published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

published_or_final_version / Transport Policy and Planning / Master / Master of Arts

published_or_final_version / Geography and Geology / Master / Master of Philosophy

Pour planifier le devenir d'un territoire, il est classique de projeter l'évolution de l'usage du sol et du système de transport. La projection est fondée sur le principe que les lieux d'activités, selon leurs fonctions urbaines respectives, sont en relations de complémentarité : cette complémentarité induit des besoins de déplacements, lesquels se concrétisent en des flux de transport. Souvent les projections sont réalisées de manière séparée par grand domaine, occupation des sols d'une part et transport de l'autre, or il y a des interactions. La politique polycentrique poursuivie depuis plus d'une génération en région francilienne part de cette volonté de répartition spatiale optimale des activités humaines avec la création des Villes Nouvelles. Leur localisation dans des zones préférentielles d'extension urbaine desservies par des axes structurants de transports devait apporter une cohérence d'ensemble à la région urbaine et contribuer efficacement à une meilleure gestion des flux de déplacements à la fois en termes de structure géographique, pour limiter la congestion en direction du centre, et de répartition modale en faveur des transports collectifs. L'analyse récente des données d'occupation des sols comme celle des comportements de mobilité tend à confirmer que l'Ile-de- France reste encore caractérisée par une forme urbaine à dominante monocentrique. Le niveau de masse et de centralité défini dans le schéma initial d'aménagement n'a pas été atteint pour les « centres urbains nouveaux », la dépendance au cœur de l'agglomération est toujours vérifiée, et la voiture particulière reste privilégiée comme mode de déplacement.Pour vérifier la capacité de la forme urbaine polycentrique à favoriser une mobilité durable, notre thèse prospecte deux partis d'aménagement pour la période 2004-2030, tous deux favorisant la densification de l'agglomération mais l'un de manière homogène et l'autre de manière ciblée, orientant davantage la localisation des activités humaines dans les grands pôles d'urbanisation. Dans cet objectif, nous avons simulé de manière intégrée l'usage du sol et les transports en mobilisant le modèle d'offre de transport et de demande de déplacements de la Driea-IDF, et une méthode de projection démographique spatialisée basée sur le modèle Omphale de l'Insee et ajoutant une focalisation par sous-ensemble territorial.Dans ces conditions, nous avons montré que l'évolution démographique prévue d'ici 2030, canalisée dans l'espace selon une logique de densification, devrait permettre un renforcement de la centralité urbaine dans les grands pôles d'aménagement que sont les Villes Nouvelles, avec une intensification de la cohérence urbaine entre les domiciles et les emplois, une réduction des distances moyennes entre domicile et travail, une proportion accrue de déplacements effectués par des modes non motorisés, et une amélioration de la performance territoriale des réseaux de transport. Ces effets seraient plus forts avec le scénario de densification ciblée qu'avec celui de densification homogène. Les transformations dans la structure des interactions spatiales et dans les besoins de déplacement, couplées au développement programmé des réseaux routiers et collectifs de transport, mais confrontées à l'accroissement démographique, sembleraient permettre de maintenir la qualité de service pour les modes individuels de transport. Le développement démographique et le maintien de la qualité de service en transport concourraient à améliorer non seulement les centralités secondaires donc l'accessibilité dans un cadre de proximité, mais encore les effectifs de population susceptibles d'atteindre une destination en un temps limité, ou le nombre d'emplois pouvant être visés depuis un lieu de domicile / When envisioning the future of a territory, public authorities typically make an effort to anticipate changes in land-use and transport systems. These projections are based on the principle that different zones are complementary, as they have varying urban functions. These differences generate transport demand, which then leads to concrete transport flows. Land use and transport forecasts are often carried out independently despite the well-known interactions between these two domains. The Greater Paris Area has pursued a polycentric New Town policy for over a generation, seeking an optimal spatial distribution of human activities. These New Towns were located in "preferential urban growth" zones served by major transport infrastructures in hopes of increasing the urban region's geographic coherence and better managing transport demand by reducing congestion toward the centre city and increasing public transit's mode share. Nonetheless, recent analyses of land-use data and mobility behaviour reveal that Greater Paris still possesses a dominantly monocentric urban form. The New Towns remain dependent on central Paris, and the private car is still the favoured transport mode ; these areas never attained the degree of importance and centrality called for in the initial development plans. In order to verify the polycentric urban form's capacity to foster sustainable mobility, our thesis investigates two scenarios for urban development over the 2004-2030 period. Both involve increasing urban density, but this increase is spatially homogeneous in one scenario and more targeted in the other, with human activities clustered near urban subcentres. We carry out an integrated land-use and transport simulation, employing a supply and demand model from the Driea-IDF (Regional Direction for Infrastructure and Spatial Planning), as well as spatially focussed demographic projections based on the Omphale model from INSEE (the National Institute for Statistics and Economic Studies). In this way, we show that spatially channelling expected population growth before 2030 with the goal of increasing density could intensify urban centrality in the New Towns, leading to an increase in coherence (in terms of jobs-housing balance), a reduction in average commuting distances, a greater share of non-motorized transport, and transport network performance improvements. These effects are stronger in our targeted scenario than in the homogeneous case. Despite the challenges presented by population growth, it appears possible to maintain private transport modes' quality of service through changes in the structure of spatial interactions and transport requirements, in conjunction with planned road and transit development. Quality of service stabilization would require increased reliance on high-capacity urban trunk roads. In the targeted density scenario, traffic on the road network could even decrease in certain places, and capacity could then be reallocated to sustainable transport modes. Demographic change and transport quality of service can work together to both enhance secondary centres (improving accessibility through nearness) and increase the number of inhabitants capable of reaching a destination in a given amount of time, or the number of jobs accessible from residential areas

