Chapter 10

"_Railway travelling is safer than walking, riding, driving, than going up and down stairs . . . and even safer than eating_, _because it is a fact that more people choke themselves in England than are killed on all the railways of the United Kingdom_."--THE LATE SIR EDWARD WATKIN.

Looking back on considerably more than half a century of history it is no small tribute to human care and human ingenuity that serious accidents on the Cambrian Railways have been relatively rare. This is all the more remarkable because all but some twelve miles of its total length, and up to a few years ago, not even as much as that, has had to be worked on a single line, and with the rapidly increasing tourist traffic of recent times, this has placed a strain on both the human and the metallic machine which may easily try the strongest nerves and the most powerful appliances. Obviously it is due to the special care taken in management, and observed, with few if tragic exceptions, by those directly responsible for the working of the trains.

Early in their inception, elaborate regulations were drawn up by the organisers of the original local undertakings, of which a copy, issued by the Oswestry and Newtown Company, as adopted "at a meeting of the Board of Directors, held on Saturday, the 25th February, 1860," and preserved among the papers of the late Mr. David Howell of Machynlleth, gives some interesting indication. It is bound in vellum, fitted with a clasp, and adorned within with a series of woodcuts, descriptive of the old-day signalman, clad in tall hat, tail coat and white trousers, explanatory of the hand signal code, with flags, which preceded the more general use of the modern signals, controlled from a signal box. Following the precept, made familiar by the nursery rhymes of our childhood, it informs us that

"RED is a signal of DANGER, and to STOP.

GREEN is a signal of CAUTION, and to GO SLOWLY.

WHITE is a Signal of ALL RIGHT, and to GO ON.

As an additional precaution, should no flag be handy, it warns drivers that "anything moved violently up and down or a man holding both hands up is a sign of danger."

Some of these early regulations were extremely primitive. For instance, long before the scientific system of the block telegraph and the tablet were thought out, it was deemed sufficient to ordain that "On a Train or Engine stopping at or passing an intermediate station or Junction, a STOP Signal must be exhibited for FIVE minutes, after which a CAUTION Signal must be exhibited for FIVE minutes more." After that, apparently, any train might proceed--and take its risk of the one in front having reached the next signalling point! At level crossings at any distance from the signalman, the gate-keeper was advised to "ring a small hand-bell, or use a whistle to call the attention of the signalman, who must then put up his 'Danger' signals."

[Picture: An Early Cambrian Passenger Engine. Original Form (top), As Re-built (bottom)]

The guard of the first passenger train from Oswestry was instructed to "set his timepiece by the Platform Clock, and give the Clerk at every station the time, so that he may regulate the clock at his station by it," and similar arrangements operated up the branch lines. Porters were told that on the arrival of a train they were to "walk the length of the platform and call out, in a clear and audible voice, the name of the station opposite the window of each carriage; and at Junctions the doors of every carriage must be opened, and the various changes announced to all passengers"--a regulation which, if still on the rule-book, is, like that against receiving tips, nowadays more often honoured in the breach than in the observance. It was even felt obligatory to include a regulation as to what should be done if a train should arrive before its advertised time, though it must appear a little superfluous to those who remember the ways of the Cambrian in those happy days, when a captious correspondent could write to the local Press to aver that, after seeing his father off at Welshpool station, he was able to ride on horseback to Oswestry and meet him on his arrival there! It was certainly a remarkable feat--though, perhaps, not so remarkable either--for, as "an official" of the Company was moved to explain in a subsequent issue, the old gentleman must have travelled by a goods train, to which passenger coaches were attached "for the convenience of the public," and it "often did not leave Welshpool until an hour after the advertised time."

Those "mixed trains" survived until some thirty years ago, when an unregenerate Board of Trade regulation prohibited them, and the wonderful jolts and jars which the public experienced for their "convenience" and the benefit of their liver, if not their nerves, became a thing of the past. But, as an old driver remarked to the writer not long ago,--"It was very comfortable working in those days," and no doubt, for the traffic staff, it was.

We may smile to-day at some of these old ordinances and habits, but traffic then was not as congested as it is on an August day now, when thousands of tourists are being carried in heavily ladened trains to the coast of Cardigan Bay. The rolling stock at that time was as light as the signals were haphazard. We have read of references, in these early days, to "powerful" engines; but they were mere pigmies to the modern locomotive, and some of those pioneer machines which were the pride of the dale sixty years ago have been relegated long since to the humble duty of the shunting yard, or rebuilt altogether.

[Picture: An Early Cambrian Tank Engine. Original Form (top), As Re-built (bottom)]

An old engineman, writing some little time since in the "Cambrian News," gives an interesting retrospect of the "comforts" of railway travel on the Cambrian in those early days. "The original passenger rolling stock on service on the line when opened," he says, "was of a small four-wheeled type, similar in construction to the coaches on other company's lines; about 25 feet long over all, 13 feet wheel base, or half the length and a third the weight of the bogie stock of the present day. The coaches were built by contract, the work being divided between two well-known firms of builders,--the Ashbury Co., Manchester, and the Metropolitan Railway Carriage and Wagon Company, Birmingham. The Ashbury stock was slightly larger with more head room than the Metropolitan. The coaches were built of the very best material, the lower part of body being painted a dark brown, the upper part, from the door handles to roof, a cream colour. {114} Each coach weighed about 8 tons. The 'third class' coaches were made up of five compartments or semi-compartments. Cross seats, back to back sittings for five aside--accommodation for fifty passengers--bare boards for the seats, straight up backs, open from end to end. Our forefathers evidently believed, when constructing rolling stock, in fresh air in abundance instead of the closed up compartment of late years. The thirds were lighted at dusk with two glass globe oil lamps fixed in the roof, one at each end of the coach. Firsts and seconds were provided with a lamp for each compartment. The only other difference between the seconds and thirds was that the seats of the seconds were partly covered with black oilcloth. The latter carriage proved unremunerative, the public hardly ever patronising seconds. Therefore they were abolished. In addition to the ordinary screw coupling, coaches in those days were provided with side chains as security in case of breaking loose on the journey. Side chains, however, were abolished on the advent of the continuous brake. The buffers were provided with wooden block facings with a view of silencing and to prevent friction when travelling round curves--not at all a bad idea either. Wheels in those days were constructed entirely of iron with straight axles and spokes, not wooden blocked as at present to deaden noise. Owing to the lightness of the stock, when travelling at a fair rate of speed, oscillation occurred and passengers had to sit firm and fast, which everyone in those days seemed to enjoy."

Anyhow, there was plenty of fun to be got out of the experience. "The doors of the old coaches were narrow, and many a tussle to get inside occurred. One lady in particular who was very stout and a regular passenger on a certain train, always had to be assisted both in and out--the stationmaster pulling and the guard pushing, while the fireman was enjoying the joke. One morning, when the train was a few minutes late, the guard came running up to the front with his 'Hurry up, Missis,' when the old dame, with her two baskets, an umbrella, similar in size to a modern camping tent, and a crinoline fashionable in mid-Victorian days, got firmly wedged in the door way, whereupon some wag suggested that, to expedite departure, a break-down gang and crane should be sent for and the lady hoisted into an open cattle waggon."

II.

But even with all the care which the management enjoined from the first, accidents were, perhaps, not altogether unavoidable. Sometimes the errant "human factor" showed itself in tragic fashion even in those distant days. By a melancholy coincidence, the first serious mishap occurred close to Abermule, a name since associated in the public memory with the last and the worst catastrophe in Cambrian annals.

It was on a November morning in 1861 that a goods train leaving Newtown for Welshpool, called at Abermule, where they picked up three wagons and some water. But, unfortunately, there was time--or they thought there was time--for the driver, fireman, and guard to adjourn to the adjacent inn, where they took up something rather stronger than the engine's refreshment. Time fled, as it is apt to do in such circumstances, and when the staff rejoined the train, an effort appears to have been made to gain lost minutes, with the result that the train ran off the line, and driver, known to his comrades as "Hell-fire Jack," and fireman were killed. An inquest was held before Dr. Slyman, coroner, one of the most enthusiastic promoters of the Montgomeryshire lines, and the jury solemnly found that "the accident was the result of furious driving," but they exonerated from blame everyone but "the unfortunate driver."

[Picture: An Early Cambrian Coach with its Makers. In Coach: Edward Morgan (3rd from right), Job Thomas, E. Shone. Back Row (left to right): 1, (Unidentified); 2, John Thomas; 3, E. Windsor; 4, R. Williams: 5, W. Parry; 6, J. Richards (foreman); 7, S. Holland; 8, Rd. Davies; 9, Edward Lewis (living); 10, J. Powell; 11, Lazarus Jones; 12, E. Price. Front Row (left to right): 1 (Unidentified); 2, J. Astley; 3 and 4, Boys; 5, Joe Ward; 6, Wm. Jones; 7, T. Morgan; 8, "Fat Charlie"; 9, R. Morgan; 10, John Sanger (brother-in-law of Mr. George Lewis, General Manager); 11, David Davies, Aberystwyth (living)]

But the "human factor" is not the only element of nature with which railway management has to contend. Another, not less serious in its potential consequences, was brought to mind in sinister fashion a few years later, when, during the winter storms of 1868, the Severn and its tributaries rose in flood with such alarming rapidity that the driver of an early morning goods train from Machynlleth to Newtown found, as he ran down the long decline from Talerddig past Carno, that the water was washing over the footplate of the engine, and nearly put out the fire. He naturally bethought him of the wooden bridge over the Severn at Caersws, but, after, careful examination, it was safely crossed. On the return journey, however, the bridge was being carefully approached once more, when, in the dim dawn of a February morning, the engine suddenly toppled-over the embankment abutting on the structure. The floods had washed away the earthworks, though the beams of the bridge itself held fast, and driver and fireman were killed. Word was sent to Oswestry and Aberystwyth, and in the first passenger train from the latter place Capt. Pryce, one of the directors, and Mr. Elias, the traffic manager, were travelling to the scene of the disaster, when it was discovered that another bridge, near Pontdolgoch, was giving way under pressure of the torrent, and the train, crowded with passengers, was only held up just in time to avert what could not have failed to prove a catastrophe far more tragic in extent.

Wild rumours quickly spread concerning the cause and nature of the actual mishap, it being freely stated by sensation-mongers that the Severn bridge had collapsed; but Mr. David Davies, who had been its builder and was now a director of the Company, was able to show that, despite the exceptional strain on the construction, the bridge had resisted the force of the flood and was as firm as ever. Wooden bridges, however, have now had their day, and in recent years have, in all important cases, under the enterprising supervision of Mr. G. C. McDonald, the Company's engineer and locomotive superintendent, been replaced with iron girders, to the undisguised regret of some old-fashioned believers in the efficacy of British oak!

This section of the line, indeed, flanked not only by the rivers liable to flood, but curving its way up steep gradients, over high embankments and through deep cuttings, is necessarily more subject to mishaps than a level road, and it is hardly astonishing that it has been the scene of more than one awkward circumstance. Among them is the story, still told more or less _sotto voce_, of how, close to this spot, the driver of an express goods train, long ago, might have killed the then Chairman of the Company! The night was wet, and the driver, accustomed to a straight run down the bank to Moat Lane, was astonished to find the signals against him at Carno. He applied the brakes, but it was no easy matter suddenly to curb the speed of a heavy train, and he floundered on, right into a "special" toiling up the hill bearing Earl Vane home to Machynlleth. {118} Happily for everyone concerned, no great damage was done; Board of Trade officials were less inquisitive in those days, and it seems to have been easier then than it is now to "keep things out of the newspapers"!

Less easy to hide was the huge landslide, many years later, of a portion of Talerddig cutting, though on this occasion no accident resulted to any train, and the worst fate that befel the passengers was that, during the considerable time occupied in clearing the line--it was at the height of the tourist season, too--they and their baggage had to be conveyed by road for a mile or two, an arduous task accomplished by the Company's officials without a single mishap.

Such happenings in such a character of country are practically inevitable, but it was not until the Cambrian had been in existence, as a combined organisation, for nearly twenty years, that its story was interrupted, through such a cause, by what was truly described as "the most alarming accident which had ever occurred on the system." In point of death-roll it was not more melancholy than that at Caersws, but its scene and its dramatic nature provided a new feature which intimately touched the public imagination. For it was the first serious disaster in the annals of these undertakings to a passenger train, and, though not one of them was even injured, the hair-breadth escape of several was thrilling enough.

On New Year's Day, 1883, the evening train from Machynlleth for the coast line, drawn by the "Pegasus," driven by William Davies, whose fireman bore a similar name, on reaching the Barmouth end of the Friog decline, built on the shelf of the rock overlooking the sea, struck a mass of several tons of soil, which had suddenly fallen from the steep embankment, together with a portion of retaining wall. The engine and tender appear to have passed the obstruction and then were hurled to the rocks below. Most fortunately the couplings between the tender and the coaches broke, and though the first carriage overturned, and lay perilously poised over the ledge, it did not fall. The next coach also overturned, but in safer position, and probably held up the first.

The remaining coach, which contained most of the passengers, and the van remained on the rails. Amongst those in the train was Captain Pryce, once more fortunate in his deliverance from death, and he and others immediately did what was possible to release the rest from danger. In the overhanging carriage was one old lady, Mrs. Lloyd, of Welshpool, a well-known character at Towyn, where she carried on a successful business in merchandise, and, save for severe and very natural fright, she was got out without sustaining further harm.

The news of the accident soon spread abroad, and reached Dolgelley, where a great Eisteddfod was being held. From this assembly Dr. Hugh Jones and Dr. Edward Jones, well-known medical men over the countryside, with others, hurried to the scene. But the driver and fireman were beyond the range of their skill. With bashed heads they lay, the former in the tender and latter beside the "Pegasus," on the huge rocks that flank the shore. Searching inquiry was made into the cause of the accident, and though evidence was forthcoming that the utmost care was taken to watch that section of the line, and Mr. George Owen, the engineer, and Mr. Liller, the traffic manager, were able to show that all the recommendations and regulations of the Board of Trade officials had been complied with in protecting this awkward cutting, the jury considered the place unsafe and hoped the Railway Company would "do something to prevent occurrence of a similar accident."

Such occurrences, alas! are not entirely within the compass of human power to control, but, as a matter of fact, no such "similar accident" has during its history ever happened at Friog or anywhere else on the Cambrian system. It was, indeed, not for more than fourteen years that serious catastrophe attended the working of the railway, and then the cause seems to have been as uncontrollable as ever. Late one Friday evening in June, 1897, a Sunday School excursion train from Royton in Lancashire, drawn by two engines, was returning from Barmouth, and, close to Welshampton station, only a few miles short of quitting the Cambrian at Whitchurch, left the rails, overturning several coaches and telescoping others. The circumstances were the more pathetic by reason of the fact that most of the passengers were children, homeward bound, after a joyous day by the sea. Nine were killed outright, two died later in hospital, and many others were more or less seriously injured. Dr. R. de la Poer Beresford of Oswestry, medical officer to the Cambrian Railway Co., and many other professional and lay helpers, rendered gallant service, and the railway ambulance corps were a valuable adjunct in the arduous task of dealing with the great work of tending the wounded.

There was some little difficulty in ascertaining the exact cause of the accident, but the Coroner's jury were satisfied that there was "no negligence on the part of any of the officials," and were of opinion that the disaster would not have happened but for a Lancashire and Yorkshire four-wheeled brake van in the front of the train, which, it was stated, had been "running rough." Searchers after portents were quick to recal that in his famous "Almanack," exactly opposite the actual date of the disaster, "Old Moore" had stated that he was "afraid he must foretell a terrible railway collision in the middle of June." It was not a collision, but the gift of prophecy received sufficient endorsement to create no small sensation amongst country folk.

Nor is this part of our story, unfortunately, complete without reference to an actual head-on collision,--an occurrence extremely rare in British railway annals--of even more appalling result in loss of life, than Welshampton. Of that day, early in 1921 when, through a most extraordinary and tragic series of misunderstandings amongst the staff at Abermule station the slow down train was allowed to proceed towards Newtown to meet the up express from Aberystwyth, on the curve a mile away, such vivid memories still linger that little need be recounted here of its harrowing details. The total death-roll, the largest in Cambrian records, was 17, and the victims included one of the most esteemed of the directorate, Lord Herbert Vane-Tempest. Here, at any rate, it was again that mysterious element, "the human factor," rather than any condition of the works or of the rolling stock used which played its melancholy part, and of that it is sufficient to say that the most interesting feature of the protracted official inquiry into the circumstances was the fact that the men concerned were represented at the inquest by the Rt. Hon. J. H. Thomas, M.P., as General Secretary of the National Union of Railwaymen, and his skilful conduct of the case was, apparently, a notable and important influence in determining the final--and reconsidered--verdict of the coroners jury.

[Picture: The late LORD HERBERT VANE-TEMPEST, a Director of the Company (who was fatally injured in the Abermule accident, 1921)]

III.

But these are sorrowful records from which we gladly turn to the lighter side of railway annals. As a link between them we may mention one "accident" which happily unattended with very serious results in itself, was the direct cause of a famous, and at the time, a sensational "incident." In 1887 the down morning mail train ran off the line at Ellesmere and it was held that this was due to delay on the part of the porter in not being at the points in time to work them properly. For at this time the interlocking system, made compulsory under the Act of 1889, had not been installed, and the safety of trains depended on due attention to the pointsman's functions. When, in 1891, a Committee of the House of Commons, of which Sir Michael Hicks-Beach was chairman, sat to inquire into the length of railway hours, the Ellesmere mishap was brought up as an example of what occurred when railway servants were expected to work for long stretches, though Mr. John Conacher (who had joined the Company's staff in 1865, become secretary on the retirement of Mr. George Lewis in 1882, and later had succeeded to the managership) was able to produce evidence that it was not so much weariness of the flesh as the fact that the porter was playing cards with a postman waiting with the mails and a stranded passenger waiting for the train which led to his late arrival at the points.

The porter was consequently dismissed, whereupon a memorial praying for his re-instatement was signed, amongst others, by the then Ellesmere stationmaster, the late Mr. John Hood. This appeared to the management so undesirable an attitude for a stationmaster to take in the matter of service discipline that he was temporarily suspended and removed from Ellesmere,--a step which, it was publicly explained, had been contemplated some years before the accident, but not carried out,--to Montgomery. Mr. Hood himself gave evidence before the Parliamentary Committee, alleging that the mishap was due to the rotten condition of the permanent way, and though this created a good deal of sensation and alarm, public assurance was promptly restored when it was pointed out that such a conclusion was entirely rebutted by the report issued by the Board of Trade Inspector as a result of his personal examination of the line immediately after the accident.

Probably little, if anything, more might have been heard of the affair, for the Select Committee had risen for the Parliamentary recess, were it not that the directors, carrying out a detailed examination of their own into the circumstances brought to light again by the inquiry, had laid before them a recommendation by their chief officials on which, rightly or wrongly, wisely or unwisely, they decided to dispense with Mr. Hood's services altogether. Mr. Hood was summoned to Crewe, where he had an interview with the Chairman of the Company, Mr. J. F. Buckley, who was accompanied by two of his colleagues on the Board,--Mr. Bailey-Hawkins and Mr. J. W. Maclure, M.P., and Mr. Conacher, the manager, but to a memorial in favour of the stationmaster's reinstatement, they declined to accede.

The fat was now in the fire, and a very fierce blaze ensued. It lit up the industrial world, then struggling into organic solidarity, with lurid flames, and there were those who had some trading or personal grievance against the company, who not less eagerly threw on fresh fuel of their own. Protest meetings were held at Wrexham and Newtown, at which resolutions were carried condemnatory of "excessive hours," and the late Mr. A. C. Humphreys-Owen, of Glansevern, though he had not been present at the Crewe conclave, was, as a director of the Company and a prospective Parliamentary candidate for the Denbigh Boroughs, singled out for special attack, and as warmly defended by some of his friends.

Mr. Harford, general secretary of the Amalgamated Society of Railway Servants of the United Kingdom, with what was, perhaps, an unconscious gift of prophecy, declared that "little railways were a gigantic mistake, and the sooner the better they are taken over by some larger concern, for the workmen and the shareholders." The Labour Press echoed with resounding phrases about "Cambrian tyranny," and "victimisation," and Mr. Hood was acclaimed a martyr of overbearing officialism.

More serious was the attitude and the action of Parliament. The House of Commons, ever quick to resent any appearance of tampering with its "privileges," were sensitive to the suggestion of what seemed to them some interference with a witness before their Select Committee, and not long after the new Session opened, in 1892, Mr. Conacher, who had, meanwhile, left the Cambrian, to the regret of the Board and many others, to assume the larger responsibility of management of the North British Railway Co., was summoned from Edinburgh to appear, with Mr. Buckley and Mr. Bailey-Hawkins, at the Bar of the House to receive the admonition of Mr. Speaker Peel. Mr. (afterwards Sir John) Maclure, being a Member of the House, was at the same time required to stand in his place, where, with bowed head, that burly and genial gentleman, looked very like a schoolboy listening to the stern rebuke of a formidable headmaster!

"Toby M.P.," glancing down from his seat in the Press Gallery on this rare and impressive scene, has described it in the pages of "Punch" in characteristic fashion:--

"Thursday, _April_ 7_th_.

"The Chairman of Cambrian Railways held a special meeting at Bar. It was attended by Mr. Bailey-Hawkins, and Mr. John Conacher, Manager of the Company . . . The latter, resolved to sell his life dearly, brought in his umbrella, which gave him a quite casual hope-I-don't-intrude appearance as he stood at the Bar. Members, at first disposed to regard the whole matter as a joke, cheered Maclure when he came in at a half-trot; laughed when the Bar pulled out, difficulty arose about making both ends meet . . . Bursts of laughter and buzz of conversation in all parts of the House; general aspect more like appearance at theatre on Boxing Night, when audience waits for curtain to rise on new pantomime. Only the Speaker grave, even solemn; his voice occasionally rising above the merry din with stern cry of 'Order! Order!'

"Hicks-Beach's speech gave new and more serious turn to affairs. Concluded with Motion declaring Directors guilty of Breach of Privilege and sentencing them to admonition. But speech itself clearly made out that Directors were blameless; all the bother lying at door of Railway Servant who had been dismissed. Speech, in short, turned its back on Resolution. This riled the Radicals; not to be soothed even by Mr. G. interposing in favourite character as Grand Old Pacificator. Storm raged all night; division after division taken; finally, long past midnight, Directors again brought up to the Bar, the worn, almost shrivelled, appearance of Conacher's umbrella testifying to the mental suffering undergone during the seven hours that had passed since last they stood there.

"Speaker, with awful mien and in terrible tones, 'admonished' them; and so to bed."

The chief actors in this arresting and peculiar drama have now all past from the stage, almost the last survivor, Mr. Hood himself, dying in 1920, after a long career of public service in the local administration of civic affairs at Ellesmere, and not before, through the gracious good offices of the last General Manager, Mr. Samuel Williamson, full and formal reconciliation had taken place between him and the Company.

[Picture: Four General Managers. The late MR. GEORGE LEWIS, General Manager and Secretary, 1864-1882. The late MR. JOHN CONACHER, General Manager, 1890-1891, Secretary, 1882-1891. MR. ALFRED ASLETT, General Manager and Secretary, 1891-1895. The late MR. C. S. DENNISS, General Manager, 1895-1910, Secretary, 1900-1906]

Rare, indeed, is such an "incident" in the annals of any British Railway. Much rarer, at any rate, than another cause for special managerial anxiety, though not untinged with pride,--the conveyance of a Royal passenger. In this respect the Company, particularly in more recent years, has borne its full share of responsibility and sustained it with adequate cause for self satisfaction. Queen Victoria, though she visited North Wales in the eighties, travelled by another route, and the first Royal train to pass over any part of the Cambrian system was that which bore King Edward VII. and Queen Alexandra, when Prince and Princess of Wales, on their visit to Machynlleth and Aberystwyth, for the former's installation as Chancellor of the University of Wales in the middle of June, 1896, and on the same occasion another distinguished traveller along the line from Wrexham to Aberystwyth was Mr. Gladstone.

Eight years later, in July 1904, the late King and his Consort journeyed over the Mid-Wales section to Rhayader, to participate in the opening of the Birmingham Water Works, and thence to Welshpool on their way to London. On March 16th, 1910, King George, as Prince of Wales, passed over the Cambrian on his way to Four Crosses, to perform a similar ceremony in connection with the extension of the Liverpool Waterworks at Lake Vyrnwy, and the longest of all monarchical tours over the system was when, in the middle of July, 1911, King George, Queen Mary, and other members of the Royal family proceeded from Carnarvon via Afonwen and the Coast section to Machynlleth as guests at Plas Machynlleth, the following day to Aberystwyth for the foundation stone-laying of the Welsh National Library, and two days later, from Machynlleth to Whitchurch on their way to Scotland.

The last Royal journey was a short one, again over the Mid-Wales section, in July 1920, to enable the King to inaugurate the Welsh National Memorial institution at Talgarth, on which occasion his Majesty was graciously pleased to express high appreciation of the facilities ever afforded by the Board and management whenever he travelled over their system. And on this gratifying note we may appropriately bring our record of Cambrian "incidents" to a close.