unless the subject-matter of all pending Hyde suits be barred.

John Mitchell, president of the mine-workers, visits the President and urges the appointment of a friend as Collector of Internal Revenue at Scranton; he declares that he did not discuss the coal situation.

At the Cabinet meeting it is practically decided that important changes in Chinese exclusion regulations must be made.

J. J. Hill, president of the Great Northern, in a speech at Portland, Ore., says that Federal regulation of railroad rates will bankrupt the railroads of the country.

Justice James Madison Barker, of the Supreme Judicial Court of Massachusetts, dies at Boston. October 4.-John A. McCall, before the Insurance Investigation Committee at New York, says that the New York Life had paid out $885,000 through "Judge" Hamilton at Albany in five years to "produce" results in regard to legislation; he declares that most of the bills introduced were for blackmailing purposes. President Roosevelt tells Representative Townsend, of Michigan, that he has not changed his mind about the need of giving the Interstate Commerce Commission power to make railway freight rates.

October 5.-President Roosevelt confers with Representative Townsend on railroad-rate legislation, and Mr. Townsend announces that a bill embodying the President's views will be ready for introduction when Congress meets. Officials of the Mutual Life before the insurance committee tell of the millions of dollars made by the McCurdy family out of the company in the last twenty years.

The Insurance Commissioner of Missouri threatens to restrain, by legal proceedings, the New York Life from further business in that State unless changes in the management of the company are made.

Joseph Ramsey, Jr., is removed from the presidency of the Wabash railroad at a meeting of the directors of that company.

New York city Democrats renominate Mayor McClellan.

William Walter Scott, the miniature-painter, dies at Nantucket, Mass.

October 6.-Charles E. Hughes, the insurance investigator, is nominated for mayor by the Republicans in New York.

Massachusetts Republicans declare for a revision of the tariff.

President Roosevelt directs Attorney-general Moody to take legal proceedings to break up the monoply of St. Louis bridges and transportation facilities now enjoyed by the Terminal Railroad Association.

The Government takes a hand in the lake fisheries war; Cleveland's customs collector, on an American cutter, is searching for poachers, with authority to seize vessels and cargo.

A Wise Child." The baby always becomes perfectly quiet when I sing to it," said the proud young father.

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We cannot tell you all about it here, but will if you will write to us. And with a full, detailed statement of this business, we will send, if you request it, a copy of our free book, "How Money Grows," which tells all about investments in general and which should be in every person's hands before they invest a dollar. Write to us to-day before you forget it. Simply say "Send information concerning stock advertised in THE LITERARY DIGEST." You cannot spend a penny post card more profitably.

W. M. OSTRANDER

(INCORPORATED)

599 North American Building. Philadelphia

be like..

the more worn

VOL. XXXI., No. 17

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A

TOPICS OF THE DAY.

SIR HENRY IRVING.

DISPOSITION to compare Sir Henry Irving with the best actors of any time is shown in the comments on his death. The Philadelpiha Press thinks it is "hardly extravagant" to regard him "as the most intellectual actor who has ever trod the boards of an English theater." The greatness of Shakespeare, it says, was that of the poet and dramatist, not the greatness of the histrion." The only actor of equal range with Irving, of whom there is positive record, is Garrick, who "excelled in both comedy and tragedy," while " Irving, notwithstanding his success in certain tragic rôles, was not a tragic actor of the first rank." In 1874, at the age of thirty-six, Irving (whose real name was John Henry Brodribb) scored his first great success in "Hamlet," in London, the tragedy running two hundred nights, a feat unprecedented at that time, and in 1879 he made his first appearance as Shylock in The Merchant of Venice," with Miss Terry as Portia, and together they carried the play to two hundred and fifty performances, the record Shakesperean run. In 1893, at the close of an American tour, Irving received public banquets in Boston and New York, and in May, 1894, he was knighted by Queen Victoria. The University of Glasgow gave him the degree of LL.D. in 1899. A movement is said to be on foot to obtain a place for his bones in Westminster Abbey, where David Garrick is buried.

William Winter, the dramatic critic of the New York Tribune, says of Sir Henry:

In the death of Henry Irving the stage has lost its most illustrious figure and the world has lost a great benefactor. He has died in the fulness of artistic achievement and at the summit of a spotless and splendid renown. . . . He was animated by the noblest form of human ambition-the wish and purpose to make his generation better and happier by excelling as an interpreter of human nature, a minister of beauty, and a guide to the spiritual life. For thirty years he held the destiny of the English stage in the hollow of his hand, and during that time he presented only the greatest subjects, and presented them only in the greatest manHe touched nothing base.

ner

"He was a great actor-certainly the greatest actor of his time

WHOLE NUMBER, 809

-and so far as the printed records of the stage enable a studious observer to judge, he was the greatest actor that ever lived, for there is no record of any man who has played so many and such widely contrasted parts of the highest order and played them all equally well. His range included Hamlet and Jingle; Macbeth and Don Quixote; King Lear (which he considered his best performance) and Robert Macaire; Dr. Primrose, the Vicar of Wakefield, and King Louis XI.; Mephistopheles and Benedict; Lesurques and Dubosc; Shylock and Doricourt; Becket and Corporal Brewster, and Mathias, in 'The Bells,' a part in which no other actor could come within a thousand miles of him, a fabric of his own wonderful imagination, into which he poured all the fire of his generous nature and liberated the finest reserves of his soul. It

In his character he combined great wisdom with great simplicity. His whole being was dominated by intellect, but his sympathy extended to every suffering creature upon earth, and in practical charity his munificence was boundess. In many ways he was a lonely man-isolated in part by mental supremacy, in part by temperament, and in part by circumstances of cruel personal experience-but he loved to make others happy, and he gazed with eyes of benevolence on all the wide pageantry and pathos of this mortal scene. No mind more noble, no heart more tender, no spirit more pure and gentle ever came into this world. Henry Irving lived to bless mankind, and in his death-which is a universal bereavement-he leaves an immortal memory of genius and goodness and an immortal example of all that is heroic and beautiful in the conduct of life."

THA

A COSTLY NAVAL EXPERIMENT.

HAT a battle-ship costing nearly $6,000,000 should be placed by naval experts in a class that has become obsolete almost on the day that it first entered the water is unpleasant news to many newspapers, some of which remark that the money could have been used to good advantage in irrigating the West or for harbor improvement. Such is the fate of the Mississippi, which was launched on September 30 at Philadelphia. It is supposed to represent a new type of vessel, but in tonnage and speed is far inferior to others projected and built during the past three or four years. It is claimed that the Mississippi will have become a back number, measured by the world's standard, long before she is placed in commission. The Mississippi and its sister-ship, the Idaho, both of 13,000 tons' displacement, were authorized by Congress in the spring of 1903, and at this late hour Congress is being

monsters which will furnish a stable platform for more guns of the heaviest caliber than have heretofore been employed, it must be regretted that in the case of the Mississippi and of the Idaho, its sister-vessel, Congress ran counter to the recommendations of the Naval Board.

"The most serious criticism to which the Mississippi is open is invited by its inadequate engine-power. The Russo-Japanese engagements conclusively demonstrated the immense importance of superior speed. It was because, owing to his advantage in this respect, he could choose his own ranges that Admiral Togo was able to crush the enemy with so little loss or risk to himself, and it is a pity that the Mississippi has not been designed to steam more than seventeen knots an hour. This is a knot, an hour less than the Japanese battle-ships. We ought to do better than that."

INVESTIGATING THE ST. LOUIS BRIDGE MONOPOLY.

and speedier battle-ships. "At a time," declares the New York Tribune," when in the English and Japanese navies a speed of eighteen knots an hour is the minimum that is considered for a battle-ship and nineteen

knots is sought and attained, we are building a vessel that will have only a speed of seventeen knots."

The opinion among naval officers of this and other countries is now for big and fast battle-ships. Admiral Dewey is of the opinion that the battle-ship of the future must have high speed and about 18,000 tons' displacement in order to carry a battery of tremendous power. In this view the Admiral is supported by nearly all the experts of both England and Germany, according to reports to the New York Herald. President Roosevelt and the members of the House Committee on Naval Affairs also endorse the Admiral's views, and the General Naval Board lately recommended that the two battle-ships authorized by the last Congress be raised from 16,000 tons to 18,000 tons.

of the President, against the St. Louis Terminal Railway Association" will be among the most notable ever tested in the courts," says the St. Louis Globe-Democrat," as it will settle certain broad problems of every American city"; and the Buffalo Express thinks the case "is unquestionably one of the most important brought by the Government against a railroad organization to prevent restraint of interstate commerce." The terminal association, which is composed of fourteen of the principal railroads entering St. Louis, absolutely controls the traffic across the Mississippi River at St. Louis by owning the Eads and Merchants' bridges

Tho deficient in speed, these two ships have battery power equal to some of our own biggest battle-ships, which leads the Philadelphia Inquirer to remark that "there are not many bigger or more formidable battle-ships afloat than the Mississippi will be when it goes into commission." The Inquirer says further:

"It is not so long since the famous Oregon was new, and with. its tonnage of 11,000 and its nominal speed of 16.8 it was considered a crack-a-jack, but now it has been relegated to the class of second-raters along with the Indiana, Iowa, and the Massachusetts, which closely resemble it in armament and dimensions. All four were launched in 1893 and put in commission three years later. They are less than ten years old and already the naval sharps sniff at them contemptuously.

