Streamer. Streamer.

Banner,--'Prosperity to the Towns of Llanidloes and Newtown.'

Excavators (with bannerets).

Flag,--'Live and let Live.'

The Public.

"The procession was marshalled by Mr. Marpole Lewis, and after parading the streets, was met by Mrs. Owen, of Glansevern, who was accompanied by some lady friends and Mr. Brace, and at another point by Mr. Whalley, the chairman of the company. These arrivals were acknowledged with vociferous cheering. The procession, like a rolling s...o...b..ll, gained bulk as it proceeded, and before it reached the station, comprehended a very large proportion of the inhabitants,--ladies and gentlemen,--with a good sprinkling of their neighbours. At the station there was a considerable delay, awaiting the arrival of the train from Newtown. At last it made its appearance, and the band struck up 'See the Conquering Hero comes,'--an air far more appropriate when applied to the 'locomotive' than to one-half of the heroes to whom it has. .h.i.therto done honour. The Mayor of Llanidloes, with the Corporation, Mrs. Owen and party, and Mr. Whalley, accompanied by a very large number of the inhabitants, then took their seats, and amidst the cheers of those left behind, and counter cheers of the pa.s.sengers, the train moved off and proceeded slowly towards Newtown. {20}

"The train arrived shortly after 12 o'clock, when the procession re-formed and escorted the Mayor and Corporation of Llanidloes, Mrs.

Owen, of Glansevern, Mr. Whalley, and other visitors, to Newtown Hall, where an elegant _dejeuner_ had been provided by Dr. Slyman. The decorations at Newtown Hall were chaste and beautiful. The verandah at the front, was tastefully ornamented with flowers and evergreens, surmounted by a number of elegant fuschias, in the centre of which stood out a prettily worked 'Prince of Wales' Feathers.' A variety of flags were placed around the pleasure ground, which gave a very striking effect to the scene."

After the party had partaken of refreshments, there were toasts and mutual congratulations, and the procession tramped back to the station.

"Again there was a little delay, awaiting the train from Llanidloes (says our chronicler), and it was half-past three o'clock before _The Train_ of the day fairly started. Filling the carriages and trucks was no joke.

Admirable arrangements had been made, and the ladies were first accommodated with seats. One or two gentlemen did attempt to take their place before this arrangement was fully carried out, but they were very unceremoniously brought out again, amidst the ironical cheers of the outsiders. At last the forty-eight trucks and carriages were loaded, and, at a moderate estimate, we should say, 3,000 people were in the train. The two new engines, The Llewelyn and The Milford, were attached to the carriages, and were driven by Mr. T. D. Roberts and Mr. T. E.

Minshall. Although the train was so heavily laden with pa.s.sengers, there was a large crowd of people left to cheer as it slowly pa.s.sed out of the Station. The appearance of this monster train was magnificent. More than 2,000 of the pa.s.sengers were in open trucks, and at certain points, where there was a curve in the line, and a good sight could be obtained, the train, as it wound its way through the valley, presented a scene not easily to be erased from the memory.

"Soon after four o'clock Llanidloes Station was reached, and the pa.s.sengers alighted amidst the shouts of the inhabitants, who had come to welcome them. A large circle was formed in the field adjoining the Station, and Mr. Whalley introduced to those a.s.sembled Mrs. Owen, of Glansevern, who declared the line to be opened."

It hardly required her stirring words to enlist the enthusiasm of the company concerning the economic change which the railways were to bring to Wales. Derelict acres were to be brought into cultivation; "the very central town of the ancient Princ.i.p.ality," in which that ceremony was taking place, was to become the capital of a new prosperity, and as for Mr. Whalley, were not that day's proceedings "a chapter more honourable than any wreath of laurel that could be won on the battle field by success in war?" The plaudits of the a.s.sembled confirmed the sentiment, and "a rush was then made for the tent where the luncheon was provided.

Here again the ladies had the same proper attention paid to them; the sterner s.e.x was kept out until they could be accommodated with seats.

After a short delay the tent was well filled with visitors, and upwards of 300 sat down to lunch. Grace was said by the Rector of Llanidloes, and for a season the clatter of knives and forks was the only sound to be heard."

Small wonder! For the afternoon was well advanced, and the time-table had gone rather awry. But that did not in the least damp the ardour of the company. Refreshed by their belated meal, more toasts were honoured, more speeches made, and the future continued to a.s.sume the most roseate hue. The district, declared one orator, was destined to become "the abode of smiling happiness," and Newtown and Llanidloes "the haunts and hives of social industry." It was, said another, the first link in a chain "which must, ere long, form one of the greatest and most important trunk lines in the kingdom." "People," exclaimed a third, "laughed at it because it had no head or tail"; but let the scoffers wait and see! With all these glowing antic.i.p.ations, proceedings became so protracted that the ladies had to withdraw, but the gentlemen went on drinking toasts with undiminished energy. They drank to the Chairman; they drank to the Secretary; they drank to the Engineer, and the Contractors, and the Bankers who had lent them the money, and to the success of the other railways springing up around them, including the Mid-Wales, the first sod of which was to be cut in a few days' time, with what strange accompaniment will be noted in a subsequent chapter. Not until the health of the Press,--"may its perfect independence ever expose abuses and advocate what is just, through evil and through good report,"--had been duly honoured did the company disperse.

The workmen, too, were entertained, with good fare and more speeches.

Salvers and cake baskets were presented to Messrs. Davies and Savin.

Master Edward Davies, aged 5, and Master Tom Savin, aged 6, were held up aloft, and presented with watches, and the cheering, which had gone on almost continuously for hours, broke forth afresh. One of the workmen, who was also, at any rate, in the opinion of his colleagues, something of a poet, stepped forward, and, "amidst roars of laughter and tremendous cheering," sang his thanks as follows:--

Well now we've got a railway, The truth to you I'll tell, To be opened in August, The people like it well; We've heard a deal of rumour O'er all the country wide, We'll never get a railway, The people can't provide.

Well now we have the carriages, For pleasure trips to ride; The Milford it shall run us, And Henry lad shall drive; There's also Jack the stoker, So handy and so free, He lives now at Llandiman, A buxom lad is he.

We have a first rate gentleman Who does very nigh us dwell, And he has got a partner, The people like him well; Look at the trucks my boys, Their names you'll plainly see; They've took another Railway, There's plenty of work for we.

Well now our gen'rous masters Do handsomely provide A store of meat and drink my boys, Come out and take a ride; For we are in our ribbons, And dress'd so neat and trim; Drink up my charming Sally, We'll fill it to the brim.

When these few days are over, The navvies they will part, And go back to their gangers With blithe and cheerful heart; And Jack he will be hooting, And getting drunk full soon; I wish there was a railway To be opened every moon.

And now I have to finish, And shall conclude my song; I hope and trust my good friends, I've stated nothing wrong; All you young men and maidens, That are so full of play, I hope you'll all take tickets On that most glorious day.

"When the song was concluded, Colonel Wynn purchased the first copy, for which the fortunate bard received a shilling. Several other gentlemen followed this example, and the poet must have regretted that his stock in trade was so limited.

"During the latter part of the proceedings, several had left the enclosure to join the merry dance, to the strains of the Welshpool Band, in the adjoining field. We cannot use the usual stock phrase of the penny-a-liner and say to 'trip it on the light fantastic toe,' for in several instances a pair of stalwart navvies might be seen in anything but dancing pumps kicking out most gloriously. In another part of the field, a party were deeply engaged in an exciting game of football. All was mirth and jollity. From the oldest to the youngest, the richest to the poorest, every one seemed to try to get as much enjoyment out of the evening as possible, and if there were any grumblers to be found at Messrs. Davies and Savin's monster picnic, the fault must have been with themselves.

"The same evening rejoicings were being kept up at Llanidloes. All the school children of the place were feasted in the tent. Mr. Whalley (the 'champion of the people's rights,' as the flag had it) was chaired through the town, and the evening was finished by a ball. And on the following day, several loaves of bread and gallons of porter were sent by Messrs. Davies and Savin to the poor people of Llandinam." Finally, a medal was struck in commemoration of the event, and presented to the workmen.

Thus, sixty-three years ago, did the community, already conscious of the momentous influence the steam engine was exerting upon the social and economic condition of the countryside, but yet to discover the not less remarkable potentialities of the electric or the petrol spark applied to the problems of transport, herald the birth of the infant Cambrian.

CHAPTER III. EARLY DEVELOPMENTS AND DIFFICULTIES.

"_We may perceive plenty of wrong turns taken at cross roads, time misused or wasted, gold taken for dross and dross for gold, manful effort mis-directed, facts misread, men misjudged_. _And yet those who have felt life no stage play, but a hard campaign with some lost battles, may still resist all spirit of general insurgence in the evening of their day_."--VISCOUNT MORLEY OF BLACKBURN.

Though one or two earlier bubbles, blown by eager railway promoters, had burst almost as they left the bowl of the pipe, the issue of the prospectus of the Montgomeryshire Railways Company, in 1852, not unnaturally inspired new hope in the border counties of some extension of already projected lines in the locality. At Oswestry, in particular, there was a rapidly growing feeling that such a development was overdue, and they looked with eager eyes towards the possibility of forging a connecting link with the system growing up in the heart of Powysland.

The Shrewsbury and Chester Railway, soon to become part of the Great Western, had opened its branch to the busy Shropshire market centre under the hills at the beginning of 1849,--the year which saw the birth of the Oswestry Market and of the "Oswestry Advertizer," which, in its earlier years, was to devote so many pages to the record of the making of the Cambrian. But beyond Oswestry travellers had to proceed by coach. The "Royal Oak," leaving the town daily at one o'clock, arrived at Newtown about five. Goods were carried by more ponderous road transport, and it is rather astonishing to recal that as late as 1853 dogs were employed as draught animals, and local records include the circ.u.mstance of the death of a "respected tradesman" by a fall from his horse, caused by the animal's "fright at one of the carts drawn by the dogs, which are much too often seen on the roads in this neighbourhood." Legislation was soon to prohibit this custom, and railways to make it unnecessary.

[Picture: Some early Chairmen: reading from top left to bottom, The late EARL VANE (afterwards Marquis Of Londonderry). Chairman of the Newtown and Machynlleth railway Co. and first Chairman of the Consolidated Cambrian Rys. Co., 1864-1884; The late MR. W. ORMSBY-GORE, First Chairman of the Oswestry and Newtown Railway Co.; The late SIR W. W. WYNN, BART., Second Chairman of the Oswestry and Newtown Railway Co.]

It was, then, in an Oswestry of very different social habits to those of to-day that, on June 23rd, 1853, the townspeople a.s.sembled at the call of the Mayor, Mr. William Hodges, to consider the question of a possible extension of the "Montgomeryshire Railway," in their direction, which was declared by resolution to be the "only scheme before Parliament capable of effecting this most desirable object."

But railways are not built by resolution alone, or the whole countryside would soon have become heavy with steam. As a matter of fact, it soon was, but not the sort of steam which drives locomotives or urges on the progress of practical railway construction. Ever since 1844, reliance had been placed in the possibility of a.s.sistance from one or both of the great lines which already had access to the Welsh border. Hope was first centred in the North Western, which had designs on a line from Shrewsbury into Montgomeryshire, but, in the Oswestry area, wistful eyes turned towards Paddington, and in propitiation of expected favours to come, four men with Great Western interests,--Mr. W. Ormsby-Gore, who became its first chairman; Sir Watkin, who later succeeded him in the chair; Col.

Wynn, M.P., and Mr. Rowland James Venables,--were placed on the Oswestry and Newtown Board. The Earl of Powis, though a "North Westerner," was found to be not without ready desire to look at things all round. He was for a line to Shrewsbury, and also a line to Oswestry, but not to Oswestry alone. Even the line to Oswestry, according to North Western notions, was to be a branch either from Garthmyl or Criggion, according to whether the Shrewsbury and Montgomeryshire line went by the Rea Valley or by Alberbury, and that was not at all to Oswestrian taste. In the end, however, his lordship agreed to support the Oswestry project, and to take the value of his land,--some 10,000 pounds,--in shares, provided the possessor of Powis Castle was allowed to nominate a director, as the owner of Wynnstay was on the Great Western Board. The condition was readily granted, and the Oswestry and Newtown Bill, freed from North Western opposition, was allowed to pa.s.s. It obtained Royal a.s.sent on June 26th, 1855, and the first general meeting was held at Welshpool on July 21st of that year.

Local rivalries, however, were not so easily dispelled. Welshpool's impartiality as between the Shrewsbury and the Oswestry lines was anathema at the latter town, where Mr. Whalley, speaking for nearly an hour and a half, readily persuaded a great meeting to register its insistence on the Oswestry scheme as an extension of the Llanidloes and Newtown, and so form another link in the chain that was to bind Manchester and Milford. Anyhow, Oswestry must be made "the initial town and not Newtown." In support of this the local promoters looked for substantial aid from the Great Western. But that company proved singularly unready to render any a.s.sistance. "Not only," said Mr.

Abraham Howell, in giving evidence before Lord Stanley's Committee some years later, "did the Great Western not aid in the capital for the Oswestry, but they did not support the Shrewsbury. On the contrary they opposed it with all their efforts at every step. They also, by a manoeuvre which their position of power over the Oswestry Company and their railway experience enabled them to carry out, succeeded in separating the Shrewsbury from the main line, and causing it to drift into the hands of the North Western. They, on the day of, or immediately before the Wharncliffe meeting of the Oswestry Company, got their friends to pay into the bankers in respect of their shares, and give their proxies to the extent of the 0.25th in money, against the clauses in the Shrewsbury bill, by which it was intended to connect it with the Oswestry. By this means they cut off from the Welsh line their head and outlet at Shrewsbury, leaving them with the Oswestry head only, to which place they, the Great Western, alone had access, and therefore, under their exclusive power; a result which proved highly detrimental to the Oswestry and the Welshpool lines. During the five years from 1855 to 1859 the advantage given to the Great Western interest placed our company practically under their control."

