between London and Holyhead at an average rate of 42 miles per hour; an unprecedented speed in those days. People then thought themselves most heroic in entrusting their lives to a train that travelled with such terrific velocity as the "Wild Irishman." It was to meet this acceleration that Mr. Ramsbottom, the Locomotive Superintendent of the London and North-Western Railway, devised a scheme for laying water-troughs between the rails, by which the engine could pick up water through a scoop whilst running. I have somewhere seen this claimed as an American innovation, but the North-Western engines have been picking up water daily now ever since 1861; nearly sixty years ago.

The greatest improvement, however, was effected in the cross-Channel passage. To accomplish the sixty-five miles between Holyhead and Kingstown in the contract time of four hours, the City of Dublin Co. built four paddle-vessels, far exceeding any cross-Channel steamer then afloat in tonnage, speed and accommodation. They were over three hundred feet in length, of two thousand tons burden, and had a speed of fifteen knots. Of these the Munster, Connaught, and Ulster were built by Laird of Birkenhead, while the Leinster was built in London by Samuda. These boats were most elaborately and comfortably fitted up, and many people of my age, who were in the habit of travelling constantly to Ireland, retain a feeling of almost personal affection for those old paddle-wheel mailboats which carried them so often in safety across St. George's Channel. It is possible that this feeling may be stronger in those who, like myself, are unaffected by sea-sickness. I think that we all took a pride in the finest Channel steamers then afloat, and, as a child, I was always conscious of a little added dignity and an extra ray of reflected glory when crossing in the Leinster or the Connaught, for they had four funnels each. I think that I am correct in saying that these splendid