THE CRUSADE
OF
UNITED STATES RAILWAY INTERESTS IN CANADA

John Bull’s eldest daughter, Canada—recently eulogized as his fairest by the Honorable William H. Taft—is no laggard in recognizing opportunity as it ebbs and flows in the great, scientific game of trade. Like our wide-awake neighbor to the south, she inherits from commercial and speculative England the bartering instinct, and is willing enough to emulate, in a modified way, cousin Columbia’s obeisances to the goddess of commerce. The goddess, aforesaid, has been an active dame and most aggressive throughout North America during the past half century. To further her aims, enthusiastic disciples have achieved such marvellous feats, especially in railroad construction and transportation methods, during the period mentioned that comparisons, invidious or otherwise, are well-nigh compulsory.

The prairie schooner has made a squeaky exit from the drama of locomotion into museums and the tortuous, blazed trails of the gold seekers of ’49, minus kinks and humps, are now the routes of many lines with trackage contributing to an aggregate of 256,547 miles of railway which 2105 roads have under operation to-day in United States alone. In 1860 the Union possessed only 30,626 miles of steel.

Fifty years ago the fruits of opportunity in the middle and golden west appeared to the denizens east of the “Missouri” to ripen and require plucking all at once, and the termination of the Civil War signalled the inauguration of extravagant railroad ventures. Ambition fired the mind of the restless native and that big, swelling, polyglot immigration pouring into the “Land of Liberty,” needed space and breezy fumigation. Afterwards, they had to be fed and equipped, which, pursuant to the laws of demand and supply, materially increased consumption. Responding to the goads of progress, the railroads extended, paralleled and criss-crossed the “other fellow” in the dignified scramble for a slice of the melon of prosperity. The slogan was and has ever been, “More Passengers,” “Increased Tonnage”: import, export, interline and local business all comprised grist for the mills. About the time mercantile houses were becoming inoculated with the “commercial traveller” idea, a small squad of travelling railroad representatives, in open formation, were training observing optics on prospective traffic. In this, the eastern group of railroads were slightly in advance of their newer, western connections.

As far back as 1868 New York and New England State railways—the nuclei of gigantic present day systems—grew interested in international trade and thrust their tentacles across that imaginary line of demarkation bisecting the great lakes, into Ontario and Quebec. Mr. E. L. Slaughter entered Canada forty-eight years ago as representative of the “Erie” and is said to have been the first foreign line travelling agent to invade British domains on such a mission. Some Canadian merchants no doubt, remember this Southern gentleman who occupied an office at the corner of Scott and Wellington Streets, Toronto. John Strachan, genial and popular, followed him and for many years graced the position, with Mr. M. McGregor, inscrutable and keen, as right bower. S. J. Sharp was also an active agent of that system in Ontario. Those were the days of the “Merchant’s Dispatch,” 1870, the days when John Barr in the early eighties trod the boards boosting the “Blue Line,” and his understudies, A. F. Webster, Bob Moodie, Charles Holmes and F. F. Backus, sallied forth from the corner of Church and Colborne Streets, originally laboring in the same cause. Afterwards, T. J. Craft, and subsequently S. Hyndman, made predatory incursions from Detroit for the “Blue Line.” Mr. Craft was once agent at Galt, Ont., and an organ, the product of his skill, is, I believe, in good order to-day in a church in that Scottish burg. The distinctive term “dispatch” I mention, was applied to the earliest systematized methods, operative within a railway organization, for tracing perishable or timed freight and transporting it via most direct routes in cars of a uniform dimension, color, etc. Ere long, “Great Eastern” and “National Dispatch” sprang into existence. Hot on their heels came the “Hoosac Tunnel Route” and “West Shore” bidding for favorable consideration through the medium of indefatigable Joseph Hickson.

Not until 1901 did W. A. Wilson, a graduate of that school, and formerly with the “Fitchburg,” assume control of the “N.Y.C.” merged freight interests. Louis Drago and Frank C. Foy supervised passenger affairs for the consolidated lines.

At that period there was more talk in Canada of reciprocity with United States than there may be again. Uncle Sam’s politicians were wont to shun the subject, but the interchange of traffic grew apace. Emboldened by their competitors’ success, the “Lackawanna Road” sent an emissary into Ontario and they “have stuck,” George Bazzard campaigning for years for that interest until age caused him to make place for A. Leadley, now at the helm. 1884 saw the advent of the “Lehigh Valley” and Duncan Cooper. Robert Lewis, then in his prime, was busy making hay, years before their permanent office was decided on. He was a practical student of the “Morse” code at Suspension Bridge in 1855 when the first near-modern structure spanned Niagara River. Thirty years ago he presented his card in “York” state as representative of the “Great Western.” Only recently came the “Pennsylvania” with Don McKenzie as sponsor and succeeded by L. J. Fox and Messrs. Stackpole Plummer, and Little.

Ten Hale and Hearty Gentlemen Linking the Past and Present. Each Stalwart in the upper row has completed 50 years’ active service. Their companions are vigorous and capable, with splendid records.

A
J. A. Richardson,
Midland Railway, Millbrook, Ont.,
Canadian Agent,
Wabash Railroad Co.