A large federal cash subsidy aided CPR construction of the Crows Nest Pass Railway from Lethbridge, Alberta, to Nelson, British Columbia. The line, completed in late 1898, was designed to en-courage mining and smelting in the Kootenays and to link this region with Central Canada. From 1989 to 1914 the Great Northern Railroad in the United States also built lines into southern British Columbia to tap this valuable mining traffic. The CPR completed a line to Vancouver in 1915, by which time it dominated the regional traffic. However, it still faced competition for this traffic from the Great Northern which had allied itself with the Canadian Northern Railway. John Eagle examines the lengthy and bitter conflict which resulted between the two railways. Eagle provides the first scholarly analysis of the Crows Nest Pass Agreement of 1897. Under this historic agreement, the CPR stimulated prairie agriculture by lowering its freight rates on grain, matching both the lower rates of the Canadian Northern on grain and the rates on wheat established under the Manitoba Agreement of 1901. The development of southern British Columbia also opened a new market for prairie grain and cattle. The Canadian Pacific Railway and the Development of Western Canada challenges the prevailing view that CPR land policies were designed primarily to promote settlement in order to generate traffic for the railway. Eagle argues that the railway adopted policies which maximized profits from its agricultural lands so that proceeds from prairie land sales became an important source of revenue for the company.

The Dept. of the Interior was in existence from 1873 to 1936.

"In these two volumes, which replace the Reader's Guide to Canadian History, experts provide a select and critical guide to historical writing about pre- and post-Confederation Canada, with an emphasis on the most recent scholarship" -- Cover.

This collection of 35 readings on Canadian prairie history includes overview interpretation and current research on topics such as the fur trade, native peoples, ethnic groups, status of women, urban and rural society, the Great Depression and literature and art.

During the first two decades of this century, Sir William Mackenzie was one of Canada’s best known entrepreneurs. He spearheaded some of the largest and most technologically advanced projects undertaken in Canada during his lifetime – building enterprises that became the foundations for such major institutions as Canadian National Railways, Brascan, and the Toronto Transit Commission. He built a business empire that stretched from Montreal to British Columbia and to Rio de Janeiro and Sao Paulo in Brazil. It included gas, electric, telephone and transit utilities, railroads, hotels, and steamships as well as substantial coal mining, whaling, and timber interests. For a time Mackenzie also owned Canada's largest newspaper, La Presse. He accumulated an enormous personal fortune, but when he died in 1923, his estate was virtually bankrupt as a result of the dramatic collapse of his Canadian Northern Railway during the First World War. In an era when the entrepreneur has come to be seen as a media hero and when struggles about the role of state enterprise in the transportation and energy sectors consume public policy debate, it is ironic that Mackenzie is largely forgotten by all but a few historians and railway aficionados. He left no papers to guide biographers. After a decade of gathering and piecing together fragments from an immense array of sources, Rae Fleming has written the first biography of the man that the German press extolled as the “Railway King of Canada.” Mackenzie was wily, crafty, manipulative, and intimidating. Starting as a general contractor in Eldon Township in rural Ontario, he built a small fortune contracting for the CPR in the Selkirks in the 1880s and then moved on to bigger things. Along the way, he funded the first full-length documentary movie, was toasted by the House of Lords, received a knighthood from George V, and developed close friendships with the major politicians of his day, including Borden and Meighen. In a business biography intended as much for general readers as for a scholarly audience, Fleming offers a revisionist perspective on Mackenzie. He dispels the simplistic approach of those historians and journalists who have depicted Mackenzie and his partner Sir Donald Mann as melodramatic crooks who could have stepped out of the pages of Huckleberry Finn.

This compelling study of a previously overlooked vice industry explores the larger structural forces that led to the growth of prostitution in Japan, the Pacific region, and the North American West at the turn of the twentieth century. Combining very personal accounts with never before examined Japanese sources, historian Kazuhiro Oharazeki traces these women’s transnational journeys from their origins in Japan to their arrival in Pacific Coast cities. He analyzes their responses to the oppression they faced from pimps and customers, as well as the opposition they faced from American social reformers and Japanese American community leaders. Despite their difficult circumstances, Oharazeki finds, some women were able to parlay their experience into better jobs and lives in America. Though that wasn’t always the case, their mere presence here nonetheless paved the way for other Japanese women to come to America and enter the workforce in more acceptable ways. By focusing on this “invisible” underground economy, Japanese Prostitutes in the North American West sheds new light on Japanese American immigration and labor histories and opens a fascinating window into the development of the American West.