Yet their case is unimpressive compared with that of the Mississippi, which is being denounced as not much better than obsolete even before it has been completed. The naval men have been convinced by their observation of the fighting in the Far East, and especially of the manner in which Admiral Togo crushed the forces of his adversary in the engagement of the Sea of Japan, that the battle-ship of the future is going to be a tremendous affair of 18,000 tonnage or thereabouts, and because the Mississippi does not reach or nearly approach this standard they are not prepared to recognize in it a particularly valuable addition to the naval strength of the country. They ought to know, and their opinions are entitled to respect. As the most progressive naval countries, such as Great Britain and Japan, are engaged in building or projecting

and the Wiggins Ferry Company. It also controls the terminal facilities in the city, and the merchants of St. Louis are said to be hopelessly in the grasp of this monopoly. Frequently, we are told, the charge for transporting freight in the St. Louis yards and across the bridges is by far the largest part of the cost of moving freight which has come hundreds of miles. The St. Louis Globe-Democrat remarks:

"If this progressive consolidation of interests and of power to fix charges, with competition cut off, constitutes a monopoly in restraint of trade, the decision in the case will be a national landmark..... St. Louis has a special interest in the matter because it is subject to exceptional charges in its lines of communication with the East. Free roads and bridges are the rule elsewhere. Few toll-gates and toll-bridges remain in the United States. No other city in the class of St. Louis carries such a burden, nor is any other compelled to pay so heavy a tribute to a single combinaA city approaching a population of 1,000,000 and rapidly expanding in commerce and manufactures could not be expected to remain satisfied with so rigid a grip, or any uncommon grip, upon its main gateway. A solution was bound to come, and the result of the pending suit will be all the more welcome because it will also clear up some national points of the first moment."

tion.

The terminal association has been the center of litigation for some time. The Buffalo Express gives this account of the proceedings brought against the association:

"The first legal attack on the Terminal Railroad Association was made in October, 1903, when the Attorney-General of Missouri, Edward C. Crow, sought to dissolve the association under the State antitrust law. The defendant admitted all the facts alleged by the State, but denied that it was a railroad in the meaning of the law which prohibited the consolidation or single control

WILLIAM R. HEARST,

Nominee of the Municipal Ownership League

for Mayor.

of competing lines. This view was taken by a majority of the justices of the Missouri Supreme Court, and there the case ended. The situation was brought before the Administration in June, 1903, by Attorney-General Crow, when he pointed out that the terminal association, which was the Owner of the Eads Bridge, had obtained control of the Merchants' Bridge. He directed attention to the forfeiture clause in the Merchants'-bridge charter. Secretary Taft gave an opinion last June that the situation did not warrant forfeiture, but suggested that mandamus proceedings might be instituted

against him as Secretary of War by any one who felt that his decision was not sound, or that legal action might be taken under the Sherman Antitrust Law. A month later a statement of facts was submitted by merchant bodies of St. Louis to AttorneyGeneral Moody, which, with Secretary Taft's report, resulted in the decision to start legal proceedings."

THE

ASPECTS OF THE NEW-YORK-CITY CAMPAIGN.

46

HE complete collapse of the fusion movement, followed by the renomination of Mayor George B. McClellan on a straight Démocratic ticket, the nomination of William M. Ivins on the Republican ticket, and of William R. Hearst on a Municipal-Ownership ticket, gives New York city and county what is called a triangular contest," with William Travers Jerome as a free-lance in the field for district attorney. The Republican nomination was offered to Mr. Hughes, counsel for the insurance investigation committee, but he declined it. Political forecasts are pointing so generally to the reelection of McClellan and the defeat of Ivins that the local press seem to be inclined to look upon such events as foregone conclusions. So these candidates have fallen among the lesser objects of interest, while Hearst and Jerome have become the great spectacular features of the campaign. The desperate efforts that Tammany is making to defeat Jerome, and the equally

efforts

determined which a large number of Republicans, Citizens'-Union men, and independent voters are making to keep him in office have placed him in the center of the hottest kind of fighting. If Jerome is elected, Tammany fears that he will be the next Democratic candidate for Governor. If he is defeated, Tammany believes that a victorious McClellan can easily march into Albany. The interest that attaches to Hearst seems to be due largely to the anxiety to know how many votes he will be able to take away from the straight Democratic ticket, and to what extent his radical teachings have carried conviction to the minds of the poorer elements of New York's population, with whom he has been working so strenuously for several years. The New York Times (Dem.), which has always espoused the "sane, safe, and conservative" policies of its party, is naturally bitterly opposed to Mr. Hearst. After giving an uncomplimentary account of the life and character of the Municipal-Ownership party's candidate for Mayor, and charging him with using his enormous inherited wealth in originating "yellow" journalism, and promulgating ideas of life and government so foreign to the established order of things that he is "unknown" in the social and business circles of the city, The

WILLIAM M. IVINS, Republican nominee for Mayor.

Times goes on and makes the following remarks regarding him and his running mates on the Municipal-Ownership ticket:

That such a man should aspire to be the mayor of such a city, that any organization should ask even a moderately intelligent electorate to put Mr. William R. Hearst in charge of the municipal business, might well excite astonishment. We think astonishment should give way to satisfaction-very great satisfaction. Mr. Hearst is the proper leader of the municipal-ownership cause. If the word logical may be used in speaking of such a socialistic foray we should say that Mr. Hearst was the logical candidate. Ex-Senator Ford and Judge Seabury have studied municipal-ownership theories much more diligently than Mr. Hearst; they could expound the faith for hours before audiences the sight of which would make Mr. Hearst seek a means of