Chapter 11

"_To stretch the octave 'twixt the dream and deed_, _Ah! that's the thrill_."--RICHARD LE GALLIENNE.

I.

And so, by devious routes and with many a halt by the way, we come to the Cambrian of to-day. In such a chronicle as this demarcations of time must necessarily appear more or less arbitrary, and if we include under this heading a period which goes back to 1904, it is merely because it is from that year the system has, with only some subsequent minor extensions in mileage, assumed the organic form familiar to us at the present time. For it was then that the policy of amalgamation, entered upon forty years earlier with the consolidation of the various independent companies, was carried forward another important stage, and it is since that date the most significant developments, both in road and rolling stock, made necessary by the ever-increasing demands of modern traffic conditions, have mainly been accomplished.

[Picture: Officers of the Cambrian Railways at the date of Amalgamation, March 25th, 1922. Left to Right: Seated--W. Finchett (Goods Manager), R. Williamson (Accountant), G. C. McDonald (Engineer and Locomotive Superintendent), S. Williamson (Secretary and General Manager), W. K. Minshall (Solicitor), T. S. Goldsworthy (Storekeeper), H. Warwick (Superintendent of the Line). Standing--E. Colclough (Works Manager), J. Williamson (Assistant Engineer), S. G. Vowles (Assistant Secretary), J. Burgess and T. C. Sellars (Assistants to the General Manager)]

As far back as February 1888, the question of merging the Mid-Wales Railway came before the Cambrian directors, under the earnest pressure of Mr. Benjamin Piercy. It was not long before even wider schemes of mutual co-operation among the railways of the Principality were being publicly discussed, under the aegis of what was termed the Welsh Railway Union, for which facilities were sought, by means of a private Bill. A deputation, introduced by Sir George Osborne Morgan (as he afterwards became) and headed by Mr. (later Sir John) Maclure and Sir Theodore Martin, waited on Sir Michael-Hicks Beach, at the Board of Trade. Under this scheme all the lesser Welsh railways were to form a link for through traffic, by way of the projected Dee Bridge and Wrexham to South Wales; but, though nothing materialised at the time, there was something of intelligent anticipation about the appointment, in 1891, of Mr. Conacher, as manager of the Neath and Brecon Railway, one of the parties to the proposal, in addition to his management of the Cambrian. Very soon afterwards, however, Mr. Conacher left for the North British and the joint office was terminated. But another significant new link in the "Welsh Union" chain was forged in 1895, with the construction of the Wrexham and Ellesmere Railway, which, though an independent Company, with the Hon. George T. Kenyon, M.P., as its first chairman and Mr. O. S. Holt as secretary, was from the outset worked by the Cambrian, and thus formed a new direct connection from that Company's system, into the Denbighshire coal-field, and hence, by the Wrexham, Mold and Connah's Quay, later absorbed by the Great Central, into Chester and the Merseyside.

It was, therefore, no startling departure, when in 1904, the Cambrian sought Parliamentary powers, for which Royal Assent was granted on June 24th, to carry out its previous proposal to amalgamate with the Mid-Wales Railway. This line, some 50 miles in length, which had been constructed about the same time as the Newtown and Llanidloes Railway, and formed a junction with that undertaking at the latter town, had all along been in friendly co-operation with the Cambrian, but the change of company also involved a change of carriages at Llanidloes with consequent delay. From July 1st in that year Cambrian trains began to run through, down the beautiful valley of the Upper Wye, connecting with the Midland system at Three Cocks Junction and then from Talyllyn Junction, over the Brecon and Merthyr Company's metals into Brecon, while on the financial side, stocks and shares of the Mid-Wales were converted into stocks and shares of the Cambrian, and the arrears of interest on the Mid-Wales "B" debenture stock were capitalised into Cambrian "B" debenture stock.

The Mid-Wales like the Cambrian, had had a chequered early career. Indeed, it might be said that its embarrassments began at the cutting of the first sod, when Mr. Whalley, who was as ubiquitous as ever where Welsh railways were concerned, permitted himself to make some remarks, in his speech, disparaging Messrs. David Davies and Savin because he disapproved their method of financing the line. Never before or since has such a scene been witnessed on such an occasion! In vain did some of the influential company present attempt to smooth things over. Mr. Whalley was not to be easily downed, and amidst a chorus of "hisses, whistles and pipes" he was heard declaring that he was a gentleman, a member of Parliament and a magistrate, and "it was not his place to argue with men like the contractors."

[Picture: Lieut.-Col. David Davies, M.P. Chairman 1911-1922]

But that was long ago, and by 1904 had been almost forgotten. What was more present in the public mind was the advantage to owners and traders and travellers alike of the formation of the through route (passing near to the gigantic Birmingham Waterworks at Rhayader, and attaining the highest point on the Cambrian system, at Pantydwr, 947 feet above sea-level), along which, every year, in growing numbers, the Cambrian trains have carried hosts of excursionists from the teeming valleys of South Wales to refresh themselves--and spend money--in the health resorts of Cardigan Bay.

In the same year, too, the Tanat Valley Railway, from Oswestry to Llangynog, to which reference has already been made in a previous chapter, {131} the first sod having been cut at Porthywaen by the Countess of Powis on September 12th, 1899, was opened for traffic. Six years later, in 1910, the Mawddwy Railway, running from Cemmes Road to Dinas Mawddwy, which had formerly belonged to an independent Company and later closed, was re-opened under the Light Railways Act, and worked by the Cambrian, while in 1913, power was obtained to carry out yet another amalgamation, which, small in itself, considerably adds to the amenities of tourist traffic in the neighbourhood of Aberystwyth.

This was the absorption of the little Vale of Rheidol Light Railway, which, authorised by Act of August 6th, 1897, had been constructed on a two feet gauge, with power to enlarge up to 4ft. 8.5 inches, from that resort up the valley for just over a dozen miles to the beauteous gorge spanned by the far-famed Devil's Bridge. Though an independent company, its directors were later entirely drawn from the Cambrian Board, with Mr. Alfred Herbert, of Burway, South Croydon, as chairman. The line was opened for goods traffic in August 1902 and for passengers the following December, and since then many thousands of visitors to Aberystwyth have made the delightful journey which its winding course along the hillside affords to lovers of charming scenery. By a subsequent Order, in 1898, an extension of the line was authorised from Aberystwyth to Aberayron, as a separate undertaking with a separate share capital, but this was never attempted, and the Order subsequently expired, in 1904. Under the 1913 amalgamation Scheme the stocks of the Vale of Rheidol Company were converted into Cambrian stock, and the line worked as part of that company's system.

Together with the Welshpool and Llanfair line (already described) {132} which had been opened in 1903, it gave the Cambrian a narrow guage mileage of twenty-one miles, and a total mileage in operation (including the final extension into the commodious new station at Pwllheli in July 1909), of exactly 300 miles, of which twelve only are double line.

II.

But it is not only in length that the Cambrian has developed in recent years. The advance in constructional details and rolling stock is by no means less marked. Following the abolition of second class compartments, in 1912, has come a steady advance in the comfort and convenience of the passenger coaching stock, until to-day, when the latest composite corridor coaches 54 feet long are accepted by other companies for through running. Some of them are regularly worked on through trains, to Manchester, Liverpool, Birmingham and London, and, in the tourist season, to other places in the North of England and South Wales. Recently a dining and luncheon car service has been inaugurated in the summer between Paddington and Aberystwyth, and buffet cars are attached to some of the principal trains between Pwllheli and Aberystwyth and Shrewsbury and Whitchurch all the year round.

During the time when Mr. Herbert Jones, who succeeded the late Mr. Wm. Aston, was locomotive superintendent, {133} a large stride forward was taken in this department. The engines now employed in hauling these long and heavily-ladened tourist trains are mighty monsters compared with what appeared "powerful" enough to travellers in the fifties and sixties. Readers turning to the illustrations on another page may see at a glance the difference between "then" and "now" both in the coaching and the locomotive departments. Even the contrast between the engines as originally constructed and as rebuilt is sufficient to impress the interested traveller, but to these, in late years, have been added a powerful class of passenger and goods engines, weighing, with the tender, 75 tons, the passenger class being bogie engines, with four coupled wheels 6ft. diameter, and the goods being the ordinary six wheel coupled type.

Only one change from the old to the new is, perhaps, regretted by some. One of the qualifications of what is popularly termed the "railwayac,"--the man who, though not in the railway service, is keenly interested in the running and working of trains,--is that he should be able to recite, on demand, an accurate catalogue of engine names. In former days, on the Cambrian, as on some other lines, every engine had its name, and there are still middle-aged men in this locality who carry from boyhood affectionate memory of many of these labels,--the "Albion," the "Milford," the "Mountaineer," the "Plasffynnon," the "Maglona" and "Gladys," the "Glansevern," the "Tubal Cain," the "Prince of Wales" and the like, and, later the "Beaconsfield" and the "Hartington."

To some of the directors, however, the habit of christening engines, especially after distinguished persons or the seats of the local gentry, seemed to savour of flunkeyism and the custom was abandoned. Only on the London and North Western and the Great Western, and the London Brighton and South Coast, the writer believes, does it still generally obtain, and even there it is limited to the larger passenger locomotives. Gone, too, is the old decoration of the tenders with the Prince of Wales's plumes, and the only ornamentation of engines and coaches finally left being the Company's crest, the English rose entwined with the Red Dragon of Wales, the original design for which was made and presented to the directors many years ago by the late Mr. W. W. E. Wynne, of Peniarth, Towyn, a noted antiquarian of his day.

[Picture: Mr. Samuel Williamson, General Manager, 1911-1922, and Secretary, 1906-1922]

With the increased weight of engines and coaches necessarily came a strengthening of the road. The rebuilding of the old wooden bridges has already been noted, but some of the girder bridges have been rebuilt also, the last of these, over the Severn at Kilkewydd, near Welshpool, having only been completed last year. This is now a fine structure of four clear spans of more than 60 feet, supported by concrete piers and abutments. Then, too, for the light iron rails laid on a sandy ballast of the old days there have been substituted 80 lb. steel rails laid on broken granite ballast, with a corresponding strengthening of the fastenings, sleepers, etc., and to expedite the running of non-stop trains, mainly during the pressure of the tourist season, special appliances have been erected at wayside stations for the exchange of the "tablet," by means of which the working of a single-line railway is controlled, additional passing places have been constructed, station platforms in several cases considerably lengthened, and one or two new stations opened, bringing the total on the system up to 100.

During the war when Park Hall, Oswestry, was converted first into a vast training camp and later, in part, into a German Prisoners of War camp, a large amount of military transport work fell to the Cambrian, a network of sidings being constructed through the area occupied, and about a quarter of a million of troops were carried over the system to and fro, an additional strain on the human and mechanical resources of the Company which, however, was most efficiently sustained.

Nor does this entirely exhaust the efforts of the Company to serve the district through which its railways pass, to increase the comfort and convenience of the travelling public and to augment and proclaim the amenities of the resorts to which it carries us. To this end, two enterprises, though not directly under the control of the Cambrian, but with which they are linked by close co-operative ties, have materially contributed in recent years. Though Mr. Savin's ambitious schemes for erecting hotels to house the tourists whom the trains might bring ended in financial disaster, the idea was an excellent one; and, when revived, some years ago on a more limited scale and under more propitious conditions, it successfully matured in the formation of the Aberystwyth Queen's Hotel Company, of which a prominent Cambrian director, Mr. Alfred Herbert, is chairman, and some other members of the Board, as well as the General Manager, Mr. S. Williamson, are directors, with the Assistant Secretary of the Cambrian, Mr. S. G. Vowles, serving as Secretary. Not the least advantage of this sort of quasi-partnership is the facility which it has enabled the Cambrian to offer to the public in the shape of combined rail and hotel tickets from the principal inland stations on the system, entitling the visitor to travel to and fro and enjoy the excellent week-end hospitality of the Queen's for an inclusive moderate charge.

It may be truly said, however, that no such allurement is required by those who are already familiar with the charms of Cambria as they unfold themselves in almost illimitable variety all along this western seaboard, stretching from the mouth of the Rheidol right up to the lonely fastnesses of Lleyn. It is, therefore, more particularly to the enlightenment of the uninitiated that the Cardigan Bay Resorts Association, of which the Rev. Gwynoro Davies, Barmouth, is chairman and Mr. H. Warwick, superintendent of the Cambrian line (and now its divisional traffic superintendent under the Great Western control), secretary, working in close and sympathetic co-operation, not only with the Cambrian Company, but with several of the local authorities, has done much, year after year, to make known to the potential English tourist the delights which await him on his arrival in these coastal towns.

At any rate the glorious hills and valleys bordering the Bay, which have inspired more than one Welsh literary itinerant to rhapsody, and furnished Mr. Lloyd George with many a homely and figurative peroration, have proved no mean asset to the proprietors of a railway, whose traffic consists so largely of tourists. To the shareholders of the Cambrian has come the satisfaction of knowing that a concern, which was born under, and for many years continued to struggle for its very existence with, the most embarrassing financial conditions, has gradually acquired a more robust economic constitution.

But it has only been accomplished by long and patient conservation of its slender reserves. Mr. Conacher, it used to be said, during his arduous and energetic management, was "improving the Cambrian in the dark." To his successors has been bequeathed the advantage of bringing that quiet sowing to a fruitful and more apparent harvest. Mr. Conacher was succeeded in the secretariat by another wise and diligent officer, the late Mr. Richard Brayne, whose subsequent retirement to a quiet life in the seclusion of the Shropshire village of Kinnerley, was a matter of regret to all who knew and realised his sterling service to the Company.

On the managerial side of the joint-office which Mr. Conacher vacated, following the comparatively short but bustling reign of Mr. Alfred Aslett (during which much was done to redeem the line from an unlucky reputation for unpunctuality that had become locally proverbial), and that of the late Mr. C. S. Denniss, the Company were fortunate in securing for this responsible office, Mr. Samuel Williamson, trained under Mr. Conacher's tutelage, and thus specially fitted to continue that wise and far-seeing policy which had marked his instructor's methods. Under Mr. Williamson's guiding hand, still further assisted in very valuable fashion by Mr. Conacher, when, for a few years before his death, in 1911, he was called to the chair of the Board, and since then by a Board of which Major David Davies, M.P., the grandson of one of the foremost of the Cambrian's pioneers is chairman, the financial position of the Company has very materially improved.

