No abstract included. / Arts, Faculty of / History, Department of / Graduate

Thesis (Ph. D.)--Carleton University, 1984. / Also available in electronic format on the Internet.

Thesis (Ph. D.)--Carleton University, 1992. / Also available in electronic format on the Internet.

Air transportation as an industry, has progressed in no country without substantial government support. Most nations have subsidized their commercial air services to such an extent that full government control has finally resulted. In the national interest, airlines are deemed both desirable and essential, despite their non-capability of full self-support. Hence, with government aid mandatory, it is logical that legislative attempts should be made to keep such aid at the lowest possible level consistent with the provision of safe, efficient and reasonably modern air services. Where a single airline must of necessity be paid a subsidy it is manifestly uneconomic to permit the entrance of a competitor in the same field. By so doing, the total subsidy required would undoubtedly increase inasmuch as each operator would move more than doubly distant from achievement of lowest possible unit costs. This concept guided the Hon. CD. Howe in the drafting of the original Trans-Canada Air Dines Act in 1937. By that act, Trans-Canada was given monopoly transcontinental privileges. These privileges were not seriously challenged until 1941. In that year, Canadian Pacific Air lines was formed. This firm to proceeded progressively encroach upon the presumed domain of the government airline. By 1952, Canadian Pacific had acquired a patchwork coverage of the greater part of Canada, requiring only an east-west link to create a composite operation. To facilitate this final step, C.P.A. applied in November of 1952 for authority to operate an all-freight service between Montreal and Vancouver, The consequent Air Transport Board hearing and report to the Cabinet, and the ultimate Cabinet decision, provide the basic subject matter dealt with in this thesis. Before the Board, C.P.A. contended: 1. that all-cargo carriers in the U.S.A. had been most successful In their operations, 2. that adequate Canadian air freight traffic potential was readily available for diversion from such surface transport facilities as rail express, 3. that conditions in Canada were even more favourable than in the U.S. for air freight development, 4. that T.C.A. had knowingly neglected the air freight field, concentrating its efforts upon the more readily lucrative passenger and mail traffic, 5. that the pro-posed C.P.A. service would create new air business, would not divert traffic from T.C.A. to an extent detrimental to the latter's finances. Successive thesis chapters appraise, and in the opinion of the writer, totally negate these Canadian Pacific contentions. In its report to the Cabinet, the Air Transport Board leaned heavily, upon the evidence submitted by C.P.A. In essence, the Board report to the Cabinet recommended that the application be approved. The Cabinet chose to do otherwise. The application was denied. Apparently, the ministers had listened with conviction to the statements of T.C.A. President, Mr. McGregor and had given heed to the warnings of the economic witnesses, Professor Waines and Dr. Currie, as to the desirability of avoidance of the pitfalls which have beset Canadian railway experience. In the light of the data assembled within this thesis, the writer contends that the Cabinet decision was fully justified. T.C.A.'s slow approach to reduced rate air freight haulage was sound in all respects. Unfortunately, however, it is noted that the application, the hearing and the resultant publicity have pressured Trans-Canada into establishing presently uneconomic air freight services rather than further jeopardize the monopolistic status of the firm. / Arts, Faculty of / Vancouver School of Economics / Graduate

Thesis (Ph. D.)--University of Pennsylvania, 1939. / Bibliography: p. 227-242.

The acoustic sense is vital to all life processes for whales. It defines their ‘active space’, and the extent and nature of interactions with their surroundings. Yet, we are still learning the basics of most species’ acoustic behaviours and vocal repertoires. The ecology of gray whales (Eschrichtius robustus) is well known, however vocal behaviours are not well described outside of breeding lagoons. Bottom-stationed acoustic monitoring devices were deployed in Clayoquot Sound, west coast Vancouver Island to explore acoustics use outside of these areas. During migration the use of low frequency moan calls are prevalent, perhaps for group cohesion, with lead whales guiding followers. During the summer more inter-group calls (knocks, upsweeps) are employed. Here I explored the use of ‘motherese’ calls between cow-calf pairs, and how this may mirror the weaning process. Photoperiod, increased ambient noise, threat perception, and vessel and aircraft presence elicited acoustic responses. Calling was also altered by social, behavioural, and physiological state. These results begin to show gray whales to be acoustically sensitive, with highly nuanced vocalising behaviours. Acoustic methods afford monitoring at times and in places that would otherwise be impossible, and lends themselves to the study of rare or cryptic species. Ocean gliders with passive acoustic capacity were used to explore deep-coastal and shelf-break waters for large whale species. Humpback whales (Megaptera novaeangliae) were common on the shelf, whereas calls from fin (Balaenoptera physalus), blue (Balaenoptera musculus), sperm (Physeter macrocephalus), and possibly sei whales (Balaenoptera borealis) were heard in more offshore locations. Concurrent habitat data steams help establish area use and importance to these species. The surveys focus on submarine canyons that are thought to aggregate prey. Calls denote whale presence, whereas call type may suggest behaviour and habitat use. Calls described for feeding and breeding were heard for fin and blue whales, with distinct temporal distribution. Acoustic techniques complement other ecological methods and can fill existing knowledge gaps in whale life histories. It can also help quantify the effect of human activities on whale populations and ocean soundscapes. These findings will inform management actions. I provide examples of management links to acoustic-ecological research. / Graduate

No description available.

Since the completion of the CPR, the railway has held an important place in the Canadian imagination as a symbol of national unity, industry, and cooperation. It would seem to follow, given the widely held belief that national literatures help to engender national self-recognition in their readers, that Canadian literature would make incessant use of the railway to address themes of national community and identity. This assumption is false. With a few notable exceptions, Canadian literature has in fact made very little deliberate effort to propagate the idea that the railway is a vital symbol of Canadian unity and identity. / Literary depictions of the railway do, however, exhibit a tension between communitarian and individualist values that may itself lie at the heart of the Canadian character. Some of the earliest representations of the railway, in travel narratives of the late nineteenth century, make explicit reference to the notion that the railway was a sign and a product of a common national imagination. But poets of this period virtually ignored the railway for fear that its presence would disturb the peaceful contemplation, and thus the identity, of the individuals who populated the pastoral spaces of their verse. Modern poets did eventually manage to include the train in their work, but used it most often as a vehicle to continue the private musings of their individual lyric speakers rather than to explore the terrain of the national consciousness. One prominent exception to this tendency is E. J. Pratt's Towards the Last Spike, in which imposing individuals such as Sir John A. Macdonald and William Van Horne and thousands of unnamed rail workers combine their efforts in order to construct the railway, which stands as a symbol of how individuals and communities can work together in the national interest. Canadian fiction demonstrates the same impulses as Canadian poetry by using the railway as a means of depicting the thoughts, feelings, and experiences of individuals, but it also challenges the myth of the railway's creation of a unitary national culture by showing how diverse communities---of race, class, and region---imagine their relationship to the railway in very different ways. / The varied character of Canada's literary treatment of one of the country's central national symbols suggests that a tension between individualism and communitarianism also informs Canadian literature itself, whose writers have used the railway to fulfill their goals in individual texts but have rarely employed it as a symbol of national community.

No description available.

Since the 1970s, historians of British Columbia representing various ideological schools and methodological approaches have debated the role of race in the provinces history. Many of the earlier works discussed whether race or class was the primary determinant in social relations while more recent works have argued that factors such as race, class, and gender combined in different ways and in different situations to inform group interactions. However, the application of these terms in describing aspects of the thoughts and actions of non-Western peoples can be problematic. This thesis attempts to approach the question of race and its role in British Columbias past from the perspective of the Indigenous population of the Lower Fraser River watershed from 1828 (the establishment of the first Hudsons Bay Company post on the Fraser River) to the 1920s, examining shifting notions of the way Aboriginal epistemologies have conceived of otherness through contact between Stó:lõ people and Euro-Canadian and -American, Hawaiian, Chinese, and Japanese immigrants. The main contention is that, contrary to the historiographys depictions of unified and static interactions with newcomers, Stó:lõ people held complex and dynamic notions of otherness when newcomers arrived with the fur trade, and that such concepts informed interactions with people from throughout the Pacific. Numerous factors informed the ways in which Stó:lõ people approached and engaged in relationships with newcomers, but the strongest ones originated in Stó:lõ cultural and historical understanding of others rather than in the racial ideas of Euro-Canadians. <p>Following a discussion of the historiography of race relations and Native-Newcomer interactions in British Columbia, this thesis examines relationships during the fur trade between Hawaiian men employed at Fort Langley and Kwantlen people; the ways in which Stó:lõ people grouped the miners who came to the Fraser Canyon in 1858; Stó:lõ peoples interactions with Chinese immigrants from the 1860s through the 1880s; and the ways in which the presence of Japanese and Chinese Canadians influenced how Stó:lõ leaders articulated their claims to rights and title in the first decades of the twentieth century. It concludes that Aboriginal relations with non-Europeans took a different path than relations with Europeans. Several factors contributed to the branching of paths, including pre-contact views of <i> outsiders</i>, kinship ties in the fur trade, economic competition, and the unsettled Indian Land Question. Moreover, the different relationships must be seen as affecting the other, making understanding the nature of Aboriginal associations with non-Europeans an important part of making sense of aspects of Aboriginal relations with Europeans.