the Meadow, and Coalport wharves. Hulbert, writing about half a century ago says: “standing upon Coalport bridge I have counted seventy barges standing at Coalport Wharf, some laden and others loading with coal and iron.” Madeley-Wood supplied fire-clay and fire-bricks for many years to the porcelain and other works at Worcester. Originally, when Fuller speaks of coals being exported by barges, and when during the Civil Wars the Parliamentary forces planted a garrison at Benthall to prevent the barges carrying coal down the river, vessels were drawn against the stream by strings of men linked to ropes by loops or bows, who were called bow-haulers. It was slavish work; and Richard Reynolds was so struck with the hardship and unfitness of the practice that he exerted himself to obtain an Act of Parliament for the construction of a road by the side of the river, now called the towing path, by which horses were substituted. Sometimes, when a favourable wind blew against the stream, vessels with all sails set would make good progress without further assistance; and it was a pleasing sight to see these and the larger ones, the trows, sailing along the valley. Had means been taken to improve the channel of the Severn, this noble river, navigable for 180 miles, may have been in a much more flourishing condition than at present.

Like opposing interests for and against improvements in the channel, between which the battle of locks and weirs was fought, two opposing forces have been striving for mastery in the tideway of the channel. One contending for an estuary, the other for a delta. Draining a district six thousand square miles in extent, having a fall of two hundred and twenty feet in its descent from its source on Plynlymmon, (1,500 feet above the sea line), to its tideway in the Bristol Channel, and being fed by boisterous brooks and precipitous streams that cut their way through shales and clays and sand-rocks, it is not surprising that the Severn should bring down a vast amount of silt to raise its bed. To correct these irregularities along a portion of the river, improvements, projected by Sir William Cubitt, some years since, were completed at very considerable outlay, after an expenditure of £70,000 before the sanction of Parliament could be obtained. Above Stourport, where these improvements terminate, the river is still in a state of nature. Except some pedling attempts by means of earth, loose stones, or sinking some dilapidated boats along the side, nothing has been done to improve the channel. The scouring action of the stream constantly undermines the banks. These give way after every flood, and come down to choke the river, or to change the channel, and every newly-formed shoal sends the stream at right angles to its bed to make fresh attempts upon its banks. Fords that served our painted ancestors to make incursions beyond their boundaries, bends almost amounting to circles around which they paddled their canoes, impede navigation still. Attempts to overcome these natural obstacles to its navigation were made as early as 1784, when Mr. Jessop proposed to render the river navigable for vessels drawing four feet at all seasons of the year from Worcester to Coalbrookdale. He proposed to obtain a sufficient depth for that purpose at all seasons of the year by the erection of 13 or 14 weirs between those places; he also recommended that that depth should be obtained below Diglis by dredging and correcting the natural channel of the river, and the Stafford and Worcester Canal Company, joined by the iron manufacturers of Shropshire, applied in the year 1786 to parliament for powers to carry out Mr. Jessop’s recommendations, so far as they related to the portion of the river described in the title of the bill, as from Meadow-wharf, Coalbrookdale, to the deep water at Diglis, below the city of Worcester. The bill was lost owing to the objections on the part of the public to the erection of locks and weirs, and owing to the dislike of the carriers to pay toll at all seasons of the year. As it is, there are often three, four, and five months when barges cannot navigate the river with a freight equal to defray the expenses of working them; indeed, instances have occurred in which in only two months of the twelve the river could be advantageously worked. Besides the additional wear and tear, more strength is required to work the vessel, and it takes treble the time to convey 15 tons at low water as it does four times that weight at other times.

To improvements that affect only a portion of the river, and that the lower portion, the Shropshire traders very naturally took objection. They saw that for any benefit to be derived from navigating the lower portion of the Severn they would be taxed, without being able themselves to participate in it, and at a meeting of iron and coal masters, Severn carriers, and others, held at the Tontine Inn, Ironbridge, on the 2nd of December, 1836, for the purpose of taking into consideration the propriety of opposing the project of the Worcester Severn Navigation Company, for the introduction of locks and weirs upon the river, Richard Darby, Esq., in the chair, it was resolved,

“That having attentively considered the plan proposed by the Worcester Severn Navigation Company, for effecting alterations in the channel of that river, it is of opinion that, whilst the execution of that plan affords no stable prospect of extensive advantage to the public at large, its effects upon a variety, of important local interests, and particularly upon the trading community of this neighbourhood, will be in the highest degree injurious. That the introduction of these works, even if Shropshire vessels were permitted to pass them free of any impost, would be injurious to the traders of this county, but that the exaction from that body of a toll or tonage for such passage would inflict on them a burden of the most unjust and oppressive character. That a petition or petitions in opposition be accordingly at the proper stage presented, and supported by evidence, according to the course of Parliamentary proceeding, and that every exertion be used to obtain the support of members of both houses to the prayer of such petitions.”

The following gentlemen were appointed a committee:—Mr. Botfield, Mr. Mountford, Mr. John Horton, Mr. Richard Darby, Mr. Abraham Darby, Mr. Alfred Darby, Mr. Anstice, Mr. Hombersley, Mr. Rose, Mr. William Pugh, Mr. William James, Mr. Dickinson, Mr. George Pritchard, Mr. John Owen, Mr. Samuel Roden, Mr. John Burton, Mr. John Anstice, Mr. Francis Yates, Mr. John Dyer Doughty, Mr. Edward Edwards, Mr. Samuel Smith, Mr. George Chune. The agitation proved so far successful that a clause was inserted in the bill exempting the Shropshire traders coming down with full cargoes from toll. This exemption was subject to the qualification that if in descending the river they took in, or in ascending it they took out any goods whatever within the improved portions of the river, their whole cargoes should be subject to toll. This concession cost the Shropshire interest a long and expensive opposition before a committee of the House of Commons. At subsequent periods the Shropshire iron and coal masters and Severn traders have had similar battles to fight in order to maintain the exemption clause. The commissioners appointed by the act of 1842, who, in 1847, sought powers to erect the weir at Tewkesbury, claimed the repeal of the qualified exemption from toll granted to the Shropshire trade, on the ground that the system of dredging below Worcester had been ineffectual in maintaining an uniform depth of six feet of water. This was complained of as an act of injustice and bad faith on their part towards the Shropshire interest. The slight assistance which, in certain states of the river, they derived from the diminished force of the stream in ascending, was more than neutralised by the loss of aid on their downward voyage and by the detention of the locks. Again the Shropshire traders, through the indefatigable exertions of W. R. Anstice, Esq., were successful in maintaining the free navigation of the river, so far as they were concerned, and subject to conditions above stated.

Traffic upon the Severn, it as been said, costs less than on any other river in the kingdom; and at the present time, notwithstanding the facilities railways afford, the river is preferred for some kind of goods, as for the fine castings of Coalbrookdale, such as grates, which are still carried cheaper and better by means of barges, than by any other.