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 pass 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 participate 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, passed 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 Plâs 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 institution 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, assumed 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.
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 Principality 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 anticipation 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.