So, sweeping aside all “ifs” and “buts,” Llanfyllin voted for the Llanymynech branch. Whether it might be worked as an independent undertaking or as part of the Oswestry and Newtown Company’s concern, mattered comparatively little. In either case, Mr. Savin was ready to guarantee a dividend of 4½ per cent., and Mr. Whalley had so much confidence in the firm of contractors that he would back the guarantee with his own name. Big companies should have no blighting and delaying influence on their little valley. Like the other local companies to which Mr. Howell alluded as examples of self-reliance, they would “trust to their own exertions,” and since, as somebody said, the Oswestry and Newtown Railway
was already a concrete fact, and no mere hypothetical proposition, it was agreed to “join heart and hand” with the company. A resolution to that effect was proposed by Mr. C. R. Jones, seconded by Mr. John Jones—two names long intimately associated in close comradeship with the public life of Llanfyllin—and carried unanimously; a similar conclusion being arrived at at a meeting of “a few of the most influential inhabitants of Llanymynech,” with the Rev. J. Luxmoore, Rector, in the chair, later in the day.
As to the rival West Midland scheme, like the ogre in the fairy tale which ends happily ever afterwards, “little more was heard of it,” at any rate as a great through route from Shrewsbury to the sea. The project was revived in the Parliamentary session of 1864, and a crowded meeting at Llanrhaiadr gave it tumultuous blessing in speech and bardic effusion. [94] But, though ultimately a line was constructed from Shrewsbury (as we have shown in a previous chapter) it got no further than the Nantmawr quarries, a few miles north-west of Llanymynech, and after running some years, became derelict, until revived under the Light Railways Act as the Shropshire and Montgomeryshire Railway. Not until 1904 did the Tanat Valley itself echo to the sound of any sort of railway coach, “lightning” or otherwise. Here again it was the Light Railways Act which made construction possible. The Tanat Valley Light Railway Company was formed, the directors being gentlemen interested in the locality, with Alderman Charles E. Williams, of Oswestry, as Chairman. After some controversy as to whether the line should be narrow guage, starting from Oswestry and
running along the Morda Valley through Llansilin, or an ordinary guage extension of the mineral branch from Llynclys to Porthywaen, via Llanyblodwel, the latter plan was adopted, and, under pressure from the Earl of Bradford, a large local landowner, a connection was also formed over the old Nantmawr mineral line to Llanymynech. The railway which had its terminus at Llangynog has well served an important quarrying and agricultural district, but it has never flourished financially. For many years, indeed, the Company existed only in name, and in 1921 it was formally absorbed in the Cambrian, which had worked it, under agreement, from the outset.
But let us go back to the more successful enterprise in the neighbouring valley. The middle of July 1863 saw the Llanfyllin branch ready for traffic and on the seventeenth the opening ceremony took place. It included an excursion to Borth in twenty-three carriages packed with people, many of whom had never seen the sea. The train, we are told by a contemporary chronicler, failed to keep time, but who cared? There were some piquant scenes on the beach when the ladies, essaying to bathe, found themselves closely surrounded by “gentlemen” in anchored boats, but that, again, was a short-coming in the ordered programme which was readily overlooked! Anyhow, it seems, a good many people managed to miss the return train which “started punctually” at 1-30, arriving at Llanfyllin at half-past five, and so they also missed the dinner, presided over by the High Sheriff of Montgomeryshire, Mr. J. Dugdale, and the speeches, with which the official proceedings closed. The next day, following the precedent set at the opening of the Llanidloes and Newtown Railway, Messrs. Savin and Ward entertained the navvies to a “good substantial dinner” of their own, after which
they, too, were entertained to a flow of oratory from the “big wigs” of the railway company and the locality, and another series of toasts were honoured with “three times three.”
The promoters had cautiously qualified their promises as to the length of the branch by proposing to have its terminus at Llanfyllin for “the present.” Some years later, when the Liverpool City Council, seeking fresh water supplies for their growing community, found a rich source in the valley of the Vyrnwy at Llanwddyn and constructed their giant works at what is now Lake Vyrnwy, thoughts began to turn to the prospect of a continuation of the railway in that direction, but it was not a practicable proposition. Up the Llanfyllin branch, however, there came the bulk of the stores, including the huge pipes, and the Portland cement for the bed of the lake. The cement was landed in bags at Aberdovey and from Llanfyllin a team of ninety-five horses was employed to draw it by road to the site of the works. Half were stabled at Llanfyllin and half at the Lake, and those in charge noted a curious fact. The horses living at the Lake went down empty in the morning and came back loaded in the afternoon, and in a few years were all out of condition, whereas those who started in the morning with their heavy load from Llanfyllin and returned empty later in the day were always in excellent fettle. To-day the development of the motor has solved many a transport problem where heavy loads are concerned, but Llanfyllin remains, perhaps, the most convenient approach to Lake Vyrnwy for the increasing number of visitors who go year by year to enjoy its scenic beauties and its piscatorial delights.
Less rapid success attended a similar enterprise a dozen miles away. While the good folks of Llanfyllin were pushing
on with their branch, the residents of Llanfair Caereinion were asking themselves why they, too, should not have their railway. Here, also, the initial problem was one of route; but, instead of a somewhat easily disposed-of rivalry on the part of a competitive company, the crux here was the measure of support which could be won from the owner of the Powis estate, through which it would almost inevitably, in some form or another, have to pass. In July 1862 Mr. R. D. Pryce of Cyfronaith, who was much interested in the development of the Llanfair district, asked the Earl of Powis to receive a deputation, but to a proposal that the line should go by the Black Pool dingle his lordship found himself unable to agree. The promoters were disappointed, for it seemed at the time, that no other way was feasible. But a month later another route was discovered, by way of Newton Lane, Berriew and Castle Caereinion and so by Melinyrhyd Gate to Llanfair; or, as an alternative suggestion, from Forden or Montgomery by the “Luggy Brook.”