This thesis has two main purposes. The first is to trace those particular facets of the development of Canada from the British colony of 1867 to the modern nation-state of 1939 that have to do with the gradual growth of Canadian control over external affairs. The second is to bring together as much as possible of the vast body of writing that has appeared over the years on this part of Canadian development. All aspects of the growth of control over external affairs have been treated many times, often far more thoroughly than has been possible within the bounds of this study, but no one, within the knowledge of the writer, has attempted to make a single study of this vital portion of Canadian history. An extensive bibliography is included. The section entitled "General Works" is not intended to be anything more than a useful list of background reading. In the sections entitled "Primary Sources" and "Secondary—Specific" as far as possible everything available in the Library of the University of British Columbia with direct bearing on the problem is listed, with comments where it has seemed these would be helpful. Throughout the thesis it has been taken as fundamental that this development has been the result of the free urge to growth inherent in a vital democratic society. The point of view has been taken that once Canada was conceded responsible government, the development of full Canadian control over all matters, both internal and external, was bound to follow, and that no schemes, such as Imperial Federation, for keeping Canada permanently in a position subordinate to Great Britain could have succeeded. Throughout, those attitudes, not only in Canada and Britain, but also in the rest of the world, that have encouraged or discouraged this development, have been discussed. This is done in particular detail in the first chapter, which describes the extent of Canadian control over external affairs at Confederation, and the attitudes towards the future of the new Dominion then prevalent in Britain and Canada. The first area in which Canada achieved full control over her external relationships was in commercial matters. The second chapter covers this, from the first inclusion of a Canadian to assist a British plenipotentiary to the final achievement of the Halibut Treaty, signed by the Canadian negotiator alone. To control her external relations, it was necessary for Canada to control her own defence. This is covered in chapter three. In chapter four are discussed the developments of status and the first real international recognition of that status achieved during World War I and at the Peace Conferences. Through the part she played in the League, Canada gained further international recognition of her new status, as described in chapter five. Chapters six and seven cover the development of machinery adequate for growing Canadian control over external affairs, both at Ottawa, in the Department of External Affairs, and in representation abroad, culminating in the right of legation. The final two chapters trace the changing position of Canada in the Empire-Commonwealth. During the period to 1922, the tendency towards centralization of foreign policy appeared dominant, but always it was faced with the growing strength of Canadian nationalism. In the period 1922-1939, full control over external affairs was achieved and it was recognized that Canada was bound by no international obligations that she had not assumed by her own act. Even the final control over war and peace was achieved. Finally, a brief attempt is made to evaluate this development in the light of the attitudes that produced it and of the place of Canada in the modern world. / Arts, Faculty of / History, Department of / Graduate

The overall purpose of this study is to provide new insights into the Canadian urban system through an analysis of economic activities at the inter-urban scale. The thesis analyses the urban system in terms of secondary economic activities, more specifically through the manufacturing industries of 41 Canadian cities with a population of over 30,000 in 1961. The investigation contains elements of traditional classification oriented and economic base approaches to urban economic functional analysis. However, an attempt is made to use the idea of the urban system to provide a more productive analysis of inter-urban economic functions. Correlation and bonding techniques are used to establish patterns of manufacturing similarities, upon which to base further analysis. Eight sets of cities and five distinct types of manufacturing profile are identified for the 41 cities, and the structural-spatial regularities identified are felt to be consistent with a center-periphery model of the general overall manufacturing structure of the Canadian economy. The analysis is pursued in terms of the investigation of the relationships between predominant manufacturing similarities of cities and various aspects of city size and location. Forward stepwise regression was considered an appropriate statistical procedure for the purpose of examining these relationships. From this analysis similarities between the cities are partially related to factors of size, relative location and historical evolution. / Arts, Faculty of / Geography, Department of / Graduate

Just recently a new force in world politics, the multinational corporation, has become the focus of widespread interest and concern. Many students of the development and spread of these firms emphasize their actual and potential contribution toward global economic integration. Contingent upon this process, several observers have optimistically forecast the fundamental breakdown of the nation-state system and its replacement by some form of more stable and peaceful world polity. The Canadian case however, does not sustain this optimism. Among all the nations Canada has been the most consistently liberal host of these firms, providing particular attraction for expansionist American corporations. As a consequence, the country has experienced a new and profound dependence upon the American economy. Directly resultant upon this experience has been the forfeiture of broad areas of Canadian state sovereignty and national independence. But unlike the prophecy, this sacrifice has not been part of a more universal transfer of nation-state prerogatives to the claims of supranational authority. Instead, the forfeiture has been unilateral and horizontals from the Canadian state to the American state. Clearly, American multinational corporations have been successful promoters of continental economic integration. Ho other nation in the developed world shares with Canada the same unique degree of economic subordination. On the other hand, American multinational corporations are demonstrably inadequate institutions for furthering the general erosion of the nation-state system. They are themselves subordinate to and dependent upon the U.S. state. This relationship is made most explicit through American laws of extraterritoriality whereby the U.S. government has reserved the right to dictate trade, anti-trust and balance of payments policies to the foreign subsidiaries of American firms. The Canadian government has become acutely aware of this relationship on several occasions, most notably over the 'Time and Reader's Digest Affair' and the 'American Guidelines Issue'. Of even graver import, these occasions demonstrated the ease with which American economic controls in one area could be converted into substantial political leverage in entirely unrelated areas of Canadian policy formation. In each instance where the U.S. government has employed its authority over American multinational corporations to sway Canadian government policy, the Canadian government has eventually acquiesced. Ironically, Canadian government elites have proven themselves unwilling to respond to this challenge at its source. Instead of attempting to regulate or discourage American multinational corporations in Canada, they have co-operated actively in their promotion. To understand the paradoxical behavior of Canadian governments in aiding the demise of their own powers and the Canadian state, the career patterns of certain influential political and bureaucratic elites were investigated. This research uncovered the existence of a longstanding hybrid elite composed of Canadian governmental decision-makers who have been strongly identified with corporations committed to a continental economy. The economic interests which, inhere to these corporate government linkages have been complemented and given normative justification by a business ethos prevalent in Canadian society. Together they provide a motivating rationale for Canadian government elites in co-operating with, multinational corporations and, in effect, in undermining the sovereignty and independence of the Canadian nation-state. / Arts, Faculty of / Political Science, Department of / Graduate

This thesis studies fourteen Canadian processed food industries and their pricing behaviour. Pricing models for each industry for the period of 1971-1977 and 1978-1984 have been established. This study also tests wether changes in a pricing behaviour occurred in the middle of 1970s in which shifts in Canada-U.S. exchange rate occured. Food prices change for several reasons. The main reasons for changes in processed food prices are expected to be changes in input costs and demand factors. Input costs consist of material, labour, capital and fuel cost. Changes in demand side - import competition and excess demand - are are important factors. This study attepmts to establish, identify, and analyze pricing models by employing such variables for fourteen Canadian processed food industries at the wholesale level. Karikari (1988) has shown that the Canadian manufacturing industries changed their pricing behaviour as the U.S.-Canada exchange rate shifted in the middle of the 1970s. This study also tests if the changes (shift) in pricing behaviour of the food processing industries took place between two sub-periods: pre-depreciation of U.S.-Canada exchange rate (1971 to 1977), and post-depreciation of U.S.-Canada exchange rate (1977 to 1984). After analyzing the characteristics of the Canadian food processing industries and the distribution channel, three economic theories - which are considered to be appropropriate in reflecting the characteristics and the pricing behsviour - have been discussed. The Mark-up Pricing Theory is employed to explain the food processors' oligopolistic pricing behaviour. From the Mark-up Pricing Theory, relative changes in mark-up, material price, labour price, energy price, capital price, and productivity of each input are derived as independent variables in the pricing model while change in industrial selling price of processed foods is shown as a dependent variable. Excess demand and import competition are the main sources for the fluctuations in the mark-up factor. The Bilateral Monopoly Theory is applied to explain bargaining processes, from which prices of processed foods are determined, between processors and retailers. A shipment variable has been derived from the Bilateral Monopoly Theory as one of the substitutes for the mark-up variable. An International Trade Theory is discussed for the industries that face import competition. From this theory, it is concluded that import price would also influence Canadian food processors' markup. Also discussed is a theory on how the pricing behaviour would change in a situation in which shifts in exchange rates occur. Quarterly data in rate of changes form are used for the estimation of the pricing model. Lags are allowed for independent variables to proferly reflect the characteristics of food processors. First, assuming changes in pricing behaviour, the pricing model is regressed for each industry in each sub-period, respectively. Variables for each industry in each sub-period are selected. It seems that the finalized regression results indicate a possibility of changes in pricing behaviour. A statistical test incorporating dummy variables is used to check if the changes in pricing behaviour which occurred in the middle of 1977 are statistically significant. The results can be summarized as follows. Different variables and different lags fit for each industry in each sub-period. The material prices-in different lag forms - are the main factors that influence changes in the industry selling price. In some industries in a certain period, the material prices are not important at all; only the U.S. prices are shown as important factors. The wage - current or lagged - is an important variable in some industries (at least in one period). The shipment variables are important in most industries with a positive or a negative sign, indicating the food processors' monopolistic pricing behaviour is influenced or interupted by the foods retailers' behaviour. The U.S. price variable(s) is a significant factor in most industries. The statistical test indicates that most of the industries have experienced structural changes and/or model changes between the two periods, except poultry, sugar cane & beet, vegetable oil, brewery, and winery industries. This study, however, does not necessarily conclude that the Canadian processed foods industries' pricing behaviour was changed according to the Karikari's hypothesis. / Land and Food Systems, Faculty of / Graduate

No abstract included. / Arts, Faculty of / Political Science, Department of / Graduate

The objective of this study is to investigate the existing air and noise pollution abatement legislation in Canada as it relates to the air transportation industry, and suggest methods of improving this legislation to meet the future needs and demands of the human environment. A second objective is to provide guidelines for business and government action in the future, and to acquaint the individual with some of the issues of the "environmental era of air transportation." Based on personal interview, an extensive literature search, and the application of business principles, this study addresses the technical, economic and social problems associated with the formulation and implementation of effective environmental legislation. In addition, it discusses the roles of business and government in each of these problem areas. The thesis concludes that the Canadian legal system must undergo structural change to accommodate environmental issues; a 1973 Noise Control Act should be passed; and a federally supported environmental education program should be instituted. Other conclusions include recommendations for increased research on the effects of the sonic boom and inadvertent climate modification, increased international participation in environmental affairs, and an improved market system to reflect environmental goods as scarce resources. This thesis also recommends increased government-industry cooperation in the formulation of technical and nontechnical standards and legislation, to ensure that reasonable and specific criteria are established for noise and air pollution abatement. The most important recommendation of this thesis is that a macro system approach be adopted in environmental management. This approach, which recognizes interactions and feedback in the social, economic and political environment, is vital to the future of Air Transportation and the Human Environment. / Business, Sauder School of / Graduate

Average Canadian farm incomes tend to be consistently lower than non-farm incomes. Many reasons, including aggregate overproduction are advanced as possible explanations of the above problem. This thesis attempts to determine whether overproduction has been one of the causes of the farm income problem. The bulk of information used in this study was time series data as prepared by the Dominion Bureau of Statistics for the years 1935 to 1965. A model was constructed to test two related hypotheses regarding the presence of excess capital formation and its effect on income and overproduction. The basic findings of the study were that capital formation was not greater than required to produce an aggregate supply of agricultural products equal to aggregate demand. The growth in aggregate supply and aggregate demand were found to be very similar for the period 1935 to 1965, thus indicating that the farm income problem was not aggravated during this era by overproduction. In subsequent analysis, a broader view of the problem was undertaken. To begin, it was established that per capita farm incomes have been growing at a rate similar to that of non-farm incomes. In addition the so called "cost-price squeeze" was not found when the entire 1935 to 1965 period was observed but rather was only found in subperiods. Factor share analysis was used to show that agricultural capital offered returns at least equal to the opportunity costs of capital. / Land and Food Systems, Faculty of / Graduate

In the twentieth century, we are experiencing rapid urbanization and metropolitanization in North America. Following this metropolitan area explosion are the severe social, human, and physical problems that have occured in our big urban areas. Solutions of these problems are inhibited by the complex structure of local governments in metropolitan areas. The problem is described as too many governments and not enough government. Today, regional planning deals not only with the problem of resource development, but also with the development of metropolitan areas. However, if metropolitan planning is to be effective, it must be integrated into a formal area-wide political structure with legitimate power. Thus, the hypothesis is established: for planning at the metropolitan level to be successful, it must be integrated into a well organized area-wide government authority, and must obtain a well-co-ordinated working relationship with suitably modified local governments and local planning bodies. Cities of our time are governed by two kinds of gravitational forces: forces of concentration (centripetal), and forces of dispersal (centrifugal). The inter-action of these two trends produces a new form of settlement called the metropolis. This phenomenon is the result of the scientific and technological advances of the past century. The spread of population outward from the core has brought with it a corresponding decentralization of the government pattern. New units of local government have multiplied with astonishing rapidity in the outlying areas. Metropolitan problems, such as water supply, sewage disposal, open space, transportation, unbalanced taxation, cannot be met without some fairly substantial institutional changes and comprehensive planning on an area-wide basis. In Canada, we have generally used a committee system for our local government organization. However, our local governments are unable to deal with these recently developed metropolitan problems. They have to be re-organized; and the attempts to re-organize local governments have been along the following lines: (1) inter-governmental arrangements; (2) special-purpose authorities; (3) annexation or consolidation; and, (4) city-county separation and consolidation. However, none of these attempts has furnished a satisfactory solution to the manifold problems involved in the development of the metropolitan area as a whole. Although community planning can be traced back to ancient times, the modern era of city planning began in this century. Today, city planning has been recognized as an aspect of the process of local government. However, regions of high population density and complex urban development activities require a responsible planning function for the development of regional interests. The metropolitan planning agency should seek establishment and acceptance of goals, both long-range and immediate, for the metropolitan area's physical, economic, and social development. It should strive to co-ordinate local planning, both public and private. The most desirable arrangement is that the metropolitan planning function is integrated into an area-wide and multi-functional government. By this, the planning function can more easily be tied into the programs and decision-making processes of an on-going body that has operational powers. We desire efficient government. Large-scale, metropolitan wide organization is not the most appropriate scale of organization for the provision of all public services required in a metropolis. Local governments still have vital roles to play in the lives of their citizens and in these roles they should be conserved. However, municipalities can be made more nearly equal in size through consolidation and amalgamation to strengthen the capacity of their local governments. Then, a division of functions between the "metropolitan" government and the "local" governments is necessary. The same argument is that reasonable distinction can be drawn between the concerns of metropolitan planning and those of local community planning. Duties and authorities must be appropriate to area, population, and financial resources. Only when all of these factors are balanced at the highest level, will community satisfaction be maximized. Based on the theoretical findings, the Criteria for the purposes of testing the actual cases can be derived as in the followings: I. Metropolitan government authority should be organized as general--purpose government. II. Metropolitan government authority should have enough legal powers to perform services. III. Metropolitan government authority should remain controllable by and accessible to its citizens. IV. Local municipalities should be modified to make efficient local governments, and local planning functions should be encouraged. V. Geographic adequacy. VI. Basic metropolitan planning function should be research, planning, co-operation and co-ordination, and advice and assistance. VII. Metropolitan planning body should have power of review over local plans. Three actual cases are studied based on Criteria to test the hypothesis on its practical grounds. The three cases are Metropolitan Vancouver Area, Metropolitan Winnipeg Area, and Metropolitan Toronto Area. The three metropolitan government authorities are studied under Criteria I to V; and the planning functions are studied under Criteria III to VII. The study both in depth and in scope of these three metropolitan areas is able to prove the validity of the Criteria which are derived from the theoretical findings. Therefore, the hypothesis is properly proved to be both theoretically and practically valid. In Canada, the provinces have vital roles to play in resolving our metropolitan problems. However, this should be the subject of another work. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This study was undertaken to establish the impact of the Alaska-British Columbia boundary on socio-economic development in the boundary region. The impact was studied in three stages: (1) an historical analysis to determine the raison d'etre of the boundary and the consequent adaptations which have been made to its resulting barrier functions, (2) a contemporary analysis of the boundary as a constraint on the transportation routeways which it divides and (3) an analysis of a future problem which the situation of the boundary is expected to create in the division of authority over the international rivers which traverse the boundary. It was found that historically the boundary was established as a result of the extention of the Russian and British fur trade economies and thus was created as a barrier to penetration by the opposing traders. As a result of its delimitation on this basis, it created considerable stress in the region as the need arose for greater economic and social penetration of the boundary. Several rail, highway, and water routes were utilized to exploit this region and it was found that the boundary impeded the efficient operation of these routeways, albeit to a lesser extent than the Canadian public have expressed in political concern. However, to overcome this problem, effort has been directed at altering the location of the boundary to facilitate Canadian transportation routeways. This solution was found to offer little possibility of success. It was therefore suggested that the functions of the boundary be reviewed and that this approach would lead to a reduction in the barrier effect of the boundary. The future possibility of efficient utilization of the hydro electric resources of the Yukon, Taku and Stikine Rivers was also found to be hampered by the division of political jurisdiction. It is suggested that the limited market base in the region and large capital costs required for hydro projects preclude separate American and Canadian development programmes. Precedent established along the southern boundary of Canada and the United States provides a sufficient political-geographic framework within which to exploit jointly the power available on the northern rivers. / Arts, Faculty of / Geography, Department of / Graduate

