This is a case study and analysis of the Justice Institute of British Columbia, a Board-governed provincial post-secondary institute. Under contract to various provincial government ministries, the Justice Institute's five Academies and two central Divisions train municipal police, provincial court and correctional employees, fire service personnel, ambulance attendants and provincial emergency program personnel, and provide programs for professionals and the public in the areas of justice and public safety. Although the proposed organization was conceived to meet training and educational needs that existed under the umbrella of the Ministry of Attorney-General, shortly before its formal establishment the Justice Institute was captured by the proposed Colleges and Provincial Institutes Act and now came under the jurisdiction of the Ministry of Education. Two fundamental issues emerged from the case study: jurisdictional ambiguity, involving the relation between the Justice Institute and the Ministries of Education and Attorney-General; and internal organization, involving the relation between the five Academies and the central Justice Institute administrative structure. These emergent issues were found to be primarily structural in origin. Therefore a structural analysis was conducted, based on Mintzberg's "extended configuration hypothesis," which identifies and explains fundamental relationships among organizational design parameters and characteristics of the environment in which the organization exists. Within Mintzberg's framework the Justice Institute was identified as a divisionalized form. The case study and emergent issues were analyzed in relation to the main characteristics of the divisionalized form. In the context of jurisdictional ambiguity, it was found that decentralized internal structural relationships, and client grouping as opposed to functional grouping, may have been key factors in the survival of the Justice Institute in a period of environmental turbulence during the early to mid 1980s, and in its demonstrated effectiveness in fulfilling its organizational mission. It was further found that a strong central structure was required to stabilize the Justice Institute, particularly at times when the environment was inimical to the continued existence of the Justice Institute. It was suggested that this apparent contradiction lay at the roots of the instability of the early organization. The study recommended that the Justice Institute recognize the weaknesses, and build upon the strengths, of the divisionalized form. Further, it found Mintzberg's extended configuration hypothesis to be an effective instrument for performing a structural analysis of an organization. / Education, Faculty of / Educational Studies (EDST), Department of / Graduate

Over the last 100 years technological improvements in urban travel in terms of reliability and speed, has meant increased mobility for residents. This was accelerated with the advent of the automobile. It allowed many to move to the suburbs that were typified by less expensive lower density housing, and commute longer distances to their place of work. Today, in urban areas, cars are the main means of urban transport. The problem arises in major urban areas across North American when everyone tries to travel at the same time (usually during to trip to and from work). Urban areas are faced with problems of congestion (during rush hour) along with the lack of attractive transit alternatives. One aspect of this problem is examined in terms commuting habits. The purpose of this exercise is to examine the commuting habits of Justice Institute employees whose place of work moves from the West Side of Vancouver to New Westminister. In the postmove period employees made a number of decisions regarding their modal-type and residential location. These decisions may have a significant impact on their activities and travel patterns in the city. The goal is to collect data that would indicate the place of residence of employees before and after the Justice Institute move. It should also include employee modal-type in the pre and postmove periods of the move. Such information is important in the understanding the changes' employees make regarding their residential location and modal-type and the reasons for these changes. As well, employee characteristics such as income can influence these decisions. Such decisions are based on employee's preferences, likes and dislikes regarding their neighbourhood and modal-type. Within this framework, it is the goal of this analysis to understand how employees make trade-offs between where they live and the time they spend commuting to and from work. The correlation parameter may describe the tendency for some commuters to locate themselves close to their employment. The analysis of the survey results will help planners understand more about the urban transport problem. Within this framework, planners can learn why people choose to travel by car instead of transit. This may be related to choice of neighbourhood. It may be that employees choose neighbourhoods that they like to live in regardless of their place of work. Thus, to understand more about the transport problem planners need to know what kinds of neighbourhoods attract people. If the quality of neighbourhoods is an important factor regarding employees' choice of residential location, any transport plan must include land-use initiatives that attempt to create neighbourhoods that attract people. The idea is to bridge the two; otherwise conflicting land-use policies could easily undermine any transport plan. Within this framework, policy must be geared to bring home and places of work closer together. This means creating vibrant neighbourhoods that contain a variety of land-use that could create more employment opportunities closer to home. Neighbourhoods should not only create just residential uses alone. That would mean people would have less distance to travel. This would also mean creating pedestrian and transit friendly neighbourhoods. Less emphasis would be given to the car and more to alternative methods of transport. Such policies can go along way in reducing the dependence on the car.

Over the last 100 years technological improvements in urban travel in terms of reliability and speed, has meant increased mobility for residents. This was accelerated with the advent of the automobile. It allowed many to move to the suburbs that were typified by less expensive lower density housing, and commute longer distances to their place of work. Today, in urban areas, cars are the main means of urban transport. The problem arises in major urban areas across North American when everyone tries to travel at the same time (usually during to trip to and from work). Urban areas are faced with problems of congestion (during rush hour) along with the lack of attractive transit alternatives. One aspect of this problem is examined in terms commuting habits. The purpose of this exercise is to examine the commuting habits of Justice Institute employees whose place of work moves from the West Side of Vancouver to New Westminister. In the postmove period employees made a number of decisions regarding their modal-type and residential location. These decisions may have a significant impact on their activities and travel patterns in the city. The goal is to collect data that would indicate the place of residence of employees before and after the Justice Institute move. It should also include employee modal-type in the pre and postmove periods of the move. Such information is important in the understanding the changes' employees make regarding their residential location and modal-type and the reasons for these changes. As well, employee characteristics such as income can influence these decisions. Such decisions are based on employee's preferences, likes and dislikes regarding their neighbourhood and modal-type. Within this framework, it is the goal of this analysis to understand how employees make trade-offs between where they live and the time they spend commuting to and from work. The correlation parameter may describe the tendency for some commuters to locate themselves close to their employment. The analysis of the survey results will help planners understand more about the urban transport problem. Within this framework, planners can learn why people choose to travel by car instead of transit. This may be related to choice of neighbourhood. It may be that employees choose neighbourhoods that they like to live in regardless of their place of work. Thus, to understand more about the transport problem planners need to know what kinds of neighbourhoods attract people. If the quality of neighbourhoods is an important factor regarding employees' choice of residential location, any transport plan must include land-use initiatives that attempt to create neighbourhoods that attract people. The idea is to bridge the two; otherwise conflicting land-use policies could easily undermine any transport plan. Within this framework, policy must be geared to bring home and places of work closer together. This means creating vibrant neighbourhoods that contain a variety of land-use that could create more employment opportunities closer to home. Neighbourhoods should not only create just residential uses alone. That would mean people would have less distance to travel. This would also mean creating pedestrian and transit friendly neighbourhoods. Less emphasis would be given to the car and more to alternative methods of transport. Such policies can go along way in reducing the dependence on the car. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate