HomeMy WebLinkAbout2014-10-28 Council Meeting Agenda and Reports.pdfCity of Maple Ridge
COUNCIL MEETING AGENDA
October 28, 2014
7:00 p.m.
Council Chamber
MEETING DECORUM
Council would like to remind all people present tonight that serious issues are
decided at Council meetings which affect many people's lives. Therefore, we ask that
you act with the appropriate decorum that a Council Meeting deserves. Commentary
and conversations by the public are distracting. Should anyone disrupt the Council
Meeting in any way, the meeting will be stopped and that person's behavior will be
reprimanded.
Note: This Agenda is also posted on the City's Web Site at www.mapleridge.ca
The purpose of a Council meeting is to enact powers given to Council by using bylaws
or resolutions. This is the final venue for debate of issues before voting on a bylaw or
resolution.
100 CALL TO ORDER
200 MOMENT OF REFLECTION
300 INTRODUCTION OFADDITIONAL AGENDA ITEMS
400 APPROVAL OF THE AGENDA
500 ADOPTION AND RECEIPT OF MINUTES
501 Minutes of the Regular Council Meeting of October 14, 2014
502 Minutes to the Public Hearing of October 21, 2014
503 Minutes of the Development Agreements Committee Meetings of October
14, and 21, 2014.
600 PRESENTATIONS AT THE REQUEST OF COUNCIL
Page 1
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 2 of 9
700 DELEGATIONS
701 Ridge Meadows Recycling Presentation
• Carol Botting, President
702 Maple Ridge Community Heritage Commission Update
• Brenda Smith, Chair
800 UNFINISHED BUSINESS
Note: Item 801 was forwarded from the October 20, 2014 Council Workshop
Meeting
801 Development Service Resources
Staff report dated October 20, 2014. Amended recommendation
forwarded from Council is:
That staff be directed to implement the addition of 4 new positions in
Development Processing as detailed in the staff report dated October 20,
2014; and further
That funds be utilized from the Building Inspections Reserve account for
2015 and 2016 to implement the addition of the 4 new positions in
Development Processing and that Council review and approve the source
of funding for subsequent years during 2015.
900 CORRESPONDENCE
1000 BYLAWS
Note: Items 1001 to 1002 are from the October 21, 2014 Public Hearing
Bvlaws for Third Readin�
1001 2013-103-RZ, 12366 Laity Street
Maple Ridge Zone Amending Bylaw No. 7042-2013
To rezone from RS-1 (One Family Urban Residential) to R-1 (Residential
District) to permit subdivision of 4 lots in the first phase and 2 lots in a
second phase
Third reading
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 3 of 9
Bvlaws for Final Readin�
1002 2012-036-CP, Wildfire Development Permit Guidelines
1002.1 Maple Ridge Official Community Plan Amending Bylaw No. 7101-2014
To add Wildfire Development Permit Guidelines
Third and final reading
1002.2 Maple Ridge Development Procedures Amending Bylaw No. 7102-2014
To add a Wildfire Development Permit application
Final reading
1003 Capital Improvement Program Update, 2014-2018 Financial Plan
Amending Bylaw No. 7106-2014
To reflect changes to the Capital Improvement Program and operating cost
u pdates
Final Reading
1004 Employment Land Incentive Program and Town Centre Investment Program
E�ension
1004.1 Maple Ridge Revitalization Tax Exemption Employment Land Investment
Incentive Program Bylaw No. 7112-2014
To establish a revitalization program to encourage accelerated private
sector investment on employment lands
Final Reading
1004.2 Maple Ridge Revitalization Tax Exemption Program Amending Bylaw No.
7109-2014
To extend the Town Centre Investment Incentive Program for two years
Final Reading
1004.3 Maple Ridge Off-Street Parking and Loading Amending Bylaw
No. 7110-2014
To extend the reduced parking standards in Sub Area 1 as shown on
Schedule D of the Bylaw
Final Reading
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 4 of 9
COMMITTEE REPORTS AND RECOMMENDATIONS
1100 COMMITTEE OF THE WHOLE
1100 Minutes - October 20, 2014
The following issues were presented at an earlier Committee of the Whole meeting with
the recommendations being brought to this meeting for City Council consideration and
final approvaL The Committee of the Whole meeting is open to the public and is held in
the Council Chamber at 1:00 p.m. on the Monday the week prior to this meeting.
Public Works and Development Services
1101 Application to Exclude Land from the Agricultural Land Reserve, 25638 and
25676 112 Avenue
Staff report dated October 20, 2014 providing resolutions for Council's
consideration and recommending that Application 2014-060-AL be forwarded
to the Agricultural Land Commission.
1102 2014-074-CU, 22245 Lougheed Highway
Staff report dated October 20, 2014 recommending that Maple Ridge Official
Community Plan Amending Bylaw No. 7108-2014 to temporarily allow CS-1
(Service Commercial) uses in an existing building on a C-3 (Town Centre
Commercial) zoned property.
1103 2012-004-RZ, 23791112 Avenue, RS-3 to R-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7111-2014 to rezone from RS-3 (One Family Rural
Residential) to R-1(Residential District) to permit approximately 16 single
family residents lots be given first reading and that the applicant provide
further information as described on Schedules A, B, F and G of the
Development Procedures Bylaw No. 5879-1999, along with a Subdivision
application.
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 5 of 9
1104 2014-091-RZ, 12420 Ansell Street, RS-3 to RS-2
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7115-2014 to rezone from RS-3 (One Family Rural
Residential) to RS-2 (One Family Suburban Residential) to allow for a two lot
subdivision be given first reading and that the applicant provide further
information as described on Schedule B of the Development Procedures
Bylaw No. 5879-1999, along with information required for a Subdivision
application.
1105 2012-119-RZ, 24108104 Avenue and 10336 240A Street,
RS-3 and RS-2 to RM-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 6969-2013 to rezone from RS-3 (One Family Rural
Residential) and RS-2 (One Family Suburban Residential) to RM-1 (Townhouse
Residential) to permit future development of 97 townhouse units be given
second reading and be forwarded to Public Hearing.
1106 2014-023-RZ, 21434 121 Avenue, RS-1b to R-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7074-2014 to rezone from RS-1b (One Family Urban
[Medium Density] Residential) to R-1 (Residential District) to permit future
subdivision into two single family lots be given second reading and be
forwarded to Public Hearing.
1107 2014-043-RZ, 13065 Katonien Street, Text Amendment
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7090-2014 to permit a site-specific text amendment to
the M-2 (General Industrial) zone to permit an "Indoor Mountain and BMX
Biking Facility" be given second reading and be forwarded to Public Hearing
and that a parking study be submitted prior to final reading.
1108 RZ/021/04, 20870 Lougheed Highway, Final One Year Extension
Staff report dated October 20, 2014 recommending that rezoning application
RZ/021/04 to rezone from RS-1 (One Family Urban Residential) to CS-1
(Service Commercial) to permit mobile equipment storage and improve
internal circulation for the existing equipment rental business be granted a
final one year extension.
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 6 of 9
1109 2011-089-RZ, 22309, 22319 and 22331 St. Anne Avenue, Final One Year
Extension
Staff report dated October 20, 2014 recommending that rezoning application
2011-089-RZ to permit the relocation, restoration and adaptive re-use of an
existing heritage house into a duplex and construction of a 66 unit four-storey
multi-family apartment complex be granted a final one year extension.
1110 2012-038-SD, 12116 and 12170 204B Street, Money in Lieu of Parkland
Dedication
Staff report dated October 20, 2014 recommending that the owner of land
proposed for subdivision at 12116 and 12170 204B Street pay an amount
that is not less than $26,500.00.
Financial and Corporate Services (including Fire and Police�
1131 Maple Ridge Development Cost Charge Reserve Fund Expenditure Amending
Bylaw No. 7116-2014
Staff report dated October 20, 2014 recommending that Maple Ridge
Development Cost Charge ("DCC") Reserve Fund Expenditure Amending Bylaw
No. 7116-2014 to authorize the expenditure of funds from the DCC Reserve
Fund be given first, second and third readings.
1132 Revitalization Tax Exemption Agreements
Staff report dated October 20, 2014 recommending that the Corporate Officer
be authorized to execute Revitalization Tax Exemption Agreements with the
qualified property owners as listed in Appendix A of the report.
1133 Disbursements for the month ended September 30, 2014
Staff report dated October 20, 2014 recommending that the disbursements
for the month ended September 30, 2014 be approved.
1134 2014 Council Expenses
Staff report dated October 20, 2014 providing Council expenses for 2014
updated to the end of September 2014.
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 7 of 9
Community Development and Recreation Service
1151 Joint Leisure Services Review
Staff report dated October 20, 2014 recommending that the
recommendations in the Joint Parks and Leisure Services Model Review
report dated July 31, 2014 prepared by Professional Environmental
Recreation Consultants Ltd. and the implementation approach described in
the staff report be endorsed.
Correspondence
1171
Other Committee Issues
1181
1200 STAFF REPORTS
1201 October 2014 Final Report - Strategic Transportation Plan
Staff report dated October 28, 2014 recommending that the October 2014
Final Report - Strategic Transportation Plan be endorsed and that staff be
directed to complete an implementation plan prioritizing the strategies
identified in the plan.
