SASKATCHEWAN

JOURNAL 

FALL / WINTER 2015 

THRIVING IN 

SASKATCHEWAN 

IN THIS ISSUE: 

Cycling in Saskatchewan 

Main Street Planning 

First Nations Planning 

Regina Planning Fiction 

Planning Student Submissions 

and more...

SPPI COUNCIL 

President 

Bill Delainey MCIP RPP 

President-Elect 

Jenna Schroeder MCIP RPP 

Secretary/Treasurer 

Mauricio Jimenez 

Administration & Governance 

Jenna Schroeder MCIP RPP 

Danny Roy MCIP RPP 

Promotions & 

Public Relations 

Melissa Austin MCIP RPP 

Danae Balogun MCIP RPP 

Brittany Shewchuk MCIP RPP 

Professional Development 

Bonnie Gorelitza MCIP RPP 

Eric MacDougall MCIP RPP 

Student Representative 

Genesis Hevia Orio 

Membersip Coordinator 

Sarah Taylor 

Executive Director 

Marilyn Steranka 

505-2300 Broad Street 

Regina, SK 

S4P 1Y8 

306.584.3879 

info@sppi.ca 

www.sppi.ca 

SPPI PLANNING 

JOURNAL COMMITTEE 

Brittany Shewchuk MCIP RPP 

Jonathan Pradinuk 

Sheri Florizone 

Ben Mario MCIP RPP 

Ian Goeres 

Linda Huynh 

Message from the President 

The interest and demand for professional planning services continues to expand in both the public and private realms at 

the local, regional and national level. This increasing demand for planning services has taken today’s planners into new and 

exciting directions. The diversification of the services provided by and expected from professional planners in today’s society 

has provided the profession with increased opportunities to play a pivotal role in shaping communities; but has also provided 

challenges in clearly defining our scope of practice. The profession at a national scale has endeavored to refine our professional 

scope of practice over this time. 

This journal represents the ingenuity and creativity of professional planners and planning organizations; demonstrating the 

breadth of professional skills being utilized by planners in today’s communities and showcases some of the challenges and 

successes experienced by these professionals. 

Message from the Journal Committee 

A lot has happened in the five short months since our inaugural journal issue was released. SPPI and CIP threw one hell of 

a conference (and party) in beautiful Saskatoon, the Riders managed to win all of three out of 18 football games, and after 

some welcome hesitation, the snow on the ground signals that winter has finally arrived in our dear province. We also learned 

of the exciting news that, starting in 2016, SPPI will be joining the Professional Planners Institutes of Manitoba and Alberta, 

as well representatives from the Northwest Territories and Nunavut to produce a joint Tri-PTIA Planning Journal! 

Now sadly this means that the SPPI Journal’s short run will soon come to an end. Despite our awareness of this likely 

fate, the Journal Committee decided, with SPPI’s support, that we would strive to produce one more issue, this issue, 

and potentially a final addition in the spring of 2016. A few factors that led us to this decision included: First, we received 

overwhelmingly positive feedback on the first issue. Second, we were inspired by all the great Saskatchewan-based content 

at the CIP/SPPI conference, some of which has made its way into this issue (Fix, pg 7). Finally, we genuinely enjoyed reading 

up on and sharing what great work planners and other professionals are doing across the Province. Like the first, our second 

issue covers a wide range of topics from grassroots cycling advocacy (Smith & McKnight, pg 3), First Nation planning in 

Saskatchewan (Urban Systems, pg 10), to some creative fiction that digs deep into the history of Regina’s settlement (Toman, 

pg 12). We hope you enjoy reading them as much as we did. 

The Journal Committee is very grateful for the opportunity to work on this short-lived, but ultimately successful publication. 

We want to thank all authors that submitted their articles. We are looking forward to the Tri-PTIA Planning Journal, where 

SPPI and its members can continue to showcase, to a larger audience, the advances of our profession and the positive 

impact it’s having in our communities. 

About the SPPI Planning Journal 

Over the past few years, SPPI’s membership expressed their desire for a Saskatchewan-based planning journal similar to those 

produced by other CIP provincial affiliates. The SPPI Planning Journal now provides the opportunity for the Saskatchewan 

planning community to publish original articles about urban and rural planning issues, best practices, and emerging trends in 

various sectors, fields, and geographic locations across Saskatchewan. 

The Journal Committee is interested in any article that would be of value to the planning community. If you have any questions 

about how to get your article published or if you have any feedback on this issue, or ideas for future issues, please contact the 

SPPI Journal Committee at info@sppi.ca. 

i SPPI PLANNING JOURNAL

C0NTENTS 

1 2015 - 2016 SPPI Council 

Submitted by SPPI Council 

3 Prairie Pedalling: The Saskatchewan Cycling Boom 

Submitted by Lee Smith & James McKnight 

7 Creating a Plan of its Plan on Main Street 

Submitted by Jennifer Fix 

9 City of Regina: Planning Education & Outreach 

Submitted by Sheri Florizone 

10 Integrating First Nation Planning in Saskatchewan 

Submitted by Urban Systems - Saskatoon 

12 Planning Fiction: City of Regina, What if? 

Submitted by Charlie Toman 

14 Student Submission: Who Needs Planning? 

Submitted by Nikolai Kinzel-Cadrin 

17 Student Submission: Evaluating Environmental Impact 

Assessments 

Submitted by Anastasia Conly 

Cover Image Credit: Lee Smith, this page Karen Bolton. 


ii

2015 - 2016 SPPI Council 

Submitted by SPPI Council 

Name: Bill Delainey, MCIP RPP 

Your term(s) with SPPI Council: Fourth Term (2009-2016) 

Current Position on Council: President 

Currently Reside: Saskatoon, SK 

Hometown: Saskatoon, SK 

Favorite thing about planning: Collaborating with people on interesting projects. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: 

Contribute to bringing the CIP realignment to a positive conclusion that results in a 

national organization which is relevant to SPPI members. 

Name: Jenna Schroeder, MCIP RPP 

Your term(s) with SPPI Council: Second term (2013-2018) 

Current Position on Council: President-Elect 

Currently Reside: Regina, SK 

Hometown: Regina, SK 

Favorite thing about planning: My favourite thing about planning is finding creative 

solutions to complex problems. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: By the end 

of the 2015-2016 Council year, I would like to see the Administration and Governance 

Committee finalize the Council Operations Manual, so future Councils have a 

roadmap for conducting the affairs of the Institute. 

Name: Mauricio Jiménez 

Your term(s) with SPPI Council: First Term (2015-2017) 

Current Position on Council: Secretary/Treasurer 


Hometown: Costa Rica 

Favorite thing about planning: The great opportunity it gives to everyone to be part of 

something greater, like the creation of great communities. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: As I am 

new I don’t really know much about what one can or can’t do, so I would to contribute 

as much as I can during this term to meet the goals of the Strategic and Operational 

Plans and learn all I can during the process. 

From left to right: Mauricio Jiménez, Melissa Austin, Jenna Schroeder, Danny Roy, Danae Balogun, Bonnie 

Gorelitza, Bill Delainey, Brtitany Shewchuk, Marilyn Steranka, Eric MacDougall 

Name: Brittany Shewchuk, MCIP RPP 


Current Position on Council: Co-Chair of Promotions and Public Relations 


Hometown: Winnipeg, MB 

Favorite thing about planning: Always, always learning new things (daily) as a result of 

being part of an array of projects, and part of project teams that include members who 

represent various other disciplines and perspectives. But, I’m really in it for the flow 

charts. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: Continue 

to roll with the growth/metamorphosis of the SPPI Planning Journal. 

1 SPPI PLANNING JOURNAL

Name: Danae Balogun, MCIP RPP 

Your term(s) with SPPI Council: Second Term (2012-2016) 

Current Position on Council: Co-Chair of Promotions and Public Relations 


Hometown: Moose Jaw, SK 

Favorite thing about planning: Collaborating with different professionals from various 

backgrounds to create inspiring and imaginative places for people. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: Formalize 

some of our ‘ad hoc’ processes to make the Insitute more efficient and effective. 

Name: Melissa Austin, MCIP RPP 

Your term(s) with SPPI Council: Second Term (2012-2016) 

Current Position on Council: Co-Chair of Promotions & Public Relations 


Hometown: Saskatoon, SK 

Favorite thing about planning: Planning allows me to be creative and at the same time 

apply structure to growth plans and initiatives. Planning is a dynamic, ever changing 

field that continually drives me to be better. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: Deliver a 

great 2016 SPPI Conference in Swift Current, SK! 

Name: Eric MacDougall, MCIP RPP 


Current Position on Council: Co-Chair of Professional Development 


Hometown(s): Chilliwack/Inuvik/Shilo/Calgary/Melfort 

Favorite thing about planning: Passing on planning knowledge I’ve obtained over the 

years to those who are eager to learn. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: To learn, 

meaningfully contribute, provide leadership, develop new relationships and suggest 

potential improvements or new opportunities that would be of benefit to the Institute. 

Name: Bonnie Gorelitza, MCIP RPP 

Your term(s) with SPPI Council: Second term (2013-2017) 

Current Position on Council: Co-chair of Professional Development 

Currently Reside: Martensville, SK 

Hometown: Cudworth, SK 

Favorite thing about planning: It is always changing and evolving. No two projects are 

ever the same. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: To see 

more professional development opportunities made available for all members including 

students. 

Name: Danny Roy, MCIP RPP 


Current Position on Council: Administration and Governance 


Hometown: Ile-a-La-Crosse, SK 

Favorite thing about planning: Engaging with various communities across this province 

to help them prepare for their future. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: Learn the 

ins and outs of administration and governance of the Institute – and to have a successful, 

post-THRIVE provincial conference! 

Name: Genesis Hevia-Orio 


Current Position on Council: SPPI Student Representative 


Hometown: Edmonton, AB 

Favorite thing about planning: My favourite thing about planning is the amount of 

interdisciplinary collaboration that this field allows. 

One goal you would like to accomplish for the 2015-2016 SPPI Council Term: I hope to 

provide sufficient funding options for Usask planning students to attend the 2016 CAPS 

conference. 


2

Prairie Pedalling: 

The Saskatchewan Cycling Boom 

Submitted by Lee Smith & James McKnight 

A glance around the streets of Saskatchewan’s cities these days suggests that cycling is 

booming. It would appear that more and more Saskatchewanians (nearly half of whom 

live in either Saskatoon or Regina) are choosing two wheels to get around—and not 

just for fair-weather recreation or exercise. Once thought of as a last resort or child’s 

play, it would seem that cycling as a main mode of transportation in three, and even 

four seasons, is being adopted by locals more widely than ever before. 

With cycling for transportation exploding in popularity across North America, 

Saskatchewan’s cycling surge should come as no surprise. The number of bicycle 

commuters in the United States increased by 64% from 1990 to 2009 1 , while bicycling 

for transportation has come to represent the majority of all bicycling activity, from 43% 

in 2001 to 54% in 2009 2 . 

In addition to this, research has found that Canadians cycle on average about three 

times more than Americans 3 —a surprising figure on its own—and in 2006, Saskatoon 

had the second-highest rate of bicycle commuting per capita among Canadian cities, 

behind only Victoria (Regina placed 16th) 4 . And in spite of a dip in this local trend 

in 2011 according to StatsCan, anecdotal observation of Saskatchewan’s multiplying 

cyclists in recent years leaves one optimistic about upcoming 2016 Census data. 

Another reason to be optimistic about the future of cycling in Saskatchewan, and 

another bit of evidence suggesting an uptick in the interest of cycling generally, is the 

emergence of citizen-led groups dedicated to promoting it. Three such groups that are 

leading the charge for two-wheeled transportation at the grassroots level are Saskatoon 

Cycles, Bike Regina, and the Bridge City Bicycle Co-op. All three of these groups are 

non-profit volunteer organizations that actively promote cycling in one way or another 

within their communities. 

Saskatoon Cycles is a citizen advocacy group that “advocates for a city in which 

cycling is a viable, year-round mode of transportation that is safe and convenient for 

all ages.” 5 They are known for hosting numerous events (including Ice Cycle and Bike 

the Moveable Feasts), making media appearances, educating and promoting safety, 

and their major public programs and projects. Most notable among these is their 

very popular bike valet service, which parked 7,500 bicycles at Saskatoon’s numerous 

Separated Bike Lane in Saskatoon, Credit: Lee Smith 

events and festivals last year, and is now facing challenges of high demand. 6 Other 

projects include infrastructural collaborations with the City of Saskatoon such as the 

recent 23rd Street (and soon to be 4th Avenue) protected bike lane pilot project in the 

downtown (more on this project later). 

A lot has changed about the group’s dynamic since then. No longer seen as the 

“frustrated fanatics” at City Hall, they are now the respected authority when it comes 

to cycling. They have a healthy relationship with City Council and Administration, and 

are given a seat around numerous discussion tables, enabling effective and successful 

cooperation on many different initiatives and projects. They are the go-to contact 

for the city’s media organizations, they partner frequently with other grassroots 

organizations, and have made a credible name for themselves in the community. 

Meanwhile in the Queen City, Bike Regina strives to “make cycling to work and 

school safe, convenient and fun for people of all ages and abilities in Regina. Through 


partnerships, outreach and events such as Bike to Work Week, [they] will advocate for 

a better cycling environment that promotes safety, physical activity, health, equity, and 

environmental sustainability.” 7 The group was established in 2009 in direct response 

to the City of Regina’s request for meaningful input on proposed on-street cycling 

initiatives. With a “loose membership” of over 1,500, their main goal is simply this: 

to get more people on their bikes—which is easier said than done. Bike Regina has 

become a valuable stakeholder in the City’s future planning process, reviewing and 

commenting on major policy initiatives such as the City’s Official Community Plan and 

upcoming Transportation Master Plan. The City now works cooperatively with Bike 

Regina by offering them a seat at the table during early discussions of these projects 

and others. 

Neighbourhood Youth Co-op (CNYC), who possessed a large stockpile of donated 

bikes needing attention, and the two groups joined forces for a mutually beneficial 

shop-sharing arrangement. The BCBC and CNYC have been operating in partnership 

at 905 20th Street West since June of 2014. 

To foster this growing relationship, Bike Regina initiated “RAC Rides,” an annual ride 

between City Council, Administration, Bike Regina, and local bike clubs which offers 

a tour of the successes and failures of Regina’s cycling initiatives and developments, 

concluding with a barbecue where all stakeholders can converse in a casual atmosphere 

outside the confines of City Hall. 

However, the “big-C” City is not the only party with whom Bike Regina is involved. 

With help from the private sector (Saskatchewan Blue Cross, Western Cycles bike 

shop, and Dream Developments), Bike Regina now has strong support to carry out the 

various activities which the group provides for the city. This allows them to adopt the 

mediator role between private and public interest when it comes to cycling. 

