the opposition, a great deal of traffic was diverted from the Bristol route to the Liverpool route, and the Bristol Company suspended their sailings to and from Waterford. The Waterford Company thereupon took up the Tuesday sailings to Bristol. When the Liverpool opposition ceased, the Bristol Company wished to resume their Tuesday sailings from Waterford. The Waterford Company, however, refused to withdraw their Tuesday steamer, but agreed to let the Bristol Company have the Friday sailing. The close and friendly relationship which had formerly existed between these two companies became somewhat strained, and ultimately ended in so wide a breach that the Waterford Company purchased the paddle steamer VICTORY from the Cork Steamship Company, and placed her on the station between Bristol and Dublin, in opposition to the Bristol Steam Navigation Company. This opposition was withdrawn upon the Bristol Company undertaking to pay the Waterford Company an annual sum of £1,000, which sum they continued to pay for a great many years. About the year 1847, Malcomson Brothers (the owners of the Waterford Steamship Company) purchased the steamer DUBLIN, for employment in one of their London trades. She was the first screw steamer owned by any Irish company or firm, and she proved so successful that her new owners had all their subsequent steamers fitted with screws, except one boat for a special trade. Being shareholders in the Peninsular and Oriental Steam Navigation Company, Malcomson Brothers induced the directors of that company to introduce screw steamers into their fleet. It was also by the advice of Messrs. Malcomson that Richardson Brothers, the promoters and first managers of the Inman line, built screw steamers for the Atlantic. The Messrs. Malcomson were no mere theorists in steamship construction; they decided to build the steamers they owned. For this reason they established (in 1847) an iron shipbuilding and engineering works at Waterford, under the style of the Neptune Iron Works. They were fortunate in securing for their manager a talented shipbuilder, the late Mr. John Horn, who was succeeded by his son, Mr. Andrew Horn, an engineer of very exceptional abilities, and who is the present superintendent engineer of the company. About 40 steamers were built at the Neptune Iron Works before they were closed, several of which became famous, and all of which were noted for their strength of hull and engines.