other lines. At Llanymynech the line terminated in a junction with the Cambrian Railways; the PS&NWR had its own platforms there. The main line was double track at first, singled later, and there were fourteen stations. The total length of the network was now 28 miles. The company's finances were in a desperate state from the outset, and a debenture holder, dissatisfied with the treatment of his claim for payment, obtained a writ against the company. On 3 December 1866 Bailiffs arrived at Shrewsbury station to take possession of the station and the line, and of arriving trains. Subsequently, train operation took place only by consent of bailiffs who travelled with the trains. This state of affairs could hardly continue, and the company decided to sell some assets to realise ready cash. Auctioneers were appointed, but the sale of locomotives and other assets produced poor returns and the railway ceased operation from 21 December 1866. Public services were resumed in December 1868 at a much reduced level. The double track section of the line was singled, probably during this closure period, and cash generated from the sale of rails was used to buy wagons that were urgently necessary for traffic purposes. Despite stringent cost saving measures, the line made only the smallest of profits, on capital expenditure of £1.5 million. When the line reopened in 1868, there were five trains each way daily except Sundays when there were two. Co-operative arrangements with the Cambrian Railways had been established so that connections at Llanymynech were good, and through fares for certain journeys were available. In 1871 the Criggion branch was opened, diverging at Kinnerley station. This was followed in 1872 by the Nantmawr extension from the Llanymynech former terminus; PS&NWR trains had running powers for a few yards there over the Cambrian Railways before diverging northwards towards Nantmawr. Closure By the mid-1870s the company was losing money heavily; from 1874 a loss of over £2,000 annually was recorded for three successive years. As Perkins delicately puts it, "the stern pressure of liabilities caused a corresponding scarcity of funds for working", and maintenance of track and structures was hardly carried out. In 1880 a 25 mph speed restriction was imposed on the whole line because of the poor standard of permanent way maintenance. This was insisted on by Col Rich of the Board of Trade. The deterioration continued, and this culminated in