The staring point for this study was a consideration of the relationship between man and his urban environment. In the context of an industrial society, much larger populations live in the city than in the rural areas. The cities are growing rapidly and there is a tendency for urban regions to form as adjacent cities coalesce. The spatial distribution of residential growth has favoured suburban areas: in this way, the typical suburban, single family dwelling has become an important constituent of the city. Man creates much of his urban environment and, conversely, he is affected by his urban environment. Since single family residential land uses are a major element, it is important that their impact on man be assessed. This study presents an approach to the problem, and determines certain demographic characteristics that reflect the impact of the suburbanization process. Initial investigations revealed the following points: The design and character of single family dwellings are oriented to serve married couples with dependent children. They are not well suited to other types of households, such as elderly couples or unmarried individuals. Thus, married couples with dependent children are over-represented in suburban populations. Individual suburbs are designed according to a limited price range on the market and have, as a result, a fairly homogeneous residential quality. Since the occupant's ability to pay for accommodation reflects his socio-economic class, it might be expected that each suburb has a propensity to be occupied by one socio-economic class. Further, distinctive demographic performance has been observed in each socio-economic class: quantitative differentials in population age structure are the most convenient indicators of different demographic performances. Therefore, it was hypothesized that there is an associated relationship between residential quality (site quality herein) and population age structure in single family residential areas. Three sample areas in metropolitan Vancouver were selected. Criteria were set out and employed in selecting the samples to ensure that they represented the variables adequately. Accordingly, part of Census Tract 49 (Fraserview), Census Tract 39 (part of West Point Grey) and part of Census Tract 131 (British Properties), are investigated herein. In order to validate the hypothesis it was deemed necessary to (a) assess differences in site quality between the samples, (b) assess quantitative differences in population age structure between the samples, (c) assess the impact of zoning on the variables, and (d) correlate the variables. The methodological approach was to carry out a literature research for the variables to provide the context for a statistical investigation and define the variable characteristics amenable to statistical measures. A system of rating was designed and used for the site quality variable and a system of indices for the population age structure variable. Zoning was investigated by literature research only. Finally, the findings of the literature research were summarized and the variables were correlated by the Pearson product-moment correlation (r). The literature research indicated that man's relationship to his residential environment is very complex and it is in flux. At the simplest level of ecology, man finds nourishment and shelter in his surrounding. However, his response is tempered by psychological needs, such as security and privacy, and sociological needs, for example, status. Urbanization has imposed fundamental changes on this relationship. In addition, the Industrial Revolution has irrevocably committed world nations to the city. Resulting strains and dysfunctional elements have generated a search for an optimal urban environment. "Suburbia," in metropolitan areas in particular, and "new towns" are two important urban forms that have evolved. Zoning by-laws were developed as public control over the private use of land, largely to protect suburban areas from invasion by noxious and conflicting uses. A major impact of the instrument has been to encourage the development of extensive areas of residential uses. Modern industrial cities are growing to such great sizes that segregation of the places of work, commerce and residence is no longer functionally viable. In addition, social changes have occurred, giving the adult offspring financial and social independence from his parents. In the absence of suitable accommodation in the suburbs, the move "downtown" by this age group is effectively institutionalized. There is evidence that the rate of construction and the date of construction constitute an important exogenous variable to the relationship under study. A new suburban development is occupied predominantly by young married couples and their dependent children. When a suburb is constructed rapidly, a sharply bimodal population age structure results. On the other hand, slow development leads to a subdued bimodal population age structure because it is occupied by several "cohorts" of married couples. The date of construction determines the location of the bimodal age groups on the population age structure continuum. This particular aspect deserves more attention than was possible in this study. Correlation of the variables by the Pearson product-moment correlative indicated that the hypothesis is valid (r = -.72). The level of significance is substantial and the relationship is inverse and linear. That is, as the site quality rating increases, the age structure index (quantitative hetrogeneity) tends to decrease. The relationship is associative rather than causal; the values of both variables are determined by the propensity for a suburb to be occupied predominantly by one socioeconomic class. The component parts of the age structure index were correlated to the site quality rating. It was found that the sex ratio of the 20 to 24 year age group has a very high level of significance (r = - 1.00). This correlative indicates a complete inverse linear relationship and suggests that this relationship might be employed for extrapolation and prediction. The relationships under study and the approach to it relate to the planning process through the types of information gathered and techniques used. An individual's age is a primary determinant of his behaviour; for example, from ages five to at least sixteen, he attends school. In aggregates of individuals, therefore, an over-representation in an age group results in disportionately high demand for age related facilities. In addition, this demand will be temporary, unless the individuals that outgrow the need for such facilities are continuously replaced. This study demonstrates that over-representation in certain age groups is, in fact, typical of suburbia. The degree of over-representation varies from sample to sample in what might be a predictable manner. As metropolitan areas grow and diversify, this type of information will provide a basis for more sensitive and precise decision making in the planning process. The techniques of research used in this study indicate that certain qualitative aspects of the urban environment are amenable to measurement and statistical manipulation. The approach used was to develop a system to approximate an individual's response to his environment. This seems to be a key to dealing objectively and accurately with certain difficult aspects of quality in planning research. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Postmodern metropolitan regions have become marked by the process of office suburbanization. Greater Vancouver has not been immune to this. Despite regional planning policy, suburban offices have located on industrial land in isolated, autodependent business parks. The amount of office space in business parks far surpasses office space in the designated regional town centres. This thesis examines whether business park development is consistent with the goals set out in Greater Vancouver's Livable Region Strategic Plan; whether business parks are in tune with the principles of sustainability; and whether business parks are fulfilling municipal tax and employment objectives. To answer these questions, an evaluative framework of eight criteria is established. Analysis of quantitative and qualitative data demonstrates that business parks are not consistent with these goals and objectives. The land consumed, the travel patterns produced, and the taxes generated by business parks reveal a land use pattern that is far less efficient than urban centre locations. Concentrating office development in existing urban and suburban centres complements the retail, residential, community services, and transit infrastructure in centres and enables employees to work in places where they can live, shop, and play nearby. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The Vancouver Airport Planning Committee met from 19 73 to 1976 to examine the implications of an expansion of Vancouver International Airport proposed by the Ministry of Transport. The committee was an experiment for it included participation by eleven agencies, including eight from all levels of gov-^ ernment and three non-governmental organizations (two from industry, one from the general public). The committee concluded its activities with the release of a report presenting three decision options for further public discussion. The report is remarkable in the degree of disagreement among agencies that it displays. This study first presents four political models of public participation in the planning process. One of the models, agency-public joint planning, very closely matches the Airport Planning Committee. Then a number of normative criteria for public participation are developed, against which the experience of the committee can be evaluated. The case of the Vancouver Airport Planning Committee is presented, based on readings of reports, minutes of meetings, correspondence, memoranda, related documents, and interviews with participants. Application of the criteria to this committee process reveals a number of shortcomings, most serious of which was the failure to develop and assess alternatives which "expressed the full range of values represented on the committee. Further interpretation of the reasons for difficulties encountered in the process, reveals that the central factor was the narrow and rigid policy position adopted, by the Ministry of Transport when other agencies perceived the issue to be much broader. The narrow policy position was the result of an interpretation of the role of the committee as only to advise on measures to mitigate the specific runway proposed by MOT. Some other agencies believed that the committee's role was much broader, to study and advise on a number of alternative policies for managing the growing demand for air transportation services. Fundamental differences of values separated the agencies involved, so that the disagreement on the nature of the process was never overcome. Instead conflict characterized the committee process, conflict which is reported and recorded in the Final Report. Despite these problems the Airport Planning Committee was basically successful in expressing the range of views, and in generating relevant information on the runway proposal. Public participation was successful in stating a value position (characterized as the 'conserver' viewpoint) which governmental agencies did not express. However the committee process demonstrated an inherent flaw in the agency-public joint planning model. When a diverse set of values is represented within a small problem-solving group dealing with a single issue the necessary conditions for evaluation, bargaining, and decision do not exist. Conflict resolution must take place at the political level; it must not be expected of such a group. The appropriate and important role of such a group is to develop the relevant range of alternatives and to assess their impact on the values represented. This information must then be passed to the political level for bargaining and decision-making. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

My thesis began with an investigation into the history of the stadium and a questioning of how the stadium has been influenced and shaped by different power structures throughout time. From this foundation of research I developed a design for The Vancouver Velodrome. The site chosen for The Vancouver Velodrome is located on the North slope of Burnaby Mountain in Vancouver and is currently being used as a concrete factory. The site is bordered on the south by the Barnet Highway and to the north by a cliff which leads down to railway lines that run along the shore of the Burrard Inlet. The geographical location of the site from the natural slope separates it from the mountain and marks it as an isolated site. It was my desire then to re-establish a sense of unity within the landscape. The velodrome was not to be an isolated object, to be held out as separated from the landscape. Rather, it was to act as a connector which joins together the mountain, the site, and the ocean. Unlike the stadium precedents which were often founded upon ideological concerns, the velodrome was founded by the sense of power dictated by its environs, rather than that imposed on it by other structures. The velodrome design was therefore influenced by the landscape, the more significant elements included a 100 ft. highway retaining wall, a bowllike depression, and a large retaining wall on the north side of the site which supported the cliff face. The highway retaining wall was used to create an entry procession. The depression contained nicely the large space required and the banked contours then helped to brace the bleachers and embraced the building in general. The northern wall dictated the long axis for the velodrome and the bridge which connected it to the mountain slope, which also served to support the roof structure. The overall design manifests the notion of a building not 'within' the landscape but rather one which 'is' part of the landscape; on which people traverse and in which people inhabit.

My thesis began with an investigation into the history of the stadium and a questioning of how the stadium has been influenced and shaped by different power structures throughout time. From this foundation of research I developed a design for The Vancouver Velodrome. The site chosen for The Vancouver Velodrome is located on the North slope of Burnaby Mountain in Vancouver and is currently being used as a concrete factory. The site is bordered on the south by the Barnet Highway and to the north by a cliff which leads down to railway lines that run along the shore of the Burrard Inlet. The geographical location of the site from the natural slope separates it from the mountain and marks it as an isolated site. It was my desire then to re-establish a sense of unity within the landscape. The velodrome was not to be an isolated object, to be held out as separated from the landscape. Rather, it was to act as a connector which joins together the mountain, the site, and the ocean. Unlike the stadium precedents which were often founded upon ideological concerns, the velodrome was founded by the sense of power dictated by its environs, rather than that imposed on it by other structures. The velodrome design was therefore influenced by the landscape, the more significant elements included a 100 ft. highway retaining wall, a bowllike depression, and a large retaining wall on the north side of the site which supported the cliff face. The highway retaining wall was used to create an entry procession. The depression contained nicely the large space required and the banked contours then helped to brace the bleachers and embraced the building in general. The northern wall dictated the long axis for the velodrome and the bridge which connected it to the mountain slope, which also served to support the roof structure. The overall design manifests the notion of a building not 'within' the landscape but rather one which 'is' part of the landscape; on which people traverse and in which people inhabit. / Applied Science, Faculty of / Architecture and Landscape Architecture (SALA), School of / Graduate

The goal of this project is to design an urban place which incorporates the power of the forest, specifically water, canopy, green and light. The site chosen is an area proposed for residential development, a site which is presently functioning as a parking lot in the 'Mid-Campus' section of the University of British Columbia. The area of concentration is the area proposed as open space and its connections to the community centre and the surrounding neighbourhood. In order to create a place of powerful experience, I chose phenomenology and associated strategies as a method, working through stages of 'landing', pattern articulation and precedent exploration. These qualitative elements were combined with site structure and program analysis to produce a final design which incorporates three main spaces: Main Mall Plaza, Thunderbird Centre and a reflection pool and rehabilitated forest area. Main Mall Plaza joins the rest of campus with this site, also serving as a social hub and place of prospect over the ocean. Thunderbird Centre provides space for many of the ammenities needed by this new communitity, and is designed with a terraced pool plaza which accentuates the presence of the forest beyond the plaza edge. Numerous walks then wind through the forest and into an existing second growth wood, where the experience of canopy, green and light is accessable.

Although the region has acquired expertise in the physical dimensions of rapid transit implementation, that expertise has not translated into a better understanding of social impacts on communities which host this regional amenity. The Broadway Station area is such a community. Although the City of Vancouver is responsible for planning the Broadway Station area community, many provincial decisions have had far-reaching consequences and do not correspond with municipal policy for the community. The province has introduced region-serving programs and facilities into the community despite municipal policy that the Broadway Station area would not serve a regional role. As a consequence, the community is becoming increasingly unlivable. There is a de facto policy vacuum. Moreover, there is a lack of coordination and an absence of protocols for managing and sharing data. There is little, if any, coordination of senior government actions, and the actions of various levels of government and their agencies have resulted in the Broadway Station Area failing to achieve the goal of community livability, for the resident community. The City of Vancouver, within which the case study station resides, has so far been unable to respond to the challenge that the station poses. The degree to which the station area is becoming dysfunctional is not known to the city. Consequently, the thesis question "Is the Broadway Station Area worse off than before SkyTrain" posed a significant challenge. In addition to a review of the case study planning process, which was conducted by the thesis researcher in the latter half of 1996, this thesis adds interviews with professional planners and a limited empirical study to answer the thesis question. By looking at a limited number of key census indicators, and cross comparing that with other data sources, the thesis found that the community's perception has merit, although a great deal more data must be compiled. To better understand what works in the Canadian context of transit-oriented planning, we need to support ongoing qualitative community planning with the empirical work that would assist in monitoring the effect of policies and program implementation and can address the dynamism of this regional transit node.

