Balfour Browne, in his book Forty Years at the Bar, says, “He” (Mr. Pope) “had a broad equitable common sense, and never did anything mean or little.”  He was certainly an orator, and displayed in his speeches much dramatic power.  His voice was fine, flexible and sonorous.  In his later years he must often have wished his “too too solid flesh would melt,” for it had become a heavy burden.  He had to be wheeled from Committee Room to Committee Room in a perambulating chair, and was allowed to remain seated when addressing Committees.  On the 12th of July Lord Spencer announced that “the Great Southern Amalgamation Bill may proceed subject to clauses as to running powers, etc.”  This meant that our Bill was gone, and that the Great Southern had gained possession of the Waterford and Limerick, Ennis, the line to Collooney and running powers to Sligo.  Thus they had secured a monopoly in Munster and an effective competition with us in poor Connaught.  It was hard lines for the Midland, but all was not yet lost.  If only we could obtain running powers to Limerick and carry them back to Ireland, we should have secured some of the spoil.  Another week was spent fighting over running powers, facilities, etc., and I was in the witness box again.  Balfour Browne and Littler now conducted the warfare on either side, and keenly they fought.  The Committee at one time seemed disposed to put us off with little or nothing.  In the box I know I waxed warm—­“the Great Southern to get all and we nothing—­iniquitous,” and then, “the public interest to count for nought—­Oh, monstrous!” Well, in the end, on the 19th of July, we were awarded full running powers to Limerick, and—­the curtain fell!

The Act came into operation on the 2nd of January, 1901, the 1st being a Sunday.  On the 8th we ran our first running power train, and the Joy Bells rang in Limerick.  The Great Southern threatened us with an injunction because we began to exercise our powers before the terms of payment, etc., were fixed between us; but we laughed at threats and went gaily on our way.  Limerick rewarded us by giving us their traffic.

In this last amalgamation year (1900) we were in the Committee Rooms also in connection with another case—­the Kingscourt, Keady and Armagh Railway Bill; but, I will say no more about it than that we opposed the Bill for the purpose of obtaining proper protection of Midland interests.

The year 1900 brought a general Act of some importance called the Railway Employment (Prevention of Accidents) Act.  It empowered the Board of Trade to make rules with the object of reducing or removing the dangers and risks incidental to certain operations connected with railway working, such as braking of wagons, propping and tow roping, lighting of stations, protection of point rods and signal wires, protection to permanent way men, and other similar matters.  It also empowered the Board to employ persons for carrying the Act into effect.