Logging constituted the first industry on the North Shore of Burrard Inlet and remained an important part of the local economy until its decline in the early 1930's. Between the 1860's and the 1930's enormous changes were made in West Coast logging technology, and lumbermen had an increasingly visible impact on the forest landscape as they employed industrial technology in the woods. Over the decades the spatial pattern of the lumber industry on the North Shore changed significantly: lumber operations moved away from the water's edge into the steep slopes of the North Shore Mountains. This thesis offers a study of early forest exploitation in this Coast Mountain environment. It examines how innovations in logging transport technology affected the spatial pattern and the environmental impact of the industry. Changing market conditions for lumber and shingle products are included in the discussion. In many ways the North Shore of Burrard Inlet was a microcosm of logging technology on the West Coast. Company records, historical maps and photographs, surveyor's field notes, reports of the Forest Branch and the Water Rights Branch and various correspondence files provided the majority of the primary data. Remains of logging operations were located during numerous hikes in the North Shore Mountains. From the 1860's to the 1890's human and animal power was used in the woods and lumber operations had a relatively small impact on the forest ecosystem. After the turn of the century steam power was adopted in the North Shore forests and lumbermen began to change the appearance of the land. By the 1920's several capital-intensive, large scale operations had emerged which employed logging railroads, trucks, and high-lead-yarding. They pushed into steep, hitherto inaccessible slopes and left barren, slash-covered clear cuts, prone to forest fires. Cutting regulations were virtually nonexistent and the devastated hill sides were left to natural regeneration. The public grew increasingly concerned over logging operations in Vancouver's water supply areas and the Greater Vancouver Water District was incorporated in 1924 to protect these watersheds. It gradually bought out all lumber companies; by the early 1930's the Capilano, Lynn and Seymour catchment areas were closed watersheds. / Arts, Faculty of / Geography, Department of / Graduate

Planning theorists often espouse the value of citizen participation and the sharing of ideas and opinions in planning processes, and encourage collaborative discussions between professionals and the public. On the issue of sustainability planning, there can be many differing beliefs and opinions within society. In order to construct meaningful dialogue around sustainability goals, it is important for planners to understand the diverse opinions of the public. This thesis examines the belief systems of people who support the idea of building a "third crossing" of Vancouver's Burrard Inlet, looking to draw conclusions that could be useful in planning for similar transportation infrastructure projects. I interviewed nine third crossing supporters using two theories from psychology and social psychology, Leon Festinger's notion of cognitive dissonance and Daniel Yankelovich's definitions of mass opinion and public judgment, to identify conflict within beliefs and evaluate the quality of opinion. I discovered that cognitive dissonance, or conflict between an individual's beliefs, was not reflected significantly in the views of crossing supporters. They also exhibited high quality opinion, as defined by Yankelovich using his criteria of responsibility, stability and consistency. Further, in comparing the interview responses to transportation policies contained in the Greater Vancouver Regional District's Livable Region Strategic Plan, I determined that two conflicting visions, which I refer to as the mobility vision and the sustainability/livability vision, lie at the heart of this transportation debate and likely others with similar foundations. With the knowledge that crossing advocates have a well-developed and logically constructed vision, planners must think about ways to establish constructive dialogue and address the fundamental values and assumptions upon which the two visions are based in order to foster social learning on the issue of sustainability-oriented transportation. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate