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the railroads under New York control will necessarily be.
  If we fail in this crisis to regain control of our railroads, the State of Massachusetts would better save its money and stop development of the port of Boston, for such development under present conditions would mean simply a waste of money that can be advantageously spent for other purposes.
  New York control of the New England capital invested on our own railroads is bad enough in itself. But the attempt of the former management of the New Haven Railroad to monopolize all means of transportation in New England made matters still worse.
  This began with ambitious plans for the control by that railroad of trolley lines and other enterprises not directly or even properly connected with the business of railroad transportation. Then came the control of steamship lines that might offer to New England shippers a way of escape from the railroad monopoly. Finally it resulted in the control of the Boston & Maine Railroad by the New Haven Railroad, and a working agreement between the New Haven road and the Boston & Albany road. Thus, for a time, an almost complete monopoly of transportation facilities on sea as well as on land, was achieved.
  Of course, when this monopoly was undertaken, lavish promises were made of benefits to result to the people of the New England States. But these benefits have never been realized. On the contrary, in proportion as the monopoly became more complete, transportation facilities deteriorated more and more. Every promise made to us by those who aimed at a transportation monoooly [[monopoly]] was broken, so that we have suffered from all the certain evils of monopoly and have received none of the alleged benefits.
  Another result was the attempt of the former management of the New York, New Haven & Hartford Railroad to control the politics of this State, an attempt which so far succeeded as to lead last spring to the passage by the Legislature of the so-called Berkshire Trolley Bill. This bill, besides legalizing the previous illegal acts of the New York, New Haven & Hartford Railroad, gave it power (when its finances permit) to complete its control of the street railways of the Commonwealth. Still another was the incorporation into the so-called Public Utilities Bill, of certain financial sections, that would have had no chance of passing upon their own merits, and were jammed through the Legislature as a part of a measure purporting to extend the control of the Commonwealth over its railroads.
  It was well known last spring that the railroad lobby was active and well financed, but we have only recently learned what large sums of money the railroad was expending for political purposes. I have called this matter to the attention of the Public Service Commission, and that body has agreed to make a searching investigation. We know now, however, that leaders of both the great political parties, including at least one member of a legislative committee then investigating the Berkshire trolley question, received money from the New Haven road; and it therefore becomes important to ascertain how much further the corrupting influence of the railroad extended.
  Particular attention should be called to the fact that the so-called trolley bill received the overwhelming support of the members of the Democratic party, although that party had in its last platform pledged itself to oppose railroad control of trolley lines. This repudiation of platform pledges by the leaders of the Democratic party made it impossible for me even to consider the acceptance of a nomination at their hands, and compels me to become an independent candidate for the governorship if the people of the Commowealth [[Commonwealth]] are to meet this great railroad issue.
  From the atitude [[attitude]] of the three candidates in the field it appears that they do not intend to make our transportation matters an issue in this campaign. Both of these measures I vetoed in messages exposing their true character. But matters were so directed that the two bills came to my desk at practically the same time, and the two vetoes were acted on in close succession, so that every opportunity was given for the vicious practice known as "log-rolling."
   This, however, was the concluding triumph of the former New Haven management. It had impaired the ability of the New England railroads to serve the public, demoralized their finances, and diminished their earning power, so that a day of reckoning could not long be postponed.
  That day came when the Interstate Commerce Commission published its scathing arraignment of the monopolistic designs, the reckless financial policies, and the general inefficiency of the existing New Haven management. The only possible outcome was the retirement of the men responsible for the present blight on the New Haven Railroad and the installation of a new management.
  With the present head of the New Haven system I am prepared to cooperate in every possible way, and I believe that he deserves the confidence of the people of New England. But as yet there has been no change in the financial interests actually controlling the New Haven Railroad, so that we have yet no guarantee that the present management is in a position to do the things that are most needed. Under these conditions it is important that the people of Massachusetts and the other New England States should assert their determination to make and keep their railroads free from alien control. To accomplish this end it will be necessary to formulate a complete, constructive transportation policy. Such a policy has engaged my earnest attention for some months and I shall hope in the immediate future to present it for the consideration of the people of Massachusetts.
  I shall confidently expect the State Board of Trade, its constituent bodies throughout the Commonwealth, all other commercial organizations and the business community in general to cooperate earnestly in effecting the needed readjustment of our transportation facilities.
  In doing this I am justified by the publicly declared position of the State Board of Trade, which seven years ago memorialized the State Legislature with an emphatic warning. With clear judgement this board outlined the evils which would follow the proposed consolidation of our transportation facilities into a monopoly controlled and dictated by interests foreign to New England.
  The subsequent action of the Massachusetts Legislature has brought about a critical condition of affairs which it will require our united efforts to remedy.

GARDNER EXPECTED IT

Says He Is Not Surprised at the Governor's Determination to Be a Candidate

  Congressman Gardner this afternoon gave out the following comment upon the candidacy of Governor Foss:
  "I am not surprised at Governor Foss's determination to run. A day or two ago a business friend of mine told me that the governor had agreed to the proposition that the Commonwealth ought to come to the assistance of the Boston & Maine Railroad with a big loan, and that Mr. Foss would run on that platform.
  Of course I do not believe the yarn about a big State loan for the Boston & Maine people, but the rest of the prophecy has come true."

French Consul Saw "Les Miserables"
  A large gathering of French people, including C. J. C. Flámand, the French consul of Boston, gathered last night at Tremont Temple to observe "Victor Hugo night." Before the beginning of "Les Misérables" an informal reception was held. The American and French colors were suspended from the balconies. On an easel on the platform stood a large portrait of Victor Hugo, draped in the American and French flags.

  —One of the curiosities shown by E. J. Hills of Belfast, Me., at the Belmont Fair was a note dated at Belfast, Dec. 3, 1812, made by Willian Swett payable to William Clark, the consideration being nine bushels of corn and nine bushels or rye.

WEDDING GIFTS AT STOWELL'S

In our Clock Department we display over 400 different styles and sizes of Clocks, the product of the most famous clock makers of the world.

Small Clocks, metal cases, $1 up
Folding Travelling Clocks, 6.50 to 29.00
Automobile Clocks, 5.00 to 36.00
Gilt and Crystal Regulator Clocks, 13.50 to 100.00
Mahogany Mantel Clocks, 5.00 to 100.00
Chelsea Clocks, 16.00 to 168.00
With Ship's Bells, 42.00 to 168.00
Hall Clocks, 100.00 to 350.00

A. Stowell & Co. Tues
24 Winter St., Boston
Jewellers for 91 Years

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