Fifty Years of Railway Life in England, Scotland and Ireland Part 11

In his early days at the Great Northern, sundry skirmishes at the Clearing House had taken place between him and me, which for a time produced a certain amount of estrangement, but we afterwards became excellent friends and saw a good deal of each other. He was no longer a _general manager_, having given up that post for another which was pressed upon him--the post of Chairman of the Irish Board of Works. It was certainly unusual, unheard of one might say, in those days, for an important government office to be conferred upon a railway official, though now it would excite but little surprise. The Government it was thought contemplated something in the shape of a railway policy in Ireland, and had spotted Robertson as the man for the job; it was certainly said that someone in high authority, taken greatly by his st.u.r.dy independence, his unconventional ways, and his enormous energy, had determined to try the novel experiment which such an appointment meant. I do not think that Robertson himself ever really enjoyed the change. He liked variety it is true, but governmental ways were not, he often said, his ways, and he seemed to lack the capacity to easily adapt himself to new grooves. Unconventional he certainly was, and never in London even would he wear a tall hat or a tail coat; nor could he ever be persuaded to attend a levee or any State function whatever. He usually dressed in roughish tweeds, with trousers unfas.h.i.+onably wide, and a flaming necktie competing with his bright red cheeks, which contrasted strongly with his dark hair and beard. He was, however, a strong manly fellow, with a great deal of determination mingled with good humour.

Usually in high spirits, he often displayed a boyish playfulness that resembled the gambols of a big good-natured dog. He was musical too, and would sing _Annie Laurie_ for you at any time, accompanying himself on the piano. To practical joking he was rather addicted, and once I was his reluctant accomplice, but am glad to say it was the last time I ever engaged in such rude pleasantry. I can write of him now the more freely that he is no longer of this world. Excessive energy hastened his death.

In 1901 he went to India to investigate for the Government the railways there, and to report upon them. It was a big task, occupied him a long time, and I am told he worked and lived there as though he were in his native temperate zone. His restless energy was due I should say to superabundant vitality. Once, when he and I were in London together, on some railway business, we took a stroll after dinner (it was summertime) and during a pause in our conversation he surprised me by exclaiming: "Tatlow, I'm a restless beggar. I'd like to have a jolly good row with somebody." "Get married," said I. This tickled him greatly and restored his good humour. He lived and died a bachelor nevertheless.

In 1896 the _Railways (Ireland) Act_ was pa.s.sed, and with it Robertson had much to do. Its purpose ran: "To facilitate the construction of Railways and the Establishment of other means of Communication in Ireland, and for other purposes incidental thereto." It provided for further advances by the Treasury, under prescribed conditions, for constructing railways and for establis.h.i.+ng lines of steamers, coaches, etc., which were shown to be necessary for the development of the resources of any district, where owing to the circ.u.mstances of such district, they could not be made without government a.s.sistance. It also authorised the construction and maintenance, as part of such railways, of any pier, quay or jetty. This little Act, which consisted of thirteen sections (I wonder he did not think the number unlucky), was Robertson's particular pet. Concerning its clauses, from the time they were first drafted, many a talk we had together over a cup of tea with, to use his own expression, "a wee drappie in't." I may have hinted as much, but do not think I have mentioned before that he was a Scotchman and a Highlander.

In the same year was pa.s.sed the _Light Railways Act_, an Act which applied to Great Britain only. Ireland had already had her share (some thought more than her share) of light railway legislation, with its accompanying doles in the shape of easy loans and free gifts, whilst England and Scotland had been left in the cold. It was their turn now; but as this Act, and the subject of light railways generally, formed the substance of a paper which I prepared and read in 1900 before the International Railway Congress at Paris, and of which I shall speak later on, I will pa.s.s it now without more comment.

At Robertson's request I appeared as a witness this year for the Great Northern Railway, before Committees of both Houses of Parliament, in connection with a Bill which sought powers to construct an extension of the Donegal railway from Strabane to Londonderry. Robertson himself did not give evidence in the case. Before the Committees sat he had left the Great Northern for the Board of Works, and Henry Plews, his successor, represented the Great Northern Railway. The proposed line was in direct compet.i.tion with the Great Northern, and they sought my aid in opposing it. Certainly there was no need for two railways, but Parliament thought otherwise and pa.s.sed the Bill. Indeed Parliament is not free from blame for many unnecessary duplicated lines throughout the kingdom.

_Compet.i.tion_ was for long its fetish; now it is _unification_, and (blessed word!) _co-ordination_. Strange how men are taken with fine words and phrases, and what slaves they are to s.h.i.+bboleths! Before the House of Commons Committee which sat on this Bill I had the pleasure, for the first time, of being examined by Balfour Browne. He was leader in the case for the Great Northern, and I met him also in consultations which took place. Since then I have crossed swords with him too, and always I must confess with keen enjoyment. His knowledge of railway matters was so remarkable, his mind so practiced, alert, and luminous, that it was rare excitement to undergo cross-examination at his hands. In his book, _Forty Years at the Bar_, he himself says: "I have not had many opportunities of giving evidence, but I confess that when I have been called as a witness I have enjoyed myself." Well, I can say that I have had many such opportunities, and can truthfully declare that I have enjoyed them all.

A few weeks holiday in Holland, Cologne, the Rhine and Frankfort, with some days on the homeward journey in Brussels, all in company of my dear delightful friend, Walter Bailey, complete the annals of this year, except that I recall a little arbitration case in which I was engaged. It was during the summer, in July I think. The Grand Ca.n.a.l (not the ca.n.a.l which belongs to the Midland and is called the Royal) is a waterway which traverses 340 miles of country. Not that it is all ca.n.a.l proper, some of it being ca.n.a.lised river and loughs; but 154 miles are ca.n.a.l pure and simple, the undisputed property of the Grand Ca.n.a.l Company. On a part of the river Barrow which is ca.n.a.lised, an accident happened, and a trader's barge was sunk and goods seriously damaged. Dispute arose as to liability, and I was called on to arbitrate. To view the scene of the disaster was a pleasant necessity, and the then manager of the company (Mr. Kirkland) suggested making a sort of picnic of the occasion; so one morning we left the train at Carlow, from whence a good stout horse towed, at a steady trot, a comfortable boat for twenty miles or so to the _locus_ of the accident. We were a party of four, not to mention the hamper. It was delightfully wooded scenery through which we pa.s.sed, and a snug little spot where we lunched. After lunch and the arbitration proceedings had been despatched, our Pegasus towed us back.

I must return again to Robertson, the Board of Works, and light railways.

Preliminary to the authorisation of light railways in Ireland, the legislation which had been pa.s.sed concerning them required that the Board of Works should appoint fit and proper persons to make public inquiry regarding the merits of proposed lines, as to engineering, finance, construction, the favour or objection with which they were regarded by landowners and others, the amount of capital required, the a.s.sistance that would be given by landowners, local authorities and others towards their construction, and their merit generally from all points of view; such fit persons after they had done all this, to report to the Board of Works. In 1897 Robertson thought that "Joseph Tatlow of Dublin, and William Roberts of Inverness, were fit and proper persons" for conducting the necessary inquiry concerning a proposed light railway in north-west Donegal, from Letterkenny to Burtonport, a distance of 50 miles. William Roberts was the Engineer of the Highland Railway of Scotland, a capable, energetic, practical man, and a canny Scot. This line was promoted by the Londonderry and Lough Sw.i.l.l.y Railway Company. Roberts and I gladly undertook the work. We held public meetings, which were largely attended (for it was an event in Donegal) in Letterkenny, Falcarragh and Burtonport, examined nearly fifty witnesses, and heard a great variety of evidence.

But the hearing of evidence was by no means all we did. It was our duty to examine the route, and determine if it were the best practicable route (keeping steadily in view that the available funds were limited in amount), scrutinise and criticise the estimates, consider the stations to be provided, inquire as to the probable traffic and working expenses, and inform ourselves thoroughly on all the aspects and merits of the case. We drove some 240 miles, not of course by motor car (motors were not common then) but with stout Irish horses, and inspected the country well. After we presented our report, certain procedure followed; the Baronies guaranteed interest on 5,000 pounds of the capital; the government gave the rest (some 313,000 pounds) as a free grant; an Order in Council was pa.s.sed, and the line was made and opened for traffic in 1903. It has more than verified all predictions as to its usefulness, and has proved a blessing to north-west Donegal. My relations with the line by no means ended with the inquiry, and more about it will later on appear in this authentic history.

In the same year, 1897, with G. P. Culverwell, the engineer of my old railway, the Belfast and County Down, as co-adjutor, I was entrusted by Robertson with a similar inquiry concerning the Buncrana to Carndonagh line (18 miles in length) also in Donegal, and also promoted by the Londonderry and Lough Sw.i.l.l.y Company. It was a smaller affair than the Burtonport line, but involved similar pleasant and interesting work. This line was also constructed and was opened in 1901.

Pleasant times, Joseph Tatlow, you seem to have had, and much variety and diversion; but what of your own railway and your duties to it? Well, these Parliamentary proceedings, arbitration cases, and light railway adventures were, after all, only interludes, and I can conscientiously say that the Midland line and its needs and interests were never neglected. I am one of those who always believed that everything which served to enlarge experience and mature judgment made a man more competent for his daily work.

In July a Departmental Committee was appointed by the Board of Agriculture "To inquire into and Report upon the Inland Transit of Cattle." The Committee numbered ten, Sir Wm. Hart d.y.k.e, M.P., being chairman. Three other M.P.s were members of the Committee, one being that redoubtable champion of the cattle trade and chairman of the Irish Cattle Trades a.s.sociation, Mr. William Field. Two railway representatives were amongst the ten, one of them, Sir William Birt, general manager of the Great Eastern Railway; the other the Honourable Richard Nugent, a director of the Midland Great Western Railway, the latter having considerable experience of the cattle trade and of cattle transit in Ireland. He was no bad judge himself of a beast. He farmed in County Galway, and farming in the west of Ireland meant the raising of cattle, though nowadays some tillage is also done. He loved attending cattle fairs, and more than once turned me out of bed before the break of day to accompany him to a fair green, much to my discomfiture; but so great was _his_ enjoyment, and so pleasant and lively his company that I believe I thanked him on each occasion for bringing me out.

Sir William Hart d.y.k.e did not act as chairman of the Committee; in fact he was prevented by illness from attending any meeting after the first, and in his absence the chair was taken by Mr. Parker Smith, M.P.

The scope of the inquiry included Great Britain and Ireland; but, as the Committee stated in their report, "In Ireland the proportional importance of the cattle trade is much the greater," and that no doubt was why they examined in Dublin 42 witnesses against about half that number in England.

Plews, Colhoun and I gave evidence for the Irish railways, supplemented with testimony on matters of detail by some of our subordinates. My railway (the Midland) being, relatively at any rate, the princ.i.p.al cattle- carrying line in Ireland, it was agreed that I should give the greater part of the evidence and appear first. The railway companies, of course, came on after the public witnesses had had their say.

The Committee in their report made some useful recommendations both for Great Britain and Ireland, not only in regard to the transit of cattle by railway, but also in reference to public supervision at fairs; accommodation and inspection at ports; the licensing of drovers; dishorning of young cattle, etc. With respect to railway transit the recommendations were directed princ.i.p.ally to control and accommodation at stations; pens and loading banks; improvement in cattle trucks; and rest, food and water.