Small wonder that public impatience began to show signs of strain.

Cynical allusions appeared in the Press. "The only danger in making oneself liable for new schemes," wrote one captious critic, "arises from the possibility of their being proceeded with." Not even the "glorious news" of the fall of Sebastopol sufficed to deflect the local mind from the irritating habits of a dilatory directorate. After all, the Crimea was a long way off,--much further than Chirk,--to which place, the Great Western Company, on taking over the Shrewsbury and Chester line, had, under the profession of "revising" the fares, substantially raised them.

This habit is one to which the community has become more accustomed in recent years, but that was a first experience of the ways of powerful monopolists, and it effectively emphasised the contention that it was high time "an independent" railway company, more directly under local control, should materialise.

Addresses were exchanged between Oswestry and Welshpool, much after the manner of diplomatic "Notes," some of them phrased in the spirited language which diplomats know so well how to cloak in conventional formulas. Occasionally even the conventional formulas were dispensed with. Questions concerning the legality of certain a.s.semblies were pugnaciously raised and as pugnaciously answered. Four hours' somewhat heated discussion at an extraordinary meeting of shareholders at Welshpool carried matters no further than the decision that the first sod, when it was cut, should be of Montgomeryshire soil, "but whether,"

adds a critical commentator, "at Llanymynech, Welshpool or Newtown, no one knows." Fresh controversy arose concerning the secretaryship, to which office Mr. Princep had been appointed by Mr. Ormsby-Gore, after a very fleeting appearance on the kaleidoscopic scene of a Mr. Farmer, and the old rivalry of Great Western and North Western "interests"

re-appeared in fresh form. The "Oswestry Advertizer," pointing the warning finger at the fate of another Welsh railway which, after 25,000 pounds out of a total capital of 400,000 pounds had been raised, found everything "swallowed up in the gulph of Chancery" under the winding-up Acts, proclaimed,--"We are almost afraid the Oswestry and Newtown is doomed to the same end." It certainly looked as if a true prophet was writing that dirge!

"It is hardly possible," says Mr. Howell, "to conceive a more deplorable state than that to which the company was reduced during this period of five years of Great-western _regime_. Every shilling that could be realized of the proceeds of a very superior share list was expended, debt was acc.u.mulated, every resource was exhausted; but comparatively little was done in the execution of the works; the company was involved in four chancery suits, of large proportions, and a law suit, and with other suits in prospect. It was necessary to provide 45,000 pounds in cash, towards relieving the chairman from a personal liability of 75,000 pounds, and to let free the action of the company from the chancery suits; also further sums to discharge the claims of the contractors and carry on the works." So moribund, indeed, did the whole affair seem, that the North Western, treating it as practically extinct, began to consider a scheme for converting the Shropshire Union Ca.n.a.l, already in their hands, as a railway to Newtown!

And here were the promoters of this ill-starred project fighting amongst themselves. One party was for keeping back the line from Oswestry till, as a newspaper writer put it, "a rival to Shrewsbury is brought into condition to do it damage." Another was for complicating it with other new schemes. One of the sternest of all controversies still raged round the moot point whether the line was to run from Oswestry to Newtown or from Newtown to Oswestry, and even private friends fell out as to the exact spot on the proposed route at which the actual work should begin!

"Discord triumphs--local prejudice is rampart--personal ill-will abounds--as a necessary consequence no one will apply for the unappropriated shares. Dissolution alone is imminent," cries the distracted editor.

It was certainly becoming apparent that this was no time for further dallying. The Shrewsbury and Welshpool undertaking, it was reported, was enlisting "an amount of public interest and support seldom equalled in the history of railways," and early in 1856 the directors of the Oswestry and Newtown line found it expedient to a.s.sure the community that "preparations for letting the contract were in active progress" and the first sod was to be cut on April 11th. Alas for the optimism of eager pioneers and the credulity of an impatient public! April 11th came and proved nothing else than a slightly belated "All Fools Day"! No sod was cut. Not a spade or a barrow was visible, and the operation might, by all appearances be postponed till the Greek Kalends. Patience, already sorely tried, became utterly exhausted. In June the Shrewsbury and Welshpool Railway Bill was read a third time in the House of Commons, and thus the rival scheme loomed still larger upon the horizon. Men had yet to learn that railways could be co-operative as well as compet.i.tive.

