Pierre Filion

The Successful Few: Healthy Downtowns of Small Metropolitan Regions

Abstract In the face of increasing suburbanization during the past half century, most downtowns have experienced decline, particularly those of small metropolitan regions. A survey of planners (both practitioners and academics) and other urban professionals has sought to identify small metropolitan regions considered to have successful downtowns and the factors associated with this success. Only a small number of such North American metropolitan regions were perceived as possessing a very successful or successful downtown. Factors that characterize such success are described. We conclude that revitalization policies should concentrate on niche markets that show little interest in homogenized suburban activities. More specifically, planners should focus on the retention and enhancement of the distinct physical characteristics that clearly distinguish downtowns from suburban environments. More and more U.S. cities and towns are coming to realize the benefits of greater street connectivity: reduced traffic on arterial streets, more continuous and direct routes, better emergency vehicle access, and improved utility connections. Here is an excellent overview of recent efforts by communities across the U.S. to increase street connectivity. The authors look at the motivation behind such efforts, the wide variety of issues raised, and the different approaches taken to resolve them. Planners, decision makers, and neighborhood residents will gain a better understanding of the concept of connectivity and how it applies in their own communities. Ideally, the jobs available in a community should match the labor force skills, and housing should be J. available at prices, sizes, and locations suited to the workers who wish to live in the area. Some argue that the market is the mechanism that will achieve a balance between jobs and housing. Jerry Weitz researched several types of jobs-housing imbalance and concluded that, in fact, the market failed to achieve such balance in three out of four scenarios. Weitz explains the details of jobs-housing balance– a planning tool that local governments can use to achieve a roughly equal number of jobs and housing units or households, resulting in overall community improvements.

The uneven geography of housing affordability stress in Canadian metropolitan areas

Housing in‐affordability is a growing problem within Canadian urban areas. This research asks an as‐yet unanswered spatial question: where do those suffering high rates of housing affordability stress reside and what do the spatial patterns imply about policies intended to address this housing problem? This paper tabulates and maps the spatial distribution of households that pay excessive amounts of their income for rent in order to identify locations within metropolitan regions where housing affordability stress is greatest. It is found that significant unevenness characterises the spatial distribution of housing affordability problems in major Canadian census metropolitan areas (CMAs). Only a minority of places conform to the North American stereotype that concentrates this problem near the city centre. Where some CMAs have concentrations of the problem in the inner city or, alternatively inner suburb, other metropolitan areas exhibit a more diffuse pattern of housing in‐affordability. The locus of the problem is also variable depending on whether the household is of the family or non‐family type. The interpretation of the uneven patterns relates broadly to features of supply and demand that have been identified in previous research. From both a policy and theoretical perspective this work demonstrates that greater attention needs to be paid to the spatial aspects of housing affordability and to the related, economically‐induced risk of homelessness in Canadian metropolitan areas.

Smart Growth and Development Reality: The Difficult Co-ordination of Land Use and Transport Objectives

A supportive distribution of residential density is perceived to be an essential component of strategies aimed at increasing the use of public transit. To alter substantially land use-transport dynamics in a fashion that favours public transit patronage, residential density policies must be deployed over long periods and unfold at local and metropolitan levels simultaneously. The article narrates policies that attempted, since the late 1950s, a juxtaposition of high residential density and quality public transit services in the Toronto metropolitan region. Findings highlight the difficulties of pursuing such policies due to the power of neighbourhood-based interests, disagreement among jurisdictions within the metropolitan region and changes in priorities and intervention capacity. The article ends with proposals that seek to enhance the possibility of transforming the structure and dynamics of cities in ways that are compatible with smart growth principles.

Metropolitan planning objectives and implementation constraints: planning in a post-Fordist and postmodern age

Planning faces the predicament that as recommendations become bolder possibilities for implementation deteriorate. This is imputed to societys transition from a Fordist and modern to a post-Fordist and postmodern era. On the one hand, postmodern values account for more public participation and heightened environmental sensitivity, which translate into proposals for alternative forms of urban development. On the other hand, the implementation of these proposals is impaired by reduced public sector resources as a result of the economic instablity associated with post-Fordism. Another impediment is the difficulty to achieve sufficient support for planning objectives in the postmodern context. This context is marked by a fragmentation of values, attachment to the existing built environment, and suspicion between social groups. The empirical focus is on Torontos bold metropolitan planning proposals. Most recent planning documents call for reurbanization efforts, a compact urban form, and reduced reliance on the car. In this paper I cast doubts, however, on the eventual actualization of these proposals by highlighting weaknesses in the of present and anticipated implementation context. These are tied to factors that are specific to Toronto, but also to a greater extent to the post-Fordist and postmodern environment.

Planning context and urban intensification outcomes: Sydney versus Toronto

There is a lack of knowledge about effective implementation of intensification policies. The paper concentrates on the intensification experience of Sydney, Australia, and Toronto, Canada. Historical narratives, which document intensification efforts and outcomes since the 1950s, paint different pictures. For much of the period, Sydney adopted a medium-density strategy sustained by public-sector incentives and regulations. In Toronto, in contrast, the focus has been on high-density developments driven mostly by market trends. Lately, however, the Sydney intensification strategy has shifted to high-density projects. The paper concludes by drawing out findings that are relevant to intensification policies in the selected metropolitan regions and elsewhere: the ubiquity of NIMBY reactions; the importance of senior government involvement because less sensitive to anti-density NIMBY reactions; the possibility of framing intensification strategies in ways that avoid political party confrontation; and the role of major environmental movements in raising public opinion support to intensification.

Potential and limitations of community economic development: individual initiative and collective action in a post-Fordist context

As traditional alternatives to laissez-faire economics lose ground and credibility, increasing attention is being focused on community economic development (CED). This form of development emerges as one of the few remaining options available to promote social equity and achieve community survival in the face of economic adversity. CED is dedicated to participatory decisionmaking and to forms of economic development that operate at a local level and advance social objectives. I contend that present circumstances are less than conducive to a fulfilment of the high hope placed in CED. I draw on regulation theory to identify factors that account for both the present interest in CED and the current difficulties experienced in carrying out this type of development. The argument is that difficult economic, social, and political circumstances associated with post-Fordism account for a search for solutions—among which CED figures prominently—while precluding the availability of the resources needed to launch successful CED initiatives. I conclude by exploring the possibility that CED will eventually be conducive to the emergence of local regimes of regulation capable of reinserting marginalized groups into the production process, thus contributing to rebalance the production and consumption spheres, and of introducing democratic forms of management.

Wasted density? The impact of Toronto's residential-density- distribution policies on public-transit use and walking

Although the Toronto metropolitan region performs well relative to its North American counterparts in terms of density and public-transit use, it does not derive as much walking and public-transit patronage benefit from its high-residential-density areas as it could. The impact of residential density on journey patterns is limited by an imperfect juxtaposition of density and public-transit service peaks. Another impediment is the difficulty of associating density with other variables needed for it to translate into increased walking and public-transit modal shares. We attribute this situation to insufficient planning capacity owing in large part to generalized neighbourhood opposition to high-density residential developments and disagreement between levels of government. In this paper we both narrate events of relevance to the distribution of high residential density over the last five decades and analyze present relationships between high-density areas and journey patterns. We conclude by discussing the possibility of achieving residential-density layouts and distributions that are more conducive to walking and public-transit use than the tower-in-the-park model and the scattering of high-density pockets, both of which predominate in Toronto.

Balancing concentration and dispersion? Public policy and urban structure in Toronto

By North American standards Toronto is a concentrated agglomeration. Its downtown has enjoyed spectacular growth since the 1960s; most inner-city neighbourhoods are perceived as desirable; and public transit patronage is high relative to that of same-size North American metropolitan regions. Still, it is within dispersed, car-oriented, suburbs that most post-1950 development has taken place. This agglomeration is composed of two realms—a concentrated and a dispersed realm—differentiated by their respective land-use-transportation dynamic. The concentrated realm is defined by a considerable reliance on walking and public transportation, a mixing of land uses and overall higher employment and residential densities than elsewhere in the metropolitan region. Meanwhile, the dispersed realm is car dependent, dominated by large monofunctional zones and developed at a relatively low density. The author links the coexistence and respective importance of these two realms in the Toronto agglomeration both to the nature of urban policies implemented since 1950 and to the circumstances that have led to their adoption. The construction of expressways, suburban type land-use planning, and a generous provision of open space have abetted dispersion. By contrast, the construction of a subway system and measures encouraging the redevelopment of underused land have promoted growth within the concentrated portion of the agglomeration. It is noteworthy, however, that these measures have failed in their attempts to induce concentration beyond the prewar urbanized perimeter. The author examines the positive and negative aspects of the presence of these two realms within a given agglomeration and highlights the threat newly adopted policies represent for the concentrated realm.

Rupture or Continuity? Modern and Postmodern Planning in Toronto

The literature on the transition to postmodernism, postfordism and participatory planning stresses the value of the economic and planning process shifts that have occurred in the late 1960s and early 1970s. This paper compares two periods of planning and urban development in Toronto: one running from 1959 to 1962, at the height of modernism, fordism and expert-driven planning, and the other, from 1989 to 1992, set within the postmodern, postfordist and participatory planning era. In line with expectations arising from the literature, the study reveals stark distinctions between the two periods. It documents the breaking up of the modern consensus around the progress ideology into a postmodern constellation of values. As a result, the range of issues debated on the planning scene was much broader over the second period than over the first. Overall, however, results point to a mixture of continuity and change between the two periods and thus diverge from this literatures strong emphasis on transition. Contrary to expectations, citizen mobilization was pervasive in both periods, although there were major differences in the nature of activism and in the issues that were raised. Over the first period most activism originated from ratepayer organizations dedicated to the protection of single-family-home neighbourhoods from encroachments, whereas the second period featured, along with such associations, advocacy groups championing environmental and social causes. The two periods are also distinguished by different planning implementation capacities. Whereas in the first period, planning had the means to implement its visions, this was no longer the case in the second period. In the late 1980s and early 1990s, planning was thus incapable of aligning urban development with its environmental and social ideals, which meant that, by default, planning practice over the second period proceeded pretty much according to land-use and transportation principles evolved in the early postwar decades. In sum, distinctions between the two periods were far more evident in the discourse than in the implementation sphere. Copyright Joint Editors and Blackwell Publishers Ltd 1999.

Canada-U.S. Metropolitan Density Patterns: Zonal Convergence and Divergence1

The paper compares density patterns of the three largest Canadian metropolitan regions with those of a sample of 12 U.S. urban areas with comparable populations. It verifies if such patterns support claims of Canadian urban distinctiveness prevalent within this countrys research literature. Findings indicate that regional differences among U.S. cities are as important as cross-national distinctions. Measures of centrality and overall density place observed Canadian metropolitan areas within the same category as older U.S. East Coast metropolitan areas. Inter-city comparisons of historically and geographically defined zones suggest a period of cross-national convergence before World War II, when the inner city was developed, followed by a period of divergence from the 1940s to the 1970s, when the inner suburb was built. The development of the outer suburb, which began in the early 1970s, marks a return to cross-national convergence. These results question the continued relevance of the literature on the distinctiveness of Canadian urbanization.