A CALL TO ARMS

And my hand hath found as a nest the riches of the people: and as one gathereth eggs that are left, have I gathered all the earth. Isaiah 10:14.

For five thousand years Man has grown wheat for food. Archaeologists have found it buried with the mummies of Egypt; the pictured stones of the Pyramids record it. But it was the food of princes, not of peasants of the aristocracy, not of the people; for no man could harvest enough of it with his sickle to create a supply which would place it within the reach of the poor. While century after century has passed since wheat was first recognized as the premier nourishment for the human body, it is only of recent times that it has become the food of the nations.

The swift development of grain growing into the world’s greatest industry goes back for a small beginning to 1831. It was in that year that a young American-born farm boy of Irish-Scotch extraction was jeered and laughed at as he attempted to cut wheat with the first crude reaper; but out of Cyrus Hall McCormick’s invention soon grew the wonderful harvesting machinery which made possible the production of wheat for export. Close on heel the railways and water-carriers began competing for the transportation of the grain, the railways pushing eagerly in every direction where new wheat lands could be tapped. In 1856 wheat was leaving Chicago for Europe and four years later grain vessels from California were rounding Cape Horn. The nine years that followed saw the conquest of the vast prairies of the American West which were crossed by the hissing, iron monsters that stampeded the frightened bison, out-ran the wild horses and out-stayed the lurking Indian.

No sooner had the railways pushed back the frontier than wheat began to trickle steadily upon the market, to flow with increased volume, then to pour in by train-loads. Sacks were discarded for quicker shipment in bulk; barns and warehouses filled and spilled till adequate storage facilities became the vital problem and, the need mothering invention, F. H. Peavey came forward with an idea an endless chain of metal cups for elevating grain. From this the huge modern elevator evolved to take its place as the grain’s own particular storehouse. With the establishment of exchanges for conducting international buying and selling the universalizing of wheat was complete.

These things had come to pass while that great region which is now Western Canada was still known as a Great Lone Land. Pioneer settlers, however, were beginning to venture westward to the newly organized Province of Manitoba and beyond. The nearest railroad was at St. Paul, Minnesota, from which point a “prairie schooner” trail led north for 450 miles to Winnipeg at the junction of the Red and Assiniboine rivers; the alternative to this overland tented-wagon route was a tedious trip by Red River steamer. It was not until 1878 that a railway was built north into Manitoba from St. Paul; but it was followed shortly after by the projection of the Canadian Pacific Railway, which reached Vancouver in 1886.

Then began what has been called the greatest wheat-rush ever known. Land, land without end, to be had for the asking rich land that would grow wheat, forty bushels to the acre, millions of acres of it! Fabulous tales, winging east and south, brought settlers pouring into the new country. They came to grow wheat and they grew it, the finest wheat in the world. They grew it in ever increasing volume.

Successful operation of new railroads even ordinary railroads is not all glistening varnish and bright new signal flags. The Canadian Pacific was no ordinary railway. It was a young giant, reaching for the western skyline with temerity, and it knew Trouble as it knew sun and wind and snow. The very grain which was its life-blood gorged the embryo system till it choked. The few elevators and other facilities provided could not begin to handle the crop, even of 1887, the heavy yield upsetting all calculations. The season for harvesting and marketing being necessarily short, the railroad became the focus of a sudden belch of wheat; it required to be rushed to the head of the lakes in a race with the advancing cold which threatened to congeal the harbor waters about the anxiously waiting grain boats before they could clear. With every wheel turning night and day no ordinary rolling stock could cope with the demands; for the grain was coming in over the trails to the shipping points faster than it could be hauled out and the railroad was in a fix for storage accommodation.

It was easy to see that such seasonal rushes would be a permanent condition in Western Canada, vital but unavoidable; so the Canadian Pacific Railway Company cast about for alleviations. They hit upon the plan of increasing storage facilities rapidly by announcing that the Company would make special concessions to anyone who would build elevators along the line with a capacity of not less than 26,000 bushels and equipped with cleaning machinery, steam or gasoline power in short, “standard” elevators. The special inducement offered was nothing more nor less than an agreement that at points where such elevators were erected the railway company would not allow cars to be loaded with grain through flat warehouses, direct from farmers’ vehicles or in any other way than through such elevators; the only “condition” was that the elevator owners would furnish storage and shipping facilities, of course, for those wishing to store or ship grain.

At once the noise of hammer and saw resounded along the right-of-way. Persons and corporations whose business it was to mill grain, to buy and export it, were quick to take advantage of the opportunity; for the protection offered by the railway meant that here was shipping control of the grain handed out on a silver platter, garnished with all the delectable prospects of satisfying the keenest money hunger.

On all sides protests arose from the few owners of ordinary warehouses who found their buildings useless, once the overtopping elevator went up alongside from small buyers who found themselves being driven out of the market with the flat warehouses. But these voices were drowned in the swish of grain in the chutes and the staccato of the elevator engines lost in the larger exigencies of the wheat. The railway company held to their promises and the tall grain boxes reared their castor tops against the sky in increasing clusters.

To operate a standard elevator at a country point with profit it was considered necessary in the early days to fill it three times in a season unless the owner proposed to deal in grain himself and make a buyer’s profit in addition to handling grain for others. The cost of building and operating the class of elevator demanded by the railway company was partly responsible for this. Before long the number of elevators in Manitoba and the North-West Territories increased till it was impossible for all of them to obtain the three fillings per season even had their owners been inclined to perform merely a handling service.

But those who had taken up the railways offer with such avidity and had invested large sums of shareholders capital in building the elevator accommodation were mostly shrewd grain dealers whose primary object was to buy and sell. These interested corporations were not constructing elevators in order to admire their silhouettes against the beautiful prairie sunsets! In every corner of the earth the Dollar Almighty, or its equivalent, was being stalked by all sorts and conditions of men, some of whom chased it noisily and openly while others hunted with their boots in one hand. Properly enough, the grain men were out for all that their investment could earn and for all the wheat which they could buy at one price and sell at another. That was their business, just as it was the business of the railway company to transport the grain at a freight rate which would net a profit, just as it was the farmers business

But to the farmer it seemed that he had no business! He merely grew the grain. Apparently a farmer was a pair of pants, a shirt and a slouch hat that sat on a wagon-load of wheat, drove it up the incline into the elevator and rattled away again for another load! To farm was an occupation easily parsed subjunctive mood, past tense, passive voice! The farmer was third person, singular! He came and went in single file like an Indian or a Chinaman John Doe, Yon Yonson and Johann X (his mark) every kind of Johnny on no spot but his own! As soon as his grain was dumped each of him went back to the land among the dumb animals where the pomp and vanity of this wicked world would not interfere with preparations for next year’s crop!

Wheat was bought upon the grading system so much per bushel for this grade, so much for that, according to the fluctuations of supply and demand upon the world’s markets. But the average farmer at that time knew little or nothing about what went on in the great exchanges of the cities; there was no means of learning the intricacies of the grain business and many farmers even did not know what a grain exchange was. All such a man knew was that his wheat was graded and he received a certain price for it.

The railway company’s refusal to furnish cars for loading direct from the farmer’s wagon compelled the shipper to sell to the elevator operator for whatever price he could get, accepting whatever weights the operator allowed and whatever “dockage” he chose to decree. The latter represented that portion of the farmer’s delivery which was supposed to come through the cleaning sieves as waste material such as dirt, weed seeds, broken wheat kernels, etc. To determine the percentage of dockage in any given load of wheat the ordinary human being would require to weigh and clean a pound of it at least; but so expert were many of the elevator operators of those days that they had no trouble at all in arriving at the dockage by a single glance. Nor were they disconcerted by the fact that the country was new and grain frequently came from the thresher in a remarkably clean condition.

With everything thus fallow for seeds of discord the Big Trouble was not long in making itself manifest. All over the country the Bumping of the Bumpkins apparently became the favorite pastime of elevator men. Certain persons with most of their calluses on the inside cracked the whip and the three-ring circus began. Excessive dockage, short weights, depressed prices! The farmers grew more and more bitter as time passed. To begin with, they resented being compelled by the railway to deal with the elevators; it was a violation of that liberty which they had a right to enjoy as British citizens. The grain was theirs to sell where they liked, and when on top of the refusal to let them do it came this bleeding of their crops, their indignation was fanned to white heat.

It was useless for the farmers to build elevators of their own; for these had to conform to the requirements of the railway and, as already stated, it was impossible to run them profitably without making a buyer’s profit in addition to the commission for handling and storage. The farmers were not buyers but sellers of grain and with very few exceptions, where conditions were specially favorable, the farmers’ elevators that were attempted were soon in difficulties.

