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An Approach to the Problem of Tariff Burdens on Western Canada

Published online by Cambridge University Press:  07 November 2014

F. J. Westcott*
Affiliation:
Brandon College
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Extract

The economic sphere of influence of the St. Lawrence region contracted after 1821 owing to the pressure of competition in the fur trade from Hudson Bay. Withdrawal from the light, highly valuable staple, fur, was accompanied by increasing concentration on a staple of a bulky character, namely, timber. Settlement emerged with the timber trade especially in Upper Canada. Settlement and wheat exports were stimulated by the steamship and necessitated improvement of the St. Lawrence by canals and railways. The opening of the Erie Canal in 1825 increased the urgency for improved navigation on the St. Lawrence, if Montreal were to compete effectively with New York. The pressure of geography, a small population, a lack of capital, and competition from the United States involved governmental support. Economic development was, therefore, inextricably linked to political growth to achieve this objective. Government construction of canals was handicapped by the division of the provinces, and contributed to the demands for union. The Act of Union of 1840 as a broader political base for expansion of public debt involved control of taxation, and responsible government. Disintegration of the old Colonial System in the abolition of the Corn Laws in 1846 and the Navigation Acts in 1849 was accompanied by the emergence of control over tariffs as an essential device for acquiring revenue. The tariff became vital to the improvement of the St. Lawrence and the introduction of capital on a large scale by the government. The privilege of determining the course of economic development was accompanied by the problem of meeting the costs involved.

Type
Articles
Copyright
Copyright © Canadian Political Science Association 1938

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References

1 The direct tax on furs in the French régime under Company control became relatively less important with establishment of control by the French government after 1663 and the addition of taxes on imports of merchandise. The 10 per cent import tax imposed in 1666 was replaced by a tax on wines, brandy, and tobacco in 1670. An elaborate tariff was imposed in 1703 ( Innis, H. A., ed., Select Documents in Canadian Economic History, 1407-1783, Toronto, 1929, pp. 336–40 and 342–3).Google Scholar After the conquest the British Colonial System was introduced and gradually remoulded in the face of expansion in the United States.

2 Lower, A. R. M., Settlement and the Forest Frontier in Eastern Canada (Toronto, 1936), p. 50.Google Scholar

3 See Innis, H. A., “An Introduction to the Economic History of Ontario” (Papers and Records of the Ontario Historical Society, vol. XXX, 1933)Google Scholar; also Government Ownership and the Canadian Scene” (Canadian Problems as Seen by Twenty Outstanding Men of Canada, Toronto, 1933).Google Scholar

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9 Ibid., p. 807; and see also Innis, , Settlement and the Mining Frontier, pp. 397–8Google Scholar, and Problems of Staple Production in Canada, ch. ii.

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11 Mackintosh, W. A., Economic Problems of the Prairie Provinces (Toronto, 1935), ch. i.Google Scholar

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15 See Hedges, J. B., The Federal Railway Land Subsidy Policy of Canada (Cambridge, 1934)Google Scholar; and Chester, Martin, “Our ‘Kingdom for a Horse’: The Railway Land Grant System in Western Canada” (Canadian Historical Association Annual Report, 1934).Google Scholar

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17 Hedges, , Federal Railway Land Subsidy Policy, pp. 48, 49.Google Scholar

18 Martin, “Our ‘Kingdom for a Horse’ ”.

19 See McQueen, R., “Economic Aspects of Federalism: A Prairie View” (Canadian Journal of Economics and Political Science, vol. I, 08, 1935).Google Scholar

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21 Innis, H. A., A History of the Canadian Pacific Railway (Toronto, 1923), pp. 273 ff.Google Scholar

22 The C.P.R. acquired approximately 26,000,000 of the 31,762,954 acres transferred by the federal government to railways (Hedges, Federal Railway Land Subsidy Policy).

23 See Innis, Problems of Staple Production in Canada, and the introduction to Glazebrook, G. P. deT., A History of Transportation in Canada (Toronto, 1938).Google Scholar

24 Innis, , Problems of Staple Production in Canada, p. 48.Google Scholar

25 Duties collected on imports increased from $17,887,269 in 1895 to $28,889,110 in 1900, to $42,024,340 in 1905, to $61,024,239 in 1910, and to $115,063,688 in 1913 (Canada Year Books).

26 Mackintosh, Economic Problems of the Prairie Provinces, ch. ii.

27 See Report of the Royal Commission on Price Spreads (Ottawa, 1935), pp. 9–12 and 288 ff.Google Scholar; Innis, H. A. and Plumptre, A. F. W. (eds.), The Canadian Economy and its Problems (Toronto, 1933)Google Scholar; and Final Report of the National Employment Commission (Ottawa, 1938), pp. 20–5, and appendix F.Google Scholar

28 See Manitoba's Case: A Submission Presented to the Royal Commission on Dominion-Provincial Relations by the Government of the Province of Manitoba (Winnipeg, 1937), part IIIGoogle Scholar; and A Submission by the Government of Saskatchewan to the Royal Commission on Dominion-Provincial Relations (Regina, 1937), part VII.Google Scholar

29 See ibid., pp. 241-2.

30 Gibson, J. D. and Plumptre, A. F. W., “The Economic Effects on Canada of the Recent Monetary Policy of the U.S.A.” (Canadian Papers for the Yosemite Conference of the Institute of Pacific Relations, 1936, vol. I, Toronto, 1936, mimeo.).Google Scholar

31 See Innis, “Significant Factors in Canadian Economic Development”; and also Biss, I. M., “Economic Aspects of National Unity” (Commerce Journal Annual Review, University of Toronto Commerce Club, 03, 1938).Google Scholar

32 See the writings of Moore, W. H., e.g., “The Short Horn of the Dilemma: An Analysis of Canadian Trade Policy” (Conference on Canadian-American Affairs, Proceedings, New York, 1937, pp. 21 ff.Google Scholar).

33 See Easterbrook, W. T., Farm Credit in Canada (Toronto, in press).Google Scholar For the resulting decline of the farmer's standard of living, see Britnell, G. E., “The Depression in Rural Saskatchewan” (The Canadian Economy and its Problems ed. by Innis, and Plumptre, ).Google Scholar

34 Cf. the implications for the Maritime region ( Province of Nova Scotia, Report of the Royal Commission Provincial Economic Inquiry, Halifax, 1934).Google Scholar

35 Dividends above a normal return on common stock have, therefore, existed as the result of the expansion of the road in Western Canada and have largely been paid from the economic development of that area” (Innis, , History of the Canadian Pacific Railway, p. 296).Google Scholar

36 Ibid., ch. x.

37 Ibid., p. 283.

38 See Waines, “Problems of the Drought Area in Western Canada”.