The arrangements by which these early undertakings were “leased” to the contractors has been the subject of controversy among railway financial experts, but they were
stoutly defended in a letter to the “Times” shortly after the completion of most of them by Mr. David Davies himself, who claimed that by this means “Wales had the benefit of something like 700 miles of railway which would not have been made for at least another century if we had waited for the localities to subscribe the necessary funds.” In the present case, at any rate, Mr. Savin’s efforts at financial re-establishment were the outcome of the suggestion of the North Western, warmly supported by the Great Western party, including the Chairman himself, who had become practically liable for £75,000, if the railway was not made and the company set upon a sound footing. To set free the powers of the Company no less than £45,000 had to be paid down, no small task with subscriptions to the share list not easy to obtain. Yet, that Mr. Savin accomplished—and more. He bought up the existing contract, compromised and settled all existing claims and got rid of all liabilities. The rearrangement, however, took a great deal of time, and was later complicated by the dissolution of partnership between him and Mr. Davies, while the works were proceeding between Welshpool and Newtown. Not until July 26th, 1861, was it finally arranged that Mr. Savin should relinquish the lease, and work the line on an amended basis, under which he was to take the earnings, pay 4¾ per cent. to the Company, supplementing the earnings of the line by a draft upon the North Western, who granted rebates. [42]
Still, it considerably expedited construction. The works came into the new hands in October 1859, and so far as the chief portions of the undertaking went, progress became quite satisfactory. As is so often the case, in these affairs,
it was an unexpected development over a detail that caused the greatest perturbation. Another difference arising on the board, this time regarding certain engagements entered into about the site of the station at Oswestry, Sir Watkin, who appears to have had certain misgivings as to the conduct of the business, being out-voted at a meeting of the directors, just before Mr. Savin came into possession of the works, in his turn left the room and a few days later sent in his resignation. He was replaced in the chair by Mr. David Pugh, M.P., of Llanerchyddol Hall, Welshpool, who continued to act in that capacity till, on his death in 1861, he was succeeded by Mr. Whalley.
On the line, however, the navvies went doggedly digging on, despite atrocious weather. By May 1st, 1860, the track was sufficiently complete from Oswestry to Pool Quay to be opened for traffic to that point, and advertisements began to appear announcing “cheap trains” for excursionists to the “far-famed and commanding heights of Llanymynech Hills.” In the middle of the month a more venturesome journey was attempted and, by the grace of God, safely accomplished. The last link in the iron road had just been laid, a mile or two from Welshpool, and one fine evening, “shortly after six o’clock” (as a local journalist records) “the ‘Montgomery’ was attached to a number of trucks, with rough seats placed on them for the occasion. Every available space was filled by a number of Poolonians who were in waiting. The train then slowly proceeded along the beautiful valley of the Severn to the Cefn Junction [43] (that is to be) with the Shrewsbury and Welshpool line, where more trucks were attached, and a considerable addition to the passengers made.
Soon Welshpool was reached, and the shrill whistle of the engine—for the first time heard in that beautiful locality—was all but overpowered by the cheers of the assembled people. The train was brought to a standstill on the very spot where, some years ago (we are afraid to say how many) the first sod was cut. Congratulations were passed, and crowds of the very old, and the very young, to whom an Engine heretofore had been a figment of imagination, gazed with wonder at ‘The Montgomery’ while their more travelled neighbours adjourned to the Bowling Green, where Mr. R. Owen made a short pithy speech. He very properly acknowledged the business-like activity of Messrs. Davies and Savin, to whom the public were so largely indebted for the arrival of a locomotive at Welshpool. Mr. Webb, on behalf of the contractors, suitably responded; and the proceedings were cut short by a warning whistle from the engine, on which sat Campbell, the locomotive superintendent, who very prudently wished to get back over the rough road before the shades of evening overtook them. The train then went off for Pool Quay at a smart pace, considering that the rails were unballasted, and with the trucks loaded with juveniles, many of whom perhaps had this day their first trip by railway. In Welshpool the bells rang out merry peals, and cannons were fired, and everything betokened the hilarity of the inhabitants.”
What the Board of Trade would say nowadays to a heavily-ladened train of passengers being run at a “smart pace,” or any other, over an “unballasted” road, can be left to the reader’s imagination!
Anyhow, the line being finally finished off to the last nut and bolt, was soon approved of by the Government Inspector, Colonel Yolland; and everything was ready for the formal
opening on Tuesday, August 14th. “The day (says a contemporary account) proved most auspicious. Early in the morning the weather was very dull, but before the middle of the day it cleared up, and turned out most bright and cheerful. At about a quarter to eleven o’clock the Mayor and Corporation of Welshpool met at the Town Hall, and from thence proceeded (headed by the Montgomeryshire Yeomanry Band) to the Railway Station by eleven, in time for the train that was to convey them, together with the directors, shareholders, and general public to Oswestry.