railways and had to get it from Springfield. The Republican ring, with some Democratic following, had organized the Legislature on an explicit arrangement that “no traction legislation should pass in 1903.” The railways knew they couldn’t get any; all they asked was that the city shouldn’t have any either. It was a political game, but Chicago was sure that two could play at it. Harrison was up for re-election; he was right on traction. The Republicans nominated a business man, Graeme Stewart, who also pledged himself. Then they all went to Springfield, and, with the whole city and State looking on, the city’s reform politicians beat the regulars. The city’s bill was buried in committee, but to make a showing for Stewart the Republican ring had to pass some sort of a bill. They offered a poor substitute. With the city against it, the Speaker “gaveled it through” amid a scene of the wildest excitement. He passed the bill, but he was driven from his chair, and the scandal compelled him and the ring to reconsider that bill and pass the city’s own enabling act.
Both the traction companies had been interested in this Springfield fiasco; they had been working together, but the local capitalists did not like the business. They soon offered to settle separately, and went into session with the city’s lawyers, 267Edwin Burritt Smith, of the League, and John C. Mathis. The Easterners’ representatives, headed by a “brilliant” New York
