Caleb McMillan has a brief history of the Canadian city after World War 2:
The end of World War 2 marks a good beginning point for this history. North American society went through some big changes and the cities reflect that. In Canada, The Canadian Mortgage and Housing Corporation was created and with it came the regulatory framework that vastly increased the government’s presence in housing. Government intervention — however — always has its unintended consequences. Post WW2, the Canadian government expanded its highway system, got involved in the mortgage business, and allowed provincial and municipal governments to plan and amalgamate city communities. Through monopoly power, central plans have a tendency to hollow out downtown cores that serve the interests of the market. The “Suburban City” is the result of government control over zoning laws and highway construction. These types of communities are sometimes very different from ones created by market means.
While high urban density can be viewed as good or bad, in terms of city functionality, density is a prerequisite for prosperity. City downtowns are market centres. Resources from the periphery are brought to market centres for trade, and within these centres live the people who deal with this market everyday. It has always been the rural farmers and trappers who were the ones on the edge of poverty — surviving the bare elements of nature to reap the rewards later in the city. The city was the centrepiece in the division of labour; a place to go to make a name of ones self. “Simple country living” that suburbia is supposed to reflect was always a Utopian dream. That somehow one could live out in the boonies yet receive the luxuries of a city.
The very idea of “simple country living” was probably an aristocratic notion that somehow took hold of the middle class imagination, because until the 20th century, only the upper classes could afford the luxury of maintaining a residence well outside the cities, yet still well-supplied with the comforts otherwise only available in the city.
This Utopian dream became a reality with the advent of the car. And with government roads, the possibility of suburbia became technically possible. But just because something is technically possible, doesn’t mean that it should necessarily be done. Market signals are the best means of discovering this information. Individual prices revealed through exchange embody information entrepreneurs use to discover consumer demand and determine scarcity. A major factor in Post WW2 Canada was exempt from this process. Roads, and the whole highway system, were already monopolized by the centralized state. The sudden profitability found in developing rural lands for residential purposes was aided by the non-market actions of building government roads.
Critics of suburban life (usually urban types themselves) are at least somewhat correct in their criticism of the suburbs:
But markets in the Suburban City are, in a way, non-existent. For many, the suburban home is an island of private life surrounded by other private islands. Everyone commutes somewhere. The suburban neighbourhood offers nothing more than residential homes, ensuring that streets remain empty and void of commercial activities. Children may play in the streets, but there is no natural adult supervision. Contrast this to a city neighbourhood, where the streets are the best places for children. With a mixture of commercial activity, residential homes, apartments and other city neighbourhoods immediately adjacent to either side — the presence of people is always guaranteed. There is a natural “eyes on the street,” where people ensure law and order through their everyday actions.
The Royal Canadian Navy is still operating the Sea King helicopter — which is 50 years old — and the planned replacement helicopters appear to be 
