The Story of the Cambrian.

by C. P. Gasquoine.

PREFACE.

Credit for the inspiration of this book belongs to my friend, Mr. W. R.

Hall, of Aberystwyth, who, in one of his interesting series of "Reminiscences" of half a century of Welsh journalism, contributed to the "Cambrian News," recently expressed his surprise that no one had hitherto attempted to write the history of the Cambrian Railways. With the termination of that Company's separate existence, on its amalgamation with the Great Western Railway under the Government's grouping scheme, "the hour" for such an effort seems to have struck; and Mr. Hall's pointed indication of Oswestry as the most appropriate place where the work could be undertaken, not only by reason of its close connection with the official headquarters of the Cambrian, but because, in a certain newspaper office there lay the files containing so many old records of the railway's birth and early struggles for existence, even the selection of "the man" appeared so severely circ.u.mscribed that to the present writer it virtually amounted to what, in certain ecclesiastical circles, is termed "a call."

Responsibility for its acceptance, however, and for the execution of the task, with its manifold imperfections and shortcomings, rests entirely with the author, whose only qualification for a.s.suming the role of biographer of the Cambrian is the deep interest he has always taken in a subject worthy of a far abler pen. Not even the attempt would have been possible had it not been for the valuable a.s.sistance readily given by many kind friends directly or indirectly a.s.sociated with the Cambrian Railways.

Special thanks are due, and hereby gratefully acknowledged, to Mr. Samuel Williamson General Manager, not for only much personal trouble taken in supplying information and looking through proof-sheets, but for placing no small portion of the time of some members of his clerical staff at the disposal of the author, who has troubled them on many occasions, but never without receiving prompt and patient response; to other officials and employees, past and present, of the Company for information regarding their several departments, and their personal recollections, including Mr. T. S. Goldsworthy, the senior officer and sole surviving member of the "old guard," who played their part in the battles of the Parliamentary Committee-rooms of long ago, whose reminiscences of the days of old have proved particularly useful; to the Earl of Powis for permission to inspect the voluminous papers of the late Earl, whose name was so intimately a.s.sociated with the early development of railway schemes in Montgomeryshire; to the family of the late Mr. David Howell for similar facilities in regard to his papers; and, for the loan of photographs or a.s.sistance of varied sort to Colonel Apperley, Mr. E. D.

Nicholson, Park Issa, Oswestry, Mr. W. P. Rowlands and Mr. Edmund Gillart, Machynlleth, Mr. Robert Owen, Broad Street, Welshpool, Mr. J.

Harold Thomas, Garth Derwen, b.u.t.tington, the Misses Ward, Whittington, Miss Mickleburgh, Oswestry, Mr. E. Shone, Oswestry, the Editor of the "Peterborough Advertiser," the publishers of the "Great Western Magazine," and others.

The indexing has been compiled by Mr. Kay, Public Librarian, Oswestry, to whom thanks are due for the efficient discharge of a rather irksome duty.

As to the arrangement of the book itself: in tracing the various stages of construction, often simultaneous or overlapping in point of time, of the several separate and formerly independent undertakings into which the Cambrian system was subsequently consolidated, and still further augmented by later local amalgamations, it has been found well-nigh impossible, chronologically, to maintain at once a clear and consecutive story. Recourse has, therefore, been had to the method of dealing with each section of the line in separate chapters, and the same plan applies to some departments of development in later years. But an endeavour has been made to follow, as comprehensively as such circ.u.mstances permit, the general course of the Railway's growth; and it is in the hope that, however imperfectly, it may serve to recal seventy years of struggle, triumph and romance in Welsh railway annals that to Lt.-Col. David Davies, M.P., its last Chairman, and Mr. Samuel Williamson, its last General Manager, and his numerous other friends among the officers and staff of all ranks, the writer begs to dedicate this little story of the Cambrian, in memory of many happy days spent in travelling, as a privileged pa.s.senger, along its far-reaching lines.

C. P. G.

"_Border Counties Advertizer" Office, Oswestry_, 1922.

[Picture: Directors & Offices on a Farewell Visit to Aberystwyth, May 1922. Reading from left to right:--Mr. W. K. Minshall (Solicitor); Sir Joseph Davies, M.P.; Mr. Alfred Herbert; Lord Kenyon; Lt.-Col. Apperley; Mr. G. C. McDonald (Engineer and Loco. Supt.); Mr. S. G. Vowles (a.s.sistant-Sec.); Mr. C. B. O. Clarke; Mr. H. Warwick (Supt. of Line); Mr. T. Craven (Deputy Chairman); Lt.-Col. David Davies, M. P. (Chairman); Mr. T. C. Sellars (General Manager's a.s.sistant); Mr. S. Williamson (General Manager and Secretary). Photo by H. H. Davies & Son, Aberystwyth]

CHAPTER I. BIRTH AND PARENTAGE.

"_No Engineer could succeed without having men about him as highly gifted as himself_."--ROBERT STEPHENSON.

I.

When what eventually became the Cambrian Railways was born it was a very tiny baby. Compared with its ultimate frame, it possessed neither arms nor legs, nor even head, and consisted merely of heart and a small part of its trunk. It began "in the air" at Newtown and ended, if possible, in still more ethereal poise, at Llanidloes. Physical junction with existing lines there was none, and the engines--four in number--which drew the coaches that composed those early trains had to be brought by road, from Oswestry, in specially constructed wagons, not without difficulties and adventures, and placed on the metals at the railhead, to live their life and perform their duty in "splendid isolation." It was only gradually that limb after limb was added, and subsequently constructed railways were incorporated or absorbed, until the consolidated system obtained the rather attenuated proportions with which we are familiar to-day, stretching from Whitchurch, on the Cheshire border, to Aberystwyth, on the sh.o.r.es of Cardigan Bay, with its two chief subsidiary "sections," one (including some half dozen miles of the original track) from Moat Lane Junction to Brecon, and another from Dovey Junction to Pwllheli; shorter branches or connecting lines from Ellesmere to Wrexham, Oswestry to Llangynog, Llanymynech to Llanfyllin, Abermule to Kerry, Cemmes Road to Dinas Mawddwy, Barmouth Junction to Dolgelley, and two lengths of narrow gauge line, from Welshpool to Llanfair Caereinion and Aberystwyth to Devil's Bridge, altogether exactly 300 miles.

Such, in briefest outline, denotes how "the Cambrian" began and what it has grown to be; but there is little virtue in a mere recital of statistics, and the writing of "history," of the kind once defined by the late Lord Halsbury as "only a string of names and dates" would be no congenial task to the present author. Nor, happily, is it necessary to confine oneself to such barren and unemotional limits. It is not in the record of train miles run, of the number of pa.s.sengers and the weight of the merchandise carried, or even in the dividends earned, or not earned (though these factors are not without their value to the proprietors) that the chief interest in the story of a railway lies. {2} Very often it is the tale of unending trial and difficulty and even apparent failure which holds for the spectator the largest measure of romance, and such is certainly the case of what, at one time, was, with quite as much sympathetic affection as contempt, popularly called "the poor old Cambrian." There were times when the difficulties which faced its constructors appeared to be absolutely insuperable. What with the enormous weight of its cradle, measured in gold, and the continual quarrels of its nurses, the undertaking was well nigh strangled at birth.

Even when the line was actually opened for traffic a burden of financial difficulty rested upon Directors and Managers that might have crushed the spirit out of many a stout heart.

Judged by the maturer experience of long years, it is wonderful to think that, even under the most careful management, the Company should have been able to survive its constant buffetings at the hand of Fate, but survive it has, and by eternal patience and unfailing perseverance these many troubles were at length overcome, and if to-day the railway offers facilities and comforts to the travelling public that stand the test of comparison with such as are provided by the great trunk lines of England and Scotland, it is no small tribute to those who have worked long and labouring to bring its services to their present high standard of efficiency.

But of the Cambrian as we know it to-day there will be something more to be said presently. Biography, by time-honoured custom, if not necessity, begins with birth and parentage; and, though corporate bodies may often experience some difficulty about laying claim to a "lang pedigree," even a railway company cannot come into existence without considerable pre-natal labour.

Among its parents the Cambrian possessed some men of rare grit and determination. Prominent among them was one who ranks high among the makers of modern Wales, whose name has become a household word not only in his native land, but wherever Welshmen congregate throughout the world, and is still, by happy coincidence, intimately a.s.sociated, in the third generation, with the Cambrian to-day. The story of David Davies of Llandinam has been fully told in other pages, {4} but it is so closely woven around the romance of the railway which he did so much to bring into being that no record of that undertaking would be complete without some reference to it, however brief. Born at a small holding called Draintewion, perched on the hillside overlooking the Severn Vale near Llandinam, the eldest of a family of nine children, on December 18, 1818,--"three eighteens," as he used in later life jocularly to remark--his boyhood was spent on the little plot of land tilling its rich soil, or helping his father, in the work of sawing timber into planks, a commodity for which public demand was then rapidly increasing. His only schooling was received in a little seminary carried on in the village church, and that wonderful educational inst.i.tution of rural Wales, the Sunday School. But at the age of eleven the desk was deserted for the saw bench, and the rest of his instruction was derived at "the University of Observation, in which he took not a mere 'pa.s.s' but very high 'honours'." A keen observation of human nature, a shrewd judgment of men and beast, and a ready apt.i.tude for application of native wit to the problems of life developed David Davies into the man of wealth and power he ultimately became. Even in his school days, however, these latent traits were not un.o.bservable. It is recorded that "he was the winner of every game." He may have had a generous portion of what men call "luck,"

but to it was added the still more valuable element of industry and perseverance and healthy ambition. He knew how to take the chances which came his way, which is probably the secret of success with many who "get on." When opportunity offered to enter a new path he readily seized it, and from the hewer of wood he became the modest contractor, and ultimately the greater builder of bridges, docks and railways.

[Picture: Some Parents of the Cambrian: reading top left to bottom right: The later MR. DAVID DAVIES, M.P., one of the first contractors; The late MR. THOMAS SAVIN, Mr. Davies's first partner and a contractor of other parts of the line; The late MR. BENJAMIN PIERCY, Engineer of many of the early lines; The late MR. ABRAHAM HOWELL, Solicitor of the Oswestry and Newtown, and a promoter of Montgomeryshire Rys]

Pa.s.sengers travelling along the Cambrian line from Moat Lane Junction to Llanidloes, may notice, at Llandinam, the roadway which runs below the church, and crosses the river on an embankment to the station. The construction of that highway was the first contract which David Davies held, and it stands to-day, hard by the statue of him which has since been erected, as a monument of his self-reliant zeal and sound workmanship. Other contracts followed, including that for the construction of Oswestry Smithfield, and it was during one of his visits to that town that Mr. Davies formed a friendship which led to a partnership that, in its turn, played a potent part in the making of the Cambrian.

For in Oswestry there lived Mr. Thomas Savin, who had been born, in 1826, at Llwynymaen, and was a partner in a mercer's business with Mr. Edward Morris (who afterwards purchased and sold the Van Mine near Caersws), under the style of Messrs. Morris and Savin. Mr. Savin's mind, however, was not entirely concentrated on measuring cloth and calico. He took a keen interest in the life of the town, and was an energetic supporter of local inst.i.tutions. Elected to the Town Council in 1856, he was mayor in 1863, and appointed alderman in 1871, an office he retained to the end of his varied life. But these honours had yet to come. Already, at the time of which we are now writing, Mr. Savin had visions of a larger enterprise beyond the boundaries of his native borough.

Like many large and generous-hearted men, Mr. Savin was very impetuous and impatient of delays. On one occasion, it is related, when still a mercer at Oswestry, he drove over to a Welsh border market town to sell his wares. It was the custom there for farmers to decline to look at any other business till the sale of the live stock was disposed of, and the market being loth to start and Mr. Savin eager to be home again, he rushed into the arena and startled the company present by buying a thousand sheep. This was before he became a.s.sociated with railway pioneering, but it is a characteristic example of that dramatic impulsiveness which led to his subsequent success--and failure.

Caught by the spirit of venture and enthusiasm, which had swept over the country after the successful opening of the Manchester and Liverpool Railway in 1830, his thoughts had begun to turn to railway production, and the meeting with the young Montgomeryshire road and bridge builder opened the looked for door. In a room over the tobacconist shop now occupied by Mr. Richards, opposite the Post Office, in Church Street, Oswestry, and close to the premises in which, some fifteen or sixteen years earlier another notable man, Shirley Brooks, afterwards editor of "Punch," had toiled as a lawyer's article pupil to his uncle, Mr. Charles Sabine, Mr. Davies and Mr. Savin were brought together by Mr. George Owen, himself destined to play no small part in the planning of the Cambrian. A man of Kent, native of Tunbridge Wells, Mr. Owen had begun his business career in the office of Mr. Charles Mickleburgh, land surveyor, agent and enclosure commissioner, of Montgomery, one of whose daughters he subsequently married. He worked side by side with another young engineer, of whom we shall hear more presently,--Mr. Benjamin Piercy, under whose initial leadership, Mr. Owen, as resident engineer, was to serve the local railway for many a long year. Nor was that the only capacity in which his gifts were displayed. Making Oswestry his home, he became a member of the Town Council in 1860, mayor in 1864 and 1865, and alderman in 1874. For twenty years he was a member of the General Purposes Committee, served as borough and county magistrate, and was a member of the School Board from its inception, and chairman from 1891 till his death in 1901. Indeed, there was no interest in the town,--administrative, commercial and recreative,--in which he did not fill a conspicuous role. But, perhaps, of all his services to the community, none was more opportune or more prolific of far-reaching results than that happy inspiration of introducing Messrs. Davies and Savin.

II.

Still, it takes more than a couple of contractors, however enthusiastic, to construct a railway. Though the more visible, the organiser of the labour is not the only parent. Not less essential, in his creative function, is the capitalist; and even the powerful combination of capitalist and contractor is insufficient to carry matters to a practical conclusion without the expert guidance of the engineer. Nevertheless, Messrs. Davies and Savin, as the new partnership was termed, had not long to wait before their opportunity arrived.

The great "railway mania" which reached its climax on that notable Sunday, November 30th, 1845, to be followed by the catastrophic bursting of the bubble, had left men rather sobered in their outlook upon the future possibilities of speculation in this alluring direction. It had witnessed the formulation of no fewer than 1,263 separate railway schemes, involving an (hypothetical) expenditure of 560 millions sterling, of which 643 got no further than the issue of a prospectus, while over 500 went through all the necessary stages of being brought before Parliament and 272 actually became Acts--"to the ruin of thousands who had afterwards to find the money to fulfil the engagements into which they had so rashly entered."

Amongst these was a Bill for converting the Montgomeryshire Ca.n.a.l into a railway line, for which an Act was pa.s.sed in 1846, but it was a hare-brained scheme and soon came to nought. Other proposals, however, developed into what promised, and have since proved, to be highly profitable enterprises. The western Midlands and North Wales had been linked by the line from Shrewsbury to Chester, which Mr. Henry Robertson, M.P., for the former town and afterwards for the County of Merioneth, in which his residence, Pale, near Corwen, was situate, had carried over the great viaducts of Chirk and Cefn. From Chester, Mr. Robert Stephenson, even more daring, had flung his extension of the North Western system, by way of

"The magic Bridge of Bangor Hung awful in the sky." {8}

across the Menai Straits into Anglesey and so to Holyhead. The air was again thick, and to become thicker, with new adventures. Hardly a valley in North or Central Wales but had its ardent advocates of connecting lines. Within a short time newspaper columns were to be flooded with prospectuses of all sorts of schemes. Parliamentary committee rooms buzzed with forensic eloquence about the advantages and disadvantages of this or that route. Expert witnesses swore this, that, or anything else, as expert witnesses generally will, provided, that like the gentlemen who question and cross-question them, they are sufficiently briefed. In vain did the secluded Lake Poet protest:

"Is there no nook of English ground secure From rash a.s.sault?"

The iron road was to come, and come it did, all conquering and, not so unbeneficial, after all, in its rule.

Amidst this welter of proposals and counter-proposals there emerged, sometime during 1852 a scheme, propounded by Mr. Beth.e.l.l, of Westminster for constructing a railway connecting the existing line at Shrewsbury with Aberystwyth. It was to run by way of the Rea Valley, through Minsterley, and to strike the Severn Valley again in the neighbourhood of Montgomery, whence it was to continue through Newtown and Llanidloes.

This was quickly followed by another for a line from Oswestry to Newtown, which was projected under Shrewsbury and Chester Railway auspices. To the latter Mr. Beth.e.l.l replied by transferring his scheme to the North Western Company, whose engineers remodelled it. With a view to driving any rival Montgomeryshire scheme out of the field, the proposed new line was diverted from the Rea Valley to pa.s.s by way of Criggion and Welshpool to Newtown, with a branch from Criggion to Oswestry, and between Newtown and Aberystwyth it was altered to go by Machynlleth, instead of Llanidloes.

This sort of strategy, however, only seemed to stimulate the men of Montgomeryshire to fresh determination to show their independence, and in this they had the advent.i.tious aid of a very influential neighbour, Mr.

George Hammond Whalley.

[Picture: The late MR. G. H. WHALLEY, M.P., from a Portrait presented by the citizens of Peterborough, and now hanging in Peterborough Museum]

Mr. Whalley was a very remarkable man. A native of Gloucester, according to "Debrett," he was a lineal descendant of Edward Whalley (first cousin to Oliver Cromwell and John Hampden), who signed the warrant for the execution of Charles I. At the University College, London, he carried off first prize in rhetoric and logic, afterwards was called to the bar, for some years went the Oxford Circuit and acted as a.s.sistant t.i.the Commissioner, and Examiner of Private Bills for Parliament. He lived at Plas Madoc, Ruabon, was a deputy lieutenant for Denbighshire and a magistrate for that county, Montgomeryshire and Merionethshire. In 1853 he acted as High Sheriff of Carnarvonshire, and at the time of the Crimean War he volunteered the services of the troop of Denbighshire Yeomanry Cavalry of which he was Captain and received the thanks of the War Office. Some years earlier, during the Irish famine, he established fisheries on the west coast of Ireland, and, in his own yacht, explored and ascertained the position of the fishing banks. The electors of Leominster declined to return him to Parliament in 1845, as did also the Montgomery Boroughs in 1852; but later that year he was elected for Peterborough, unseated on pet.i.tion, re-elected the next year and again unseated. He unsuccessfully contested the same const.i.tuency in 1857, but was elected in May 1859 and sat till his death in 1878, during his Parliamentary career devoting a good deal of attention to the reform of private bill procedure on which he carried a not unimportant measure.

But he was no mere meticulous lawyer. His frantic espousal of the Protestant cause, supposed by the timid in the middle of last century to be in some danger in England, earned him a good deal of notoriety and a popular name. Hardly more eccentric was the warm support he gave to the cause of Arthur Orton in his claim to the t.i.tle and estate of Sir Roger Tichborne. On one of the last visits he paid to Oswestry he called to see a friend. As he was leaving his friend's office he suddenly turned round and asked "Do you believe in the Claimant?" The reply was an emphatic negative. "Ah," exclaimed the departing visitor, "you will come to!"

But if Mr. Whalley was a bad prophet in this respect, his instinct did not always mislead him. He believed in himself, which was not only a more substantial faith, but more to the point in this narrative, for it enabled him, by dint of self-a.s.surance, largely to dominate, and occasionally to domineer, the railway world of Montgomeryshire and the adjacent counties and to contribute in no small measure to the successful accomplishment of several local schemes.

Conspicuous among them was the Llanidloes and Newtown. Though an isolated link in itself, it was intended to form part of a chain that was to stretch from Manchester and the industrial north to Milford Haven, a famous Welsh seaport, and this dream was constantly in the mind of local promoters whenever and wherever such sectional schemes were discussed.

On October 30th, 1852, a meeting was held at Llanidloes, with Mr. Whalley in the chair, at which the project was cordially adopted, a committee formed to further its achievement by raising the necessary subscriptions, and arrangements made for carrying the fiery cross of propaganda to Newtown and Rhayader, and as far afield as Aberystwyth. On this effective errand Mr. Whalley and his coadjutors stumped the countryside, and "inn bills" began to form no inconsiderable item in the promoters'

balance sheets. But nothing can be accomplished in this world without effort and expenditure; and to the missionaries' warning words against "the evil of conceding to an overbearing leviathan neighbour any privileges calculated to endanger the independence of their little company," we are informed by a chronicler of the day, "the county n.o.bly responded, and pet.i.tions were sent from every district, praying for the recognition by Parliament of the principles so ably enunciated by Mr.

Whalley."

The "little company" had, indeed, good reason to be apprehensive; but fortune favoured its course. Before this onslaught, even the "overbearing leviathan" quailed. After long and costly struggle in the Parliamentary committee rooms, accommodation was reached, and in the House of Commons the Montgomeryshire promoters' scheme pa.s.sed with flying colours; but an unfortunate error, by which the levels were proved to be some 18 feet below the Severn water, wrecked it in the Lords. In August, 1853, however, the scheme received Parliamentary sanction, and out of the long list of "provisional directors" appointed the previous year, the first board was formed. They were:--Mr. Whalley, chairman; Mr. W.