Just before the National Convention of 1908 assembled at Chicago, in which convention I was chairman of the Illinois delegation, when every one knew that Taft was sure to be the nominee, I called on him at the War Department, and in the course of the conversation I took occasion to remark that I had always been in favor of him for Chief Justice, but it seemed now that he was certain to be the nominee for President, and his career would consequently go along another line. He replied: "If your friend Chief Justice Fuller should retire and the President should send me a commission as Chief Justice, I would take it now."
It is my purpose to practically close these memoirs with the end of the Roosevelt Administration, for the reason that I do not feel at liberty to write in detail of events occurring within the past two years. All that I will venture to say is that my relations with Mr. Taft as President have been of the most cordial and friendly character; and no one can question that he has been thoroughly conscientious in the discharge of the duties of President of the United States. That in 1910 the party went down in defeat for the first time in eighteen years cannot be charged to President Taft. Nothing that he did as Chief Executive was responsible for that defeat. I myself believe that it was simply the result of the people becoming tired of too much prosperity under Republican administration. The newspaper agitation over the Aldrich-Payne Tariff Bill was mainly instrumental in turning the House of Representatives over to the Democracy.
The Hon. Philander C. Knox was Attorney-General in President Roosevelt's cabinet, as he had been in the cabinet of his predecessor. He is now serving as Secretary of State under President Taft. He has had a long and highly distinguished career at the bar, and is probably one of the greatest lawyers of his day. He served in the Senate of the United States for some years, and upon entering that body he at once took his place as a leader on all questions of a legal and constitutional nature. As a member of the Judiciary Committee, he had quite a commanding influence on important legislation coming from that committee. As Secretary of State Mr. Knox has been successful to an eminent degree, and I have no doubt that his career as the Premier of the Taft Administration will add to his great fame as a lawyer and statesman.
I cannot refrain from saying a word in reference to the Hon. James
Wilson, who was appointed Secretary of Agriculture by President
McKinley, in which position he has been retained by both President
Roosevelt and President Taft. He has served as a cabinet officer
for a longer consecutive term than any man in our history.
I have been more or less familiar with the administration of the Agricultural Department ever since its creation, and I do not hesitate to say that Mr. Wilson has been the most efficient Secretary of Agriculture that we have ever had. He has accomplished greater results in that office than any of his predecessors, and should remain there as long as he will consent to serve.
CHAPTER XXI INTERSTATE COMMERCE
At the time I am writing these lines, no question of governmental policy occupies so prominent a place in the thoughts of the people as that of controlling the steady growth and extending influence of corporate power, and of regulating its relations to the public. And there are no corporations whose proceedings so directly affect every citizen in the daily pursuit of his business as the corporations engaged in transportation.
Of the many new forms introduced into every department of civilized life during the past century, none have brought about more marvellous changes than the railroad, as an instrumentality of commerce. The substitution of steam and electricity for animal power was one of the most important events in our industrial history. The commercial, social, and political relations of the nations, have been revolutionized by the development of improved means of communication and transportation. With this changed condition of affairs in the commercial world came new questions of the greatest importance for the consideration of those upon whom devolved the duty of making the nation's laws.
In the early days of railroads, the question was not how to regulate, but how to secure them; but in the early seventies their importance grew to such proportions that the railroads threatened to become the masters and not the servants of the people. There were all sorts of abuses. Railroad officers became so arrogant that they seemed to assume that they were above all law; rebating and discrimination were the rule and not the exception. It was the public indignation against long continued discrimination and undue preferences which brought about the Granger Movement, which resulted, seventeen years later, in the enactment of the first Interstate Commerce Act.
With the Granger Movement of the early seventies, and the passage of State laws for the control of railroad transportation, began the discussion which is still before Congress and the public as one of the live issues of the day.