Canada, history

planned outline

• 1 Introduction
• 2 Exploration
• 3 Environment and geography
  • Hudson Bay
  • Laurentian Mountains
  • Saint Lawrence River
• 4 History to 1760, New France
• 5 1760-1867
  • Canadian-American Reciprocity
  • Loyalists
• 6 1867-1920
• 7 1921-1945
• William Lyon Mackenzie King
• Great Depression, Canada
• Canada, World War II
• 8 1945-2008
• 9 World Affairs
  • 9.1 Relations with US
  • 9.2 Cold War and UN
• 10 Regional
  • 10.1 Quebec, after 1760
  • 10.2 Atlantic Canada
    • New Brunswick
    • Newfoundland and Labrador
    • Nova Scotia
    • Prince Edward Island]
  • 10.3 Ontario
  • 10.4 Prairies and B.C.
    • Saskatchewan
  • 10.5 Rural history
  • 10.6 Urban history
    • Hamilton, Ontario
    • Montreal
    • Ottawa
    • Quebec City]
    • Toronto, Ontario
• 11 Economics
  • 11.1 Economic history
  • 11.2 Agriculture
  • 11.3 Labour
  • 11.4 Railways
    • History of railways in Canada
    • Grand Trunk Railway

• 12 Population
• 12.1 Demographic history
• 12.2 Immigration and migration
• 12 Cultural History
• 13 Language and national identity
• 13.1 French Canada
  • French in Canada, on language
• 13.2 First Nations
• 13.3 Conflicts and issues

Farming

• 

Railways

Canada

See also

• History of railways in Canada
• Grand Trunk Railway of Canada

In Canada, the national government strongly supported railway construction for political goals. First it wanted to knit the far-flung provinces together, and second, it wanted to maximize trade inside Canada and minimize trade with the United States, to avoid becoming an economic satellite. The Grand Trunk Railway of Canada linked Toronto and Montreal in 1853, then opened a line to Portland Maine (which was ice-free), and lines to Michigan and Chicago. By 1870 it was the longest railway in the world. The Intercolonial line, finished in 1876, linked the Maritimes to Quebec and Ontario, tying them to the new Confederation.

Anglo-entrepreneurs in Montreal sought direct lines into the U.S. and shunned connections with the Maritimes, with a goal of competing with American railroad lines heading west to the Pacific. Joseph Howe, Charles Tupper, and other Nova Scotia leaders used the rhetoric of a "civilizing mission" centered on their British heritage, because Atlantic-centered railway projects promised to make Halifax the eastern terminus of an intercolonial railway system tied to London. Leonard Tilley, New Brunswick's most ardent railway promoter, championed the cause of "economic progress," stressing that Atlantic Canadians needed to pursue the most cost-effective transportation connections possible if they wanted to expand their influence beyond local markets. Advocating an intercolonial connection to Canada, and a western extension into larger American markets in Maine and beyond, New Brunswick entrepreneurs promoted ties to the United States first, connections with Halifax second, and routes into central Canada last. Thus metropolitan rivalries between Montreal, Halifax, and Saint John led Canada to build more railway lines per capita than any other industrializing nation, even though it lacked capital resources, and had too little freight and passenger traffic to allow the systems to turn a profit.

Den Otter (1997) challenges popular assumptions that Canada built transcontinental railways because it feared the annexationist schemes of aggressive Americans. Instead Canada overbuilt railroads because it hoped to compete with, even overtake Americans in the race for continental riches. It downplayed the more realistic Maritimes-based London-oriented connections and turned to utopian prospects for the farmlands and minerals of the west. The result was closer ties between north and south, symbolized by the Grand Trunk's expansion into the American Midwest. These economic links promoted trade, commerce, and the flow of ideas between the two countries, integrating Canada into a North American economy and culture by 1880. About 700,000 Canadians migrated to the U.S. in the late 19th century. The Canadian Pacific, paralleling the American border, opened a vital link to British Canada, and stimulated settlement of the Prairies. The CP was affiliated with James J. Hill's American railways, and opened even more connections to the South. The connections were two-way, as thousands of American moved to the Prairies after their own frontier had closed.

Two additional transcontinental lines were built to the west coast--three in all--but that was far more than the traffic would bear, making the system simply too expensive. One after another, the federal government was forced to take over the lines and cover their deficits. In 1923 the government merged the Grand Trunk, Grand Trunk Pacific, Canadian Northern and National Transcontinental lines into the new the Canadian National Railways system.

Since most of the equipment was imported from Britain or the U.S., and most of the products carried were from farms, mines or forests, there was little stimulation to domestic manufacturing. On the other hand, the railways were essential to the growth of the wheat regions in the Prairies, and to the expansion of coal mining, lumbering, and paper making. Improvements to the St. Lawrence waterway system continued apace, and many short lines were built to river ports.

See also

• Canada, History, Bibliography

External links

• Key Economic Events]