Part 36

"Yes, especially at election time. But tell me--who finally owns these railroads?"

"Well, you've got me. Nobody has figured that out yet. Everything is too new. All I know is that Governments are behind Mackenzie, and the people elect the Governments, and the people want the roads, and if they don't get 'em the Government probably goes out. Anyhow I take off my hat to Sir William Mackenzie as a great man."

Nine-tenths of Canada used to think that Mackenzie was a great man. The more he borrowed in England on Government-guaranteed bonds, and the more he invested in Mexico and South America, and the greater number of street railways, power plants, transmission lines, ore mountains, new towns, smelters, docks, ships, whale fisheries, coal mines and land companies that he and his able partner Mann were able to octopize, the greater the country thought both these men were--and especially Mackenzie.

Toronto Board of Trade once gave a dinner to these men to celebrate the fact that by the building of the new line to Sudbury at a cost of about fifteen millions, Toronto was at last actually located on a Mackenzie road and had a right to be made the headquarters of the system. A deer in some places could have jumped from that line to the new line of the C.P.R. built at the same time--and about the same cost. There was no farmer in Ottawa to prevent the C.P.R. from getting a charter to double-track this line. It was the same year that Mackenzie inaugurated the Canadian Northern line of steamships, the two Royals, and for lack of tidewater was compelled to dock them at Montreal under the shadow of the C.P.R., who of course did not join in the civic welcome. And in the same year people were talking--as they are now again--about Toronto and Port Arthur becoming ocean ports. The wonder was that Mackenzie did not see to it. But he was fairly busy, tying Halifax to Vancouver by the Yellowhead Pass, and giving Provincial Cabinets new ideas about government.

Without a doubt William Mackenzie had a mandate from this country to do a great work--and he overdid it. Bankers and other financiers agreed that he had found new ways of investing creative money. Scarcely a teacher of geography but admitted that Mackenzie was changing the map of this country so fast that a new one became necessary every three years. New towns sprang up at the rate of a mile a day of new railway built by Mackenzie. Every new town became a monument to this man's faith in the future of Canada. Even the old city of Montreal, preserve of the C.P.R., lent its mountain to Mackenzie for a tunnel and a "Model City" on the hinter side.

There was always money to be had. A map of Canada in Mackenzie's satchel when he went to England to see money lenders seemed under his talk as big as the whole British Empire. It was not common Empire patriotism to refuse either the money or the guarantees for the bonds. The whole of Canada backed Mackenzie's notes. It was he, not Sir Thomas White, who invented the principle of Victory Loans whereby the nation becomes your banker. Between building a new line and operating a line built last year, there was no system of accounting that could audit his books. The centipede became so vast and complex that no banker could begin to understand it. Mackenzie never made the effort. He was developing Canada.

The Saskatchewan valley was the one great trunk Eldorado, the greatest discovery of natural resources ever made in Canada. The settlers in that valley wanted more people, the people wanted the railways, the Government needed the voters, and Mackenzie wanted settlers, people, voters, Government and all. If a Government was obstreperous, Mackenzie might lend a heavy hand to help turn it out at the next election. It was not proper for a Government to obstruct him. He was the over-man.

In no other nation has there ever been a man who could play such a prodigious and prodigal game with the resources of the whole country. Mackenzie mobilized the nation before the war. Millions of people in Canada used to regard him as a sort of magnified Daniel Drew--the father of Wall Street and watered stock and corrupt-contract railways. But Mackenzie was a broader man than Drew, with a much higher sense of honour. Drew admitted that he was a wonderful Methodist, that he had been a profiteer of the Civil War, and that he had starved a railway of rails so that it killed a large number of people in an accident. Mackenzie was no Methodist; and he never was a profiteer from any emergency of the people. He wanted Canada to prosper. All his profits must come from greater wealth in Canada, which he did much to produce.

Mackenzie had more faith in Canada than most of the politicians had. He wanted a great Canada, chief Dominion in a great Empire, The best way to conserve a nation's wealth, he said once, is to develop its resources. We never had such a developer. He never was a born railwayman, any more than he was a pure financier. He was a colossal exploiter of national resources by means of borrowed money. In the era before Mackenzie we had Clergue at the Soo. Clergue was a pigmy forerunner of Mackenzie. What Clergue did in Algoma the other man aimed to do for the whole country, And he almost did it.

Asked once why he gave so much leeway to men like Mackenzie and Mann, Sir Wilfrid Laurier is reported to have said:

"Well, what other kind of men could you have to do such remarkable work?"

Beaverbrook said at a dinner in Canada not long ago:

"I never was a William Mackenzie. I created nothing as he did."

The debacle of Mackenzie railways was never contemplated by Mackenzie. He did not even imagine that it was possible--except that he was prophetically troubled by the ambition of Laurier to create a third transcontinental. He had the right of way in this. He and Mann had developed the Canadian Northern out of a little stub line in Dauphin, Manitoba. The thing grew because it served the people, and the people lived in a fertile country that needed a road to market. The whole basic idea of the Mackenzie roads was to give more and more people a road to market. The original idea of the Grand Trunk Pacific and the National Transcontinental was to rival the Canadian Pacific monument to John A. Macdonald by erecting a railway monument to Wilfrid Laurier.

