144 UNIVERSITY OF COLORADO STUDIES 
This was the strict /aissez-faire doctrine applied to transportation. 
The decision was a triumph for the three railroad companies. The 
old agreement was continued and the result was greater hardship for 
the Denver and New Orleans Railroad. 
The effect of this agreement on that railroad had greatly reduced 
its traffic and earnings. In 1885 its expenses were 117% of its earnings 
and in this computation interest on the bonds is not included." If 
this expense were added, the showing would be much more unfavorable. 
The financial distress which ensued was so great that the company 
could not maintain its roadbed and track in an efficient condition as is 
required in good railroading. Little had been done since the road was 
finished in 1882 except ballasting, surfacing and lining, things necessary 
after a roadbed has been constructed. By 1885, the roadbed was begin- 
ning to go down and repairs were greatly needed. It was not sufficiently 
watched even by section hands. The company reported only fifteen 
section men employed for the entire line of the road, 145 miles, one man 
to nine and two-thirds miles. The railroad commissioner states that 
this force of men could not keep more than fifteen miles of the road in 
order. At the time of the commissioner’s inspection, there were found 
but three section hands employed on the entire line. The commissioner 
reported that as long as the road remained frozen there was not so much 
danger but he warned the public in his report that as soon as the warm 
weather came, there would be great danger.? 
The promoters of the Denver and New Orleans Railroad made one 
more effort to save themselves from the ruin which they saw was sure 
to befall them at the hands of the pool companies. They prepared and 
introduced a bill in the legislature of 1885 which sought to correct the 
supreme-court decision, and enable them to get a fair share of the trans- 
portation business. The bill forbade the consolidation of railroads 
and also forbade a railroad company to reduce the rates below remuner- 
ative charges for the purpose of injuring another railroad. This bill 
was introduced in both the senate and house, and both bills were referred 
to the committee on corporations. The design of the bills was to enforce 
t Report of the Railroad Commissioner, Colorado, 1885, p. 27. 
2 [bid., p. 52. 
