ays
to the railways by securing to all persons the right to run
trains over their track under proper regulations, and by
defining the distinction between the proprietorship and
maintenance of the railway and the business of common
carriers."

While it is admitted that the opening of the railroads to the free use
of competing carriers is not necessarily impractical from a technical
point of view, it cannot be admitted that the proposed remedy would cure
the evil. There would certainly be nothing to hinder carrying companies
forming a trust which might prove more dangerous to the interests of
shippers than are to-day the combinations of the railroad companies.

Mr. Hudson devotes a chapter to the railroad power in politics, and
shows how corporations, through their wealth, have secured the greatest
and most responsible offices in the executive, legislative and judiciary
departments of the Government. Speaking of their influence in the
Supreme Court of the United States, he says:

"The assertion that Jay Gould paid $100,000 to the
Republican campaign fund in 1880, in return for which Judge
Stanley Mathews was nominated to the Supreme Bench, is
denied as a political slander; but the fact remains that
this brilliant advocate of the railway theories of law has
been placed in the high tribunal, and that his presence
there together with Justice Field, long a judicial advocate
of the corporations, is expected to protect the railways in
future against such constructions of law as the Granger
decisions."

An English writer, Mr. J.S. Jeans, presents, in his "Railway Problems,"
a great deal that is of interest to American readers. The statistical
data of his work are especially interesting. We learn that the United
Kingdom has nearly twenty railroad employes per mile of road operated,
to less than five in the United States, and that the average number of
employes per L1,000 ($4,850) of gross earnings is on the railroads of
the United Kingdom 5.4 to only about half as many in the United States.
We further learn that the average earnings per train mile in America are
over 25 per cent. higher than they are in the United Kingdom, and exceed
those of most European countries.

Of the remarkable increase in number and the profitableness of the
third-class passenger traffic in England Mr. Jeans says:

"There has hitherto been a great lack