his brother directors, that the bones of
second or third-class passengers are liable to
ache, whilst their toes are susceptible of cold
equally with those of the ladies and gentlemen
who purchase first-class tickets, I would
simply ask, Whether it would involve the
shareholders of the Great North and South
Junction Railway in inevitable ruin, were the
second and third-class passengers upon that
railway to be sparsely few? They are no
inconsiderable body, and they contribute, I
believe, no insignificant amount to the annual
receipts of that railway.

I am informed statistically, for example,
that the percentage of railway travellers, as
regards the class they travel by, stood, in
eighteen hundred and fifty-six, thus: first-
class, thirteen; second, thirty-two; and
third, fifty-five, which shows me, as it must
equally exhibit to Mr. Browne, that a very
large majority of people travel by second and
third-class, above those who use the first.
Why should this majority receive the worst
treatment?

Possibly the matter reduced to the more
congenial pounds,shillings,and pence standard,
may have more weight with my model
director, if so, I find that the revenue derived
from each class, during that year, amounted
to: first-class, two million three hundred
thousand one hundred and sixty-one pounds;
second, three million four hundred and thirty-
eight thousand nine hundred and eighty-one
pounds; and third, three million five hundred
and twelve thousand two hundred and
twenty-eight pounds. Does not this fact
suggest to Mr. Browne that the Polloi
(commercial travellers, artisans, labourers, &c. &c.)
who contribute so much more to the annual
revenue of railways—the Great North and
South Junction amongst the rest—than the
ladies and gentlemen who occupy the
cushioned compartments of first-class
carriages—deserve a little more considerate
treatment at the hands of all model
directors?

Again, without being so inconsiderate as
to insist upon Mr. Browne giving ear to all
the noisy patentees who annoy the directorate
mind, I would ask, whether there are not
a few precautions against accident so simple,
inexpensive, and obviously useful, that their
adoption upon all railways would seem a matter
of course, which are, nevertheless, systematically
eschewed by many model directors?
The communication between guard and engine-
driver, for example, I should imagine, would
not involve any very considerable outlay, and
yet a great many railway companies have
never adopted that simple expedient. Not,
many years ago it was the fortune of the
writer to travel for twenty miles behind a
blazing carriage, his escape from which
uncomfortable predicament was due entirely to
the fact of its being a private carriage upon
a truck, and not one of the ordinary
company's carriages. Five shillings' worth of
rope and bell-metal would have prevented
this catastrophe, and exempted the company
from the heavy damages which they had
subsequently to pay.

As to the question of extracting as much
work out of as few men as possible, I would
shortly suggest to Mr. Browne, that "the
strength of a chain is its weakest link," and
that if anything does happen at the Lonely
Swamp Station on the Great North and South
Junction, then will my mathematical assertion
be abundantly proved. No matter how
magnificent the appearance of the North and South
Termini—how profuse the number of porters,
pointsmen, signalmen and officials of all
denominations, at all the important stations,
there in the little insignificant halting-place at
Lonely Swamp is the link which will prove
the strength of the whole line. Let my
model director look to it.

Let it be understood, that I do not wish
my friend Browne to concede any very
extraordinary precautions. I am willing, for
example, to suppose when our Gracious
Sovereign makes use of the Great North and
South Junction Railway, that the unusual
provisions against accident are adopted and
suggested solely by the superabundant loyalty
of the directors, and are not by any means
necessary to the safe transit of that beloved
lady, otherwise I might—but I won't. I
won't injure my cause by any attempt to
exact too much. Let me rather endeavour
to conciliate my model director by stating
that there is one question upon which we both
agree, "It is a duty which he owes to society
and to the shareholders never to kill a
bishop," and I unequivocally coincide with
him in the opinion, that he ought never to be
guilty of so impolitic a proceeding.

OUT OF DOORS IN MALAGA.

HE was so dirty, that even the whites of
his eyes were brown.

Who is he? He? Why the street beggar
who pointed me out the little, trim
lawyer, Salamanchino, who had turned
bullfighter, and whom I saw reading the great
rose-coloured posting-bill, stuck up just
outside the cathedral at Malaga. The beggar
pointed him out to me (in return for a
cuatro, a mere dump), as a great public
character; and, softly as a velvet-footed
French spy, I followed the prima espada
(first sword); taking care to walk on the
opposite side of the street, and stop only when
he stopped. I was watching Salamanchino
cheapen a green melon netted with a tangle
that looked like white thread; when I
suddenly remembered that, in this curious
country, it is not unusual to find your
handful of copper change to consist of coins
of the Roman Hadrian, and Flemish Charles
the Fifth, mixed up with sprinkles of the
Bourbon kings, and a few make-weight
Philip the Seconds. Half of them are generally