It is but fair to the railway companies to say that for some years previous to the inquiry they had been making constant and steady improvements in these matters, and I believe the Irish Department of Agriculture, which was established by Act of Parliament in 1899, and in which are vested the powers and functions of the Privy Council in regard to live stock, with some added powers as well, would, were they appealed to now, bear testimony to the good work of the Irish railways in regard to the "Inland Transit of Cattle."

CHAPTER XXV.

RAILWAY AMALGAMATION AND CONSTANTINOPLE

It would be tedious as well as tiresome to describe the many railway contests in the Committee Rooms at Westminster in which, during the remainder of my managerial career, it was my lot to be engaged; but one great case there was, in 1899 and 1900, which, by its importance to my company, and I may say, to the south and west of Ireland generally, should not pa.s.s unnoticed, and of it I propose to give a short account.

It was from the grasp of the Waterford and Limerick, as I have mentioned before, that in 1892 we (the Midland) sought, though unsuccessfully, to s.n.a.t.c.h possession of the Ennis line. Now the Waterford and Limerick were to lose, not only the Ennis line, but all their lines and their own ident.i.ty as well. A great struggle ensued which, from the length of time it lasted, and the number of combatants engaged, was one of the biggest railway fights the Committee Rooms had for many a long year witnessed.

For 106 days, from first to last, the battle raged. In it thirty-one companies and public bodies partic.i.p.ated, most of them being represented by counsel. There was a famous Bar, including all the big-wigs of course, and some lesser wigs, and numbering more than twenty in all. The promoters were very strongly represented, but we had Littler for our leader, who, indeed, was our standing senior counsel. Their team consisted of Pope, Pember, Balfour Browne, Seymour Bushe, McInerny and two juniors; our, much smaller but well selected, of Littler, Blennerha.s.sett and Vesy Knox; the last-named then a rising junior, but long since a senior, and for some time past a leader, is still to the front in the bustling, reckless, impatient world of to-day. Most of the others, alas, are no longer with us. Littler later on was knighted, but is beyond all earthly honours now, and so are Pope, Pember and Blennerha.s.sett.

As I have said, the proceedings occupied two sessions. In the first, 1899, two Bills came before a Select Committee of the House of Commons, one promoted jointly by the Great Southern and Western and the Waterford and Limerick Companies, the other by the Great Southern and the Waterford and Central Ireland. But the Great Southern were the real promoters of both; they paid the piper and, therefore, called the tune. The Great Southern being the largest railway company in Ireland aspired to be greater still, nor need this be considered in the least surprising, for who in this world, great or small, is ever satisfied? The Waterford and Limerick, a line of 350 miles, then ranked fourth amongst the railways of Ireland, and its proposed absorption by the Great Southern and Western Company aroused no little interest. The Central Ireland, a small concern of 65 miles, running from Maryborough to Waterford, was a secondary affair altogether and I shall say little more about it. The Waterford and Limerick had its headquarters at Limerick, its southern terminus at Waterford, its northern at Sligo--a direct run from south to north of 223 miles, certain branch lines making up the rest of its mileage. Its access to Sligo was by means of the Athenry to Tuam, the Tuam to Claremorris and the Claremorris to Collooney lines, all of which it worked. The last-mentioned was one of the "Balfour" light railways (constructed on the ordinary Irish gauge of 5 feet 3 inches) and should have been given to the Midland Company, but by some unfortunate _contretemps_, when constructed, it pa.s.sed 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 compet.i.tion 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 compet.i.tion with the Great Southern. Such railway compet.i.tion 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 amus.e.m.e.nt.

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 pa.s.sed. 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 princ.i.p.al 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 a.s.sistance. 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, Cork, Galway, Sligo and other places. It was a sort of triumphal march, for our friends, and they were many, warmly welcomed on Irish soil the great English Q.C. who had routed the enemy. Littler enjoyed it immensely, and was charmed with Irish warmth and Irish ways. Full of good humour and good nature himself, with a lively wit, and an easy unaffected manner, he gained new friends to our cause, and increased the zeal of old ones. He was a charming companion, a keen observer and interested in everything he saw and everybody he met.

Before the next session arrived my company determined upon a bold course, and decided to themselves lodge a Bill to acquire the Waterford and Limerick line. There was much to be said for this. With the Waterford and Limerick in our hands the compet.i.tion, which the public loved, would continue, whilst in the hands of the Great Southern monopoly would prevail. That we would command much public support seemed certain. So in the following year three Bills were presented to Parliament, viz.:--

Midland Great Western Great Southern and Western and Waterford and Limerick Great Southern and Western and Waterford and Central Ireland

That Parliament regarded these proposals as being of more than ordinary importance is clear from the fact that it referred the three Bills to a Joint Select Committee of both Houses--Lords and Commons--describing them as "The Railways (Ireland) Amalgamation Bills." An experienced and able chairman was appointed in the person of Lord Spencer.

On the 18th of May the proceedings opened. Day by day every inch of ground was stubbornly fought, and on the 12th of July the decision of the Committee was announced. After the presentation of the Great Southern case our Bill was heard and all the opposition. One of the most effective witnesses for the Great Southern was Sir George (then Mr.) Gibb, general manager of the North-Eastern, the only big railway in the country that enjoyed a district to itself. His _role_ was to persuade the Committee that railway monopoly, contrary to accepted belief, was a boon and a blessing, and well he fulfilled his part.

My examination did not take place until July 6th, after nearly all other witnesses had been heard. Mr. Littler intentionally kept me back, which was a great advantage to me, as when placed in the box I had practically heard what everybody else had said, and the last word, as every woman knows, is not to be despised. Littler took me through my "proof." I had spent the whole of the previous Sunday with him at his house at Palmer's Green and we had gone through it together most carefully. He attached great importance to my direct evidence, and we underlined the parts I was to be particularly strong upon. That I had taken great pains to prepare complete and accurate evidence I need scarcely say, for, as I have stated before, if there is any kind of work I have liked more than another, and into which I have always put my heart and soul, it is this kind. After we had got through I was cross-examined by eight opposing counsel, including Pope, Pember, Balfour Browne and Seymour Bushe. One of the very few things connected with my appearance in the case I have preserved (and this I have kept from vanity, I suppose) is a newspaper cutting which says, "In cross-examination Mr. Pope could not get a single point out of Mr. Tatlow. On the contrary it actually made his case stronger.

His evidence from beginning to end was most masterly. It was the evidence of a man who knew what he was talking about and who told the truth. Mr. Pope, in the end, agreed with Mr. Tatlow's statement on running powers." Mr. Pope was a big, generous-minded man. In the course of his great speech on the case he paid me the very nice compliment of saying that, "Mr. Tatlow went into the box and with a candour that did him great credit at once admitted that they (the clauses) were the most stringent that he knew of." This from opposing counsel was a compliment indeed, and I was much complimented upon it. Mr. Pope greatly admired candour, and indeed I found myself that candour always told with the Committees. Littler loved Pope, and so did all the Parliamentary Bar, of which he was the acknowledged leader and the respected father. Littler said to me, "He is a wonderfully and variously gifted man, and had he chosen the stage as a profession would have been a David Garrick." I said, "What about his very substantial person?" for he was colossal in figure. "I had forgotten that," said Littler. Littler told me a good story of him which Pope, he said, was also fond of telling himself.

It was in the great man's biggest and busiest days. Influenza was rife.

Mr. Pope was a bachelor, and his valet inconsiderately took the "flu."

Mr. Pope's nephew said the valet must go away till he fully recovered, or Mr. Pope would be sure to take it. "What shall I do?" said Mr. Pope, in dismay. "Oh, I'll get you a good man for the time," said the nephew; and so he did; a skilful, quiet, efficient, attentive man, whose usual duty it was to attend on a rich old gentleman, who resided, on account of a little mental derangement, in a certain pleasant private establishment.

