it passed into the hands of the Waterford and Limerick.  From Collooney to Sligo (six miles) running powers were exercised by that company over the Midland line into Sligo.  This Claremorris-Collooney line intersected the Midland system and in the hands of the Waterford and Limerick Company introduced a competition in Connaught which that poor district could ill afford to bear—­a district in which one railway system alone, though it enjoyed the whole of the traffic, would scarcely earn a living.  The Waterford and Limerick was not what would be called a prosperous line, nor was its physical condition anything to boast of, but it had latent possibilities, and was in active competition with the Great Southern.  Such railway competition as existed in Ireland was dear to traders and the general public.  In country towns in the sister Isle there is not (more the pity!) much afoot in the way of diversion, and to set the companies by the ears or get the better of either one or the other was looked upon as healthy and innocent amusement.

On the 7th of June the contest began, and this, the first engagement, lasted for 44 days, when the Chairman of the Committee announced that the Bills would not be passed.  Great was our delight and that of our allies, though the cup of joy was a little dashed on learning that the Great Southern had determined to renew the struggle in the following year.

My company was the principal opponent, and bore the brunt of the fight, though the Dublin, Wicklow and Wexford Railway (now the Dublin and South-Eastern) were vigorous opponents too.  A. G. Reid (from Scotland, who I have mentioned before) was general manager of the Dublin and Wicklow Railway.  Like myself he is a pensioner now enjoying the evening of life.  Living near each other in the pleasant Kingstown-Dalkey district, we meet not infrequently, and when we do our talk, as is natural, often glides into railway reminiscence.  We fight our battles over again.  We had many allies, prominent amongst them being the City and Harbour Authorities of Limerick.  They were represented by good men who were hand and glove with us.  Sir (then Mr.) Alexander Shaw, John F. Power and William Holliday were particularly conspicuous for their valuable assistance.  Power (well named) was a host in himself.  Strong, keen, clever, energetic, enthusiastic, yet cautious and wary, he was a splendid witness.  I sometimes said he would have made a fine railway manager, had he been trained to the business.  Could I give him higher praise?

Mr. Littler was in great feather at our success.  He entertained us (i.e., his Midland clients) to lunch.  Over coffee and cigars we learned that he had not been in Ireland for over 20 years; so to equip him the better for next year’s fight we invited him over, promising that I would be his faithful cicerone on a tour through the country.  As soon as Parliament rose he came, and he and I spent a fortnight together, visiting Limerick, Waterford,