ably. I never had much head for details of this sort, but people used to explain them to me—to explain the reasons for de Mersch's eagerness. They were rather shabby, rather incredible reasons, that sounded too reasonable to be true. He wanted the money for his railways—wanted it very badly. He was vastly in want of money, he was this, that, and the other in certain international-philanthropic concerns, and had a finger in this, that, and the other pie. There was an "All Round the World Cable Company" that united hearts and hands, and a "Pan-European Railway, Exploration, and Civilisation Company" that let in light in dark places, and an "International Housing of the Poor Company," as well as a number of others. Somewhere at the bottom of these seemingly bottomless concerns, the Duc de Mersch was said to be moving, and the Hour certainly contained periodically complimentary allusions to their higher philanthropy and dividend-earning prospects. But that was as much as I knew. The same people—people one met in smoking-rooms—said that the Trans-Greenland Railway was the last card of de Mersch. British investors wouldn't trust the Duc without
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