A description of the Canada Land Capability Classification for forestry, and an analysis of data collected in the East Kootenay and Vanderhoof Districts of British Columbia were presented. A brief description of the climate, geology, physiography and soils in the East Kootenays was given. A description of the objectives of the land capability for forestry and a survey of the pertinent literature was included. The determination of Forest Land Productivity, and the accuracy of assigned productivity classes, were reviewed. It was found that the sources of error in productivity determinations included: (1) insufficient plots, (2) problems in defining 'normal' stocking, (3) extrapolation of MAI to a base of 100 years, (4) a strong tendency to select plots on northern aspects, and (5) the exclusion of plots on soils not representative of soil series descriptions. Two alternative methods for assigning productivity classes were discussed. They were point sampling and regression techniques. Both the point sampling and regression techniques gave results comparable to the conventional method, i.e. MAI determinations based on 1/5th acre plots, within prescribed constraints, and only in the interior of British Columbia. Results obtained from point samples on Vancouver Island were significantly different from those obtained on one-twentieth acre plots. The assignment of productivity subclasses was discussed. Here the only method presently feasible is a value judgement made by research workers. The results of the study revealed three areas where further research would result in a more accurate Forest Land Classification. These areas include: (1) the measurement of environmental factors which determine forest productivity, (2) the use of field and greenhouse experiments to establish methods for determining the relative effect of environmental influences in limiting tree growth, and (3) a more extensive study of the use of various sampling techniques to get a direct measure of productivity in terms of MAI. / Forestry, Faculty of / Graduate

The marginal fringe region of Canada is an agricultural area which is near the environmental and economic limits for commercial agricultural production. Combinations of physical factors and social and economic influences result in an area that experiences dramatic shifts in land use and agricultural development. Government policy is, however, a potentially significant controlling and stabilizing factor in the region's development. It is therefore fundamentally important that government plan its diverse functions and responsibilities in the marginal fringe to ensure an effective, equitable and efficient allocation of society's scarce resources. This thesis analyses existing planning programs for the development of agriculture on Crown land in Canada's marginal fringe region. It seeks to determine whether these programs have the potential to ensure the efficient and equitable development of agricultural land. This thesis also addresses the problem of how we should effectively develop our shrinking supply of undeveloped arable land and whether existing planning programs adequately address the major issues in the development process. The methods of investigation include a series of three case studies: St. John's, Newfoundland; Fort Nelson, British Columbia and; Fort Vermilion, Alberta. The case studies are analysed using a framework based on an idealized planning process developed in-the first chapter. This framework is applied to representative planning exercises in each case in order to illustrate the overall planning program's strengths and weaknesses. Based on this broad analysis, I present, in conclusion, the most crucial questions for developing effective planning programs in the marginal fringe and apply these questions to the cases studied. Official reports and surveys, detailed correspondence, personal and telephone interviews, and first-hand experience form the basis for analysis in the case studies. A literature review is the basis for the contextual elements developed in Part I of this thesis. The results of this study raise a number of concerns about existing planning programs for the agricultural development of Crown land in the marginal fringe, particularly in British Columbia and Newfoundland. The crucial issues for developing effective planning programs in the marginal fringe include the need for a clearly articulated, stable yet flexible, program focussing on the marginal fringe region. The agricultural lead agency's involvement is crucial for these programs. Further questions consider how well environmental factors are inventoried, evaluated and communicated to decision-makers; whether adequate socio-economic assessments are permitted; if alternative resource development options to agriculture are considered; whether government programs related to agricultural development are effective or whether they are inconsistent with planning program objectives, and whether the public understand and support the planning program. Planning the agricultural development of Crown land in the marginal fringe is in its infancy. Sudden changes to programs, as in British Columbia, and funding deadlines, as in Newfoundland, are harmful to the efficient and effective development of frontier resources and they erode government credibility. Some jurisdictions, such as Alberta, are making rapid strides in applying many of the traditional planning techniques, although social and economic assessment is very weak or absent altogether in each of the programs studied. Usually, decisions are based on a narrow assessment of environmental factors and there are often significant gaps in essential data, especially climate. Alternative resource development options to agriculture are seriously considered only in British Columbia. Only in Alberta has the vital element of public support begun to be appreciated. Elsewhere, public involvement is, more or less, neglected or mishandled. In conclusion, this thesis raises a number of issues requiring future research, related mainly to socio-economic assessment and planning program development. Also a series-of more detailed normative principles are offered for the improvement of planning programs for the agricultural development of Crown land in the marginal fringe. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Throughout most of the populated areas of North America, the phenomena of urbanization continues at a rapid pace. As urban centers grow in population they are also expanding in areal extent, and as a result, are coalescing both in form and functional interrelationships. Increased mobility on behalf of the individual and the growing functional inter-dependencies of expanding metropolitan areas will result in a demand for additional urban and regional transportation facilities. The basic problem then, which this thesis investigates is how to acquire corridors of land through rural, urbanizing, and urban regions which will accommodate these transportation facilities, while at the same time compatibly integrating the different modes with the surrounding land uses. As a solution to this problem, it is hypothesized that in order to compatibly integrate transportation facilities with land use in the urban and regional context, the transportation corridor concept should be adopted. The concept is defined in Chapter 1 as a linear parcel of land, of varying width, forming a passageway to accommodate different modes of ground transportation. Included in the definition is the three-dimensional aspect of the corridor which provides for multiple development, including air rights. The overriding functions to be performed by the transportation corridor are as a channel for the interregional movement of goods and people and as a potential instrument in the hands of planners to influence the form of future regional development. The Northeast Corridor from Boston to Washington, and Mississauga, the linear urban area along the northwest end of Lake Ontario, are cited as examples of emerging population and transportation corridors in differing degrees of development. To aid in the acquisition of land for corridors and to assist in the compatible integration of transportation facilities with the surrounding land use, it is proposed that a comprehensive approach to the problem be undertaken by creating a design concept team. Members of this multiple-disciplinary team would represent the various social, aesthetic, economic and political aspects of land use relative to the corridor. The corridor concept involves the integration of transportation facilities with such dissimilar land uses as urban renewal, parks and recreation areas. The methods of investigation undertaken include a review of land use regulation devices used in the United States. Devices such as highways plans, zoning, tax concessions, and subdivision control are considered as a means of regulating land use to keep land in open space for future acquisition as corridors. The investigation of a range of land acquisition techniques is also undertaken and includes the following: acquisition and resale with use restrictions, acquisition and lease with use restrictions, compensatory regulations, conservation easements, and, installment purchase with concurrent use restrictions. Chapter II concludes with a discussion of the possibilities of establishing a land bank. Canadian expropriation powers relating to the federal, provincial and municipal levels of government are investigated in Chapter III. Municipal planning powers and the contribution they can make toward regulating and acquiring land for corridor use, is also described. Through the coordination of governmental powers at the three levels, it was found that both land acquisition and its financing, for transportation corridors, could be undertaken. The road building and financial responsibilities of the three governmental levels are assessed, and particular attention is given to the successful financial arrangements agreed to by the federal and provincial governments under The Trans-Canada Highway Act. This Act was instrumental in providing for joint federal - provincial participation in the construction and financing of the Trans-Canada Highway which was officially completed in 1962. It is concluded from the investigation that the concept of transportation corridors, as outlined in the thesis is basically valid and therefore is capable of being developed. For the compatible integration of transportation facilities with the surrounding land uses, it is resolved that a comprehensive planning approach be undertaken by the creation of a multiple-disciplinary team. This team would attempt to resolve a variety of conflicts which may arise. Through the coordination of constitutional powers it was found that a method of acquiring land for corridors could be developed. However, due to the successful experience of the Trans-Canada Highway Act, new legislation is proposed as a superior alternative to the intergovernmental coordination of powers. It is concluded that the financial and constitutional arrangements utilized in the Trans-Canada Highway Act agreements, because they have been historically successful, provide a sound foundation upon which to base the new legislation which provides for federal financial assistance in acquiring land for transportation corridors. Complementing the legislation is the proposal to create a provincial administrative framework to coordinate the finances and the acquisition of land required for the successful development of the transportation corridor concept. As a second alternative it is proposed that a crown corporation be created to provide financial assistance to provinces and municipalities. It is deduced that crown corporations have achieved a wide degree of acceptance in the Canadian economy, and that the creation of another to aid financially in land acquisition programs for transportation corridors, provides a viable alternative to the proposal for new legislation. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate