The Story of the Cambrian Part 7

Madocks, following the example of earlier builders of sea walls in the district, purchased the Tan-yr-allt estate, and soon set to work to make dry land of a large part of the ocean bed. He erected what, in the locality, is commonly called a "cob," the great embankment which runs across the mouth of the former estuary, shut out the sea and recaptured 4,500 acres from its rapacious maw. Behind the shelter of this embankment (along the top of which the Festiniog Railway runs), the new line was comparatively easily carried over the marshy ground, and no greater gulf had to be bridged than the narrow channel in which the river, flowing down from the bosom of Snowdon, some eight or nine miles away, is now confined.

But there were other difficulties to be faced--difficulties not so easily overcome as even mountain torrents and sandy estuaries. The hand of the law was heavy upon the constructors, and even when the line was practically ready for opening, so long a delay took place in settling outstanding claims that the track became almost derelict. For these were anxious days for railway promoters. The rosy promise of rich revenues from remote Welsh lines failed to mature, and Mr. Savin, heavily weighted with the immensity of his undertakings, and crushed by the costly construction of his great hotels, sank under the burden. He faced his financial embarra.s.sments with characteristic pluck, but it was a dark hour in the annals of British finance far beyond the boundaries of the Princ.i.p.ality, amidst which came the sensational failure of the Overend and Gurney Bank, and, so far as the Welsh Coast Railway in particular was concerned, the interminable legal wrangles not only cost money, but postponed the hour at which the line could earn its keep.

Even under these adverse circ.u.mstances trains did occasionally run, carrying pigs from Pwllheli, or a small load of coal or timber for some outlying farmer or builder, or a pa.s.senger or two willing to take the risk of an adventurous journey liable at any moment to be brought to a sudden termination by the barriers of the bailiffs. But even bailiffs are human; and at night, when they slept, or were turned away by subtle hospitality at some neighbouring hostelry, journeys could be made, das.h.i.+ng down from Portmadoc to Barmouth and back with all the exhilaration of a secret expedition.

Eventually a.s.sistance came to the hard-pressed promoters, and the line was officially opened for traffic from Barmouth to Pwllheli on October 10th, 1867. But the number of trains often depended on the state of the exchequer, and sometimes quaint incidents would occur to break the monotony of events. One driver arriving from Pwllheli at Portmadoc, in the early days, discovering that there was no "staff" available to enable him to proceed to Penrhyndeudraeth according to regulations, was in considerable perplexity as to what to do, when an ingenious sub-official bethought him of a scheme, and fetching an old carpenter's auger, wrapped it round with paper, and thus armed by what perpetrated to be the badge of authority to go forward, the driver blew his whistle and off the train went on its hazardous way.

On another occasion an official of the line visiting one station master on this section was startled, in reply to his cheery inquiry as to whether all was well with him, to learn that "the only drawback was that he had the devil in his parlour." On his exclamation of incredulous alarm, the stationmaster said that he would show the official, if he would come and see. Entering the station house with some trepidation, he beheld in the middle of the parlour one of the iron fire-brackets, used to prevent water troughs from freezing in cold weather, popularly known among railway men as "devils." It seems that the builders had neglected to put in a grate, and the poor man had had to fall back on this diabolical method of keeping himself warm! The matter, no doubt, was quickly righted, for stationmasters, even then, were important functionaries, often wearing tall silk hats, though some of them were regarded as pa.s.sing rich on 15/- or 16/- a week.

It was something, however, that, in the face of all these difficulties, financial and constructive, a line should be completed along this wandering coast at all. Only in one respect, indeed, did the original project fall short of attainment. The great objective of which the shareholders heard so much in earlier days--Porth Dinlleyn--was never reached. The line still terminates at Pwllheli, where, up to 1901, the station lay at arm's length from the town close to the harbour, which, in hot weather, used sometimes to alarm arriving visitors by its fishy odours. In 1901 power was obtained to carry the line into the centre of the town, where a new and commodious station now serves this popular health resort, the gateway to the mysterious fastnesses of Lleyn.

CHAPTER VIII. SOME EARLIER BRANCHES.

"Y ddel gerbydres welir--yn rhedeg Ar hyd ein dyffryn-dir, Ac yn gynt ar ei hynt hir Y fellten ni theithia filltir.

O ganol tre Llangynog--am naw Cychwyn wneir yn dalog, Fe'n ceir cyn tri'n fwy gwisgi na'r gog, A hoenus yn Llundain enwog." {91}

--A WELSH BARD.

The traveller along the main artery of the Cambrian, from Whitchurch to Aberystwyth, will note that, as he proceeds on his way, past the Welsh border foothills, and on by the waters of the Severn to the highlands of central Montgomerys.h.i.+re, a series of more or less attractive lateral valleys branch off to the left, and still more definitely, to the right.

Up some of these the eyes of ambitious engineers and railway promoters had often been cast as the main line was being constructed. No less eagerly did the residents at the remoter ends of these sequestered hollows among the hills look forward to the day when they might be linked up with the central system, and so brought into direct touch with the great world beyond.

There had, as we have seen, already been plans for carrying a line right up the Vyrnwy or the Tanat Valley, through the Berwyns to the vale of the Dee--the wonderful West Midland line which was to run from Shrewsbury to the sh.o.r.es of Cardigan Bay, over hill and down dale with "only one tunnel." But the route left Llanfyllin eight miles to the south, and Llanfyllin, as the largest town among these upland valleys, was not disposed to take that lying down. The Oswestry and Newtown line crossed the end of the vale, at Llanymynech, only nine miles away, and that was clearly the route by which the engineers could most easily construct a connective link. In the autumn of 1860, one of Llanfyllin's most prominent citizens, Mr. J. Pugh, had posted over to Oswestry, where he had an interview with Mr. Whalley. "Can you help us to get a railway?"

Yes, anything in his power, the hon. Member for Peterboro' would do, and he was as good as his word. Within a month a crowded audience pressed into the Llanfyllin Town Hall to listen to the scheme which Mr. Whalley and his colleagues had to lay before them. The chair was taken by Mr. R.

M. Bonner Maurice, of Bodynfoel, who had, it was happily recalled, presided at one of the meetings eight years earlier at Newtown out of which the germ of the Montgomerys.h.i.+re Railways sprang. This was, indeed, good augury, and when, not only Mr. Whalley and Mr. Johns, with their enthusiasm, but Mr. George Owen, with his plans in his pocket, came before them to show how the thing could be done, at a cost of some 60,000 pounds, enthusiasm rose high.

The meeting, however, was not "like Bridgnorth election, all on one side." Mr. A. C. Sheriff, of Worcester, manager of the West Midland Railway, existent, so far, merely on paper, was there too, only he had no plans in his pocket, and little more than vague notions in his head.

"If" they did make a second tunnel, out of the Tanat Valley, then Llanfyllin should certainly be brought on to their main line, which would carry the farmers straight into Shrewsbury market. The farmers, however, did not want to go to Shrewsbury market. They wanted to go to Oswestry and Welshpool, and it was by Llanymynech that their way lay. So it scarcely needed Mr. Abraham Howell's warning to avoid the "shoals and pitfalls" which threatened any deviation from the branch line scheme.

"Great companies," cried the redoubtable lawyer, "have been the bane of Montgomerys.h.i.+re," and Llanfyllin shouted back that they would have none of them, whether they found they could tunnel out of the Tanat Valley or not. Besides, "if" the West Midland could not put Llanfyllin on the main line--and a very big "if" it seemed--then, Mr. Sheriff admitted, it would not touch the town at all.

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 4.5 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 a.s.sociated in close comrades.h.i.+p 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.

[Picture: Latest Cambrian Composite Bogey Coach, built for through traffic between Aberystwyth and Manchester]

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 Shrops.h.i.+re and Montgomerys.h.i.+re 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 anch.o.r.ed 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 Montgomerys.h.i.+re, 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 pus.h.i.+ng 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 compet.i.tive 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 pa.s.s. 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 lords.h.i.+p 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."

A meeting was held at Llanfair at which Mr. Edwin Hilton explained a scheme which was estimated to cost 60,000 pounds, of which 20,000 pounds should first be raised in ordinary shares, the rest to be made up afterwards of preference shares and debentures. But nothing directly came of it, and it was not until October, 1864, that another proposal was formulated, this time of more ambitious character. This was a variation of the original Shrewsbury and West Midland route, which Llanfyllin had already laughed out of countenance, starting from Welshpool and making its way through Llanfair over (or rather under) the Berwyns to the Great Western system by the Dee. Mr. David Davies, on being consulted, favoured a 2ft. 3in. guage, though he advised that enough land should be taken and bridges built to accommodate an ordinary guage later if found necessary. The minimum speed on the narrow guage was to be fifteen miles an hour, and it was estimated that the average receipts would work out at 5 pounds per mile.

Amongst the leading advocates of this scheme was Mr. Russel Aitken, a well-known civil engineer of Westminster, the home of many Welsh railway projects in those days. He got into correspondence with Lord Powis about it, pointing out that, as a beginning, the line might be made as far as Llanfair, and then the promoters might "wait and see." But Powis Castle was not so easily to be persuaded. The Earl considered a railway from Welshpool below Llanfair Road to Sylvaen Hall "very objectionable" and much preferred the alternative route of branching off the Llanfyllin line at Llansantffaid, via Pont Robert. This Mr. Aitken "could not successfully try to contest" and therefore "gave up the idea of trying for powers to construct the proposed railway," but he still thought a line "from Bala to Welshpool would pay and that it would be a great benefit to the country through which it pa.s.ses." How far these prognostications may have been justified experience has never given us opportunity to ascertain. A railway through the mighty ramparts of the Berwyns is as remote an accomplishment to-day as it ever was; though, after many years, Llanfair itself was to obtain its narrow guage line, an inch less than Mr. Davies's original design, which, under the name of the Welshpool and Llanfair Light Railway, with the Earl's successor as its most enthusiastic promoter and chairman, was opened for traffic on April 4th, 1903, to be worked by the Cambrian as an important feeder to its main system.

[Picture: Two famous figures. The late CHIEF INSPECTOR GEORGE THOMAS, of Oswestry, popularly known in his day as one of "The Three Georges," the other two, of course, being Mr. George Lewis, General Manager, and Mr.

George Owen, Engineer. The late GUARD CUDWORTH, of Oswestry, for many a long year the highly esteemed custodian of the princ.i.p.al pa.s.senger trains on the Cambrian, beloved of all the travelling public]

A shorter branch, some five miles in length, from Abermule winding up the course of the Mule to the village of Kerry, was in course of construction while these other schemes were maturing or languis.h.i.+ng. On Monday, March 2nd, 1863, the first engine puffed its way up the long incline (some of it as steep as 1 in 43) to Kerry, drawing one carriage, and on its arrival, after several stoppages on the way to "make steam," was met by a company of local ladies and gentlemen. It had been intended to indulge in some speechmaking, as befitted so auspicious an occasion, but the a.s.sembled guests were so absorbed in shaking hands with one another and looking at the engine, panting after its exertions, that the oratory was forgotten, and folks were content to offer their personal congratulations to Mr. Poundley, through whose enthusiasm and activities the branch was mainly built. It had also been arranged to attach to the train a truck of coal from Abermule to distribute amongst the poor, but this was more than the locomotive could accomplish. It went up the next day, and, no doubt, contributed to a wide endors.e.m.e.nt of the views of the newspaper scribe, detailed to record these stirring events, that the branch was "everything Kerry can want." Anyhow, with its still rare trains, it is all that Kerry has ever had, and possibly Kerry is still content.

The Kerry branch is also noteworthy for another thing, that it is the first arm of the system which diverges to the east of the main line. So does what was originally the first portion of the trunk, the line from Moat Lane to Llanidloes, later extended by the amalgamation with the Mid-Wales Railway, to Brecon, and so also does another diminutive line, another mile further, which, though not part of the Cambrian proper, deserves notice in these pages, if only for the personality of its former manager.

