The railroads have become the main rivers of trade and travel, and to control them has become one of our hardest problems in the field where politics and industry meet. The Duke of Wellington exhorted Parliament "not to forget, in legislating upon this subject, the old idea of the King's Highway." But here, as well as there, the little respect paid by the Legislature at first to this idea soon vanished. In England, as well as in America, the State, in giving some citizens the right, for their private profit, to take the property of others by force, legally, for railways, began by limiting strictly the power so acquired. Then, passing under the control of that which it had created, the State abandoned its attempts to control. Now the State is retracing its way, and for many years has been struggling painfully to recover its lost authority. In the first English charters there were the minutest regulations as to freight and passenger charges, and the right of citizens generally to put their own cars on the tracks was sacredly guarded. The railroads became too strong to submit to this, and the success with which the teachings of Adam Smith were applied to the abolition of the old-fashioned restraints on trade bred a furor against any social control of industry. These limitations were left out of new charters, and for fair play were revised out of the old charters. After a brief dream of this _laissez faire_, England began, in 1844, investigating and legislating, and, after nearly thirty years of experiments and failures, established the railway commission in 1873. This was a step forward, but has not proved the solvent it was expected to be. The expense of getting a decision from the commission and the courts to which the road can appeal from the commission has frightened people from making complaints. "A complainant," says Hadley, "is a marked man, and the commission cannot protect him against the vengeance of the railroads. A town fares no better ... even the [British] War Department is afraid. It has grievances, but it dares not make them public for fear of reprisals."[554] The course of events in the United States was much the same. The first railroad powers were carefully limited. The early charters regulated the charges, limited the profits, gave citizens the right to put their private carriages on the road, and reserved to the State the right to take possession of the railroad upon proper payment. But as early as 1846 the railroads had grown strong enough--in the revision of the Constitution of New York, for example--to secure an almost complete surrender of these public safe-guards.[555]