suffered most from unjust tariffs to a popular demand to endow the
commission with the power to fix _prima facie_ rates. While the number
of States which have taken this step is at present still limited, public
opinion in its favor is growing throughout the nation, and a general
adoption of this policy is probably only a question of time. There is
every reason for believing that a commission vested with the right to
fix local rates, to require full and complete reports from railroad
companies, and to make proper regulations for their control, aided by
penal legislation to compel compliance with their orders, will be a
sufficient aid to the State in exercising such control over the
companies operating lines within its borders as its dignity and the
welfare of its people demand.

Viewing the question from a national point of view, we find that, owing
to the great and constantly increasing importance of interstate traffic,
improved Federal agencies for railroad control are a pressing need.
While much has been accomplished by the Interstate Commerce Act, much
yet remains to be done. Violations of the act are still far too
frequent, and they have been encouraged by unfriendly decisions by some
of the inferior Federal courts.

It must be admitted that nearly all the evils connected with interstate
transportation could soon be remedied were it not for the difficulties
which the Interstate Commerce Commission encounters in the enforcement
of the law. On the one hand it is not possible with the machinery at
present provided to detect and prove a considerable part of the
violations of which railroad managers are daily guilty; and on the other
hand, if these violations are brought to light, there would not,
according to the testimony of a prominent railroad man, be courts enough
in the country to try the violators. Besides this, such is the
artfulness of railroad managers that in a majority of cases it would be
impossible to reach the guilty party, and subordinates would have to
answer for the transgressions of their superiors.

To provide adequate machinery for the supervision of the transportation
business, a national bureau of commerce and transportation should be
established. As its chief a director-general of railroads should be
appointed by the President, on the recommendation of the Secretary of
the Interior, by and with the advice and consent of the Senate. This
officer should hold his office for a term of at least six