Mr. Pope had not been told, nor had he inquired, where the excellent valet, with whom he was well pleased, hailed from, nor had the valet asked any questions concerning Mr. Pope. Both seemed to have jumped to certain conclusions. After the valet had been there a week or more, one day, when _downstairs_, he said to the servants: "Tell me, what is it that is wrong with the master? He seems to me to be as sane as any of us!"

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 compet.i.tion 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.

Nineteen hundred, take it all in all, was a busy, interesting and delightful year. Though we did not succeed in acquiring the Waterford and Limerick Railway, which I may now say we scarcely expected, for _compulsory_ railway amalgamation was then unheard of, yet our _bold course_ was regarded with considerable success (as boldness often is) and the running powers we had won were pecuniarily valuable as well as strategically important. Sir Theodore Martin, our Parliamentary Agent, and who had taken the keenest interest in the contest, wrote me: "After all I do not much regret the issue of the fight the Midland have had. To have got running powers to Limerick, and to have to give nothing for them is a substantial triumph." So also thought my Chairman and Directors, for on the 25th of July they pa.s.sed the following Board minute:--

"Resolved unanimously, that having regard to the great exertions of Mr.

Tatlow in connection with the several Bills before Parliament, and the Directors being of opinion that the favourable terms obtained by this Company were due to the great care and attention given by him, they have unanimously decided to raise Mr. Tatlow's salary 200 pounds a year on and from the 1st inst."

Not a very great amount in these extravagant days, perhaps, but in Ireland, nineteen years ago, it was thought quite a big thing; and it had the additional charm of being altogether unexpected by its grateful recipient.

Sir Theodore Martin, though 84 years of age, was full of intellectual and physical vigour. He was a sound adviser, and enthusiastic in the amalgamation business. Poet, biographer and translator, he kept up his intellectuality till the last, and the end of his interesting life did not come until he reached his 94th year. In 1905 he published a translation of Leopardi's poems. Between us arose a much greater intimacy than the ordinary intimacy of business, and his friends.h.i.+p, through a long series of years, I enjoyed and highly valued.

[Sir Theodore Martin: martin.jpg]

Between the two periods of the Amalgamation control I sandwiched a delightful holiday, and in the autumn of 1899, after the conclusion of the great Ballinasloe Fair, travelled east as far as Constantinople. Were this a book of travel (which it is not) a chapter might be devoted to that trip. But the cobbler must stick to his last, though a word or two may, perhaps, be allowed on the subject, if only by way of variety.

My companions on this interesting tour were my good friends F. K. and H.

H. We went by sea from Southampton to Genoa, where we stayed two days to enjoy the suns.h.i.+ne and colour; its steep, picturesque and narrow streets, and its beautiful old palaces. Then we visited Milan and Venice. At Venice we spent several days, charmed with its beauty. From Trieste we took an Austrian Lloyd steamer, the _Espero_, to Constantinople. At Patras we left the steamer to rejoin it at Piraeus, wending our way by rail along the Gulf of Corinth to Athens, in which cla.s.sical city we stayed the night. Messrs. Gaze and Sons had ordered their guide (or dragoman as he was called) to meet us and devote himself to our service.

The next morning at 7 o'clock, he called for us at our hotel, and from that hour till noon, under his guidance, we visited the temples and monuments of ancient Athens, and inspected the modern city also. In the afternoon we drove or rather ploughed our way from Athens to Piraeus (five miles) along the worst road I ever traversed, not excepting the streets of Constantinople. We found the harbour gay with music, flags and bunting, in honour of a great Russian Admiral who was leaving his s.h.i.+p to journey by ours to Constantinople. His officers bade him respectful farewells on the deck of our steamer, and he ceremoniously kissed them each and all.