habilitation plans. In fact their statement reads:

"We believe that the two major New England railroads can obtain substantial rehabilitation by the plan described in the report, but we believe that, if consolidation must then follow, they should be with the trunk lines."

And there are many New Hampshire business men, harassed by freight delays and ineffective service, who will echo the sentiment of a very prominent Boston business man who says:

"If it is wise for Massachusetts to expend $25,000,000 per year on the highways, which autos and trucks use with inadequate returns to the state, why is it unreasonable for the state to extend credit to the railroads, which every one admits are absolutely essential to the industrial prosperity of the community?"

This, then, is the situation: The Storrow commission has made its report, and out of the report and the discussion created by it will come eventually a consolidation plan. What will happen, then? As matters stand now it is up to the railroads; they may or may not accept the plan offered. It is probable, however, that before the plan is formulated Congress will have "put teeth into the transportation act" by making adop

tion of the Interstate Commerce Commission's final plan compulsory. The President of the United States favors

such action. In his Kansas City speech he said in this connection:

"It is being seriously proposed that the next step be to further amplify the provisions for consolidation so as to stimulate the consummation. It is my expectation that legislation to this end will be brought before Congress at the next session. Through its adoption we should take the longest step which is now feasible on the way to a solution of our difficult problems of railroad transportation.

One word more. New Hampshire's railroad experiences have not always been pleasant. It is perhaps only human nature that the much-abused public should adopt a "burned child" attitude of suspicious dissent from any plan for railroad consolidation which may cost anything. And yet, when Mr. Hobart Pillsbury writes in the Boston Herald:

"The Storrow report did not arouse any

excitement in New Hampshire.......General public opinion favors sitting tight for a while. Schemes for consolidation are not favored, nor is the plan to have the state lend its credit to rehabilitate,"

one cannot believe that he voices the best and most enlightened opinion of the state. One's thoughts go to the closing words of the committe's report:

"At least we hope what we have done will spur New England on to save herself, and will prevent her from sitting quiescently on her doorstep waiting for chance aid from the outside."

According to Mr. Pillsbury, New Hampshire's attitude is well described in those words. If he is right in his statements, then those critics who accuse New Hampshire of fatalistic inertia, are also right.

The Storrow Commission has put the discussion of the New England Railroad problem on a very high plane. "Rehabilitation through cooperation" is the keynote of all their recommendations. Common sacrifice for the common good is the principle back of the plan which they have formulated. On such fundamentals however widely we may differ on the details of reconstruction, we can all agree. Here is the common ground on which we may meet and come to a final solution of our problem. It is essential that this be kept firmly in mind through all discussions of the problem. New England must solve her railroad problem or she faces industrial death. Indifference, selfishness, "knocking"-these can never result in a constructive policy. But, if, following the lead of the Storrow Commission, the energies and resources of the New England public are bent toward the discovering of the the solution which will bring the greatest good to the greatest number -the problem is as good as solved already.

"New England has shown courage and resourcefulness in the past. We believe New England is ready to do so again."

This is the challenge of the Storrow Commission.

On this spot in 1623 was founded the first factory met at Mrs. Lydia Tibbetts' house and laid the foundations of the organization which in later years was to develop into the Cocheco Dept. of the Pacific Mills. Mrs. Tibbetts appears to have been a guardian spirit of the infant industry, for when in 1821, with an increased capital of $500,000, the Dover Cotton Factory laid the foundation stone of Mill No. 2 at the Lower Falls, it is recorded that "the brethren afterwards partook of a collation at the house of Mrs. Tibbetts, and spent spent the evening in characteristic harmony."

It was ten years before the woolen business began. In 1824, "Mr. Alfred I. Sawyer commenced the business of cloth dressing at the place formerly

permanent settlement in New Hampshire. known as Libby's mills, which was the foundation of and has since grown into the Sawyer Woolen Company.' So read the old records. The Sawyer Woolen Company in its turn has become a part of the American Woolen Company and still turns out large quantities of fine woolen and worsted goods.

In 1823 the Dover Cotton Factory changed its name to Dover Manufacturing Company, once more increased its capital to $1,000,000 and built Mill No. 3. Five years later, in a time of business depression, the business changed both name and management, becoming the Cocheco Company.

That this business prospered is

evidenced by a note from a Boston paper of 1829: "the last weekly Dover Packet from New Hampshire, brought nearly as many cotton and woolen goods to

this market as were brought by the packet ship Dover, and more than were brought by the packet New England from Liverpool. Cotton goods which were

once purchased in England for 38 cents, and thought remarkably cheap, were not better cottons than can now be purchased here at 20 cents."

That the business was not without the troubles and vexations which modern mills are heir to is indicated by a brief note in the town records of 1834: "March 4.-Mills of Cocheo Manufacturing Company stopped for three days in consequence of a turn out of the female operatives, occasioned by a reduction of their pay."

Perhaps the most interesting chapter of Dover's mill history is the visit of Lafayette. The General came to Dover in June, 1825, was received with all manner of honor and celebration, and in his sight-seeing was taken to the mills of the Dover Manufacturing Company. The account of his reception gives a picture of the cotton mill of 100 years ago. We quote from a newspaper report:

"On arriving opposite the Cotton Factories the carriages were halted,

the Great Gate of the Factory yard was thrown open, discovering a double line of females employed in the Factory, to the number of nearly 200, tastefully and handsomely dressed in white with blue sashes. The General, on entering the Factory yard, was repeatedly cheered with the huzzas of hundreds from the tops of the buildings surrounding the Factory yard; he was conducted by Messrs. Williams and Bridge into the Factory, the porch of which was tastefully decorated with wreaths of evergreen and roses. The Factory was still for a moment, but as if by magic it was instantly in full operation, attended throughout by the girls who had received the company on entering the yard, each at her proper place and busy in her proper employment. On leaving the Factory, the General was conducted to his carriage and escorted by the committee of arrangements and marshalls of Dover to the line of the state of Maine."