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.
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, but such was the rapid improvement in the Company’s position that in 1913 they received £119,005, that is to say, in the space of
five years the amount increased by 23¼ 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, and this will be increased as from 1st January, 1929, by a further annual sum of £18,161, assuming the dividend on the Ordinary Stock of the Great Western Company remains as at present, viz:—7¼% per annum, thus making a total of £137,468. 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.
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, 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.