Intensive development of the city and efficient use of space are essential if rapidly increasing populations are to be accommodated in urban areas. Land requirements for transportation functions can be minimized by utilization of air space above transportation facilities. The problems of rapid urbanization and scarcity of land are of particular concern in the major metropolitan areas of British Columbia. British Columbia has experienced the most rapid rate of growth of any Canadian province yet most of this growth has been confined to a few hundred square miles of the province's vast area. These factors suggest utilization of air space above or below transportation facilities has particular relevance to land use and transportation planning in British Columbia. The object of this thesis is to examine the legal and legislative implications, the financial aspects and planning considerations of air rights development in British Columbia. In Chapter II, the position of air space at common law is analyzed. Statutes regulating the ownership of land and the powers of municipalities, governmental agencies and railway companies have been examined. Common law courts have ruled that air and space are not susceptible of ownership except as incidental to the use and enjoyment of the land surface or as space within a structure bearing upon the soil. The Land Registry Act and the Strata Titles Act regulate land ownership in British Columbia. The Strata Titles Act passed in 1966 provides for the individual and multiple ownership of land within an administrative framework. A critical prerequisite to strata development is that land included in the strata plan must be registered in indefeasible title as a single parcel in the name of the Strata corporation. Public and private, agencies responsible for administering highways and rights-of-way are prohibited by legislation from alienating lands that are required, therefore, air rights cannot be developed using the Strata Titles Act. It is shown that these agencies only have authority to lease interest in air space. Of all the agencies examined, none are restricted from developing air rights for their own purposes. The financial aspects of air space utilization are examined in Chapter III. Three methods of valuating air space are examined and the applicability of each is evaluated. Air rights have no real estate value if the cost of developing the air rights platform is greater than the cost of comparable land in fee simple. Air space may be utilized as a matter of public policy if long term costs and benefits show air space utilization to be economically feasible. Programs of financial assistance for air rights development are finally considered. Mortgage financing from private lenders is not readily available because of the legal implications and the traditional blighting influence of freeways and railways on adjacent urban areas. In view of the blighting influence, of highways and railways, it is suggested that provisions of the existing National Housing Act be extended to include assistance for air rights projects in conjunction with urban renewal assistance. Chapter IV outlines the planning considerations that must be recognized in air rights development. The value of determining potential air rights development areas and the methods of regulating air rights development are examined. Public ownership of air rights is the most effective method of control. Municipalities in British Columbia do not own streets, lanes, or highways, therefore, their powers of control are limited only to land that they own. Controls can be exercised over private air rights development using the zoning powers of the municipal government. Special "overlay zones" or comprehensive development provisions of most zoning bylaws can be adapted to control air rights projects. Chapter V contains the conclusions and recommendations of this thesis. Individual and multiple ownership of land is permissible through the regulations of the Land Registry Act and the Strata Titles Act. Public and private agencies controlling transportation facilities are prohibited by Statute from alienating lands required for transportation purposes. It is recommended that legislation be adopted granting powers to these agencies to participate in strata developments providing the transportation facility is maintained within the development. Extension of the Strata Titles Act to include the ownership of space would provide for easier conveyancing of air rights. Feasibility studies of air rights development must be based on the long term costs and benefits rather than on costs of comparative land for conventional development. Extension of urban renewal legislation to include air rights developments would assist in mitigating against the blighting influence of freeways and railways on adjacent urban areas. Air rights development can be most effectively controlled by vesting owner-, ship of all air rights with the municipality or city. Failing this, boards consisting of representatives from agencies owning potential air rights sites should be established to insure that maximum potential of air rights above various transportation facilities is achieved. When zoning controls are used to control air rights, special provisions should be made within zoning by-laws to accommodate air rights projects. Finally, an order of priority for use of publicly controlled air rights is suggested. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate