Ce document est protégé par la loi sur le droit d'auteur. L'utilisation des services d'Érudit (y compris la reproduction) est assujettie à sa politique d'utilisation que vous pouvez consulter en ligne. 0703-0428 (imprimé) 1918-5138 (numérique) Découvrir la revue Citer cet article Fullerton, C. (2005). A Changing of the Guard: Regional Planning in Ottawa, 1945, 100-112. https://doi.org/10.7202/1016050arRésumé de l'article L'article se penche sur l'évolution de la planification dans la région métropolitaine d 'Ottawa, de 1945'Ottawa, de à 1974, années marquées par d'importants changements à l'égard de l'histoire de la planification de la ville. Comme ailleurs, les responsables de la planification et des prises de décision politiques à Ottawa subissaient de plus en plus de pression pour faire en sorte que la participation publique devienne une partie légitime des activités de planification. Il s'agissait également de prendre sérieusement en considération les effets potentiels de leurs décisions sur la qualité de vie, en particulier celles qui étaient liées à la mise en place de l'infrastructure dans le domaine du transport. Mais c'est aussi à la fin des années 1960 que le gouvernement fédéral a été forcé de céder son ancien contrôle, quoique non officiel, de la planification de la région d'Ottawa à la nouvelle municipalité régionale d'Ottawa-Carleton (MROC). Ainsi, la création du premier plan officiel de la MROC a été un processus contesté qui a permis, au bout du compte, de poursuivre les tendances de l'après-guerre concernant le développement des banlieues, tout en incorporant une philosophie de « système de transport d'abord », faisant gagner en popularité le transport public sur toutes les formes de construction et d'élargissement de routes. La direction prise dans son premier plan officiel a également permis à la MROC de démontrer qu'elle-même, plutôt que le gouvernement fédéral, occuperait l'avant-scène en matière de planification régionale.A Changing of the Guard: Regional Planning in Ottawa, 1945 Christopher Fullerton AbstractThis paper examines the evolution of planning in Ottawa's metropolitan region between 1945 and 1974-a period of significant change in the city's planning history. 1 As elsewhere, planners and policy-makers in Ottawa were coming under increasing pressure to make effective public participation a legitimate part of planning activities and to consider more seriously the potential quality-oflife impacts of their planning decisions, most notably those related to the provision of transportation infrastructure. Yet it was also in the late 1960s that the federal government was forced to concede its long-standing, yet unofficial, control of regional planning for the Ottawa area to the newly created Regional Municipality of Ottawa-Carleton (RMOC). Accordingly, creation of the RMOC's first official plan was a contentious process that, in the end, enabled the continuation of postwar suburban development trends while also incorporating a "transit first" philosophy granting precedence to pu...

Tourism is often galvanised around a central theme based on a region's strengths in product supply and promotional opportunity, which usually results in an identifiable regional brand. However, this also hides the existing heterogeneity of tourism supply, especially in regions with an established brand. Securing long-term community economic development requires a broader focus since some unheralded tourism development paths may prove resilient over the long term and ultimately contribute to community development. This paper investigates the less central stakeholders in the Niagara region of Canada and explores how future studies might integrate marginal tourism stakeholders in studies of the regional tourism economy. Through semi-structured interviews with regional tourism stakeholders, the analysis of the Niagara region, based on perspectives of co-evolution from evolutionary economic geography, reveals a new perspective on tourism development by focussing on the place of marginal stakeholders in a region with a strong tourism brand. The region exhibits strong path dependence based on its industrial and agricultural legacy but long-term, organic, incremental processes of change within the region are creating new tourism development paths. These new paths coevolve with the dominant tourism paths as well as other community development initiatives leading to positive change across the region.

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Once North America’s longest constructed transportation system, the Erie Canalway has been in continuous operation for nearly 200 years (ASCE 2022; Goodstadt et al. 2020). The Canalway transformed New York City into the nation’s chief port and helped New York State (NYS) become a commercial, industrial and financial center (Library of Congress, n.d.; Hay 2014). Beyond moving people and goods, the Canalway carried ideas, innovations and social movements; it connected Europe, the US Eastern seaboard and the US interior; it has been credited with facilitating settlementefforts, advancing democracy and strengthening national identity (Goodstadt et al. 2020; Hay 2014). The system of the Erie Canalway is a National Historic Landmark and is listed on the NY State and National Registers of Historic Places; it is a National Historic Civil Engineering Landmark and is part of the Erie Canalway National Heritage Corridor. The Canalway contributes to SDG 9 (Industry, Innovation, Infrastructure) through its resilience over two centuries and its repurposing from transportation infrastructure to a historic, cultural and recreational corridor. Its innovation captures the paradigm shift of water engineering for transport to water management in terms of ecology and culture. The Canalway also illustrates some of the challenges associated with SDG 6 (Water and Sanitation), especially in regard to water-related ecosystems.