This study deals with problems of a group of Central European newcomers who have taken up residence in Vancouver. The study examines the existing facilities for aiding newcomers, and it attempts to interpret their adequacy in the light of the emotional and physical needs of immigrants. The thesis begins with the background material concerning the European immigration to Canada with a special reference to immigrants from Central European countries. The next chapter reports on feelings of Central European newcomers concerning their adjustment problems, and it is followed up by a study of a sample group in order to reinforce and supplement the previous findings. The reader will note that most of the needs of a Central European newcomer are common needs which affect him as much as they do any Canadian citizen. However, there are a number of complicating factors which make the situation of a newcomer more difficult. It has been found in this study that, rather than material help, a Central European newcomer needs a shortening of his cultural distance and help with his psychological adjustment. The final chapter deals with meeting of the needs of newcomers in this community. There is some evidence that an expansion of information and orientation services is needed. Also, it became evident that a more individualized approach should be applied in order to help the newcomer in his cultural transition. Finally, there is an outline of functions of a suggested "Centre for New Canadians". / Arts, Faculty of / Social Work, School of / Graduate

The primary purpose of this thesis is to examine development of Vancouver's Central Business District to test the hypothesis that "growth takes the path of least resistance" within the central core of Vancouver. Vancouver's city centre is considered to be the office headquarters of the Lower Mainland Area. Fulfillment of this role has resulted in the construction of twenty new office buildings in the past six years. This represents an increase of almost three million square feet which is 50% over the standing stock of 1965. The researcher had an opportunity to participate in this very active real estate market and as a result of such participation formulated the above growth hypothesis. This study briefly reviews existing theories of city growth and follows with a history of growth in Vancouver's central core. The thesis then describes the mechanics and results of a land use study of Vancouver's Central Area. The results of this extensive land use study are used to test the growth hypothesis mentioned in the initial chapter of this abstract. This test shows that growth in Vancouver does take the path of least resistance. This resistance to development may be tangible or intangible or a combination of both. Physical resistance arises from current patterns of building and/or land use — i.e. the density of the standing stock. Given the same relative location and degree of desirability, vacant land will be developed before underdeveloped land. Thus if there are well located vacant sites within the core it is easy to predict the direction of growth. For underdeveloped areas the study employs indices such as floor space index, the value of building per square foot of land area, and value of building per square foot of building area, to determine which sites are the most underdeveloped and would offer the least resistance in terms of cost to assemble for redevelopment purposes. The study also reviews factors such as the pattern of land and building ownership. The study concludes that these are intangible factors that can cause resistance to growth and must be considered when examining growth in the C.B.D. The study proceeds a step further by using the "least resistance" theory to identify areas of future growth. The area which offers the least resistance is chosen and the economic model developed indicates that development on the site would be profitable, thus could be considered a likely area for future growth. / Business, Sauder School of / Graduate

[No abstract available] / Science, Faculty of / Zoology, Department of / Graduate

The life of old people is not made complete by good physical care alone. Opportunity for participation in activities, companionship and a sense of being "part of things", are equally important. This survey of a well-established home for old people in Vancouver clearly Indicates that the people in a home for the aged tend to become cut off from the stream of life--their participation in adult activities, and their social contacts, become extremely limited. The survey begins with a discussion of some of the problems of the aged in our society and particularly those of housing. A variety of housing arrangements for old people are discussed and the special role of an institution for the aged is outlined. The history of Taylor Manor is reviewed. The rise and fall of its fortunes are traced against a background of changing attitudes and policies of administration. The central chapter presents a composite picture of the average Taylor Manorite based on an analysis of case records of forty-five residents. This composite picture is added to with the aid of a special questionnaire, with which the personal adjustment of twenty-five residents of Taylor Manor is evaluated. The results indicate that most of the people in Taylor Manor are lonely, withdrawn from the surrounding community, and hard pressed to find ways in which to "pass the time". The study concludes with recommendations as to how the loneliness and feeling of uselessness among Taylor Manor residents can be ameliorated. Possible parallels for an activities program are drawn (a) in the work done with senior citizens at Gordon House and (b) the auxiliary to the Provincial Infirmary at Marpole. Two major recommendations are made: (a) the appointment of a qualified group worker to start a program of planned activity in Taylor Manor and, (b) the establishing of a ladies' auxiliary to Increase contact with the outside community and to afford better opportunity for social contacts for the old people in Taylor Manor. Other recommendations on physical accommodation are also made. / Arts, Faculty of / Social Work, School of / Graduate

This is a study of administrative confusion and uncertainty which has beset development of an important part of Vancouver's industrial waterfront. False Creek is a two-mile long, twenty-foot deep inlet. Half the residential area of Vancouver is separated from the commercial center by this waterway and its shore is extensively occupied by industry. Originally the inlet was more than twice its present size, but the eastern half and a central mud-flat "bay" were reclaimed by the federal government prior to the First World War. Until 1924 the federal government claimed title to the bed and foreshore but in that year acknowledged the province's claim. It retained, however, the reclaimed area known as Granville Island and owns a large tract of Indian reserve land near the False Creek mouth. At the turn of the century the city was given title to the eastern half of the bed and foreshore, and later made the reclaimed portion available to the Great Northern and Canadian National Railways. The Canadian Pacific Railway owns almost all the upland lots on both the north and south shore of the waterway as it exists today. These are occupied either as terminal yards or under lease. Headlines have been established along its shore and the Navigable Waters Protection Act applies. False Creek has been a problem area because it is both an obstacle and an industrial area of high utility and potential. The city administration has been able to cope with the former, limited only by the funds available. Any over-all development, however, has been virtually impossible because of: 1) a confusion (before 1924) as to the spheres of responsibility of the senior governments, 2) their tendency generally to act without consideration for the over-all development, and 3) the total lack of co-operation between themselves or with the city in furthering comprehensive economic development. This has meant that the only development, apart from the federal reclamation, has been the result of private enterprise. It has been the good fortune of the city that this has never, yet, been contrary to the over-all potentialities of the area. Recent action by the federal government indicates that the Indian reserve property may be disposed of for purposes inimical to the best economic use of the shore. There appears to be no possibility of the city developing the waterway comprehensively by its own efforts, nor any likelihood that either or both senior governments will do so. The answer may lie in a statutory corporation publicly and privately owned, perhaps on the order of the English "mixed undertaking". Such or similar action would be facilitated if the city were able to acquire the False Creek land presently held by the federal government, perhaps by accepting it in payment for the city-owned (1954) airport. / Arts, Faculty of / Political Science, Department of / Graduate