The goal of this project is to design an urban place which incorporates the power of the forest, specifically water, canopy, green and light. The site chosen is an area proposed for residential development, a site which is presently functioning as a parking lot in the 'Mid-Campus' section of the University of British Columbia. The area of concentration is the area proposed as open space and its connections to the community centre and the surrounding neighbourhood. In order to create a place of powerful experience, I chose phenomenology and associated strategies as a method, working through stages of 'landing', pattern articulation and precedent exploration. These qualitative elements were combined with site structure and program analysis to produce a final design which incorporates three main spaces: Main Mall Plaza, Thunderbird Centre and a reflection pool and rehabilitated forest area. Main Mall Plaza joins the rest of campus with this site, also serving as a social hub and place of prospect over the ocean. Thunderbird Centre provides space for many of the ammenities needed by this new communitity, and is designed with a terraced pool plaza which accentuates the presence of the forest beyond the plaza edge. Numerous walks then wind through the forest and into an existing second growth wood, where the experience of canopy, green and light is accessable. / Applied Science, Faculty of / Architecture and Landscape Architecture (SALA), School of / Graduate

Although the region has acquired expertise in the physical dimensions of rapid transit implementation, that expertise has not translated into a better understanding of social impacts on communities which host this regional amenity. The Broadway Station area is such a community. Although the City of Vancouver is responsible for planning the Broadway Station area community, many provincial decisions have had far-reaching consequences and do not correspond with municipal policy for the community. The province has introduced region-serving programs and facilities into the community despite municipal policy that the Broadway Station area would not serve a regional role. As a consequence, the community is becoming increasingly unlivable. There is a de facto policy vacuum. Moreover, there is a lack of coordination and an absence of protocols for managing and sharing data. There is little, if any, coordination of senior government actions, and the actions of various levels of government and their agencies have resulted in the Broadway Station Area failing to achieve the goal of community livability, for the resident community. The City of Vancouver, within which the case study station resides, has so far been unable to respond to the challenge that the station poses. The degree to which the station area is becoming dysfunctional is not known to the city. Consequently, the thesis question "Is the Broadway Station Area worse off than before SkyTrain" posed a significant challenge. In addition to a review of the case study planning process, which was conducted by the thesis researcher in the latter half of 1996, this thesis adds interviews with professional planners and a limited empirical study to answer the thesis question. By looking at a limited number of key census indicators, and cross comparing that with other data sources, the thesis found that the community's perception has merit, although a great deal more data must be compiled. To better understand what works in the Canadian context of transit-oriented planning, we need to support ongoing qualitative community planning with the empirical work that would assist in monitoring the effect of policies and program implementation and can address the dynamism of this regional transit node. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The purpose of this study is to investigate the nature, merits and limitations of the citizen participation model used in the process of developing a municipal plan for the impacts of population aging. The research is based on a literature review and participant observation of one case study. It is evident from the literature that citizen participation is integral to the democratic decision making process, since it can strengthen principles central to the practice of democratic government, namely, representation, public interest and accountability. Power and its distribution are fundamental elements in distinguishing one level of participation from another. They are also, therefore, key factors to consider in the design of participation programs. Of the models investigated, partnership is identified as one that requires government and citizens to engage in shared decision making Citizen participation in planning practice over the last twenty-five years has varied widely in terms of the intent, design and techniques used. Among citizen participation theorists there is some consensus on the causes of all too frequent failures in practice. These include differing expectations and objectives among the government actors and citizens involved, failure to match appropriate techniques with objectives, and lack of evaluation. Based on the theory, the partnership model effectively addresses these problems and has considerable advantages over other models such as consultation. The research reveals that in partnership, the objectives of both citizen and government participants guide the process, and that resources, expertise and decision making power are shared during the planning process. Problems associated with the model include dangers of cooptation of citizens involved, and the tendency for the citizen participants to become an elite group unrepresentative of the larger public. These findings are explored and amplified through an evaluation of a case of partnership in practice which generates mixed results in terms of its merits and limitations. This model produced conditions for a substantial degree of shared decision making Techniques used provided direct access to resources and the planning process for citizen and government participants. An open-ended project design and multiple opportunities provided for participation in varying degrees were also successful features used in achieving partner-ship. The research also indicates that citizens engaged in partnership with government were relatively few, and the project lacked political support necessary for changes in resource allocation. These results are attributable to, in part, a trade off between the quality and quantity of citizen participation as sharing of decision making power increases. Conclusions of this study of a model of citizen participation suggest that in defining social issues and developing plans to address them, government and citizen participants need to redefine their roles and expectations of each other. In the past, common roles for citizens in the planning process have been as clients, advocates, complainants, advisors and supplicants. As decision makers and problem solvers engaged in partnership planning with government, their participation may be more effective. The study of the Project on Aging generates some lessons for future practice of the partnership model. This case suggests that planning in partnership requires commitment to the partnership objective as a substantive and not a symbolic goal. This means government takes an active role in creating conditions for partners to act on their interests.