1202 2015 UBCM Age Friendly Community Planning and Projects Grant
Application
Staff report dated October 28, 2014 recommending that the 2015 Union of
B.C. Municipalities' Age-Friendly Community Planning and Project Grant
application be endorsed.
1300 RELEASE OF ITEMS FROM CLOSED COUNCIL
1301 October 20, 2014 Closed Council
o Social Planning Advisory Committee - Term Appointment
o Economic Advisory Commission Appointment
o Downtown District Lands - 119 Avenue
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 8 of 9
1400 MAYOR'S REPORT
1500 COUNCILLORS' REPORTS
1600 OTHER MATTERS DEEMED EXPEDIENT
1700 NOTICES OF MOTION AND MATTERS FOR FUTURE MEETING
1800 QUESTIONS FROM THE PUBLIC
1900 ADJOURNMENT
Council MeetingAgenda
October 28, 2014
Council Chamber
Page 9 of 9
QUESTION PERIOD
The purpose of the Question Period is to provide the public with an opportunity to
ask questions of Council on items that are of concern to them, with the exception of
Public Hearing by-laws which have not yet reached conclusion.
Council will not tolerate any derogatory remarks directed at Council or staff
members.
Each person will be permitted 2 minutes to ask their question (a second
opportunity is permitted if no one else is sitting in the chairs in front of the podium).
Questions must be directed to the Chair of the meeting and not to individual
members of Council. The total Question Period is limited to 15 minutes.
Council reserves the right to defer responding to a question in order to obtain the
information required to provide a complete and accurate response.
Other opportunities are available to address Council including public hearings,
delegations and community forum. The public may also make their views known to
Council by writing or via email and by attending open houses, workshops and
information meetings. Serving on an Advisory Committee is an excellent way to
have a voice in the future of this community.
For more information on these opportunities contact:
Clerk's Department at 604-463-5221 or clerks@mapleridge.ca.
Mayor and Council at mayorandcouncil@mapleridge.ca.
Checked by:
Date:
City of Maple Ridge
COUNCIL MEETING
October 14, 2014
The Minutes of the City Council Meeting held on October 14, 2014 at 7:00 p.m. in
the Council Chamber of the City Hall, 11995 Haney Place, Maple Ridge, British
Columbia for the purpose of transacting regular City business.
PRESENT
Elected Officials Appointed Staff
Mayor E. Daykin J. Rule, Chief Administrative Officer
Councillor C. Ashlie K. Swift, General Manager of Community Development,
Councillor C. Bell Parks and Recreation Services
Councillor J. Dueck P. Gill, General Manager Corporate and Financial Services
Councillor A. Hogarth F. Quinn, General Manager Public Works and Development
Councillor B. Masse Services
Councillor M. Morden C. Carter, Director of Planning
C. Marlo, Manager of Legislative Services
A. Gaunt, Confidential Secretary
Other Staff as Required
L. Benson, Manager of Sustainability and Corporate Planning
Note: These Minutes are also posted on the City's Web Site at www.mapleridge.ca
The meeting was filmed by Shaw Communications Inc. and recorded by the City of
Maple Ridge
100 CALL TO ORDER
200 MOMENT OF REFLECTION
300 INTRODUCTION OFADDITIONAL AGENDA ITEMS
400 APPROVAL OF THE AGENDA
The agenda was approved with an amendment to include item 1132 with
item 601.
501
Council Minutes
October 14, 2014
Page 2 of 17
500 ADOPTION AND RECEIPT OF MINUTES
501 Minutes of the Regular Council Meeting of September 30, 2014
R/2014-430 501
Minutes
Regular Council It was moved and seconded
September 30, 2014
That the minutes of the Regular Council Meeting of September
30, 2014 be adopted as circulated
CARRIED
Note: Councillor Hogarth excused himself from voting on Item 502 at 7:03 p.m.
as he manages one of the properties discussed in the Development
Agreements Committee Meeting Minutes.
502 Minutes of the Development Agreements Committee Meeting of September
19, 24 and 29(2) and October 2 and 3, 2014
R/2014-431 502
Minutes
Development Agmt It was moved and seconded
Committee
That the minutes of the Development Agreements Committee
Meeting of September 19, 24 and 29(2) and October 2 and 3,
2014 be received.
CARRIED
Note: Councillor Hogarth returned to the meeting at 7:03 p.m.
600 PRESENTATIONS AT THE REQUEST OF COUNCIL
601 Capital Improvement Program Update
• Trevor Thompson, Manager of Financial Planning
Mr. Thompson provided an overview of the Capital Improvement Program.