Bike Regina has become a staple participant of various public events such as the Regina 

Folk Festival, Canada Day celebrations, and a regular at the Regina Farmers Market 

where they provide education, free “ABC” bike maintenance (air, brakes, and cable), 

and their own growing bike valet service, which parked over 500 bikes this summer 

and counting. They also host many fun activities throughout the year, including 

Sushi Ride, Swimsuit Ride, and Full Moon Ride. Perhaps their most important event, 

however, is Winter Bike to Work Day, which successfully demonstrates to Council, 

Administration, and the public at large that cycling is a year-round activity, and that 

despite less than favourable winter conditions, Reginians still want to bike. 

Different from the advocacy-focused Saskatoon Cycles and Bike Regina is the 

co-operative in Saskatoon known as the Bridge City Bicycle Co-op (BCBC). This 

registered “non-profit community bicycle repair education and resource co-operative” 8 

was founded in 2012, originally operating out of a corner space at the Saskatoon 

Farmers’ Market. Volunteers would set up bike stands, offer tools and advice, and 

sell memberships to bike-riding visitors. Soon a relationship was built with the Core 

Credit: Lee Smith 

Membership in the BCBC has effectively quadrupled in the past two years, with over 

200 paid members as of September of this year. Membership buys full access to the 

shared tools and workspace offered by the co-operative as well as the bike-based 

knowledge and encouragement provided by its experienced and trained volunteers. 

Ultimately, the goal of the BCBC is to see more people riding, maintaining, and 

enjoying bikes. They “help to demystify myths about cycling, such as the danger, 

difficulty, and length of [trips], while simultaneously promoting the healthy and fun 

aspects of cycling.” 9 They promote accessibility of cycling as transportation through 

providing “participatory bicycle mechanic education” to all kinds of cyclists and 

would-be cyclists in Saskatoon, particularly youth. Finally, the Co-op also provides a 

service for those who are in need of a bike. If someone doesn’t have one and needs one, 


4

the BCBC pairs them up with a previously donated bike in need of a tune-up, provides 

guidance while they work on the bike themselves, and, following either a small “paywhat-you-can” 

donation or a few hours’ volunteer time, the newly repaired bike is 

theirs to keep. 

Of course, the grassroots cycling goodness doesn’t stop there. Numerous other small 

groups and independently organized events such as the University of Saskatchewan 

Cycling Club and the turn-of-the-century themed Tweed Ride round out the casual 

cycling community in the province. 

When asked about their perception of the change in cycling in their cities, 

representatives of all three groups confirmed without a doubt that interest is 

growing. Not only are they seeing increasing membership and activity within their 

organizations, but are witnessing with each passing season that more and more people 

choose a bicycle to move around in their communities. 

Due to this ongoing surge in transportation cycling in urban Saskatchewan, there is 

a corresponding need for safe, convenient, and connected bicycle infrastructure to 

support it. If there are going to be more and more “everyday transportation” cyclists 

in our cities in the coming years, they require their own safe space to do so—because, 

despite the fact that a bicycle can theoretically be ridden in relative safety on either the 

road or the sidewalk, neither is desirable. Surveys done across the world, including by 

the City of Saskatoon itself, confirm that in general, most people would like to cycle 

for transportation (i.e. to work, to school, to the grocery store and so on) more often 

if only they could do so safely and comfortably, separate from vehicle traffic and other 

modes. 11 

The protected bike lane demonstration project installed in downtown Saskatoon this 

year, which is to be expanded onto 4th Avenue next year, is an example of a step in 

the right direction to attract the kind of person who is cautiously interested in giving 

cycling a try. However, it is only a small step, and it leaves much to be desired—not 

only physically, but in terms of municipal priority. 

Separated Bike Lane in Saskatoon, Credit: Lee Smith 

It must be noted that these groups and events are very distinct from traditional 

“cycling clubs” more focused on racing and athletics. Saskatchewan is host to nearly 

two dozen recreational groups according to the Saskatchewan Cycling Association 10 , 

many of which have been active for decades. But while these groups are important to 

Saskatchewan’s growing bicycle culture, they tend not to push for the acceptance of 

cycling as basic transportation at the grassroots level. Saskatchewan’s cycling activists 

groups have only really appeared in the last handful of years—and they’ve emerged for 

a reason. 

Unfortunately, a disconnect remains between how citizens’ lifestyle and transportation 

habits are changing and the relevant policies, design provisions, and budget allowances 

made at the local government level. For example, the City of Saskatoon budgeted 

nearly $30 million for road maintenance in 2015 (33.2% of the total transportation 

budget), up from $25 million in 2014 and $19 million in 2013. Meanwhile, “bicycle 

facilities” received only $75,000 in 2015 (0.25% of the money given to road 

maintenance and just 0.08% of total transportation), and the upcoming Active 

Transportation Plan—involving more than just cycling—was given $175,000 (0.58% 

and 0.22% respectively). 12 

Yet, if 2% of Saskatoon’s residents commuted by bicycle in 2011 according to the 

National Household Survey—and likely many more in 2015 and beyond—why is only 

0.08% of the City’s transportation budget going toward cycling infrastructure? 

Cyclists—both here at home and across the globe—are not going away. The evidence 

discussed above combined with the reality of inevitable energy complications make 

human-powered transportation more and more enticing each year for increasing 


numbers of people. Urban Saskatchewan is only going to see more demand for 

cycling. The question is, will that demand be met by corresponding government 

action that accommodates more frequent and safer cycling in our cities? Citizens 

are doing all they can to fill the gaps left by local government, but there’s one thing 

they can’t do: build a network of safe, separate spaces for people of all ages to ride in 

comfort. 

Thanks to the following representatives for their insight: 

Sean Shaw, Saskatoon Cycles 

Cathy Watts, Saskatoon Cycles 

Luke Nichols, Bike Regina 

Scott Thomas, City of Regina 

Stan Yu, Bridge City Bicycle Co-op 

_________ 

1 Pucher, J. et. al., 2011: http://www.utrc2.org/sites/default/files/pubs/analysis-bike-final_0.pdf. 

2 Pucher, J. et. al., 2011: www.peopleforbikes.org/statistics/category/participation-statistics. 

3 Buehler, et. al., 2006: http://vtpi.org/pucher_canbike.pdf. 

4 StatsCan, NHS, 2006: http://www12.statcan.gc.ca/nhs-enm/2011/as-sa/99-012-x/2011003/tbl/tbl1b-eng.cfm. 

5 Mission Statement, SaskatoonCycles.org, retrieved Sept 2015. 

6 The StarPhoenix, “Demand forces bike valet to scale back”, Sept 15, 2015. 

7 Mission Statement, BikeRegina.org, retrieved Sept 2015. 

8 “Membership”, BridgeCityBicycleCoop.com, retrieved Sept 2015. 

9 Interview with Stan Yu, Co-chair, Bridge City Bicycle Co-op. 

10 “Clubs”, saskcycling.ca/wp/23-2/, retrieved Sept 2015. 

11 City of Saskatoon, Active Transportation Plan Spotlight on Cycling, growingfwd.ca/activetransportation, retrieved 

Sept 2015. 

12 City of Saskatoon, 2015 Approved Operating and Capital Budget, https://www.saskatoon.ca/sites/default/files/documents/asset-financial-management/2015_approved_operating_capital_budget.pdf, 

retrieved Sept 2015. 

Lee Smith, B.A. Honours (Planning), Planner, Crosby Hanna & Associates. 

Lee is a community planner with Crosby Hanna & Associates in Saskatoon. He 

graduated from the University of Saskatchewan RUP program in 2012 and is 

seeking MCIP designation this year. He volunteers with Saskatoon Cycles and 

represents them on the City of Saskatoon Cycling Advisory Group. He is a lifelong 

cyclist and passionate advocate for safe and enjoyable urban cycling for all ages 

and abilities. 

James McKnight, B.Sc., B.A., Planner II, RM of Corman Park 

James is a Planner II with the RM Corman Park No. 344. He graduated from the 

University of Saskatchewan in 2012 with a B.Sc. Physical Geography and in 2013 

from the Regional and Urban Planning (RUP) program and is seeking MCIP 

designation in 2016. He volunteers with Saskatoon Cycles and is a Board Member, 

Contest Director, and Advocate for the Right To Skate Foundation; a non-profit 

volunteer based organization in Saskatoon, raising money to provide skateboard 

equipment and mentorship programs to disadvantage youth in Saskatchewan. 

His interests include but are not limited to; urban design/ place making, active 

transportation, cycling, skateboarding, music, and travel. 

Want to become a 

member of SPPI? 

Visit www.sppi.ca to find out more 

infomration on what types of 

memberships are available! 

Want to be more involved 

with SPPI? 

SPPI offers many volunteer opportunities 

to all of our members. 

Contact us at info@sppi.ca and let us 

know you’re interested! 

Want to advertise job postings 

to all members of SPPI? 

SPPI offers job posting opportunities to 

many companies and organizations. Visit 

www.sppi.ca to find out more. 


6

Creating a Plan of Its Place on 

Main Street 

Submitted by Jennifer Fix 

A Tale of Two Towns 

Maple Creek, Saskatchewan and Tofino, British Columbia are separated by 2000 

kilometers, Canada’s largest mountain range, and two time zones. The former is 

surrounded by semi-arid prairie, situated squarely in the heart of cowboy country; the 

latter is perched on the edge of the west coast, bounded by ocean and old-growth rain 

forest. Maple Creek has a 130-year old history of pioneers, ranchers, and the Northwest 

Mounted Police, while Tofino’s roots are firmly planted in fisheries, forestry, and the fur 

trade. The backbone of Maple Creek’s economy continues to be ranching and farming, 

whilst Tofino’s is increasingly centred in tourism. 

Although these communities are two very different places, in many ways they 

share more commonalities than differences. Both are small towns, home to just 

over 2000 residents. Both are wonderfully isolated, providing for a strong sense of 

arrival and unique sense of place (without the dismal big box alleys that increasingly 

connect larger urban centres with nearby towns-turned-suburbs). Both enjoy strong 

relationships characterized by mutual respect and cooperation with their First Nation 

neighbours. Both have a rich history, manifested in the built realm where vestiges of 

the past abound in heritage buildings and streetscapes. And both see the potential 

and unparalleled opportunities presented by their Main Streets in strengthening the 

vibrancy and prosperity of their towns. 

In recent years, these communities underwent “Main Street” planning processes that 

culminated in award-winning plans to guide decision-making for built form, open 

space, mobility, and more. Maple Creek’s process was completed in 2012, and has 

since seen several new storefront upgrades, new businesses, and new jobs. Tofino’s 

process was completed just over one year ago, but implementation projects are already 

underway. 

While these two places are quite different – the planning processes were tailored to the 

unique needs of each community – they shared a common, place-based approach to 

the planning process. 

Community Engagement in Maple Creek’s Main Street, Credit: Darcy Dietrich 

Creating A Plan of Its Place 

Organic farmer and poet Wendell Berry wisely advised: “Stay away from anything 

that obscures the place it is in. There are no unsacred places. There are only sacred 

places, and desecrated places.” As planners and urban designers, we tend to rely on 

established principles of “good” design. In turn, we often apply them universally 

and unquestionably in communities of all shapes and sizes. While there is certainly 

a “patterned language” of design that is shared among some of Canada’s most 

cherished neighbourhoods, the Main Street processes in both Maple Creek and Tofino 

demonstrated the importance of approaching place-making with fresh eyes and open 

ears. 


Planning for Place in Tofino 

As a Vancouver-based consultant arriving 

on Tofino’s Main Street for the first time, I 

saw a wide waterfront street overwhelmed 

with parking. There were no sidewalks. 

There were no street trees. There was 

no discernible, cohesive character to its 

buildings. My knee-jerk reaction was to 

advise that the Town scale back greatly on 

parking, add sidewalks on both sides of the 

street, plant street trees, and develop built 

form guidelines to ensure consistent future 

development. After spending much time 

in the community speaking with locals 

– which included using film as a tool to 

collect stories from long time residents – I 

learned more about this place. 

I learned that Main Street is the gateway 

to Tofino (and all of its groceries and 

services) for First Nations people living 

on the neighbouring islands, all of whom 

arrive by boat. I heard from them that 

they had “parked their canoes here for 

thousands of years”, so who was I to 

suggest that they find some other place 

to park their cars? I learned that distinct 

pedestrian areas were desired among 

residents and business owners; however, 

traditional and expensive urban sidewalks 

were not. I learned that the idea of planting 

street trees was a laughable notion: why 

would we want to plant anything that 

obscures the stunning views of the old 

growth trees in the distance? And I learned 

that the lack of cohesion in architectural 

character was viewed as an asset. The 

buildings were as eclectic as the artists, 

former hippies, fisherman, and surfers who 

live on Main Street. 

So, my team and I created a plan of its 

place. We developed a parking strategy that 

didn’t reduce the amount of parking on 

Main Street, but we found ways to separate 

it from pedestrian areas. We didn’t design 

for sidewalks, but we designed for cheap, 

playful painted pedestrian routes and 

wooden boardwalks. We didn’t plant street 

trees, but we designed for street furniture 

and lookout points in which people could 

linger and take in the view. We didn’t 

create architectural guidelines, but we did 

provide design guidance to protect the 

scale, heritage, and eclectic qualities of 

Main Street’s built form. 

Planning for Place in Maple Creek 

In Maple Creek, investment had been 

earmarked for public realm improvements 

as part of the provincially funded Main 

Street Program. In looking for an ideal 

location for such improvements, I 

gravitated toward a continuous stretch of 

small-scale shops. One such shop was a 

café that sold lattes, best enjoyed from the 

vantage point of a chair on the sidewalk. 

I was thrilled to find this little piece of 

urbanism in rural Saskatchewan. Watching 

the ballet of public life before me, I 

mused to my colleague that this stretch of 

storefronts could be the ideal candidate for 

the limited program funding. 

Before 

After 

Rendering by Matthew Thomson, DIALOG 

Tofino’s Main Street: Before & After Conditions, Credit: DIALOG Design 


8

I was wrong. As a city-dweller, what I didn’t know was that there is one building in 

small-town Saskatchewan that sees more daily foot traffic than anywhere else. This 

is the post office. My client, Royce Pettyjohn, Main Street Coordinator, once had an 

office in the second floor of the historic post office near the end of the main street. He 

observed that everyone in town stops there to collect their mail – usually daily – and 

they often linger on the expansive front steps to chat and catch up on town news with 

neighbours. For Royce, this was an identifiable heart and obvious choice for doing 

something special in the public realm. 

The hundreds of residents who participated in the engagement process agreed. So, 

we created a plan of its place. Working with a heritage architect, we identified ways 

to restore historic elements on the building’s façade, and we created a public realm 

design for the corner next to the post office. Since then, it has become home to raised 

garden beds, an arbour, and public seating. It has become a focal point for street 

parties, community festivals, and parades. It has genuinely activated this stretch of 

Main Street. 

