The Montgomery Canal (or Montgomeryshire Canal), known colloquially as "The Monty", is a semi-disused canal in Powys, in eastern Wales, and the extreme western fringes of Shropshire, in western England. Originally planned to run from Llanymynech to Newtown via Welshpool, the canal is today considered to run 33 miles (53 km) from the Llangollen Canal at Frankton Junction to Newtown.
Originally known as the Montgomeryshire Canal, after the former county of Montgomeryshire, along with the adjoining Llanymynech Branch of the Ellesmere Canal, the canal fell in to disuse following a breach in 1936, and was officially abandoned in 1944. With the revival of canal use in the late 20th century, the canal became known as the Montgomery Canal, which was considered to include the Llanymynech Branch of the Ellesmere Canal.
At present only 7.5 miles (12 km) of the northern section from Frankton Junction to Redwith Bridge, and a central section of the canal around Welshpool are navigable, though restoration work continues to expand this.
The Montgomeryshire Canal was devised with a different purpose from most other canals of the time. Whereas other canals could generate sufficient revenue from cargo carrying to be financially viable, the Montgomeryshire was planned to serve a more rural area, which would not offer such opportunities. Instead the primary purpose of the canal was to transport lime for agricultural purposes, which would allow the Upper Severn Valley to become better agricultural land. As a result the promoters of the canal included local landowners who hoped to achieve a return on their investment through greater crop yields, rather than relying upon share dividends.
The proposal of a canal from Llanymynech to Welshpool mas made in 1792, to extend the Llanymynech Branch of the Ellesmere Canal, which was itself still then only a proposal. By 1793 it had been decided that the canal should continue through to Newtown. The canal was authorised in 1794 by an act of parliament entitled "An act for making a navigable Canal from or near Porthywain Lime Rocks in the parish of Llanyblodwell, in the county of Salop, to or near Newtown, in the county of Montgomery, and also certain collateral Cuts from the said Canal". John Dadford was appointed Engineer, while his brother Thomas Dadford Junior was appointed his assistant.
By 1797, 16 miles (26 km) had been built from Llanymynech to Garthmyl, stopping 7 miles (11 km) short of Newtown. During construction both the Vyrnwy Aqueduct and the Berriew Aqueduct had difficulties. John Dadford had resigned, and William Jessop was called in to advise. John Dadford was later replaced with Thomas Dadford senior.
A lack of capital and income prevented completion of the canal, and it remained with Garthmyl as its terminus for 20 years. Shareholders feared they might lose their investment if the canal were completed, so a separate company was set up to build the remainder of the canal through to Newtown. In reality this second company had many shareholders in common with the original company. In order to limit the risk to shareholders dividends, it was required that the new section of canal be generating profit at least equal to that of the existing section before any merger of the two companies could take place. In 1815 an act of parliament was passed to authorise the raising of a further sum of money to complete the canal. The new section of canal was known as the Western Branch of the Montgomeryshire, the original section being known as the Eastern Branch.
The Western Branch was planned by Josias Jessop, and John Williams was appointed as resident engineer. It was completed in 1821.
In 1847 the Eastern Branch was purchased by the Shropshire Union Railways and Canal Company, and became part of the Shropshire Union network. In 1850 the Western Branch was also purchased by the Shropshire Union Railways and Canal Company. Bridge numbers on the Montgomery sections of the canal continue on from the Llanymynech Branch of the Ellesmere Canal to reflect this.
Partly due to the late arrival of railways in the area, traffic gradually increased and the Montgomery Canal became profitable. It remained so until after the First World War after which it began making heavy losses. The Shropshire Union Railways and Canal Company was bought-out by the London, Midland and Scottish Railway in 1922 and the canal became increasingly run-down.
In 1936 a breach occurred near Frankton Junction, below Lockgate Bridge. Despite a statutory duty to maintain the canal, the London, Midland and Scottish Railway decided to abandon it. In 1944 an Act of Abandonment was passed by parliament, stating that the waterway had not been used for some years.
The lock gear on the Eastern Branch of the Montgomeryshire were of a different design to those on other canals. Whereas most other canal locks have culverts in the side walls to fill and empty the lock, with paddles opening and closing vertically, the locks on the Montgomeryshire were designed with a culvert in the base of the canal, with the paddle sliding horizontally over the culvert.
During operation this can lead to a large whirlpool being observed. In order to operate the paddle, the winding gear is purely a geared design, rather than rack and pinion. An effect of this is that there is no pawl to be operated, and the paddles cannot be accidentally dropped shut. The paddle gear was designed by George W. Buck, who was appointed Engineer of the Eastern branch in 1819, and Clerk to the Western branch in 1832.
Many of the lock gates on the Montgomeryshire Canal were replaced with cast iron gates. These gates were curved, with tubular cast iron balance beams. The last surviving pair were removed from Welshpool and taken to Stoke Bruerne Canal Museum in the early 1970s.
In the years following the closure of the canal wildlife flourished. The whole of the Welsh section and parts of the English section were designated as Sites of Special Scientific Interest. The notable wildlife includes Floating Water Plantain and Grass-wrack Pondweed.
In order to preserve the wildlife, nature reserves have been created at points along the canal. This includes Rednal Basin, and a specially constructed reserve alongside Aston Locks. Some winding holes, such as that adjacent to Crofts Mill Lift Bridge have had boat barriers installed.
