higher a year or two earlier.) From Wallula to Walla Walla, freight was hauled by prairie-schooners at from $10.00 to $12.00 a ton, thirty miles. Needless to say, the company piled up a fortune.
Dr. Baker saw the possibilities of the region and, almost unaided, with every difficulty and discouragement, constructed a narrow gauge, with wooden rails, on which strap-iron was fastened. An astonishing amount of business was soon developed, steel rails were substituted, and the business made a fortune for its builder. It was absorbed by the Oregon Steam Navigation Company. But Dr. Baker's strap-iron road may be considered the true progenitor of the railroads of the upper Columbia.
During these first years of the twentieth century, the shores of the River have echoed with the sound of whistles on many a new road, but the distinguishing mark has been the construction of electric roads. The lower Willamette Valley, centring at Portland, has become fairly swarming with electric roads. Spokane has become almost an equal centre of electric lines, while Walla Walla is following close behind her larger sisters in the procession. When lines already constructed from Spokane southward are joined to a system projected from Walla Walla northward and westward, there will be a complete system of independent electric lines from all parts of Eastern Washington and North-eastern Oregon to steamboat connections on the River, and thence to tide-water. The significance of this as a commercial fact cannot be realised as yet.
