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T O W 1ST TALK.

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T O W 1ST TALK. BY OUB SPECIAL CORKESPONT>ENT. BY OUR SPECIAL CORRESPONDENT. -4>- Our readers will understand that we do not hold ourselves respon ow able Correspondent's opinions. THE traffic returns of nearly all the railways, not- withstanding the depressed times we have lately experienced, are very satisfactory, and show that trade is in a sound state. Most of them have also declared dividends of some amount or ether. But to both these statements there are two exceptions the Great Eastern lailway Company being one, j and the London, Chatham, and Dover the other. j The first-named company, after a career of thirty years, and an expenditure of twenty-four millions, I is unable to declare any dividend, prays for time I to meet its obligations, promises to stop the con- struction of all the unprofitable extensions which can fairly be stopped without altogether losing the money already expended en them, and generally declares its intention to adhere to a common-sense policy in future. Things are certainly not made pleasant" in the report issued by the new body of directors, and while they are not to be blamed for the insolvency of a concern inherited from their predecessors, they are, on the contrary, entitled to praise for the frankness with which they have dis- closed the ugly state of their affairs. With careful management, it is just possible that this line may again see better days. Bat with regard to the London, Chatham, and Dover, I can see no such prospect. It is hopelessly insolvent, and is, in fact, in Chancery. This means simply that it is in the hands of people possessed of no qualifi- cations whatever for the management of such an undertaking. How can the Court of Chancery settle such questions as the time { table, the number of trains to be run daily, and the rates to be charged for goods, and the endlesa details connected with a railway on the proper settlement of which the comfort and even the safety of the public depend ? Then again, ¡ it must be remembered Parliament has made rail- ways peculiarly liablein case of accidents, bat neither the Court of Chanceryner an insolvent railway com- pany can be so liable. In short, both the system of management and the'system of compensation must break down while under the jurisdiction of the Court of Chancery. The only cure for the chronic insolvency ef this line, and the best remedy for the Great Eastern would be to sell them to capitalists who can work them with efficiency, and therefore at a profit. It is the opinion of many persons who have devoted much time to the study of the railway question that the lines could be better managed and yield a handsome revenue into the bargain, if the State were to become the proprietors of them all. And 'Dír. Gait, in a very elaboratejwork on the subject published some few months ago, has incontestably proved the truth of this statement. His plan is that Government should purchase the railways, and then leave them, I under certain conditions, as ta management, rate of fares, and the like, to individuals or companies with sufficient capital to carry them on. This system prevails in Prance, and it there works ad- mirably. As nothing can be worse than the pre- sent state of things on the London, Chatham, and Dover line, tLe experiment is worth trying here. Under the Railway Companies Act the Go- vernment, by giving six months' notice to II any company of its intention to do so, can at the end of that time purchase the whole of the plant of a railway at its fair market value. If the Government were to adopt this course with the railway to which. I am referring, there is every reason to believe that it would form a profitable investmentto the nation, that the line would be well managed, and, what is not an unimportant consideration, that the shareholders and those who have lent money to the company would, at any rate, get some portion of their capital back agaln. From whatever point of view this plan be regarded, it appears to me to be unobjectionable, and very far superior to the one sanctioned during the last session, of Government sending money to railway companies, as was done to some of the Irish lines. THE new Sanitary; Act, which, among other things, makes the overcrowding of dwelling houses a nuisance, has been putan force with creditable promptitude in Islington. In several instances the local inspector has found houses where six and seven people were living in one dirty roam, with none of the appliances for decency and cleanliness. The magistrate in all cases fined the owners of the houses, and this, so far aa^it gO€3, is a result not to be found fault with. But I should like to know what the poor people who overcrowd these houses can do but fee- guilty of the offences of overcrowd- Img ? The metropolitan railways, the