Leading farmers began to write strong letters to the newspapers and it was not long before the agitation became so widespread that it reached the floor of Parliament. Mr. James M. Douglas, member for East Assiniboia, during two successive sessions introduced Bills to regulate the shipping and transportation of grain in Manitoba and the North-West Territories and these were discussed in the House of Commons. A Special Committee of the House was appointed finally to investigate the merits of the case and as considerable difference of opinion was expressed as to the actual facts, the appointment of a Royal Commission to make a full and impartial investigation of the whole subject in the public interest was recommended.

This Royal Commission accordingly was appointed on October 7th, 1899, and consisted of three Manitoba farmers W. F. Sirett, of Glendale; William Lothian, of Pipestone, and Charles C. Castle, of Foxton with His Honor E. J. Senkler, of St. Catharines, Ontario, as Chairman; Charles N. Bell, of Winnipeg, acted as Secretary. Owing to the illness and death of Judge Senkler, Albert Elswood Richards (afterwards the late Hon. Mr. Justice Richards, of Winnipeg), succeeded as Chairman in February, 1900.

Sittings were held at many places throughout Manitoba and the North-West Territories and much evidence was taken as to the grievances complained of, these being mainly: (1) That vendors of grain were being subjected to unfair and excessive dockage at the time of sale; (2) That doubt existed as to the fairness of the weights allowed or used by owners of elevators; (3) That the owners of elevators enjoyed a monopoly in the purchase of grain by refusing to permit the erection of flat warehouses where standard elevators were situated and were thus able to keep prices of grain below true value to their own benefit and the disadvantage of the public generally as well as others who were specially interested in the grain trade.

Meanwhile the railway companies had hastened to announce that they would furnish cars to farmers who wished to ship direct and do their own loading. This concession, made in 1898-9, resulted in somewhat better prices and better treatment from the elevator operators. But farmers who lived more than four or five miles from the shipping points could not draw in their grain fast enough to load a car within the time allowed by the railway; so that the situation, so far as these farmers were concerned, remained practically unchanged.

In March, 1900, the Royal Commission made a complete report. They had done their work thoroughly. They found that so long as any farmer was hampered in shipping to terminal markets himself he would be more or less at the mercy of elevator operators and that the only proper relief from the possibility of undue dockage and price depression was to be found in the utmost freedom of shipping and selling. To this end they considered that the railroads should be compelled by law to furnish farmers with cars for shipping their own grain and that flat warehouses should be allowed so that the farmer could have a bin in which to accumulate a carload of grain, if he so wished. This, the commissioners thought, should be the farmer’s legal right rather than his privilege. Loading platforms for the free use of shippers were also recommended.

It was the further opinion of the Commission that the law should compel elevator and warehouse owners to guarantee the grades and weights of a farmer’s grain and to do this the adoption of a uniform grain ticket system was suggested. At the same time, the commissioners pointed out, these guarantees might lead to such careful grading and docking by the elevator operator as might appear to the farmer to be undergrading or overdocking; so that the farmer’s right to load direct on cars was a necessary supplementary protection.

The annual shortage of cars during the rush season following harvest was found to be a direct cause of depression in prices. When cars were not available for immediate shipments the grain soon piled up on the elevator companies who were thereby forced to miss the cheaper transportation by boat from the head of the lakes or assume the risk of carrying over the grain until the following spring; in buying, therefore, they naturally allowed a wide margin to cover all possible contingencies. Increase of transportation facilities during October and November accordingly was imperative.

With no rules to regulate the grain trade except those laid down by the railways and the elevator owners, the need was great for definite legislation similar to that which obtained in the State of Minnesota and, as a result of the Royal Commission’s recommendations, the Manitoba Grain Act was placed upon the statutes and became operative in 1900. To supervise the carrying out of the law in connection with the grain trade a Warehouse Commissioner was appointed, Mr. C. C. Castle who acted on the Royal Commission being selected for this responsible office.

A sigh of relief went up from many intelligent farmers who had begun to worry over the conditions developing; for they looked upon the Manitoba Grain Act as a sort of Magna Charta. With the grain trade under official control and supervision along the lines laid down by the Royal Commission, they felt that everything would be alright now. It was like calling in a policeman to investigate suspicious noises in the house; like welcoming the doctor’s arrival upon an occasion of sudden and severe illness. Unfortunately, the patient’s alarming symptoms sometimes continue; sometimes the thief makes a clean get-away; King John had no sooner left Runnymede than he proceeded to ignore the Great Charter and plan new and heavier scutages upon the people!

Up till now the elevator owners had been operating with nothing more definite than a fellowship of interests to hold them together; but upon appearance of the Grain Act they proceeded to organize the North West Elevator Association, afterwards called the North West Grain Dealers’ Association. By agreeing on the prices which they would pay for wheat out in the country and by pooling receipts the members of such an organization, the farmers suspected, would be in a position to strangle competition in buying.

The new Act was aiming point blank at these very things by affording the farmer an opportunity of loading his grain direct into cars through flat warehouses, if he chose, and shipping where he liked. But because many farmers did not know with just what the new weapon was loaded or how to pull the trigger, the railways and elevators merely stepped up and smilingly brushed the whole thing aside as something which were better hanging on a high peg out of harm’s way.

The crop of 1900 being comparatively light, the ignoring of the car-distribution clauses of the Act did not obtrude as brazenly as it did the year following. But when grain began to pour in to the shipping points in 1901 and the farmers found the railway unheeding their requests for cars their disgust and disappointment were as complete as their anger was swift. It was the rankling disappointment of men whose rights have been officially decreed only to be unofficially annulled; it was the hot anger of a slap in the face the anger that makes men fight with every ounce of their strength.

The quick welling of it planted anxiety in the minds of such level-headed farmers as W. R. Motherwell and Peter Dayman, of Abernethy; Williams, of Balcarres; Snow, of Wolseley; Sibbold and Millar, of Indian Head. While the two latter were riding into town with wheat one day John Sibbold suggested to John Millar that, as secretary of the local Agricultural Society, it might be a good thing if he called a meeting to talk things over. It was the high state of feeling manifested at this meeting which furnished W. R. Motherwell with food for thought on the lonely Qu’Appelle trail. And it was the idea that it might be advisable to hold similar mass meetings throughout the country that brought Peter Dayman driving over to the Motherwell place, not long after, to discuss it.

These two men had been friends and neighbors since 1883. Each of them felt that the time had come for definite action of some kind and they spent the greater part of the day in talking over the situation in search of the most practical plan of campaign. There was little use in the farmers attempting to organize in defence of their own interests unless the effort were absolutely united and along broader lines than those of any previous farmers’ organization. Politics, they both agreed, would have to be kept out of the movement at all costs or it would land on the rocks of defeat in the same way that the Farmers’ Union and Patrons of Industry had been wrecked.

It was in the middle eighties when the West was settled but sparsely that the farmers had attempted to improve their lot by the formation of “Farmers’ Unions.” The movement had had a brief and not very brilliant career and as the offspring of this attempt at organization some progressives with headquarters at Brandon, Manitoba, had tried to enter the grain trade as an open company. When one of the chief officers of this concern defected in an attempt to get rich the failure dragged down the earnest promoters to deep financial losses.

Again in the early nineties the farmers had rebelled at their pioneer hardships by organizing the “Patrons of Industry,” a movement which had gained strength and for a while looked healthy. It had got strong enough to elect friends to the Legislature and was sowing good seed when again temptation appeared, centred in the lure of commercial success and politics. Some of the chief officers began to misuse the organization for selfish ends and away went the whole thing.

There was no use in repeating these defeats. Couldn’t some way be devised of sidestepping such pitfalls? The great weakness of the farmers was their individual independence; if they could be taught to stand together for their common interests there was hope that something might be accomplished.

The sitting-room clock ticked away the hours unheeded as these two far-sighted and conscientious farmers lost themselves in earnest discussion. The lamps were lighted, but still they planned.

Finally W. R. Motherwell reached across the table for a pad of note-paper and drafted the call to arms a letter which summoned the men of Wolseley, Sintaluta and Indian Head, of Qu’Appelle, Wideawake and other places to gather for action. There and then copies were written out for every leading farmer within reach, and in order that no political significance might be attached to the call, both men signed the letters.

When Peter Dayman drove away from the Motherwell place that night perhaps he scarcely realized that he carried in his pocket the fate of the farmers of Western Canada. Neither he, W. R. Motherwell, nor any other man could have foretold the bitter struggles which those letters were destined to unleash the stirring events that were impending.