The race of the railways just about broke the nation's neck. It was not all the fault of Mackenzie that the race ever began, or that it was carried on to insanity. He was a practical philosopher to perceive that a Government is an elective corporation capable of manipulation in the interest of an all-Canada enterprise needed and wanted by the people. He was a master cynic to surmise that when the future came to balance the accounts, Father Time would be a very bewildered assignee.

The war was very ill advised. Mackenzie had no use for war. He never could see in the predicament of a nation any chance to profit for himself. He wanted perpetual prosperity. It never occurred to him, perhaps, that some day critics would arise to say that the country called Canada had done more for William Mackenzie than he had ever done for the country; and that when the parent utility of the cycle which he had helped to create was declared bankrupt, he had no rights in the case whatever and never should have been paid a dollar of indemnity for the common stock.

But as the country had submitted to Mackenzie's system of building railways, so it was compelled to be content with the Royal Commission method of adjudicating what the builders should get out of the wreck.

Financiers and politicians and common citizens may wrangle till doomsday about the ethics of this debacle. They will never get anybody to understand it. The thing is an economic outlaw like its author. Mackenzie as a common storekeeper would have been sold for taxes. As a railway builder he staged the greatest pageant of industry ever known in Canada, and when the show went off the road because it was no longer able to pay its bills, took what he could salvage of the properties and left other men to wrestle with the reconstruction.

We shall never have another Mackenzie. Bigger men may arise. More unusual characters may stalk out of obscurity into places of eminence and power. But there never again can be an era like the Mackenzie epoch, because that kind of experience is suffered and enjoyed but once in a nation's lifetime. He still has big interests, some of them gradually being taken over by governments and municipal corporations. But he has shot his bolt, and it was a Jovian big one. No doubt he is enormously rich. That does not matter. Canada no longer cares whether he is rich or poor. Once a demigod in our national ledgers, he is now a grizzled relique of his former energy. He used to be a despot feared by those who had to work under him, admired for his superhuman audacity and power to get what he wanted just because he knew why and when he wanted it, and capable of inspiring an almost insane loyalty to a man-made system that never was anything at all but an economic mirage. He is now just William Mackenzie, more or less a citizen, now and then interviewed laconically by a reporter who never can extract anything but arid commonplaces from what he says to the public.

Because, to William Mackenzie there never was any real public. What he cared about was the prosperous nation upon which he could build and build without limit till he died. When the nation came to a crisis in the war he did nothing to help it, except to let the Railway War Board pool his lines for traffic and the Government commandeer his ships. The man who years before had been regarded as the greatest doer in Canada, when the country and all Mackenzie's works along with it came to the great test, never so much as lifted a personal finger to help in the work that had to be done. Mackenzie had done his work in prosperity. In the great predicament he had no function. The nation paid him his ducats and let him go.

This, if we are concerned about the man value of Canada, is a tragedy. For there was in William Mackenzie somehow, with all his ruthlessness and audacity and semi-piratical creed, the element of a kind of great man. There is in his uncommon face the look of a man who with less excess of one quality might have become a wonderful citizen. Nature made him vastly selfish on a scale big enough to devise a totally new scheme for over-capitalizing Canada. She denied him the commoner human qualities that make a man a constructive citizen whether his country is in weal or woe.

The epic which Mackenzie and his partner achieved in this country out-bid in dimensions, variety and the use of practical imagination, even the work of Rhodes in South Africa. It was a feat of economic and financial engineering which but for its peculiarly selfish energy and ruthless characteristics, might have become a monumental contribution to the human welfare of Canada. No man of common brain or conventional ethics could have been the dynamic head of such a work. For years, decades, this astounding adventurer exercised his precarious despotism over the country that he might make its prosperity a factor in his own success. In gambling with its securities he hoped to multiply its wealth without diminishing its happiness. The constructive imagination and tireless energy that he expended on his great cycle of utilities, had it been spent by a poet would have produced epics and dramas. But in all the things he did and the words he said, there is no record of any sentiment of sacrifice for the good of a nation.

William Mackenzie had his day, while Governments rose and fell. His day is done. The public which he dazzled and outwardly despised has no credulity left for any further hero-worship of such a man. "Well, what does Mr. Mackenzie want now?" was the oft-repeated query of the bewildered Laurier to Mackenzie agents in Ottawa. No Canadian Premier will ever ask such a question again. Ottawa has no further possibilities for William Mackenzie of any interest to the public. The kind of prosperity created by such men as he is played out in Canada forever.

The forecast than Mackenzie and Flavelle might form a new two-man junta to operate National railways was too absurd even to merit denial. Such a partnership would merely revive the old Schoolman debate of the Middle Ages--What happens when an irresistible force meets an immovable object? The two mentalities are incompatible. For twenty years the chief common ground between them was the Canadian Bank of Commerce, of which Sir Joseph is a director, who long ago discovered that the total assets of the bank were but a turbine in the Niagara of Mackenzie finance.

And William Mackenzie who built the conspiracy of enormous interests with which his name is identified, was never meant to be a railway operator at all. One might as well expect Lloyd George to be a successful manager of Sunlight Soap and of Lord Leverhulme.

THE IMPERIAL BRAINSTORM

LORD BEAVERBROOK

Lord Beaverbrook could stroll into an Arab camp and in five minutes be psychologically persona grata as the man who could make something out of almost nothing. He could learn the Arab language, adopt their customs, interpret their ideas, transact their tribal business, and go away without an Arab to admit that the strange new chief--or whatever they might call him--would ever learn to be a true Arab.