Conclusion 

In Maple Creek and Tofino, creating a plan of its place required that planners 

genuinely listen to residents – the people whose lives have shaped and are shaped 

by these places. Public engagement can sometimes be a box that is checked, either 

legislatively or in order to obtain social license to impose change on residents. 

However engagement can and should be so much more. If we planners listen with 

curiosity, we can glean insights from the wisdom that exists in every community, and 

create plans that respect the uniqueness that makes each place special. 

Jennifer Fix, Associate Senior Planner, DIALOG Design 

Jennifer Fix studied urban planning at the University of British Columbia ten 

years ago, and has since worked on city building projects of all shapes and sizes 

across Canada. She is an Associate and Senior Planner at DIALOG, an integrated 

design firm based in Vancouver, where she works on plans that range from master 

plans to Official Community Plans. Jennifer is originally from the great province 

of Saskatchewan, and she loves spending time on the prairies for work and for 

pleasure. 

City of Regina: Planning Education & Outreach 

Submitted by Sheri Florizone 

The City of Regina recently made their mark on the landscape of city planning 

education with two videos about the planning process in Regina. The four-minute 

“City Planning” videos briefly cover two topics: the planning process in Regina, 

and how residents can engage in that process. The videos are posted on the newly 

restructured City Planning section of the City of Regina website (Regina.ca/ 

cityplanning). 

The videos differ from the 

offerings of other planning 

education programs in that they 

are posted online and completely 

free to the general public. 

The videos are a snapshot of 

information about planning that 

other cities take hours to explain 

through in-person seminars. Only 

a few cities in Western Canada 

appear to offer planning seminars 

to the general public. The City 

of Calgary, in partnership 

with the Federation of Calgary 

Communities, offers a certificate 

program with three core courses and one elective. The City of Edmonton has a 

similar course offering through their Planning Academy. The City of Saskatoon 

has offered sessions to their residents in the past, but now focus more on bringing 

planning programming into schools at the elementary level. 

The City of Regina is piloting a planning education seminar in partnership with the 

Regina Public Library. This session gives participants a chance to delve a bit further 

into the planning realm. If the session is well received, the City may consider moving 

in the direction of its counterparts in Western Canada with a variety of seminars 

about different facets of city planning. 

Sheri Florizone, B.A. (Geography), Sustainability Outreach Coordinator, City of Regina 

Sheri Florizone has a BA in Geography from the University of Regina. She has been 

involved in education and outreach initiatives at the City of Regina for 12 years. Sheri has 

been involved in the CIP Healthy Communities Subcommittee for the past two years. 


Integrating First Nation Planning in Saskatchewan 

Submitted by Urban Systems, Saskatoon 

The essence of community planning is naturally 

ingrained in First Nations culture. Traditionally, 

First Nation communities strategically chose 

their settlements based on the availability of 

resources and the ability of the land to meet 

their need for sustenance, shelter and ceremony. 

Many First Nation communities today approach 

planning holistically, usually with an emphasis 

on ecological well-being. 

Recent growth and economic gains experienced 

in Saskatchewan have had wide spread positive 

effects on communities of all sizes. A number 

of First Nation communities have shared in 

this provincial prosperity and are motivated 

to actively participate in the economy. As a 

result, there has been a growing interest between 

municipal and First Nation governments to 

engage in partnerships and grow together. 

Furthermore, regional planning has become 

a priority for Saskatoon, Regina and their 

surrounding communities. The Saskatoon 

North Partnership for Growth brings together 

the City of Saskatoon, R.M. of Corman Park, 

City of Martensville, Town of Osler, City of 

Warman, and the Saskatoon Regional Economic 

Development Authority to collaborate on a 

regional approach to economic factors that could 

affect local development. This initiative holds 

tremendous economic potential for First Nation 

communities with both rural and urban land 

holdings within the Saskatoon North Partnership 

for Growth region. The City of Regina and 

surrounding communities are also formulating a 

regional growth strategy with hopes of reducing 

the financial burden of development on taxpayers 

and increasing chances of gaining government 

funding for projects. These collaborative 

approaches to planning are also being pursued 

by a number of municipalities and First Nation 

communities across the province. 

Opportunity for partnership is just one of the 

many reasons why First Nation communities 

are motivated to establish formal planning 

mechanisms. There are also instances where 

nations manage large land bases and want 

to prepare themselves for investment by 

establishing policy to support development and 

promote economic development initiatives. First 

Nation communities that align their planning 

policy with that of neighbouring municipalities 

have experienced success in establishing growth 

partnerships. Other nations have experienced 

rapid growth and want to establish planning 

measures to ensure that their community grows 

in a sustainable manner. In contrast, there are 

nations that have been stagnant for many years 

and want to pursue opportunities for positive 

change. Change in socioeconomic conditions is 

also a major driver behind the development of 

formal planning mechanisms. 

In order to establish planning policy, a number of 

Saskatchewan First Nations have opted out of the 

34 land-related sections of the Indian Act, made 

possible by the First Nations Land Management 

Act. Under the Act, nations are able to develop 

land codes, pass and enforce laws, and establish 

Credit: Urban Systems - Saskatoon 


10

elationships with provincial and municipal governments. 

When a nation is able to self-govern their lands and 

resources, they can prepare for economic development 

opportunities should they arise. 

First Nation community plans are built from the ground 

up. Plans are unique in that they are driven by the 

community, built by the community and founded upon 

significant engagement with members. Often times, 

plans are not bounded by geography as they not only 

cover main reserve lands but other holdings that in 

many cases are scattered across the entire province. As 

a result, planning policy documents created by nations 

must encompass the needs of membership located both 

on and off reserve, which can differ in a multitude of 

socioeconomic and demographic ways. 

A variety of community planning initiatives are currently 

being undertaken by First Nations in Saskatchewan 

including: 

• Community Development Plans; 

• Economic Development Plans; 

• Land Use Plans; 

• Zoning Bylaws; 

• Servicing Agreements; 

• Development Levies; and 

• Land Laws. 

Community Development Plans have supported a 

number of nations in improving quality of life and 

evolving their communities into places where people 

want to live, work and invest. Nations are interested in 

exploring development opportunities for specific land 

holdings and have engaged in economic development 

land planning initiatives. Land management tools such as 

land use plans and zoning bylaws enable developments 

to be initiated. These tools create transparent guides to 

strong development practices, and give developers peace 

of mind as they pursue projects. Nations are interested in 

creating familiar territory for developers to enable them 

to work with the same processes as they would in any 

other city or town. 

Cost sharing through municipal servicing agreements 

between municipalities and First Nations for such 

developments has concurrently become common place. 

Development levies are another mechanism that First 

Nation communities are interested in implementing 

to help cover costs associated with servicing land for 

development. The development of market housing 

for purchase by band members as well as the general 

public is an example of where these planning tools have 

successfully been implemented. Land development has 

offered a multitude of opportunities for First Nations 

to offer products and services to the public and reinvest 

profits into their communities. 

Laws that enforce taxes and regulate property ownership 

have also come as a result of self-governance. Taxation 

powers of Aboriginal governments apply within 

reserves and settlement lands and offer communities the 

opportunity to generate own-source revenues from which 

they can invest directly back into programs, services, or 

development initiatives in the community. Matrimonial 

Real Property Laws protect individuals who live on 

reserve during a relationship, in cases of relationship 

breakdowns or a death of a spouse or common law 

partner. 

These policy examples are only a sample of the many 

successful measures nations have taken to self-govern 

their lands. Forward thinking nations who have 

taken the initiative to establish formal planning policy 

have the potential to improve their community as a 

whole and ensure prosperity for generations to come. 

As Saskatchewan continues to grow and prosper, 

opportunities for partnership and development between 

First Nation communities and municipalities will become 

even more apparent. 

Credit: Urban Systems - Saskatoon 

Urban Systems Ltd. is one of Western Canada’s 

leading interdisciplinary consulting firms. Founded in 

1975, Urban Systems is an employee-owned company, 

offering a broad range of planning and community 

development expertise, management consulting, and 

planning experience. In the summer of 2013, Urban 

Systems established their professional practice in 

Saskatchewan and have been fortunate to work with 

a variety of communities in the province, including 

nearly 20 First Nation communities, as they address 

issues relating to growth, economic development, and 

sustainable service delivery. The collaboration Urban 

Systems has with First Nations communities is an integral 

part of our professional practice and, as a result, Urban 

Systems has developed a core team of passionate and 

dedicated professionals who serve these communities. 


PLANNING FICTION The City of Regina, What if? 

Submitted by Charlie Toman 

Great job opportunities brought my partner and I to 

Regina from southern Ontario a year ago. I had never 

been to Regina before, and I admit that I knew very 

little besides it being the provincial capital, home of the 

Roughriders and being very, very flat. A year later, I know 

that there is much more to Regina. I appreciate how 

open and friendly people are here, making the transition 

to living in a new City easier than I had imagined. 

However, as soon as we got here and began to explore 

the City, the same question would pop into my mind, 

“Why the heck would anyone decide to build a capital 

city here?” Besides Wascana Creek there are no natural 

features to speak of, it isn’t at the intersection of two 

major railroads and it would make a horrible military 

Fort. 

Sir Edgar Dewdney, Source: 

Encyclopedia of Saskatchewan. 

At first, this history didn’t really bother me too much. These were frontier times after all. 

Besides, Regina’s founders did a great job transforming the landscape from a featureless 

field to an attractive City with the creation of Wascana Lake and beautiful tree canopy. 

Then I drove through the Qu’Appelle Valley and saw that there were hills, rivers, 

lakes and naturally growing trees only a 25 minute drive north of Regina. Damn you, 

Dewdney! 

Being a fan of alternative fiction novels and films, I started to imagine an alternative 

universe where the first Prime Minister didn’t appoint a self-interested and visionless 

individual as Lieutenant Governor. I imagined a universe where the North-West 

Territories Capital was located in Fort Qu’Appelle, a site that was considered at that time. 

Following a quick search on Wikipedia, I found out what most people from Regina 

already knew; the answer lay with one man, Lt. Governor Edgar Dewdney, and one 

reason, money. After Prime Minster John A. MacDonald appointed Dewdney as 

Lieutenant Governor of the North-West Territories in 1881, one of Dewdney’s first 

tasks was to select a new location, a territorial capital from Battleford near the planned 

Canadian Pacific Railway line. In a clear conflict of interest, he selected Wascana 

Creek where he owned considerable real estate. This highly dubious selection didn’t 

go unnoticed by the national media. Here is a quote from one of the more colourful 

editorials of the day in the Winnipeg Free Press. 1 

“Regina will never amount to anything more than a country village or town, 

for the simple reason that in neither its position, nor its surroundings, is there 

anything to give it the slightest commercial importance. Situated in the midst 

of a vast plain of inferior soil, with hardly a tree to be seen as far as the eye can 

range, and with about enough water in the miserable creek known as Pile of 

Bones to wash a sheep, it would scarcely make a respectable farm, to say nothing 

of being fixed up on as the site or the capital of a great province. The place has 

not a single natural advantage to commend it.” 

Photo of Wascana Creek west of Pinkie Road. The North-West Territories was over 5,000,000 km in area at 

the time and this was chosen as the location for its Capital. Photo taken September 17, 2015, Credit: Charlie 

Toman. 

What would the City look like? Would it be larger or smaller than the Regina I live in 

today? What kind of challenges would it have? 


12

After visiting Fort Qu’Appelle, here is my initial time line of that fictitious 

city. I’ll call it City Planning fan fiction, take it as you may. 

Fort Qu’Appelle Today - Looking south along Echo Lake. Photo taken September 19, 2015, Credit: Charlie Toman 

Applying the revisionist history to Fort Qu’Appelle today, Source: Mabel, Joe (2013). 

• Fort Qu’Appelle would quickly outgrow the valley during the 

Saskatchewan’s population boom of the early 1900s, leading to the 

construction of many mid-rise apartment blocks, making it one of 

more dense Canadian cities of the time. However, to accommodate the 

boom, housing would quickly spread to the lands south of the valley in 

a typically grid pattern. 

• While there would be no 1912 Cyclone, massive floods and mudslides 

would result in considerable damage during the City’s early years. 

• The Saskatchewan Legislative building would be located near 

the southern slope of the valley south of Echo Lake. It would be 

considerably smaller than the one we have today. 

• In the 1910’s Fort Qu’Appelle first Master Plan establishes a new 

commercial centre of the City south of the valley. By the 1970s, this 

new downtown will consist of the majority of Regina’s office towers, 

a large shopping mall and many surface parking lots, while the old 

downtown will fall into decay. 

• This Plan would also direct all heavy industrial and manufacturing 

lands along to the north of Mission Lake, so that pollution is directed 

down wind and stream from residential lands. 

• One of the major ‘make-work’ projects of the great depression is a 

funicular with beautiful art-deco stations between Downtown to the 

Legislative buildings. 

• As Fort Qu’Appelle grows there is mounting tension between the City 

and the Pasqua and Standing Buffalo First Nations. This comes to a 

head in the early 1960s when the City starts planning a ring road and 

by-pass around the old Downtown and the Federal Government moves 

to expropriate Treaty 4 Reserve lands without compensation, leading 

violent protests and civil unrest. These tensions would continue for 

decades; however, by the late 1990s the City and surrounding First 

Nation bands would agree to a joint planning and servicing framework 

that would serve as a model for other municipalities across Canada. 

• In the 1960s, as part of the counter culture movement (and to avoid 

paying property taxes), a community of people would begin to live year 

round in houseboats on Echo Lake. 


• By the early 1990s, efforts to revitalize old 

downtown would begin, leading to the cleanup 

of the waterfront and rapid gentrification of the 

medium rise housing built in the early 1900s. 

• Fort Qu’Appelle would be seen as more desirable 

than Saskatoon. As a result, Fort Qu’Appelle’s 

population reaches 300,000 in 2015. 

• Dewdney Avenue does not exist. 

_________ 

1 City of Regina. A Brief History of Regina: Over a Century of Prairie Progress. 

Retrieved from https://www.regina.ca/opencms/export/sites/regina.ca/ 

residents/residents-regina-facts/.media/pdf/brief_history_brochure.pdf. 

Charlie Toman, B.E.S., MPlan, MCIP, RPP, 

Senior City Planner, City of Regina 

Charlie is a Senior City Planner for the City 

of Regina in the Neighbourhood Planning 

Branch where his responsibilities include 

the monitoring and evaluation of the City’s 

Housing Incentive Policy and implementation 

of the City’s Intensification Strategy. Originally 

from Waterloo, Ontario, Charlie has worked 

as a professional planner for over 10 years in 

Ontario, Saskatchewan, British Columbia and 

the Northwest Territories. His previous planning 

work experience includes the coordination 

of Downtown and Brownfield revitalization 

programs, heritage planning and the review of 

development proposals. 

Charlie holds an honours degree in Urban 

Planning from the University of Waterloo 

and a Master’s Degree in Rural Planning from 

the University of Guelph. He is a Registered 

Professional Planner and member of the 

Saskatchewan Professional Planners Institute. 

STUDENT SUBMISSION 

Who Needs Planning? Bridging the Gap Between 

Practice and Performance 

Submitted by Nikolai Kinzel-Cadrin 

Governing bodies, as a concept, are established to ensure 

the entire population has equal opportunity to succeed; 

however this is not the case in practice. Planning has 

emerged as a profession that bridges society and politics, 

with the goal of ensuring public interests are met 

regarding the development of cities. The role of planning 

as a profession has been disputed; author Richard 

Klosterman outlines the gap between planning’s potential 

and its performance in works like, “Arguments for and 

Against Planning.” He acknowledges that there is a need 

for public sector planning to provide social functions, 

but also that there is dissension on whether planning is 

more advantageous than letting the market reign supreme. 

This article will review Klosterman’s work, and argue that 

planning is necessary to guide economic development, 

analyze past practices to inspire forward thinking, and to 

ensure human life on Earth is sustainable. 

Klosterman’s comparative analysis in “Arguments for and 

Against Planning” breaks down four major arguments: 

Economic, Pluralist, Traditional, and Neo-Marxist, 

outlining the benefits and liabilities of planning in 

each category. For the first argument, an economy left 

to be defined by the market should efficiently allocate 

resources and encourage entrepreneurship; however, 

without effective planning the social costs and negative 

externalities to society are typically ignored. The 

Pluralist perspective for planning outlines argues that 

contemporary planning should represent a wide range 

of values that are currently being neglected by groups 

representing narrow interests; however, current political 

bodies are already elected with the intention to best 

serve the public, so planning is not needed. Traditional 

arguments for planning revolve around an independent 

body promoting collective public interest in policy 

making; the argument against is that current practices 

promote the elites of the community. Finally, the Marxist 

perspective argues that collective interests need to be 

represented through centralized planning, and bring to 

light oppression of capitalism; but contemporary planning 

promotes capitalist interests. The article concludes with 

an “Implicit consensus about the need for public sector 

planning to perform four vital social functions: promoting 

common interests, considering the external effects of 

actions, improving the information case for decision 

making, and considering distributional effects of public 

and private sectors”. 1 Klosterman notes that all four 

perspectives advocate for planning in theory, but each 

acknowledge that planning’s actual performance has fallen 

short of its potential 

The current economic situation of cities, specifically in 

North America, has evolved around capitalist principles. 

Governments have been tasked with managing economic 

development, and currently, cities are in dire need of 

planning initiatives. The best example of how planning is 

essential to the economy is by analyzing current property 

valuing practices, and demonstrating that if continued, 

every city following this system will be bankrupt. Pamela 

Blais outlines in her book “Perverse Subsidies” that cities 

of North America are going to face multi-billion dollar 

costs to repair infrastructure, the result of a backwards 


14

economic system set up by government. With 

housing prices reflecting development costs, the 

people living in the established areas of cities 

are subsidizing the more expensive suburban 

development being constructed. Properties are 

priced based on cost of development, and neglect the 

life cycle costs (servicing, maintaining, replacing) 

so developers can maximize profit. Now cities 

are facing billions of dollars of expenses to repair 

infrastructure, a cost that was neglected during the 

time of development; and one that could have been 

avoided if planning measures were made at the time 

of development that included life-cycle costs. 2 

Planning is also necessary to manage public goods 

in an effective manner. If left to the market, certain 

public goods 

that are a low priority to society will likely be under 

provided (e.g. environmental protection), whereas 

popular public goods such as television risk being 

over funded. Negative externalities of business can 

also be managed by planning efforts. Implementing 

economic incentives and introducing social 

planning initiatives to limit negative externalities 

(pollution, noise, smell etc.) will benefit society. In 

order for the economy to properly reflect society’s 

collective best interests, planning is fundamental; 

ensuring that community well being is the priority, 

providing incentives to invest in redevelopment, and 

establishing economic practices that do not handcuff 

sustainable development as essential for a city to 

flourish. 

For a city to develop sustainably, there needs to 

be long-term systematic development strategies. 

The history of successful cities offers analysis on 

best practices, and introduces some of the tools 

used by planners to create vibrant civilizations. For 

example, direct government investment was first 

used to help remedy the slum situation in London 

in the late nineteenth century; and at the same time 

in New York City, planning initiatives created the 

first development regulations. Both of these cases 

were some of the first social planning techniques 

designed to increase quality of life. Other examples 

of tools created by planners that have directly 

affected development are land-use zoning and 

new urbanism. Zoning has helped cities achieve 

a more cohesive environment, and was adopted 

largely in response to the separated land uses that 

was a product of automobiles. The new urbanist 

movement is one of the most recent planning 

initiatives aimed to promote pedestrian accessibility. 

By examining the past, planners quickly realized that 

the current priority placed on automobiles is not a 

sustainable practice; instead the focus should be on 

pedestrian and transit orientated development. By 

examining the past, and using and adapting tools 

previously applied by planners, the practice and 

profession of planning can evolve with the dynamic 

changes in society to create healthy cities that will 

stand the test of time. 

Lastly, contemporary planning is essential 

to preserve the environment and ensure that 

developments are sustainable. As mentioned 

before, environmental protection is a public good 

that is a low priority of the marketplace, and if the 

market was left to allocate public goods it would 

be insufficient or forgotten. Planning recognizes 

the relationship between the environment and 

the economy. They are interrelated in the sense 

that if one is neglected, the affects are conversely 

reflected in the other. Environmental issues are 

currently a hot topic, as negative affects of human 

production and consumption are causing climate 

Credit: Karen Bolton 


change. Planning is the tool that coordinates the 

environment and economy through thoughtful 

policy initiatives and plans. Humans have the 

responsibility to ensure that life on Earth is as 

sustainable as possible, which means changing the 

way people think and live regarding consumerism 

and convenience. Planning is needed to identify 

and meet the public’s best interests and develop 

long-term plans that conserve the environment and 

place emphasis on sustainable practices. 

As outlined above, systematic public planning 

is essential for society to function equitably and 

efficiently. In order to ensure that the economy 

fairly distributes public goods, planning policy 

has to be made taking into consideration social 

costs and long-term externalities. Policies must 

be made to correct property prices, so they reflect 

the life cycle costs. Planning is also important 

because as a practice, it can evolve along with 

changing times, circumstances, and preferences. 

Klosterman did raise an important point about the 

discrepancy between planning’s potential and its 

performance; however, without planning the world 

would be much worse off, with segments of the 

population dictating society’s priorities. Irreversible 

effects of profit maximization, political agendas, 

and environmental degradation would happen if 

the market was left to determine how economic, 

political, and social needs are met. Planning is 

needed to mediate among the ridged structures 

of economic, political, and social bodies and the 

public to promote a higher quality of life through 

advocating for humanities best interests and 

common good. 

_________ 

1 Klosterman, Richard. “Arguments for and against Planning.” The Town 

Planning Review 56, no. 1 (1985): 5-20. 

2 Blais, Pamela. “Preverse Subsidies, Preverse Cities.” In Perverse Cities: 

Hidden Subsidies, Wonky Policy, and Urban Sprawl, 221-238. Vancouver: 

UBC Press, 2011. 

Nikolai Kinzel-Cadrin, 4th Year RUP Student, 

University of Saskatchewan 

Nikolai has specialized in the Communities and 

Development stream for his undergraduate degree and 

is looking to pursue grad school upon completion. He 

plans on traveling around the world for a few months 

after graduating, to bring a global context to my 

graduate studies. 

Credit: Karen Bolton 


16

STUDENT SUBMISSION 

Evaluating Environmental Impact Assessment: 

an Integrated Approach to Project Planning 

Submitted by Anastasia Conly 

Environmental Impact Assessments (EIA) predicts the 

environmental effects of various projects or initiatives 

before they are carried out. EIA’s identify the potentially 

adverse effects on the environment, how these effects 

can be moderated, and continuously seeks to improve 

the relationship between the initiative, project and/ 

or development with the environment. In Canada, 

the EIA’s are enforced through the Environmental 

Assessment Act, providing guidelines and policies that 

must be adhered to in order to prevent irreversible and 

significant degradation of the environment. Ultimately 

the objective of an EIA is to consider and incorporate 

the environment into the decision making process and 

to minimize or all together avoid negative effects on the 

environment. Unfortunately an EIA can be conducted 

with too narrow a focus if only the environment is 

considered, true sustainable practices must integrate the 

assessment of the environment the economy and society 

to fully estimate the impacts a project or initiative will 

have on the geography (both human and physical) of a 

region. 

EIAs can be useful tools for development when utilized 

in an effective matter. If implemented and properly 

mandated EIAs can prevent project delays, external 

costs, short and long term environmental damage, and 

can also promote community and public engagement 

with a given initiative. However current methods 

of EIAs consider alternative designs as opposed to 

alternative approaches and can have limiting effects 

on the environment and project outcome. 1 There are 

several limiting factors to the typical approach taken 

in an EIA that prohibits the agency from meeting 

their particular objectives. Various assessment reports 

demonstrate a systematic and often objective approach 

in the conducting of an EIA, such as the methodologies 

taken in Nasen’s, Bram’s and Johnstone’s research on 

the effects of the oil and gas sites on the grassland 

ecosystems, which primarily outline the physical 

effects of the project sites. However, many projects 

requiring an EIA have significant effects on not only 

the environment but on the immediate public being 

affected by the project. EIAs are severely limited when 

the public consultation process does not take place early 

enough in the planning process and does not continue 

throughout the development and monitoring of the 

process. EIA require scientific objective, quantitative 

research as well as subjective quantitative data from 

public consultation and community involvement to 

appropriately assess and determine effective alternative 

designs and approaches to meet the needs of the agency, 

developer and affected community. 

Government agencies decide when an impact 

assessment is required based on whether a project 

meets the regulations outlined by the Canadian 

Environmental Assessment Act and that the project 

proponent’s environmental impact statement (EIS) 

satisfies all provincial and federal policy requirements. 2 

Environmental Impact Assessments can be enforced 

by government agencies if there is evidence that a 

project may cause adverse affects to the environment, 

that potential accidents malfunctions or routine 

procedures of the project may impact the surrounding 

environment, landscape or community, or if public 

concerns are presented in the application and planning 

process of a given project. 3 Government agencies 

follow a procedure in order to determine the need for 

an EIA. The first step in determining a projects need 

for environmental assessment is a review of the project 

description and its proposed alternatives followed by 

a careful screening of the project to see that it meets 

the regulations and guidelines present required. The 

agency is then responsible for the identification of key 

issues and limitations including baseline conditions 

and scoping for alternative actions. The agency must 

also provide a prediction of the environmental impacts 

and significance the project will have and a mandate 

for the appropriate management of those impacts. After 

the agency has evaluated the conditions of the project 

the initiative is then released to public review and the 

final decision making process. Finally, the project is 

implemented and the agency outlines requirements for 

the continual data collection and review to maintain 

policies outlined in the EIA. 

There are various approaches when conducting an 

EIA, the most successful of which adopt a holistic 

and integrated method of assessment. Typical EIA 

approaches focus strictly on finite affects from a 


ottom-up approach without evaluating the 

total effects on the “big picture”. 4 Synthesizing the 

various strengths of different methodologies would 

account for a more sufficient EIA approach. Agencies 

should integrate environmental, economic and 

geographical (both human and physical) assessments 

analyzing the effect on each both individually and 

together. Understanding the effects a project has not 

only on the environment but also on the local economy, 

quality of life, and on the local demographic provides 

stronger prediction of a projects role within the 

region if implemented, and gives clearer evidence for 

guidelines and restriction that should be mandated and 

enforced. A more suitable alternative would consist of a 

Sustainability Impact Assessment (SIA) focusing on the 

triple bottom line; economic, social and environmental 

sustainability. The adoption of the SIA would more 

adequately account for the missing social and economic 

considerations of the standard EIA approach. 

Project delays and limited public consultation often 

result from the tendency of EIA’s to not be pre-emptive 

in their administration. Public consultations and 

community engagement are often the most crucial and 

informative aspect of an assessment providing subjective 

information that cannot be quantified through the 

physical data surveying typically collects. Further, the 

public can provide in depth information based on their 

local knowledge of the land and of the community 

that may be vital both in the development and future 

management of a project. Various adverse social 

implications can be avoided by instigating community 

engagement as early as possible in an initiative. EIAs 

tend to drop off on public engagement once the project 

begins rolling, it is important that agencies maintain 

engagement into the future along with continual 

evaluation and management of the impacts and affects 

of the project. Instead of public review acting as a step 

in the procedure of an EIA it would be far more effective 

both socially and for the environment if engagement 

were an ongoing and continual aspect of the process as 

opposed to a stage. It is important the EIA also assess an 

initiatives potential affect on the economic sustainability 

of the community or region surrounding the project site. 

Further the adoption of a fully integrative approach to 

the conducting of an EIA is vital in order to effectively 

consider the adverse effects on the social wellbeing 

and quality of life of those affected by the projects 

implementation both in the short and long term. 

_________ 

1 Steinemann, Anne. “Improving Alternatives for Environmental Impact Assessment.” 

Environmental Impact Assessment Review, 2000, 3-21. 

2 Draper, Dianne, and He Savard. Our Environment: A Canadian Perspective. 

4th ed. Australia: Nelson Thomson Learning, 2002. Pg 422. 

3 “Home - Canadian Environmental Assessment Agency.” Government of 

Canada, Canadian Environmental Assessment Agency. March 25, 2015. Accessed 

July 12, 2015. 

4 Vizayakumar, K., and Pratap K.j. Mohapatra. “Environmental Impact Analysis: 

A Synthetic Approach.” Long Range Planning, 1991, 102-06. 

References 

Nasen, Lawrence C., Bram F. Noble, and Jill F. Johnstone. 

“Environmental Effects of Oil and Gas Lease Sites in a Grassland 

Ecosystem.” Journal of Environmental Management, 2011, 195-204. 

Anastasic Conly, 4th Year RUP Student, University of 

Saskatchewan 

Anastasia is pursuing a Bachelor of Arts degree in Regional 

and Urban Planning at the University of Saskatchewan. 

She is working towards the Environmental Planning and 

Management Stream within the program. After graduation 

she hopes to travel, gaining personal experience of diverse 

communities and cultures from around the world before 

achieving her RPP designation. 


18

facebook.com/saskplanning 

@SaskPlanning 

Saskatchewan 

Professional Planners 

Institute 

SPPI 

SASKATCHEWAN 

PROFESSIONAL PLANNERS INSTITUTE 

505-2300 Broad Street 

Regina, SK 

S4P 1Y8 

Phone: (306) 584 - 3879 

Email: info@sppi.ca 

www.sppi.ca

SASKATCHEWAN

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?