L Canada’s Leading Economist Tells Her Sons To Seek Fortune in Her Own Domain.

SIR WILFRID LAURIER, Premier of Canada, said that in matters pertaining to railways the Hon. Andrew George Blair was the Dominion’s greatest authority. Whenever in Canada you mention the name of Mr. Blair, whether among his friends or political opponents, the comment is,—an able man.

Since his entrance into political life in 1878, after twelve years of notably successful practice as a lawyer in his native city of Fredericton, New Brunswick, he has continually risen. Though defeated in his first candidacy for the New Brunswick House of Commons, he was elected the second time he ran, in 1879, and since then has always been victorious at the polls.

As a matter of course, through the force of his personality and without apparent effort, he became leader of the minority in the New Brunswick House, and this minority he changed from weakness to strength. His personal following grew so steadily that in 1883 the majority was defeated and Mr. Blair became Premier of the Province. In three general elections, those of 1886, 1890 and 1894, his leadership was sustained. “By this time,” remarked a friend of his to me, “Blair was the whole thing in the Province of New Brunswick.”

However this may have been, it is true that Mr. Blair had become a figure of national prominence. Long before this he had attracted the attention of Sir Wilfrid Laurier, and when the latter became Premier of the Dominion in 1896 he made Mr. Blair a member of his Cabinet, appointing him to the important place of Minister of Railways and Canals.

It was in this position that he acquired the mastery of railroad problems that has made him Canada’s leading authority on transportation. In 1903, because he disagreed with the governmental powers on the subject of the projected Grand Trunk Pacific line across the continent, he resigned his portfolio.

But it very soon became evident that Mr. Blair was a man with whose services it was difficult to dispense. For the purpose of regulating the railroads in their relations with the public more specifically than had been possible by the Ministry of Railways and Canals a Board of Railway Commissioners was provided for by Parliament early in 1904. Mr. Blair had been very active in advocating the organization of the committee, and it was obvious that there was no man in Canada who could approach him in fitness for the place of chairman. Yet his opposition to the government in its great scheme for the new transcontinental road was a very formidable objection to his selection. This difficulty caused much hesitation on the part of the ruling spirits, but in the end it was decided that the Government could not get along without Mr. Blair, and so he was appointed chairman of the committee. After a few months of very successful work he resigned his place, an act which threw the party in power into a state of astonishment and consternation.

In his office in Ottawa I called upon Mr. Blair, and was at once impressed with what might be called his bigness. His face, the lower part of which is covered with the luxuriant growth of beard which is characteristic of the Scotchman, is broad. His forehead is high and wide. His eyes are unusually large. He speaks slowly, and every word has weight.

If one were to make a military comparison it might be said that he has much more of the blunt strength of the cannon than of the glittering sharpness of the sword. And yet this military simile, except at times of heated debate in the House of Parliament, or when his indignation is aroused, is not a fair one, for no man’s ordinary manner is more quiet and benign. His energy is not obtrusive, nor of the kind called nervous. It seems to have a far deeper source than this. The truth is, Mr. Blair impressed me as possessing more of the equipment of the scholar and philosopher than of the lawyer giving and parrying quick thrusts in court litigation, or of the politician devising ways and means to hold and increase his power. It is difficult to imagine him indulging in airy flights of eloquence calculated to arouse the admiration of the crowd. Indeed, he never indulges in what is ordinarily called oratory. He depends for effectiveness in his speeches upon the force of fact and logic, with which in Parliament he has shattered numerous soaring bubbles of forensic sentiment.

“I don’t care to talk about myself,” he remarked to me. “Those good friends of mine who differ with me on matters of public policy are doing that. But I have no objection to saying something on the topic of success, although the subject is so vital and has such an intimate relationship to a young man’s ambitions and career that I should have liked to have a little time to consider it.

“I will say, however, that I have been strongly impressed within very recent times with the fact that it is no longer necessary for young Canadians to go to the United States to seek their success. At one time there were much greater opportunities for them there than here, and Canada lost many of her best minds and most promising youths. Not a few of these have achieved distinction in the States, and many young Canadians, inspired by their example, are still seeking fame and fortune across the border. But a larger number are now coming in this direction. The tide has turned. Men with capital, in money or in brains, are beginning to realize that in this twentieth century Canada is the land of opportunities.

“Even in the profession of law, which feels the effect of new conditions rather less quickly than do commercial pursuits, there has been a marked advance toward more business and larger fees. For electrical, mechanical and civil engineers there is more and more work in Canada because of the constant installation of new manufacturing plants and the extension of the railway systems.

“In the field of railroad construction in particular, on account of the necessity of thousands of miles more of track in the new territory which is being opened up, there will be a great deal of work for young men within the next few years. I do not myself believe that it is necessary to build new lines with the haste thought advisable in some quarters, but it is inevitable that sooner or later the country will be covered by a network of railroads. All this railway building and the resulting development of new communities will mean, of course, business and professional openings for a great number of energetic men.

“This will be especially true of our immense Northwest, which is virtually a new country of a wonderful productivity in grain and minerals, and of a vastness in territory difficult to imagine. In the flourishing little city of Edmonton, in the province of Alberta, I happened to meet a man not long ago who was installing mills for the grinding of wheat in the territory to the north, and asked him as to the location of the most northerly mill that he was building. In reply he mentioned a place which, to my astonishment, was over twelve hundred miles north of Edmonton. From this you will see that there are wheat fields nearly sixteen hundred miles north of the boundary line between Canada and the United States.

“The climate here is tempered by the winds which come through the passes of the Rocky Mountains from the warm Japanese current of the Pacific. This makes it possible to grow wheat in the region just east of the Rockies at a latitude much higher than in the section farther east, where the balmy winds do not reach, but the fact that there are wheat fields sixteen hundred miles north of the border will give you an idea of the marvelous extent of the wheat growing country of northwestern Canada.

“I have not the slightest doubt that in the course of the next twenty-five years a great commonwealth will have been developed here, and this means that many thousands of young men who are honest and energetic and wide awake enough to see and seize their chances will acquire comfortable competencies for themselves and families. Some will unquestionably make large fortunes.

“I do not, however, regard the accumulation of a great deal of money as a criterion of success. I think that a man who has been able to build for himself a comfortable home, presided over by a good wife and enlivened with the presence of a moderate number of children, is apt to be far more content with his lot than the man who must carry the burden of a great fortune.

“In the Northwest the conditions will not be such as to enable a man to amass the fabulous wealth which has marked the industrial development of the United States. For one thing, we are so regulating our railroads in their relations to the public that it will be quite impossible for favored shippers to obtain the preferences in freight rates which, in the United States, have been the chief source of the menacing wealth of certain conspicuous capitalists.

“To make impossible all discrimination in rates on the part of railroads has been one of my principal cares in the discharge of my official duties as Minister of Railways and as Chairman of the Railway Commission. If it can be truthfully said that I have accomplished something in this direction I shall feel that my labors have not been in vain.”

“What,” I inquired, “do you consider the chief requisite of success in political life?”

Mr. Blair paused, and turned his eyes reflectively toward the window. “This is a difficult question,” he answered slowly. “There are, of course, numerous qualities that combine to give a man success in politics as in any other pursuit. But I am sure that the prime essential of the man who is ambitious to hold any lasting influence in political life is character.

“If he possesses character he is bound to gain and maintain the respect, not only of his friends, but even of his enemies, and will be able to keep himself afloat on the tempestuous sea of politics long after those who have not been able to resist the temptations of a political career have been engulfed.

“In Canada the political life carries with it no great financial rewards. The young man who enters politics and devotes himself zealously to affairs of state must not expect affluence. If his aim in life is to acquire riches he should by all means keep clear of the political arena until, at least, he has made his success in business.”

In his administration in the office of Minister of Railways and of Chairman of the Railway Commission, Mr. Blair showed a pronounced simplicity and unconventionality in his methods. His aim being to accomplish as much as possible, he went straight to the mark, with little regard for formality or red tape. Many times, in his work of railway supervision, he has traversed the length and breadth of Canada, preferring to see conditions for himself rather than to judge of them on hearsay evidence. A single episode may be given as characteristic of his manner of obtaining results. There had been numerous complaints about the dangers of a certain crossing on one of the railways. Some of these complaints had been sent to the office of the Commission, but in the ordinary routine of business some time would have elapsed before action upon them could be taken. Meanwhile the railroad was doing nothing in the matter, and the lives of many children were daily in danger. Mr. Blair, however, had heard unofficially of the crossing. One day he happened to meet on a train the superintendent of the road in question. The train was approaching the dangerous place, when Mr. Blair suddenly remarked to the superintendent: “By the way, Mr. ——, I have heard that you have a bad crossing on the line not far from here. Let us get out and take a look at it.”

The superintendent acquiesced, and when the crossing was reached the train was stopped and the two gentlemen alighted. For a few moments they surveyed the woods that concealed the approach of trains and the other conditions which made the crossing hazardous.

“I think we have seen enough, Mr. ——,” remarked the Chairman. When they had resumed their seats in the car he said, “Now, see here, it is just as obvious to you as it is to me that this place should at once be made safer. It can be done easily. I wish you would interest yourself personally in the matter.” Within a day or two a gang of workmen had made the crossing safe.