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 circ.u.mstances 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 pa.s.senger 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 att.i.tude 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 a.s.surance was promptly restored when it was pointed out that such a conclusion was entirely reb.u.t.ted 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 circ.u.mstances 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 att.i.tude 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 a.s.sume 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 pa.s.sed 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 pa.s.senger. 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 pa.s.s 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 partic.i.p.ate 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, pa.s.sed 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 inst.i.tution 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.
CHAPTER XI. THE CAMBRIAN OF TO-DAY.
"_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, a.s.sumed 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 (a.s.sistant Engineer), S. G. Vowles (a.s.sistant Secretary), J.
Burgess and T. C. Sellars (a.s.sistants 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 Princ.i.p.ality 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 antic.i.p.ation 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 a.s.sent 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 c.o.c.ks 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 embarra.s.sments 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 (pa.s.sing 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 pa.s.sengers 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 cla.s.s compartments, in 1912, has come a steady advance in the comfort and convenience of the pa.s.senger 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 princ.i.p.al 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 ill.u.s.trations 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 cla.s.s of pa.s.senger and goods engines, weighing, with the tender, 75 tons, the pa.s.senger cla.s.s 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,"