This is reflected in the terms of amalgamation with the Great Western Company. In 1908 the stockholders of the Company received the sum of 96,556 pounds, but such was the rapid improvement in the Company's position that in 1913 they received 119,005 pounds, that is to say, in the space of five years the amount increased by 23.25 per cent., and it was on this basis that the negotiations with the Great Western Company were carried through in 1922, because for the period from 4th August, 1914, to 15th August, 1921, under the arrangement with the Government, the profits of the Company were fixed on the 1913 basis. Commencing as from 1st January, 1922, the terms of amalgamation give to the proprietors of the Cambrian Company an immediate annual income of 119,307 pounds, and this will be increased as from 1st January, 1929, by a further annual sum of 18,161 pounds, assuming the dividend on the Ordinary Stock of the Great Western Company remains as at present, viz:--7.25% per annum, thus making a total of 137,468 pounds. In addition to this improvement, the Company, on the one hand, during the period from 1909 to 1913, cleared off a heavy debt, and, on the other hand, built up very substantial reserves and, in fact, at the end of 1913, the financial position of the Company was stronger than it had ever been.

[Picture: Two Faithful Servants. The late MR. RICHARD BRAYNE, Secretary 1895-1900. MR. T. S. GOLDSWORTHY, Store-keeper, and Senior Officer at the time of its amalgamation with the Great Western]

It has, however, been an agency beyond the control of directorate or internal management which has shaped the final destiny of the Company. From time to time during the years up to 1914 rumours have circulated concerning the prospective purchase of the Cambrian by one of its great neighbours, either the Great Western, or, more often, the London and North Western, with which it had long maintained a close working alliance. But nothing ever matured in this direction. Cynics were apt to suggest that the explanation might be sought in the parable of the two dogs and the bone, neither of them really wanting it, but each anxious that the other should not get it. Anyhow, it seemed as if the Cambrian would become permanently established as the largest of the independent Welsh Railways, when the Great War plunged, not only this country, but more than half the civilized world into economic chaos. Emerging from its war-time experience of State-control, the Cambrian, like other railways, found itself faced with a hugely-augmented labour bill, to meet which out of potential future revenue, appeared practically impossible.

It was under these embarrassing circumstances that Sir Eric Geddes, as Minister of Transport, devised his grouping scheme, by which all English, Welsh and Scottish railways are amalgamated in groups as a means to more economical working. Together with all the other independent Welsh Companies, the Cambrian was placed in the Western Group, with the Great Western as absorber, and, the proposal meeting with the approval of the proprietors, to whom the transfer offered, on the whole, a decided financial advantage, while the directors were consoled for loss of office with a grant of 7,000 pounds, it was merely left for the Amalgamation Tribunal to give its final assent. This was done early in March and on Lady Day, 1922, almost exactly seventy years after its original inception, the Company, as a separate and independent organisation, officially ceased to be.

III.

Such is the story of the Cambrian. If the reasonable limitations imposed on the prolixity of authorship compel its reduction, in these pages, into more or less broad outline, it is not for lack of plentiful material available to the more meticulous student of its details, out of which, it would be easy to weave a hundred volumes. Lying in the lumber cupboards of solicitors' offices up and down Montgomeryshire, in the strong rooms of Welsh border banks, or amongst the family archives of some of the great country seats of Powysland, there are to be discovered by the diligent searcher masses of old papers, the very existence of which may, perhaps, have been half-forgotten by their present owners, but which waft us back more than half-a-century, and shed varied light on some of the obscurer passages in Welsh railway annals.

Early prospectuses, full of glowing promises of rich dividends the hopes of which have long since become as faded as the now yellow leaves on which they were inscribed. Great tomes of carefully-written-out verbatim notes of Parliamentary Committee evidence. Equally voluminous records of judgments delivered in Chancery by illustrious law-givers long since dead. "Minutes of Orders on Petition," declaring this, that and the other about the safeguarding of certain interests, and the payment of certain dividends--if any funds could be found for the purpose!--and enquiring all sorts of things about "gross receipts" and "monies actually paid into Court, or which shall hereafter be paid into court." Oh, eternal optimism of those early pioneers! Letters from engineers and contractors. Minutes of Board Meetings. Books of accounts of "preliminary expenses," in which "visits to London" seem to bulk so largely and to exhaust so considerable a proportion of the capital subscribed by eager shareholders who believed that some fine day they were to wake to find themselves part owners of a wonderful trunk route yielding illimitable toll upon the wealth of Lancashire and mercantile fleets of the far-reaching seas. They are all there in quaint and often incongruous companionship, and as one turns over their dusty pages and reverently replaces them in their grave of tattered brown paper, one is prompted to reflect, not without a wistful sigh, upon the vanity of human hopes and expectations.

And yet, if the Cambrian never became the great and glorious institution which those pioneers and projectors of its initial component parts intended, and sincerely believed it would, can it be either truly or generously said that their labours were in vain? By their courage and determination and resolute struggle against enormous adversity, they did, at least, bring into being a public service which has opened up remote valleys, formed a link between the great centres of England and of South Wales, and the coast of Cardigan Bay, and kindled a new life for and offered the opportunity of increased prosperity to many a small country town in Shropshire, Montgomeryshire, and Merioneth. They have created means of employment for thousands of workers, and afforded facilities for recreation for millions more who have thus been enabled and encouraged to spend their holidays amidst the health-giving breezes of the mountains and the sea. And above all they, and their successors in the conduct of the undertaking, with its developing lines, have shown us how, despite the early apathy and even jealousy of neighbouring "giant leviathans," a small independent railway company can faithfully serve its day and generation, until, by one of those unforeseen strokes of irony to which corporate as well as individual life is ever subject, it is thrown by eccentric Fate into the arms of the very Company, under whose protective aegis the originators of the Oswestry and Newtown and the Newtown and Machynlleth Railways so ardently, but vainly, desired to place themselves more than half a century ago.

What may be the outcome of this great change it is yet too early to predict; but, whatever it be, for weal or woe, it is a sad thought to many that what they have so long known, and smiled at, and cursed, and loved as "the poor old Cambrian," officially is no more, and "the debt that cancels all others" is finally discharged.

APPENDIX.

LIST OF CHAIRMEN OF THE CAMBRIAN RAILWAYS SINCE THE CONSOLIDATION OF THE VARIOUS INDEPENDENT UNDERTAKINGS IN 1864.

THE RIGHT HONOURABLE THE EARL VANE. (Afterwards the Most Hon. The Marquess of Londonderry) (1864-1884)

CAPTAIN R. D. PRYCE (1884-1886)

MR. JAMES FREDERIC BUCKLEY (1886-1900)

MR. ARTHUR CHARLES HUMPHREYS-OWEN, M.P. (1900-1905)

MR. WILLIAM BAILEY HAWKINS (1905-1909)

MR. JOHN CONACHER (1909-1911)

LT.-COL. DAVID DAVIES, M.P. (1911-1922)

LIST OF GENERAL MANAGERS SINCE THE DATE OF CONSOLIDATION.

MR. GEORGE LEWIS (1864-1882)

MR. JOHN CONACHER (1890-1891)

MR. ALFRED ASLETT (1891-1895)

MR. C. S. DENNISS (1895-1910)

MR. S. WILLIAMSON (1911-1922)

(Between 1882 and 1890 and again in 1910-11 there was no General Manager, the office being designated traffic manager).

LIST OF SECRETARIES SINCE THE DATE OF CONSOLIDATION.

MR. GEORGE LEWIS (1864-1882)

MR. JOHN CONACHER (1882-1891)

MR. ALFRED ASLETT (1891-1895)

MR. R. BRAYNE (l895-1900)

MR. C. S. DENNISS (1900-1906)

MR. S. WILLIAMSON (1906-1922)

LIST OF DIRECTORS AND OFFICIALS AT THE DATE OF AMALGAMATION, 27th MARCH, 1922.

_DIRECTORS_--

Chairman: LT.-COL. DAVID DAVIES, M.P., Broneirion, Llandinam, Mont.