No abstract / Arts, Faculty of / History, Department of / Graduate

No abstract included. / Arts, Faculty of / History, Department of / Graduate

Historically, the most common analysis of the way in which a city evolved was in terms of market forces. According to this school of thought, propounded by the human ecologists, a residential area matured until it reached a point when it could be profitably redeveloped at a higher intensity of use. This type of explanation reflects the rise in land costs associated with rapid urban growth. More pertinently, it also reflects the power vested in politicians and business interests to control the destiny of parts of the city. Recently, however, we have witnessed an increasing concern amongst individuals and citizen interest groups over the way in which urban areas are being manipulated for political or corporate gain, at the expense of citizens' satisfaction. This concern has been expressed in terms of an increasing consciousness, or environmental and political awareness. This study examined West Kitsilano, one of Vancouver's older residential districts, in the light of the general hypothesis: That the degree of stability of a residential environ cannot be accounted for solely in terms of market forces. Part of the explanation must now be sought in terms of individual eco-behavioral factors. The hypothesis was validated by the research undertaken. This indicated that further insight on the contemporary forces affecting the evolution of urban areas can be gained by examining the understanding residents have of their environ and the behavior patterns they display. It revealed that despite the presence of market forces committed to the redevelopment of the area, inhabitants can play a conscious role in the preservation of their residential environ in a form which satisfies their day to day requirements. If continued intervention in the way in which the city evolves is to be relevant, it will depend on a more informed planning process. It must take account of the sentiments and expectations of individuals throughout the urban area, in addition to considering the continued deployment of people and activities in terms of market induced factors. This requires considerable introspection on behalf of those involved in environmental management. It demands that citizens be regarded as directors of the urban fabric rather than as mere actors to be directed. However, the ability to ask fundamentally social and organizational questions will be wasted unless planners can demonstrate equal flexibility in their search for policies and avenues of intervention. This will inevitably lead them outside traditional areas of competence, or outside traditional institutional frameworks. Most significantly, it will emphasize that those involved in environmental management must become part of, rather than alleged experts for, social change. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Ships of all types spend a large part of their lives in port and this idle time adds considerably to the fixed cost of providing shipping service. Technological progress has empowered the construction of larger, faster and more economical vessels, but organisational and cargo handling innovations in the ports have not kept pace; in many instances the line-haul savings achieved by larger vessels are negated by excessive idle time in port, during which many costs continue unabated. The extent to which ship size affects loading time is thus a measure of the extent to which economies of scale can be implemented in the shipping industry; it is also important when making a rational selection of an optimal ship size. This study concentrates on the loading of grain ships in the port of Vancouver; the operations of the port are examined and the constituent factors of turnaround time delineated. Some of the possible causes of delay are investigated. The costs associated with unproductive ship time are then estimated and it is shown that many of the developments in the shipping industry are placing increased emphasis on a fast turnaround, the latter is often difficult to achieve because of disorganisation and conflicting interests in the port. The loading records of a sample of 1,305 grain ships are then examined with a view to determining the degree of size dependency inherent in the loading time and loading rate attained. It is concluded that there is an appreciable positive correlation between ship size and loading rate and that the portion of the variation explained by linear regression analysis is not inconsiderable. Combining these dependencies of ship size and loading rate with the dependency of ship size and cost estimated previously, the general form of the relationship between ship size and total loading time cost per ton is obtained. It is found that for those types of grain for which the results are most conclusive, the cost per ton falls up to large ship sizes. Having regard to the present loading procedures for grain in Vancouver some possible improvements are suggested, namely the provision of increased loading capacity and the aggregation of specific grades of grain around the harbour. A rough estimate of the possible benefits associated with these course of action is made. The potential benefits would seem to be considerable, but a high degree of co-operation and co-ordination between the various port interests would be required to attain them. / Business, Sauder School of / Graduate

This study first postulates the existence of an "operational" port, a nodal organization of port functions, defined in terms of inter-port shipping linkages of foreign trade shipping in Southwestern British Columbia. A number of variables for each foreign trade vessel is programmed into a series of port by port adjacency matrices. The set of ports (nodes) and ship movements (linkages) is regarded as a planar graph and real values assigned to both linkages and nodes. Through matrix analysis and network theoretic concepts, the connectivity and orientations of ports within the area are defined. The analysis reveals not only the dominance of the port of Vancouver but also the high degree of dependence of a number of adjacent ports upon it. Second, the relationship of the nodal status of a port to its location in a system of ports and to its operational role as a node between discrete transportation networks is demonstrated by an examination of the movement patterns of export lumber and general cargo imports through the port of Vancouver. Lumber movement patterns to shipping points, derived from computer analyses, reveal the significance of innovatory shipping technologies, together with other necessary conditions, as the basis of explanation of nodal status and network structuring. The movements of general cargo imports are examined in a series of data matrices computationally derived from Shipping Manifest data. Each matrix preserves the relationship between foreland origin; and hinterland destination and the analysis clearly demonstrates the correlation of hinterland limits with the foreland origin of flows. Third, the relationships between the principles of nodal structuring and the concept of port hierarchy in spatial theory are explored. The adequacy of an alternative concept of port hierarchy derived from an analysis of the network of shipping linkages between ports is postulated and a descriptive model of port network development in British Columbia is formulated. / Arts, Faculty of / Geography, Department of / Graduate