published_or_final_version / Housing Management / Master / Master of Housing Management

Historically in the United States people have sought perfection in society. In the 1700 and 1800s America's immigrants attempted to create utopian communities. In the 1960s and 1970s people formed cults in which, like this country's first Utopian communities, they have been unable to isolate themselves from reality and create a society without problems.During the 1980s and 1990s emerging militias signaled a dissatisfaction with the political and moral structure of the country. At the same time a second group of people began to escape to gated communities. Gated communities are often promoted as a means of escaping from the problems plaguing many communities today, especially crime.The results of the gated community escape movement are that America has a large portion of its population removing itself from taking any responsibility for America's social ills. This isolation is going to affect not only the "gated escapists", but local governments and society overall. If municipalities address the reasons driving people to live behind walls the walls will no longer be needed. / Department of Urban Planning

In recent decades a large number of new single-industry resource towns have been professionally planned, designed, built and populated. In spite of improvements in the physical design and development of new resource communities, obtaining "the good life" in these communities is still very much in doubt, particularly for women. Little information on the women residents of single-industry resource towns - their needs, desires and aspirations - has been collected or analyzed. The purpose of this thesis' is to provide a clearer picture of what it means to be a women in a single-industry resource community. This study examines the quality of life in the most recent single-industry resource town in British Columbia, Elkford, as perceived and experienced by its women residents. It attempts to determine aspects of the community with which the women are most satisfied, aspects with which they are most dissatisfied, and recommends policies which are aimed at improving the future planning and development of resource-based communities with women's needs in mind. The methods for approaching the study included a review of the relevant literature on single-industry resource communities, as well as a mail questionnaire survey of the women in Elkford fifteen years of age and over. The data were collected and results presented under the following five broad subject areas: employment; housing; geographic and natural environment; socialization and perceptions of community life; and community services and facilities. The results of the survey indicate that, on the whole, the majority of women were satisfied with living in Elkford. Factors linked with community satisfaction include employment, satisfaction with dwelling unit, enjoyment of the natural wilderness setting and the recreation it affords, knowledge of "the state of the community" prior to moving, residency in the Kootenay Region prior to moving to Elkford, participation in community activities, and the ability to enjoy a small, new community. Factors which contribute to dissatisfaction include limited employment opportunities, limited desirable housing, limited community services and facilities (with the exception of recreation) for shopping, health care, education, transportation, communication and non-sports-oriented recreation, and the absence of a common informal meeting place. Recommendations for improving or influencing those factors which are related to satisfaction are suggested. They provide planners, resource companies, governments, and residents with guidelines for the provision of physical environments and delivery of social services in single-industry resource communities which respond to the needs of the women residents, and which are sensitive to the unique geographic, demographic and economic characteristics inherent in new resource communities. Women have a special role as resident experts of the quality of life in resource communities, and whose expertise should be incorporated into the planning, implementation and evaluation of these communities. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Cary-Cortona is a city that lies on the periphery of two realities; the reality of pragmatism and the reality of abstraction. It was conceived as a response to the pragmatic questions posed by an uncertain, yet impending future. It was nurtured by the correlation of vaguely related information until the facts and figures themselves became an abyss of abstraction. From the cavernous depths of information came a night of dreams when Cary-Cortona first emerged as walls and columns that began to form a city of arcades and courtyards. On that night the inhabitants walked the streets and alleys and the fragments of a dream became the very real elements of a living town. The subconscious residue of that dream flowed together as expressions of order, hierarchy, and form, drawn into existence through the media of models, drawings and sketches. Those formal expressions have taken on a reality of their own even when seen as abstractions through pragmatic eyes because they represent aspirations not yet realized. Cary-Cortona is very much alive in the realm of ideas, and as an idea it can emote a different series of images from each viewer who sees it. Just as there are limitless images of the future each tied to the individual, Cary-Cortona represents only one aspiration for a small corner of a vast future. In its present form Cary-Cortona is an adolescent in a purgatory between the two realities of abstraction and pragmatism, belonging to neither world completely, yet existing to be judged and scrutinized by both. / Master of Architecture

published_or_final_version / Urban Design / Master / Master of Urban Design

published_or_final_version / Real Estate and Construction / Master / Master of Science in Construction Project Management