Deputy Chairman: THOMAS CRAVEN, ESQ., D.L., J.P., 12a, Kensington Palace Gardens, London, W., 8.

LT.-COL. N. W. APPERLEY, M.V.O., Southend, Durham.

CHARLES BRIDGER ORME CLARKE, ESQ., 4, St. Dunstan's Alley, E.C., 3.

SIR JOSEPH DAVIES, K.B.E., M.P., Dinas Powis, Glam.

ALFRED HERBERT, ESQ., Burway, Harewood Road, South Croydon.

COLONEL RT. HON. LORD KENYON, K.C.V.O., Gredington, Whitchurch, Salop.

THE RT. HON. THE EARL OF POWIS, Powis Castle, Welshpool.

_OFFICERS_--

Secretary and General Manager: MR. S. WILLIAMSON.

Assistant Secretary: MR. S. G. VOWLES.

Accountant: MR. R. WILLIAMSON.

Engineer and Loco Superintendent: MR. G. C. MCDONALD.

Assistant Engineer: MR. J. WILLIAMSON.

Works Manager: MR. E. COLCLOUGH.

Superintendent of the Line: MR. H. WARWICK.

Goods Manager: MR. W. FINCHETT.

Store Keeper: MR. T. GOLDSWORTHY.

Auditors: MESSRS. JAMES FRASER, 31, Copthall Avenue, E.C.; and CHARLES FOX, 11, Old Jewry Chambers, E.C.

Solicitor: MR. W. KENRICK MINSHALL, Oswestry.

Bankers: LLOYD'S BANK LTD., Oswestry.

SOME OLD TIME TABLES.

1860. OSWESTRY AND NEWTOWN RAILWAY:

UP 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 WELSHPOOL 6:35 8:45 11:45 2:25 4:05 7:50 Pool Quay 6:50 9:00 12:00 2:40 4:20 8:05 Four Crosses 7:02 9:12 12:12 2:52 4:30 8:17 Llanymynech 7:10 9:20 12:20 3:00 4:40 8:25 Llynclys 7:15 9:25 12:25 3:05 . . 8:30 OSWESTRY 7:23 9:35 12:35 3:15 4:55 8:40

DOWN 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 1, 2, 3 OSWESTRY 8:20 10:10 1:20 3:45 6:15 9:30 Llynclys 8:28 10:18 1:28 . . 6:23 9:38 Llanymynech 8:35 10:25 1:35 3:58 6:30 9:45 Four Crosses 8:43 10:33 1:43 4:07 6:38 9:53 Pool Quay 8:55 10:45 1:55 4:18 6:50 10:05 WELSHPOOL 9:10 11:00 2:10 4:33 7:05 10:20

SUNDAY TRAINS--Trains leave Oswestry (calling at the intermediate Stations) for Welshpool at 10 5 a.m., and 8 0 p.m. Also from Welshpool for Oswestry at 9 0 a.m., and 7 0 p.m.

Omnibuses await the arrival of the trains at Oswestry and Welshpool. An Omnibus will work daily (Sundays excepted) from Llanfyllin, through Llanfechain and Llansaintffraid to Llanymynech, in connection with the 9 20 a.m. up train, and the 6-30 p.m., down train: also between Montgomery and Welshpool in connection with the 8 30 a.m. up train, and the 6 15 p.m. Down Train.

1860. LLANIDLOES AND NEWTOWN RAILWAY.

From 1, 2, 3 1, 2, P 1, 2, 3 1, 2, 3 p.m. Llanidloes a.m. a.m. p.m. STATIONS Llanidloes 6:30 11:00 1:30 7:30 Dolwen 6:38 11:08 1:38 7:38 Llandinam 6:45 11:15 1:45 7:45 Moat Lane 6:53 11:23 1:53 7:53 Newtown 7:05 11:35 2:05 8:05

From 1, 2, P 1, 2, 3 1, 2, 3 1, 2, 3 p.m. Newtown a.m. p.m. p.m. STATIONS Newtown 10:00 12:40 4:00 8:55 Moat Lane 10:12 12:52 4:12 9:07 Llandinam 10:20 1:00 4:20 9:15 Dolwen 10:27 1:07 4:27 9:22 Llanidloes 10:35 1:15 4:35 9:30

1864. AFTER THE LINE WAS OPENED TO ABERYSTWYTH.

(Down Trains). DOWN SUNDAYS Whitchurch d. 9:35 1:10 4:25 6:15 7:15 9:10 Fenn's Bank 9:45 4:35 9:20 Bettisfield 9:52 4:42 6:30 9:27 Welshampton 9:57 4:47 6:35 9:32 Ellesmere 10:05 1:36 4:55 6:45 7:40 9:40 Whittington 10:25 1:50 5:10 9:56 OSWESTRY a. 10:30 1:55 5:15 7:00 7:55 10:00 . . . d. 6:40 10:40 2:05 3:30 5:35 7:05 6:15 5:00 Llynclys 6:50 10:50 2:13 3:40 5:50 7:10 6:25 5:10 Pant Mon. W&S W&S 7:20 Llanymynech 6:56 10:56 2:20 3:50 6:00 6:31 5:18 Four Crosses 7:00 10:00 3:55 6:07 7:27 6:35 5:24 Arddleen {146a} Mon. W&S W&S Pool Quay 7:09 10:10 4:05 6:20 6:44 5:35 Buttington 7:15 10:20 2:35 4:10 6:30 7:47 6:50 5:39 WELSHPOOL a. 7:20 10:25 2:40 4:15 6:40 7:52 6:55 5:45 . . . d. 7:30 10:35 2:50 6:55 7:55 7:05 5:50 Forden 7:40 10:45 7:10 7:17 6:02 Montgomery 7:45 10:50 3:05 7:20 8:15 7:25 6:10 Abermule 7:55 12:00 7:30 7:35 6:20 NEWTOWN 6:10 8:08 12:10 3:25 7:40 8:30 7:48 6:33 Scafell 8:14 7:45 6:40 Moat Lane 6:25 8:22 12:25 3:35 7:50 8:03 6:45 Junct. a. . . . d. 6:30 8:25 12:30 3:35 8:40 8:10 . . . Moat 8:25 12:28 3:39 7:52 8:45 8:05 6:48 Lane Junct. . . . 8:29 3:47 8:00 8:51 8:09 7:00 Llandinam . . . Dolwen 8:36 3:55 8:08 9:00 8:18 7:07 . . . 8:45 12:40 8:16 9:10 8:25 7:15 LLANIDLOES Caersws 6:38 12:35 {146b} 8:44 8:14 Pontdolgoch 12:45 {146b} 8:21 Carno 7:15 12:58 8:57 8:35 Llanbrynmair 7:50 1:18 4:15 9:17 8:55 Cemmes Road 8:10 1:35 4:30 9:32 9:10 MACHYNLLETH 8:35 2:00 4:45 9:45 9:25 Glan-Dovey 8:50 2:12 5:00 9:40 Ynys Las 9:15 2:27 5:15 10:00 . . . 9:31 2:34 5:20 Ynys-las (by ferry) . . . 7:25 10:00 3:00 6:00 Aberdovey . . . Towyn 7:37 10:12 3:12 6:10 . . . a. 10:30 3:30 6:30 Llwyngwril Borth arr. 9:25 2:32 5:20 10:10 10:05 Llanfihangel 9:30 2:40 5:30 10:13 Bow Street 9:40 2:47 5:45 10:20 10:20 Aberystwyth 10:00 3:00 5:55 10:30 10:35

1864. AFTER THE LINE WAS OPENED TO ABERYSTWYTH.

(Up Trains). UP a. m. a.m. a.m. a.m. p.m. p.m. p.m. SUNDAYS a.m. p.m. Aberystwyth 8:00 1:00 5:30 5:30 Bow Street 8:15 1:13 5:45 5:45 Llanfihangel 8:22 5:52 5:52 Borth 8:30 1:25 6:00 6:00 . . . 12:15 4:10 4:10 Llwyngwril . . . Towyn 7:45 12:35 4:30 4:30 . . . 7:55 12:45 4:40 4:40 Aberdovey . . . Ynys-las 8:25 1:20 5:10 5:10 (by ferry) _a._ Ynys-Las 8:35 1:30 6:05 6:05 Glan-Dovey 8:50 6:20 6:20 MACHYNLLETH 9:05 2:00 6:30 6:30 Cemmes Road 9:20 2:15 6:45 6:45 Llanbrynmair 9:35 2:30 7:00 7:00 Carno 9:55 2:50 7:20 7:20 Pontdolgoch 10:07 2:50 Caersws 10:13 7:40 7:40 . . . 6:00 10:00 2:50 5:30 7:20 7:30 8:30 7:20 LLANIDLOES . . . Dolwen 6:06 10:06 5:36 7:26 7:36 7:26 . . . 6:14 10:14 3:02 5:43 7:34 7:44 7:34 Llandinam . . . Moat 6:22 10:20 3:10 5:50 7:42 7:55 7:42 Lane Junc. Moat Lane 10:16 3:10 7:45 7:45 Junc. _a._ . . . _d._ 10:26 3:15 6:00 7:50 7:50 Scafell 6:29 6:05 NEWTOWN 6:34 10:35 3:25 6:15 8:00 8:55 8:00 Abermule 6:45 10:45 6:25 8:07 9:00 8:07 Montgomery 6:55 10:55 3:45 6:35 8:17 9:08 8:17 Forden 7:00 {147a} 11:02 6:41 WELSHPOOL _a._ 7:12 11:15 4:00 6:55 8:35 9:27 8:35 . . . _d._ 7:16 9:00 11:25 4:10 7:00 8:45 9:35 8:45 Buttington 7:21 9:05 11:31 4:15 7:05 8:51 9:40 8:51 Pool Quay 7:28 9:15 11:38 4:19 7:13 8:57 9:46 8:57 Arddleen W&S 9:20 W&S Mon. Four Crosses 7:40 9:30 11:50 4:29 7:22 9:06 9:55 9:06 Llanymynech 7:46 9:35 12:00 4:35 7:27 9:12 10:01 9:12 Pant W&S 9:40 W&S Mon. Llynclys 7:56 9:50 12:10 1 & 2 4:45 7:38 9:20 10:10 9:20 OSWESTRY _a._ 8:05 10:00 12:20 p.m. 4:55 {147b} 7:50 9:30 10:20 9:30 . . . _d._ 8:10 11:20 12:25 2:10 5:15 7:55 Whittington 8:14 11:25 2:14 5:19 8:00 Ellesmere 8:27 11:41 12:40 2:30 5:35 8:15 Welshampton 8:32 11:50 2:38 5:43 8:25 Bettisfield 8:37 11:55 2:42 5:47 8:30 Fenn's Bank 8:46 12:02 2:49 5:54 8:37 Whitchurch 8:54 12:12 1:00 3:00 6:05 8:50

[Picture: Map of the Cambrian Railways]

Index.

Aberayron: Extension 132.

Aberdovey 80, 82, 96.

Abermule 2, 49, 98, 99.

Abermule Accidents 116, 122.

Aberystwyth 1, 2, 9, 11, 62, 63, 65, 78, 79, 91, 117, 122, 127, 131, 132, 133.

Aberystwyth: Excursion Fares to 66.

Aberystwyth: First Train to 79, 80.

Aberystwyth: Royal Train to 127.

Aberystwyth and Welsh Coast Railway 63, 107.

Aberystwyth and Welsh Coast Railway Bill 64.

Aberystwyth Queen's Hotel Co. 135.

Afonwen 127.

Aitken: Mr. Russel 98.

"Albion," The 133.

Arddleen 52.

Ashford: Mr. 52.

Aslett: Mr. Alfred 137.

Aston: Mr. William 133.

Bailey-Hawkins: Mr. 124, 125.

Bala 81, 98.

Bancroft: Mr. 104.

Barlow: Mr. 32, 41.

Barmouth 81, 85, 86, 87, 88, 89, 119.

Barmouth and Pwllheli Line Opened 89.

Barmouth Bridge 85, 86.

Barmouth Junction 2, 84, 85.

Barnes, Mr. Thomas, M.P. 80.

"Beaconsfield," The 134.

Beresford: Dr. R. de la Poer 121.

Berriew 48, 97.

Bethell: Mr. 9.

Bettisfield 74, 76.

Bishop's Castle Railway 50, 60, 103.

Bishop's Castle Railway Bill 49.

Black Pool Dingle 97.

Blandford: Marquis of 62.

Borth 65, 66, 78, 79, 102.

Borth: Excursion to 95.

Borth: First Train From 65, 66.

Borth to Ynyslas: Tourists' Trip from 65.

Borth: Unconventional Bathing at 67.

Brace: Mr. 20.

Bradford: Earl of 95.

Branch Lines 2.

Brayne: Mr. Richard 137.

Brecon 2, 62, 99.

Brecon and Merthyr Railway 62, 130.

Bridges 33, 50, 60, 83, 85, 86.

Buckley: Mr. J. F. 124, 125.

Burke: Stationmaster, and his "Cattle Tickets" 66.

Buttington 33, 36, 41, 49.

Caersws 57, 61, 99, 119.

Caersws: Mishap at 117.

Cambrian R'way: Absorption of Vale of Rheidol Light Railway 131, 132.

,, ,, ,, Amalgamation with G. W. Railway 137, 138, 139.

,, ,, ,, Amalgamation with Mid-Wales Railway 128, 129, 130.

,, ,, ,, Bankruptcy 106.

,, ,, ,, Board of Directors, etc. 15, 105.

,, ,, ,, Comforts of Travel on the 114, 115, 116.

,, ,, ,, Committee of Inquiry Demanded 109.

,, ,, ,, Consolidation Bill 103, 104.

,, ,, ,, Crest 134.

,, ,, ,, Dining Car Service 132, 133.

,, ,, ,, Directors Admonished 125, 126.

,, ,, ,, Engines 21, 43, 44, 50, 51, 61, 78, 133, 134.

,, ,, ,, Engine Names Abandoned 134.

,, ,, ,, First Royal Train 127.

,, ,, ,, Hotel Tickets 136.

,, ,, ,, Improved Financial Position 106.

,, ,, ,, Locomotive Improvements 133.

,, ,, ,, Mileage 132.

,, ,, ,, Military Transport 135.

,, ,, ,, Mixed Trains 113.

,, ,, ,, Rolling-Stock Improvements 132.

,, ,, ,, Royal Appreciation 127.

,, ,, ,, "Tablet" System 135.

,, ,, ,, "Tyranny" 124.

,, ,, ,, Workshops: Pamphlet on The 108, 109.

Campbell: Superintendent 44.

Carnarvon: Royal Train to 127.

Carno 59, 61, 66, 117, 118.

Carno, Celebrations at 58.

Cartwright: Alderman Peploe 33, 71.

Castle Caereinion 97.

Cefn Junction 43.

Cemmes Road 2, 61.

Cleaton: Alderman E., of Llanidloes 12.

Clive: Archdeacon 38.

Conacher: Mr. John 106, 123, 124, 125, 129, 137.

"Countess Vane," The 61.

Criggion 9, 28, 69.

Croxon: Mr. R. J. 71.

Davidson: Mr. 41.

Davies: Mr. David, of Llandinam 3, 6, 14, 16, 17, 23, 25, 44, 48, 54, 55, 57, 58, 60, 61, 62, 97, 98, 109, 110, 117, 130.

Davies: Mr. David, Letter to the "Times" 42.

Davies: Lieut.-Col. David, M.P. 137.

Davies: Mr. Edward 23.

Davies: Rev. Gwynoro, of Barmouth 136.

Davies: Mr. William 119.

Dee Bridge 129.

Denniss: Mr. C. S. 137.

Devil's Bridge 2, 131.

Dinas Mawddwy 2.

Dolgelly 2, 68, 84, 85, 120.

Dovey Junction 2, 82.

Dovey Valley 57.

Dugdale: Mr. J. 95.

Dysynni Bridge 83.

Edwards: Mrs 80.

Edwards: Mr. Robert 63.

Elias: Mr. 117.

Ellesmere 2, 69, 70, 71, 73, 74, 75, 77, 78, 123.

Ellesmere, Accident at 122, 123.

Ellesmere to Oswestry Line 78.

Ellesmere to Whitchurch Extension 70.

Ellesmere to Whitchurch: First Train from 78.

Elwin: Mr. R. B. 50.

Farmer: Mr. 30.

Fenn's Bank 76.

Festiniog 63.

Festiniog Railway 88.

Forden 48, 97.

Foulkes: Mr. J., of Aberdovey 54.

Foulkes: Mrs., of Aberdovey 82.

Four Crosses: Royal Train to 127.

Fraser: Mr. James 107.

Friog: Accident at 119, 120.

Garthmyl 28.

Gartside: Mr., Assault on 107, 108.

"Gladys": The 134.

Glandovey Junction . . . See Dovey Junction.

Glandovey Junction Station: Peculiarities of 81, 82.

Glandyfi 81.

Glansevern 48.

"Glansevern": The 51, 134.

Glaslyn: Vale of 87.

Great Western Railway: Loop Line at Oswestry Proposed 69.

,, ,, ,, Loop-Line Scheme Failure 74, 75.

,, ,, ,, Oppose the Coast Scheme 81.

,, ,, ,, Proposal to work the Newtown & Machynlleth Line 60.

Hadley: Mr. S. H. 109.

Hanmer: Sir John, Bart., M.P. 72, 75, 76.

"Hartington": The 134.

Hayward: Mr. Thomas 12, 50.

"Hell-Fire Jack" 116.

Herbert; Mr. Alfred 131, 135.

"Hero": The 78.

Hill: Capt. Clement 71.

Hilton: Mr. Edwin 97.

Hodges: William, of Oswestry 27.

Holmes: Alderman Richard, of Llanidloes 12.

Holt: Mr. O. S. 129.

Hood: Mr. John 123, 124, 126.

Hopkins: Mr. Rice 12, 14.

Howell: Mr. Abraham 28, 30, 64, 93, 102, 103, 104.

Howell: Mr. David, of Machynlleth 54, 59, 107, 111.

Howell: Mr., of Hawarden 17.

Hughes: John Ceiriog 100.

Humphreys Owen: Mr. A. C., of Glansevern 106, 124.

Jebb, Captain, R. G., of Ellesmere 78.

Jenkins: Mr. John 12.

Johns: Mr. 92.

Jones: Mr. C. R., of Llanfyllin 94.

Jones: Dr. Edward 120.

Jones: Mr. Herbert 133.

Jones: Dr. Hugh 120.

Jones: Mr. John, of Llanfyllin 94.

Jones: Mr. R. D., of Trafeign 54.

Jones: Mrs. R. D., of Trafeign 57.

Kenyon: The Hon. G. T., M.P. 129.

Kerry 2, 98.

Kerry: First Train to 99.

Kilkewydd 48.

Kilkewydd Bridge 134.

Kilkewydd Bridge: First Train over 50.

Kilkewydd Bridge: Government Approbation of 51.

Kinchant: Miss, of Park Hall 77.

Kinnerley 68, 69, 137.

Kynaston: Sir John, Bart 72.

Lefeaux: Mr. W. 12.

"Leighton": The 50.

Lewis: Mr. George 74, 107, 110, 123.

Liller: Mr. 120.

Llanbrynmair 58, 59, 61.

Llandinam 5, 25.

Llandrillo 68.

Llandysilio 40.

Llanfair 98.

Llanfair Caereinion 2.

Llanfair Caereinion: Meeting at 97.

Llanfair Road 98.

Llanfair Scheme 97.

Llanfyllin 2, 68, 75, 92, 93, 95, 96, 97, 98.

Llanfyllin: Public Meeting at 92.

Llanfyllin Branch Line: Opening of the 95.

Llangollen: Vale of 72.

Llangynog 2, 68, 95, 131.

Llanidloes 1, 5, 9, 11, 13, 19, 22, 25, 28, 51, 52, 60, 65, 99, 130.

Llanidloes: Opening Ceremony at 18.

Llanidloes and Newtown Railway 50, 95, 107.

Llanrhaiadr 68.

Llanrhaiadr: Public Meeting at 94.

Llansantffraid 98.

Llansilin 68, 95.

Llanwddyn 96.

Llanyblodwel 98.

Llanymynech 2, 33, 41, 69, 75, 92, 93, 94, 95.

Llanymynech Hills: Cheap Excursions to 43.

"Llewelyn" The 21.

Lloyd: Miss, of Oswestry 77.

Lloyd: Mrs., of Welshpool 120.

Lloyd: Mr. William, of Newtown 12.

Llwyngwril 83.

Llynclys 41, 95.

Londonderry: Marquis . . . of See Vane: Earl

Luxmoore: Rev. C. T. C. 33.

Luxmoore: Rev. J., of Llanymynech 94.

Machynlleth 9, 54, 57, 60, 61, 63, 65, 66, 107, 117, 118, 119.

Machynlleth: Festivities at 55, 56.

Machynlleth: Operations Commenced 55.

Machynlleth: Royal Train to 127.

Maclure: Sir J. W., M.P. 124, 125, 129.

Madocks: Mr. 87.

"Maglona," The 134.

Manchester and Milford Railway 60, 62.

Marsh: Mr. T. E., of Llanidloes 12.

Marshall: James 50.

Martin: Sir Theodore 129.

Maurice: Mr. R. M. B., of Bodynfoel 92.

Mawddwy Railway: Opened by the Cambrian Railway Company 131.

McCormick: Mr. 41.

McDonald: Mr. G. C. 118.

Melinyrhyd Gate 97.

Metcalfe: Mr. Richard 58.

Mickleburgh: Mr. C. 7, 51, 52.

Mickleburgh: Mr. W. 51, 52.

Mid-Wales Railway 60, 62, 82, 99, 104.

Mid-Wales Railway: Amalgamation with the Cambrian 128, 129, 130.

Mid-Wales Railway: Royal Train on the 127.

Mile End 74.

Milford Haven 11.

"Milford": The 21, 134.

Minffordd 87.

Minshall: Alderman Thomas 71.

Minshall: Mr. T. E. 21.

Minsterley 9, 15, 49.

Moat Lane Junction 2, 5, 99, 118.

Moel-y-Gest 87.

Montgomery 9, 36, 51, 75, 97, 123.

Montgomery: Celebrations at 51, 52.

"Montgomery" The 43, 44, 78.

Montgomeryshire and Shrewsbury Line 28.

Montgomeryshire Canal Bill 8.

Montgomeryshire Railways Company 26.

Montgomeryshire Scheme 9, 12.

Morda Valley 95.

Morgan, Mr., of Aberystwyth 79.

Morgan: Sir George Osborne 129.

Morris: Mr. Edward, of Oxon, Salop 12.

"Mountaineer"; The 134.

Nantmawr 69, 94.

Nantmawr Mineral Line 95.

Narrow Gauge Lines 2.

Neath and Brecon Railway 129.

Nevin 63.

Newton Lane 97.

Newtown. 1, 9, 11, 17, 18, 20, 22, 27, 28, 33, 42, 48, 49, 50, 51, 60, 61, 62, 63, 116, 117, 122.

Newtown: Protest Meeting at 124.

Newtown and Llanidloes Railway 41, 48, 57, 61, 63, 129.

Newtown and Machynlleth Railway 58, 61, 64, 107, 141.

Newtown and Machynlleth Railway: Anon. Letter on the 60.

Newtown and Machynlleth Railway Bill 54.

Newtown and Machynlleth Railway: Board of Directors 54.

Newtown and Machynlleth Railway Company: First Meeting 54.

Newtown and Machynlleth Railway: Opening Ceremony 61.

Newtown and Machynlleth Railway: Shareholders' Meeting 60, 61.

Newtown and Oswestry Railway 31, 32.

Newtown and Oswestry Railway Bill 28.

Ormsby-Gore: Mr. W. 27, 30.

Oswestry 1, 2, 9, 26, 27, 28, 29, 31, 33, 36, 43, 47, 48, 51, 52, 69, 70, 73, 75, 77, 80, 93, 94, 112, 113, 117, 131.

Oswestry: Approval of being on Great Western Railway Main Line 71.

Oswestry: Celebrations at 77.

Oswestry: Excursion Fares from 48.

Oswestry: Festivities at 46.

Oswestry: First Train to 45.

Oswestry: Hostile Reception of Great Western Railway witnesses 74.

Oswestry: Line Projected to Rednal 70.

Oswestry: Meeting of Creditors 104.

Oswestry: Offices Removed to 108.

Oswestry: Park Hall Camp 135.

Oswestry: Works erected at 108.

Oswestry "Advertizer's" Commentary 30.

Oswestry & Newtown Railway 29, 31, 32, 35, 40, 49, 50, 54, 57, 59, 63, 71, 77, 92, 93, 106, 107, 141.

Oswestry and Newtown Railway Bill 28.

Oswestry and Newtown Railway: Commencement of Line 36.

Oswestry and Newtown Railway: Extension to Whitchurch 69.

Oswestry and Newtown Railway: Financial State, etc. 33.

Oswestry and Newtown Railway: Financial Re-establishment 42.

Oswestry and Newtown Railway: Formal Opening 45.

Oswestry and Newtown: Regulations 111, 112, 113.

Oswestry and Welshpool Railway 30, 32.

Oswestry, Ellesmere and Whitchurch Line 72, 73, 76, 107.

Oswestry, Ellesmere and Whitchurch Line: Approved by Parliamentary Committee 72.

Oswestry, Ellesmere and Whitchurch Railway Bill 74.

Oughterson: Mr. 41.

Ousting the Mail Coach 47.

Owen: Mr. George 6, 7, 16, 52, 60, 62, 75, 77, 92, 109, 120.

Owen: Mr. (Mayor of Welshpool) 37.

Owen: Mr. Robert 37, 44.

Owen: Mrs., of Glansevern 13, 14, 18, 20, 22, 38, 46, 51.

Pant 40.

"Pegasus": The 119.

Penmaenpool 84, 85.

Penrhyndeudraeth 87.

Piercy: Mr. Benjamin 7, 15, 17, 32, 48, 51, 52, 55, 60, 63, 80, 82, 103, 107, 128.

"Plasffynnon": The 134.

Plas Machynlleth 127.

Plynlimmon 60, 64.

Pont Aberglaslyn 87.

Pontdolgoch 61.

Pontdolgoch: Accident Averted at 117.

Pont Robert 98.

Pool Quay 41, 43, 44.

Porthdynlleyn 63, 90.

Porthywaen 41, 68, 95, 131.

Portmadoc 63, 68, 87, 88.

Poundley: Mr. 99.

Powis: Countess of 131.

Powis: Late Earl of 28, 48, 97, 98, 102, 103, 105.

Powis: Late Earl of, Resigns Chairmanship 41.

Pritchard: Mr. T. P. 12.

Prickard: Mr. T., of Dderw, Radnorshire 12.

"Prince of Wales": The 134.

Princep: Mr. 30.

Provis: Mr. W. A. 75.

Pryce: Capt. R. D., of Cyfronaith 61, 97, 110, 117, 120.

Pryse: Capt. E. L. 80.

Pugh: Mr. David, M.P., of Welshpool 43.

Pugh: Mr. J., of Llanfyllin 92.

Pwllheli 2, 63, 88, 89, 132, 133.

Pwllheli: Line Extension 90.

Railway Volunteers: Presentation to the 51.

Rea Valley Railway 9, 15, 28.

Rednal 69, 74.

Rednal: Line Projected to Ellesmere 70.

Rhayader 11, 131.

Rhayader: Royal Train to 127.

Roberts: Mr. T. D. 21.

Royal Trains 127.

Ruabon 72, 74, 85.

Ruck: Mr. L. 54.

Savin, Mr. John 78, 80.

Savin: Mr. Thomas, of Oswestry 5, 6, 16, 17, 23, 25, 42, 43, 44, 49, 55, 57, 58, 63, 64, 67, 71, 75, 78, 79, 80, 82, 88, 93, 95, 103, 107, 108, 130.

Seaham: Lord 57.

Severn Valley Local Line (Estimated Revenue) 13.

Sheriff: Mr. A. C. 93.

Shrewsbury 9, 15, 28, 29, 68, 93, 94, 102, 133.

Shrewsbury Railway Bill 29.

Shrewsbury and Montgomeryshire Line 28.

Shrewsbury and Welshpool Railway 31, 43, 50.

Shrewsbury and Welshpool Railway Bill 32.

Shropshire and Montgomeryshire Railway 69, 94.

Shropshire Union Canal 18.

Shropshire Union Canal Railway Scheme 31.

Slyman: Dr., of Newtown Hall 21, 116.

"Song of the Railway" 23, 24.

Stanton: Mr. John 75.

Sylfaen Hall 98.

Talerddig 57, 58, 61, 117.

Talerddig: Landslide at 118.

"Talerddig": The 61.

Talgarth: Royal Train to 127.

Talyllyn Junction 62, 130.

Tanat Valley Light Railway 94, 131.

Tanat Valley Light Railway Absorbed by the Cambrian 95.

Tanner: Mr. B. 50.

Tan-yr-allt 87.

Thornton: Mr. 41.

Three Cocks Junction 130.

Thurston: Mr. C. T. 54.

Towyn 82, 120.

"Tubal Cain": The 134.

Twymyn Bridge 60.

Vale of Clwyd Railway 59.

Vale of Glaslyn 87.

Vale of Rheidol Light Railway: Amalgamates with Cambrian 131, 132.

Van Mineral Line 99.

Van Mineral Line: Opening of 100.

Vane: Countess 55, 56, 57.

Vane: Countess, Presentation to 62.

Vane: Earl 54, 55, 56, 57, 62, 80, 103, 104, 105, 109, 110.

Vane: Earl, Special Train in Collision 118.

Vane-Tempest: Lord Herbert 122.

Venables: Rowland James 27.

Vowles: Mr. S. G. 135.

Vyrnwy: Lake 96.

Vyrnwy: Lake, Royal Train to 127.

Ward: Mr., of Donnett, Whittington 49, 50, 75, 78, 95.

Warwick: Mr. H. 136.

Webb: Mr. 44, 62.

Welshampton: Accident at 121.

Welshpool 2, 9, 15, 28, 29, 33, 36, 42, 43, 44, 48, 49, 51, 52, 93, 97, 98, 106, 113, 116, 134.

Welshpool: Claim for Railway Works 106.

Welshpool: Festivities at 36, 37, 38, 39.

Welshpool: First Train to 44.

Welshpool: Royal Train to 127.

Welshpool: Shareholders' Meeting at 30.

Welshpool and Llanfair Light Railway 132.

Welshpool and Llanfair Light Railway: Opening of the 98.

Welshpool and Newtown Line Inspected 50.

Welshpool and Oswestry Line 30, 32.

Welshpool and Shrewsbury Railway 31.

Welshpool and Shrewsbury Railway Bill 32.

Welsh Railway Union Bill 129.

Wem 74.

West Midland, Shrewsbury and Welsh Coast Railway 88, 92, 94, 97.

West Midland, Shrewsbury and Welsh Coast Railway: Preliminary Prospectus 68.

West Shropshire Mineral Railway 69.

Whalley: Mr. George Hammond 10, 11, 12, 14, 16, 20, 22, 25, 28, 43, 50, 58, 63, 71, 72, 92, 93, 103, 130.

Whalley: Mr. George Hammond, Assaults Mr. Gartside 107, 108.

Whitchurch 1, 69, 70, 75, 76, 78, 79, 91, 121, 133.

Whitchurch: Appeal against G. W. Railway Proposals 71.

Whitchurch: Royal Train to 127.

Whittington 71, 74.

Whixall Moss 76, 77, 78.

Williams: Mr. Abraham, of Aberdovey 86.

Williams: Alderman C. E., of Oswestry 94.

Williamson: Mr. Samuel 126, 135, 137.

Wrexham 2, 72, 74, 127, 129.

Wrexham: Protest Meeting at 124.

Wrexham and Ellesmere Railway 129.

Wrexham, Mold and Connah's Quay Railway 107, 129.

Wynn: Colonel, M.P. 25, 27.

Wynn: Lady Watkin Williams 36, 38.

Wynn: Lady Watkin Williams, Presentation to 39.

Wynn: Sir Watkin Williams 27, 41, 43, 54.

Wynne: Mr. W. W. E., of Peniarth, Towyn 134.

Ynyslas 64, 65, 80, 82, 83.

Ynyslas: Bridge Attempted 80, 81.

Ynyslas: Failure as a Seaside Resort 64, 65.

Footnotes:

{2} The reader sufficiently interested in statistical details and comparative tables will find further particulars concerning some of these points in an appendix at the end of the book.

{4} An admirable sketch of the late Mr. Davies's career appeared from the pen of an old friend in the "Barry Dock News" at the time of the opening of the Barry Docks in July 1889 and was reprinted in summarised form in his obituary notice in "Bye Gones," July 1890. Besides his connection with the Cambrian, it gives details of his many other activities, including his representation of Cardigan Boroughs in the House of Commons from 1874 to 1885, and on the merging of the boroughs into the county, at that date, for Cardiganshire till 1886, when he was defeated on becoming an opponent of Mr. Gladstone's Irish policy; his services on the Montgomery County Council, and his magnificent generosity to the Calvinistic Methodist Churches and in aid of the cause of Welsh higher education, a liberality which has since been continued in fullest measure by his family.

{8} This phrase of Shirley Brooks's was probably applied rather to the suspension bridge, which Telford planned to carry the London and Holyhead road over the Straits, and which was opened on January 30th, 1826, but it not less accurately describes Stephenson's famous railway tubular bridge, begun in 1846 and completed in 1850, at a cost of about 600,000 pounds.

{16} See "Minutes of the proceedings of the Institute of Civil Engineers," published June, 1889. He died on March 24th, 1888, having been engaged on nearly all the railways started in North and Central Wales, and later on the Sardinian railways, where he formed a close intimacy with Garibaldi. He returned to Marchwiel Hall, near Wrexham, where he laid out one of the finest cricket grounds in the Kingdom. He was a J. P. for Denbighshire and declined many invitations to enter Parliament.

{20} The original station at Newtown was a wooden shed still in the station yard, but now used as a coal merchant's office.

{34} Mr. Howell's yeoman services in promoting these local lines was appropriately recognized by his fellow-citizens in tangible fashion. The Howell family have in their possession a silver inkstand, bearing the following inscription:--"Presented by the Inhabitants of the Town and neighbourhood of Welshpool To Abraham Howell, Esq., In grateful acknowledgement of his exertions in obtaining a railway through the County of Montgomery, July, 1855."

{40} A mysterious measurement arrived at, according to Mr. F. S. Williams, an authority on the history of railway construction, on no scientific data, but due to the fact that the old "way leaves," or wooden rails, put down to economise the wear and tear of colliery trains, were so adapted to admit of the wagons passing through five feet gateways.

{42} Mr. Abraham Howell's evidence before Lord Stanley's Committee, 1862.

{43} Afterwards called Buttington.

{51} The rebuilding of this bridge, only completed last year, was the last large engineering work accomplished on the Cambrian system prior to its amalgamation with the Great Western.

{54} The Board given in "Bradshaw's Shareholders' Guide" for 1860 is Earl Vane (Chairman); Sir W. W. Wynn (Vice-Chairman); Mr. Robert Davies Pryce, Cyfronydd, Montgomeryshire, and Mr. John Foulkes, Aberdovey, with Mr. David Howell, secretary, Messrs R. and B. Piercy, engineers, and Messrs. Howell and Morgan, Machynlleth, solicitors.

{63} The Aberystwyth and Welsh Coast Railway Company, of which the original directors were Messrs. David Williams, Deudreath Castle, (Chairman); Jasper Wilson Johns, 46, Cumberland Street, Hyde Park, London, and Rhiwport, Welshpool, (Vice Chairman); William Lawrence Banks, Walton House, Brecon; Wm. Gray, The Grove, Lee, Kent; and Henry Gartside, Wharmton Towers, Greenfield, Saddleworth; and the Secretary, Mr. W. Roberts, 9 A, Bridge Street, Westminster.

{91} The little train so smoothly glides Along our lovely valley, And faster than the lightning flash It travels on its journey.

We leave Llangynog town at nine Without a darkening frown, And fleeter than the cuckoo's flight At three reach London town.

{94} See head of this Chapter.

{114} Later the colours were changed to cream and green, with yellow and red lines, until January, 1909, when, for economical reasons, following the examples of some other railways, the Cambrian repainted all their coaches entirely in dark green, with yellow lines.

{118} For some years Earl Vane had a private saloon on the railway, painted in the family colours, yellow and lilac, with his coat of arms on every door, and fitted with a water tank on the roof, but it was found too cumbrous for continued use on the main line, and was afterwards converted into an ordinary carriage, and still runs, in this more mundane form, on the Tanat Valley branch.

{131} See "Some Earlier Branches."

{132} See "Some Earlier Branches."

{133} On Mr. Herbert Jones's retirement at the end of 1918, the offices of locomotive superintendent and engineer were combined, and have since been jointly occupied by Mr. G. C. McDonald.