new streets, and now the Holborn valley viaduct;* have pulled down so many of the houses in which they dwelt, that accommodation for them has become scantier and scantier, and, by the law of supply and de- mand, rents have become dearer and dearer. Mr. Simon, the able officer of health of the Privy Council, who drew up the report on which tne Sanitary Act is founded, :was aware of this state of things, and attempted to grapple with it. He saw that it was the^height- of injustice to make overcrowding an offence, when from the very nature of the case overcrowding was a necessity. Accordingly, he proposed that before the dwellings of the poor were pulled down for the purpose of public improvements, the parishes should have power to oppose such demolition until other houses had been built for the reception of the population to be thus evicted. But this wise proposal was not introduced in the » bill, and although several of the metropolitan members attempted to introduce a clause to that effect, they were defeated. The "railway inte- rest" was too strong for them; but Mr. Torrens, the member for Finsbury, promises to return to the charge next session, when I hope he will suc- ceed in upsetting so one-sided a piece of legisla- tion. Enforce decency and cleanliness by every I means, but, before you do that, see that those affected by such legislation are provided with the ¡ requisites for becoming decent and clean. THE cholera, I am glad to say, is rapidly de- creasing. All those who have had it ia their power to do anything in the way of mitigating its horrors have done so. Yvhile a vast number of people have subscribed to the Mansion-house Relief Fund, which is now not far short of twenty J thousand pounds; others, like the Bishop of I London asd his wife, have gone into the cholera t district and cheered by words of comfort the terror- stricken sufferers. The Lord Mayor, I am glad to see, proposes, with the consent of the subscribers, to set apart five thousand pounds as a permanent provision for those who have been orphaned by this dreadful scourge. AN extraordinary feat has been accomplished by two Yankees and a dog. The three of them left New York in a tiny vessel, twenty-seven feet in length, six feet one inch in breadth, and of two I and a half tons burthen, and in forty-one days were anchored off Greenhithe. The Red, White, and Blue," for so is the vessel named, is full rigged j like a three-masted ship, and is constructed on the lifeboat principle. She experienced very heavy weather, and Captain Hudson and his mate thought more than once that it was all over with them. Seeing that they were so foolhardy as to cross the Atlantic in such a small craft, it may be I necessary to add that they do not intend to return in her, being of opinion with the Frenchman that "enough" of that kind of thisg is "too inooche." Remarkable though this voyage is, it is not the only one of its kind. About forty years ago, so I was told the other day by the oldest inhabitant of Hastings, a gentleman made the voyage from Ire- land to that charming watering place, then only a small fishing village, in an open boat, seven feet in length. He had no companion whatever, but was amply provided with "creature comforts," had a nice little cooking apparatus on board, and, as I my informant said, had everything else to rights." He left Hastings in the same boat, and when he embarked fired a salute from a small brass cannon he had likewise brought with him. So that if any of your readers should chance to see the "Bed, White, and Blue" at the Crystal Palace, where it is to be exhibited, they may tell the enterprising Yankees this true story of their Irish prototype. I WILL conclude this letter by giving a piece of information which may be acceptable a,nd perhaps useful to some of your male readers. In a speech, the other day, of the chairman of the London and Brighton Railway, I came across this passage, which I give as I found it reported:— One gentleman urged that smoking carriages should be attached to the trains, but he could hold oat no hope of that being done. The longest journey of the company was an hour and a half, and if gentlemen could not do without a cigar for that time, they must travel in the second or third class, where they were perfectly welcome to smoke (hear, hear)." This, to use a lady's word, is very "nice" for smokers; but suppose there is a lady, or, what more usually happens, some disagreeable male who objects to smoking even in a second or third- class carriage—what then? Z.

SUMMARY OF PASSING -EVENTS,I

CAPTURE OF A CHILIAN PRIVATEER.

THE GERMAN PARLIAMENT.I

THE PRUSSIAN CHAMBERS.

THE POLISH INSURRECTION.I

SAXONY.

• • - :'\SPAIN.r>

THE INSURRECTION IN CANDI4.'I

IMEXICO.

THE FETES AT BOULOGNE.

FAST YOUNG MEN " DONE

AUSTRIA AND PRUSSIA.

CHINA AND JAPAN. ,

! AMI'UiiOA.''

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