issues Policies in its INDUSTRIAL BRANCH to suit all classes, for amounts ranging from $10 to $1,000.

Premiums are paid weekly, in sums of Five Cents and upwards.

This company insures every healthy member of a family between the ages of one and seventy and every policy now issued by it is in immediate benefit ard guarantees a paid up policy after a certain number of premiums have been paid.

It hs issued over Eight Million Policie

It pays all claims within 24 hours after proof of death has reached the Home Office.

It has paid in Death Olaims over $18,000,000.

In its ORDINARY BRANCH it issues various forms of Policies, for from One Thousand to Twenty five Thousand Dollars, embodying advantages which appeal to the different classes of applicants some of which are offered by no other Company.

Home Office, NEWARK, N. J.

JOHN F. DRYDEN, President.

LESLIE D. WARD, Vice-President.

EDGAR B. WARD, 2d Vice-Pres, and Council.
FORREST F. DRYDEN, Secretary.

BREWERS AND BOTTLERS OF

PERFECTO

A Special Brew for Family Use.

MADE OF PURE MALT AND HOPS ONLY,

171 North Desplaines Street,

CHICAGO, ILL

TELEPHONE MAIN 4231,

VOL. II.

"Then woe to the robbers who gather
In fields where they have not sown;
Who have stolen the jewels from labor,
And builded to Mammon a throne.

"For the throne of their god shall be crumbled,
And the scepter be swept from his hand,
And the heart of the haughty be humbled,
And a servant be chief in the land."

The Problem of Locomotion.
BY AUG. MCCRAITH.

Extension, invention, speed, were everything in the early days of the railway, and legislatures and localities vied with each other in granting inducements and subsidizing promoters. And the evils of the present, it would appear, are largely due to the over-anxiety of the past to get railways, no matter how, but get them. During the construction period the public had but poor knowledge of the topography of the country, and, as in all new enterprises, confidence was lacking. Even the highly-favored promoters found the work difficult. But with the advance of immigration, the growth of commerce and special grants, the harvest was later reaped. The shaper's millenium was at hand, and legislators simply played the part of tools. Companies organized, received the donations, failed, secured charters under new names and bought in their old debts. An extra session, called for the purpose, of a western legislature, made special land gifts to a company of promoters, who built a short line, issued mortgage after mortgage, foreclosed and sold out to a new company, all the corporators but one being members of the old. At a later session the new company was recognized and granted "all right and interest" which the state had in the lands granted to the old company.

The Iowa Falls and Sioux City road was granted one million acres of the finest lands of the state, and it is estimated that the Iowa roads have received subsidies of over $50,000,000, or enough to built forty per cent of all roads of that state, which received from congress a total of 4,069,942 acres of land to aid in the construction of its roads. The Chicago, Burlington and Quincy sold 350,000 acres of its grant at an average of $12.17 per acre, and the Chicago, Rock Island and Pacific road sold over a half million acres at an average price of $8.68, and those of the Burlington and Missouri River at over $12 per acre. The land grants during President Fillmore's term aggregated 8,000,000 acres, and during President Pierce's, 19,000,000 acres. The

No. 8.

Northern Pacific, before the close of the war, received a grant of 47,000,000 acres. The various grants made to railroads comprised no less than 300,000 square miles, equal to four and a half times the area of New England, or six times that of the state of New York, or equal to the total area of Iowa, Wisconsin, Illinois, Indiana, Michigan and Ohio. One writer figures that since 1862 congress has given to railroad corporations an area equal to England, Ireland, Germany, France, Spain and Sweden combined. It is evident this cuts some figure in the unequal distribution of wealth.

The history of the Pacific roads gives a fair idea of the manner in which the people were buncoed. At the outbreak of the war a transcontinental line was said to be a necessity, else the Pacific coast could not be retained. Such was the representation. It was also argued that the political benefits to be derived and its cost necessarily required that the enterprising and patriotic promoters be liberally assisted by the government. The charter of the Union Pacific, dated July I, 1862, gave the right of way through public lands, and authorized the taking from adjacent lands earth, stone, timber, etc. Alternate sections of land of five acres to the mile were granted on each side of the line, excepting pre-emption or homestead claims made before road lines were definitely fixed. Subsidy bonds, $16,000 per mile, were also issued for the distance from the Missouri river to the Rocky mountains; $48,000 per mile for 150 miles through the mountains, and $32,000 per mile from the western base of the mountains to the terminus of the road. Similar franchises were also given to the Central Pacific road, chartered by the state of California. Besides the right of way, land, etc., this company received subsidy bonds of $16.000 per mile for 7.18 miles east of Sacramento, $48,000 per mile for 150 miles through the Sierra Nevada mountains, and $32,000 per mile from the eastern base of that mountain range to its junction with the Union Pacific. The charters provided that to secure repayment of these bonds to the United States they should constitute a first mortgage on all lines of the road, together with the rolling stock and other property. It is said the donations alone were sufficient to build and equip the roads. Both made slow progress, however, for when the promoters real"worked" they ized that congress was so easily regretted they had not asked for more. In 1864 they asked that the charter be amended to allow them ten