But so fully, indeed, was the popular mind at that time obsessed with the rivalry of routes that a rumour was started imputing to the directors of the Oswestry and Newtown Company the intention of "disuniting the line between Oswestry and Welshpool." As if there were not disunion enough already! More genial humorists launched the story that the Prince of Wales was coming down expressly to cut the first sod and had ordered a new pair of "navvys" for the occasion to be made by a Welshpool bootmaker. Feeling, however, was rising again, which was not moderated by the apologia of the directorate suggestive that it was all due to differences between them and the engineers. The engineers themselves were more or less at variance, and, in April 1856, Mr. Barlow, the chief, finding it impossible to agree with his a.s.sistant, Mr. Piercy, resigned.

Matters had come to so critical a juncture that eventually, by some happy inspiration, a "committee of investigation" was appointed to examine "the affairs, position and financial state of the Company." The Rev. C. T. C.

Luxmoore was elected to preside at this inquiry with Mr. Peploe Cartwright of Oswestry as his deputy, and they issued a voluminous report containing a series of recommendations, of which one of the most interesting is that, to reduce expenditure, the earthworks should be limited to a single line, "in all other respects making preparations for a double line." That, as travellers over the Cambrian to-day are aware, save for the length between Oswestry and Llanymynech, and between b.u.t.tington and Welshpool on the Oswestry and Newtown section, was eventually the course adopted. Bridges, including those over the Vyrnwy at Llanymynech, and the Severn at Pool Quay, were built with an extra span for a second pair of rails, but the girders still remain without further completion. The directors did not escape pointed reference to their "heavy responsibilities," but there was at least the "consolitary fact" that, despite enormous expenditure already incurred, "provided the arrears of deposit, calls and interest are paid up, a sum of 60,000 pounds over and above the Parliamentary deposit of 18,000 pounds invested in the hands of the Accountant-General, will be at once available for the works, an amount little short of sufficient to form half the line," and the shareholders are urged, "manfully confronting the difficulties that present themselves" to "merge all local jealousies and differences of opinion, in a hearty and unanimous effort to carry out the works."

It is a long and tortuous story and well may a journalist of those days, bemoan the perplexity of the local historian "when he turns over the files of the various newspapers, to see in one number the praises of certain gentlemen sung by admiring editors and enthusiastic correspondents, and in the next frantic outbursts from distracted shareholders against the devoted heads of the same gentlemen, who, but one short week before were the admired of all the shareholding admirers.

One week he would find a n.o.ble lord wafted to the skies on the breath of a public meeting, but in the next 'the breath thus vainly spent' would blow his lordship up in a very different fashion, and those whose cheers had wafted my lord to that elevated position, would fain keep him there, so that sublunary affairs as far as regarded railways, would be out of his reach. Then he would find another gentleman on the directory, one day the idol and leading speaker of every meeting, called on the next a 'strife-engendering-judge,' and his place filled by another on the board.

Presto! and this same gentleman, again turns up trumps! A professional gentleman is the pet of the whole company, but speedily a woe is p.r.o.nounced upon lawyers. Again the wheel turns round, and the solicitor's great exertions and painstaking attention to the interests of the line are acknowledged." {34}

"Our historian would next discover 'much talkee' (as John Chinaman would say) anent a certain, or rather uncertain, 'blighting influence' which arrested the progress of some of the works, and to get to the bottom of which a 'committee of investigation' was appointed. He would open his eyes when he saw the revelations made by that committee, and would wonder how in the name of fortune--or misfortune--the shareholders could be such 'geese' (to apply a term used by one of the best directors the line ever had) as to allow affairs to go on as they had done. He would find that committee triumphant in the praises of the people, but snubbed by another committee who conducted the ceremony of cutting a first sod that would not have been cut this century but for them. When the investigation committee's work was ended (but not finished!) he would find rival claimants for honour:--Mr. Soandso here, Mr. Whatshisname there, and other gentlemen elsewhere discovering that they were the 'saviours of the line'--'unravellers of the mystery' while the line was yet in jeopardy, and the mystery as dark as Erebus. He would then go on to disputes with contractors and engineers, a law suit commenced here, and threatened there,--directors retiring, and shareholders well-nigh at their wits end.

Lawyers are again at a 'Premium' and three are appointed to lay their heads together in order to make heads of agreement, for the guidance of new contractors, while the old ones, who the shareholders were afraid would sack the company, were themselves sacked!"