pursued by Mr. Whalley. Mr. Gartside being rather portly, was much out of breath, and suddenly pausing and turning round to recover himself on gaining the hearthrug he received Mr. Whalley’s fist full in the stomach, which completed his exhaustion. Recovering his breath and as much of his dignity as the circumstances would permit, the disabled Director appealing dramatically to the astonished clerks, exclaimed “Gentlemen, I call on you to witness that the hon. Member for Peterboro’ has struck me.” But the clerks unable to grapple with so unaccustomed a situation, beat a hasty retreat, and nothing more was heard of what was presumably a more or less accidental “assault.”
From Great George Street, the offices were subsequently moved to No. 3, Westminster Chambers, and soon after Mr. Savin’s failure, in 1866, when the directors took over the working of the line from the unfortunate lessee, after a short trial of another London office, the Secretary and his staff, in August of that year, packed up pens, ink, paper and documents and settled themselves in Oswestry, where they have since remained. In Oswestry, too, on a site under the Shelf Bank, close to where the first sod on the Ellesmere and Oswestry line was cut, the works were erected and have continued to be maintained.
On a subsequent occasion, however, they were the ostensible cause of one of those sudden storms which, as we have said, from time to time assailed the board-room or even periodical assemblies of the proprietors. On this occasion it was, indeed, a bolt from the blue. A few days before the date fixed for the half yearly meeting, at Crewe, in February 1879, there had been placed in the hands of the shareholders a pamphlet bearing the innocent title “Cambrian Railways Workshops.” But, when they read it, the recipients discovered
that, whatever the reason for the choice of such a heading, the sermon was founded on a much wider text. It traversed the whole policy of the Board, the constitution of the Company and the management of its property, and it was written in highly censorious terms. That, in itself, might have been of comparatively little moment, for the directors were not without their critics—no directors of public companies ever are. But the author, who did not withhold his name, was Mr. David Davies, constructor of much of the line and now one of the most influential directors. Here, apparently, was a matter for serious concern, and the seriousness was not diminished when to the pamphlet itself was added a speech, at the shareholders’ meeting, in which Mr. Davies did not scruple to suggest that the line was being expensively worked, that the rolling stock had not been adequately maintained, that the road was defective and that, some of the stock being worthless, the whole undertaking was in a false position. It was what Earl Vane (now become Marquess of Londonderry), who presided, called “a stab in the dark.” The stab in the open with which Mr. Davies followed it up was certainly not less sensational. He declared that “the line at the moment was not safe, and he should not be at all surprised to see the rails sprinkled with human blood before they were very much older.” He alleged that a fellow director (Mr. S. H. Hadley) had expressed a wish to see the Oswestry shops burnt down and new shops erected at Aberystwyth instead. The balance-sheet was “an insult.” He washed his hands of the whole affair and demanded a Committee of Inquiry. A hub-bub ensued, amidst which it was not impertinently pointed out that Mr. Davies had himself laid much of the road which he now condemned, and, backed by a letter from Mr. George Owen, the engineer, it was shown that his strictures on its
existing condition were unsubstantiated by facts. But Mr. Davies stuck to his guns, and before what was well described in the local Press as “a stormy meeting” terminated, he had left the room and his seat on the Board. It was a matter of doubt, for some moments, whether the noble Chairman would not go too, but, happily, he discovered enough signs of confidence among the proprietors present to encourage him to continue his thankless task.
It was a tremendous tempest while it lasted, but it was soon over. At the next half-yearly meeting, in the following August, the directors were able to report that, instead of spilt blood, the summer had brought a considerably increased weight of tourist traffic, hearty congratulations were showered on Mr. George Lewis, the Secretary, on his efficient administration of the line, and Capt. R. D. Pryce, presiding, in the absence of the Marquess, concluded the proceedings on a happy note of assurance that directors and shareholders were “of one mind,” and full of sanguine expectations as to the future of their undertaking. The throes of consolidation are sometimes not less severe than those of birth itself, but they can be as successfully survived.
CHAPTER X. INCIDENTS AND ACCIDENTS.
“Railway travelling is safer than walking, riding, driving, than going up and down stairs . . . and even safer than eating, because it is a fact that more people choke themselves in England than are killed on all the railways of the United Kingdom.”—The Late Sir Edward Watkin.
Looking back on considerably more than half a century of history it is no small tribute to human care and human ingenuity that serious accidents on the Cambrian Railways have been relatively rare. This is all the more remarkable because all but some twelve miles of its total length, and up to a few years ago, not even as much as that, has had to be worked on a single line, and with the rapidly increasing tourist traffic of recent times, this has placed a strain on both the human and the metallic machine which may easily try the strongest nerves and the most powerful appliances. Obviously it is due to the special care taken in management, and observed, with few if tragic exceptions, by those directly responsible for the working of the trains.