This is the Van line, which ran from Caersws (whose station is built on the site of an old Roman settlement) up to the Van mines, once productive enough of valuable lead ore, but now derelict. Constructed under the Railways Construction Facilities Act, 1864, the line was opened for mineral traffic on August 14th, 1871 and for pa.s.senger traffic on December 1st, 1873. It was leased to the Cambrian, but got into Chancery and was closed a few years later. While it ran many made pilgrimage along its short length, less for the purpose of traversing its rather uninteresting course than for a chance of conversing with one of the most notable characters, under whose charge the trains ran. To many Welshmen, indeed, who never travelled on or even heard, except perhaps quite incidentally, of the Van Railway, the name of John Ceiriog Hughes is a household word.

Born at Llanarmon-Dyffryn-Ceiriog, in Denbighs.h.i.+re, on September 25th, 1832, he pa.s.sed his early years in the romantic vale of the Ceiriog, amidst the glowing memories of Huw Morris of Pont-y-Meibion. Beginning his business career in Manchester, he soon returned to his native land, and, after occupying a position as stationmaster at Llanidloes, was appointed to the management of this little line. The duties were not particularly arduous, and, in any case, "Ceiriog" was apt to take life with a light heart. Whether he sat in his office or in the cosy corner of some favourite rural inn the muse burned brightly within him, and, from his remote retreat among the hills which look down on the infant Severn, he poured out his soul in poetry, which ranks high in Celtic literature. Welsh verse always suffers in translation into the more c.u.mbrous English, but there are many who have known the charm even of an Anglicised version of "Myvanwy Vychan," and when he died, in 1887, he was acclaimed by such an authority as the Rev. H. Elvet Lewis, to be "one of the best lyrical poets of Wales," who had "rendered excellent service to the national melodies of 'Cymru Fu' by writing words congenial to their spirit,--a work which Robert Burns did for Scottish melodies." He was buried in Llanwnog churchyard, where a simple plate marks his resting place, and friends and neighbours who attended the funeral service on the following Sunday did not feel that it was out of place that it should have been based on the text "Know ye not that there is . . . a great man fallen this day." They did know it, humble as his station might be; and more than one of his admirers has since visited the little deserted office where he worked on the Van line and ransacked its drawers and cupboards for hidden gems of poesy he might have left behind him. Alas!

nothing more inspiring was ever found there than faded way-bills and torn invoices! But who shall say that there is no romance clinging close around even the humblest, and now the most woe-begone, of all the little offshoots of the Cambrian?

CHAPTER IX. CONSOLIDATION.

"_Facility of communication begets_ '_community of interests_,'

_which is the only treaty that is not a_ '_sc.r.a.p of paper_.'"--

THE LATE LORD FISHER.

Lord John Russell, it is said, used, in conversation with Queen Victoria, to date all political development from the Revolution of 1688. If those mystic figures signalize the birthday of Whiggery, in the political world, in much the same way we may date the const.i.tution of the Cambrian, as we know it to-day, from the year 1864. In more than one way it was a notable period in Welsh railway annals. The various independent links in the chain were either completed and wholly or partially in working order, or in course of construction. Thanks to the influential efforts of the Earl of Powis, arrangements had been made with the Post Office and the London and North Western Railway Company, through Sir Richard Moon, for the conveyance of mails from Shrewsbury to Borth, the then terminus.

Through working arrangements were also in force among the various local companies, and it was obvious that the time had come to face the problems of future policy. These were not altogether of simple solution.

[Picture: A Group of Old Officials. Standing--From left to right--The first figure is unidentified; Mr. Geo. Owen, Engineer; Mr. Henry Cattle, Traffic Manager. Seated--Mr. A. Walker, Locomotive Supt.; Mr. George Lewis, Secretary and General Manager; Mr. H. C. Corfield, Solicitor]

Very early in the year Mr. Abraham Howell was moved, in one of his frequent letters to the Earl of Powis, to warn his lords.h.i.+p that he scented "another crisis coming on in the affairs of the Welsh Railways."

Once more there was division of opinion and "parties" were forming. Mr.

Piercy and the majority of the directors were for extending "the Welsh system so as to make it independent of the great companies and set aside existing agreements and obligations." Mr. Howell himself, with Mr. Savin and a minority on the Board, inclined rather to the course of accommodation with circ.u.mstances, making the best of the lines and properties of the companies as they stood, avoiding extensions and increasing capital, while cultivating friendly arrangements with neighbouring companies and so avoiding as much as possible Parliamentary and legal conflicts.

After all the tribulations through which these undertakings had pa.s.sed the more politic and pacific course certainly had its advantages, but one Parliamentary adventure could not easily be avoided. Whether the policy was to be one of splendid isolation or of neighbourly friends.h.i.+p, the moment was obviously ripe for some measure of internal consolidation, and powers were sought for this purpose. The Bill had to pa.s.s through the now familiar ordeal of battle, both in the Committee of the House of Commons and in the House of Lords, when many of the old arguments and some new ones were skilfully marshalled on behalf of the Great Western Railway Company and rolled on the tongue of eminent and eloquent counsel.

Even the little Bishop's Castle undertaking threw in its lot with the opposition, finding a powerful protagonist in Mr. Whalley. But the Cambrian had stout friends to put in the witness-box. Earl Vane proved a tough nut to crack in cross-examination. So did the Earl of Powis, still apparently tinged with a North Western bias. With the result that after much forensic oratory, closing appropriately on a reminder of "the troubles and difficulties the companies had gone through," and a well deserved "tribute to the energy and talent of their solicitor, Mr.

Abraham Howell," the Amalgamation Bill, excluding for the time being the Welsh Coast line, was pa.s.sed into law in July, 1864.

It set up a joint board, limited to a minimum of six and a maximum of twelve, the first directors chosen being those who had similarly served the several independent companies, some of whom, of course, had acted on more than one of these concerns. The following year, some previous difficulties being removed, the Welsh Coast Railway was brought into the combine, and the Cambrian then a.s.sumed the organic shape in which it remained until the further amalgamation with the Mid-Wales Railway in 1904.

Financially, however, the directors still swam in troubled waters.

Creditors became impatient and began to press their claims. More than one suit was brought against the Company involving long and expensive proceedings in the Court of Chancery, and very early in 1868 it was found necessary to convene, at Oswestry, a meeting of the "mortgagees, holders of certificates of indebtedness and other creditors, and of the preference and ordinary proprietors for the consideration of the best means of dealing with the conflicting and other claims and interests of the company's creditors and proprietors and of pa.s.sing such resolutions in regard thereto, or any of them, as might at such meeting be deemed expedient." To obtain some means of getting out of the financial mora.s.s in which the undertaking was floundering was "expedient" indeed, and it is hardly surprising to find that, in view of the many conflicts of interest, the a.s.sembly is recorded to have been both "large and influential." Mr. Bancroft presided in the absence of Earl Vane, chairman of the Company, and he was supported by the directors and officials who had done much to bring the Cambrian into existence and were now struggling to put it on its feet. The scheme which was laid before the meeting was long and complicated. More than one meeting was required to thrash matters out, but in the end a readjustment was arrived at, and a new scheme was adopted for const.i.tuting the board. From July 1st, 1868, until December 31st, 1878, it consisted of ten directors, four of whom were elected by the Coast Section and four by the Inland Section, the other two seats being in the nomination of Earl Vane and the Earl of Powis. The revenue from the whole undertakings went into a common fund, and, after deducting working expenses, the surplus was divided between the Coast and Inland Sections in certain proportions, to be determined by arbitrators and an umpire. Admirable as this arrangement might be in theory, in practice we know what generally happens when

"United, yet divided, twain at once Sit two Kings of Brentford on one throne,"

and it is hardly astonis.h.i.+ng that this form of dual authority should have led to a good deal of squabbling between the rival "monarchs." It proved, indeed, a c.u.mbrous contrivance, and, when the period for its operation terminated, with the close of 1878, the const.i.tution of the board was allowed to revert to the limits laid down under the Act of 1864, without any provision for sectional directors at all. During these intervening years, indeed, questions of finance and of the upkeep of the lines were still for ever cropping up, and not always as readily disposed of. It is a long and dreary story of the inevitable struggles with ways and means which so often marks the life of pioneer undertakings. For years these Chancery suits hung like chains about the company's neck, and even into the eighties the directors were never free from sudden embarra.s.sments and never knew from what quarter they might proceed.