Note: Item 1132 was dealt with prior to item 700
Council Minutes
October 14, 2014
Page 3 of 17
700 DELEGATIONS
701 Hospital Parking Fee Issue
• Graham Mowatt and Grover Telford
Mr. Mowatt and Mr. Telford spoke to the parking fees charged at the Ridge
Meadows Hospital and asked that Council support the citizens of Maple
Ridge by requesting that a different funding formula for collecting fees be
considered by Fraser Health. Mr. Telford submitted a petition requesting
free parking at the Hospital.
702 ShakeOut Presentation
• Patrick Cullen, Emergency Program Coordinator
Mr. Cullen gave a Power Point presentation providing information on the
ShakeOut earthquake drill and on steps residents can take to be personally
prepared for emergencies.
800 UNFINISHED BUSINESS
Note: Item 801 was brought forward from the October 6, 2014 Council Workshop
Meeting
801 Employment Land Investment Incentive Program and Town Centre
Investment Incentive Program - TCIIP2014 Extension
Staff report dated October 14, 2014 recommending that fee reductions
and partnering incentives for the Employment Land Investment Program
and the Town Centre Investment Incentive Program be implemented; that
Maple Ridge Revitalization Tax Exemption Employment Land Investment
Incentive Program Bylaw No. 7112-2014, Maple Ridge Revitalization Tax
Exemption Amending Bylaw No. 7109-2014 and Maple Ridge Off-Street
Parking and Loading Amending Bylaw No. 7110-2014 be given first,
second and third reading; that monies be set aside in a reserve account to
fund incentives; that monies be set aside for a Town Centre Improvement
Program over 2015-2016; and that additional lands meeting specified
criteria be added to the Employment Land Investment Incentive Program in
the future at the option of Council.
The Manager of Sustainability and Corporate Planning gave a PowerPoint
presentation providing an overview of the Employment Land Incentive
Program.
Council Minutes
October 14, 2014
Page 4 of 17
R/2014-432
Employment Land
Investment Incentive
Program and Town It was moved and seconded
Centre Investment
Incentive Program
Extension
1) Investment Incentive Program as set out in the October
14, 2014, report, "Employment Land Investment
Incentive Program and TCIIP2014 Extension" be
implemented.
2) That the fee reductions and partnering incentives for the
Town Centre Investment Incentive Program as set out in
the October 14, 2014 report, "Employment Land
Investment Incentive Program and TCIIP2014 F�ctension"
be implemented.
3) That Maple Ridge Revitalization Tax Exemption
Employment Land Investment Incentive Program Bylaw
7112-2014 be given first, second and third readings.
4) That Maple Ridge Revitalization Tax Exemption
Amending Bylaw 7109-2014 be given first, second and
third readings.
5) That Maple Ridge Off-Street Parking and Loading
Amending Bylaw No. 7110-2014 be given first, second
and third readings.
6) That $650,000 be set aside in a reserve account to fund
incentives.
7) That $50,000 be set aside for a Town Centre
Improvement Program over 2015-2016 in partnership
with, and with matching funds from the Downtown
Maple Ridge Business Improvement Association.
8) That additional lands that meet the Employment Land
Investment Incentive Program's reasons, objectives and
principles, described in Part 5 of Revitalization Tax
Exemption Bylaw No. 7112-2014 may be added to the
program at Council's option in the future.
Council Minutes
October 14, 2014
Page 5 of 17
R/2014-433
Amendment
It was moved and seconded
That the following text be added:
9) That applications received under the Employment Land
Investment Incentive Program and the Town Centre
Investment Incentive Program be expedited and that
additional staffing to process applications come from
the proposed funding envelope.
R/2014-434
Amendment It was moved and seconded
N ote
That the amendment be amended to delete the text "and that
additional staff to process applications come from the
proposed funding envelope"
CARRIED
Councillors Hogarth and Morden OPPOSED
AMENDMENT AS AMENDED DEFEATED
Councillors Bell, Hogarth, Morden and Mayor Daykin OPPOSED
CARRIED
Item 802 was deferred from the September 30, 2014 Council Meeting
802 2013-107-RZ, 24005, 24009 and 24075 Fern Crescent
Maple Ridge Zone Amending Bylaw No. 7053-2014
To rezone from RS-3 (One Family Rural Residential) and RS-2 (One Family
Suburban Residential) to RS-1b (One Family Urban [Medium Density]
Residential), RS-1 (One Family Urban Residential) and R-2 (Urban
Residential District) to permit a future subdivision of 34 single family lots.
Third reading
R/2014-435
2013-107-RZ
BL No. 7053-2014
Third Reading
It was moved and seconded
That Bylaw No. 7053-2014 be given third reading.
CARRIED
Council Minutes
October 14, 2014
Page 6 of 17
The Manager of Legislative Services read an amendment to the motion
from the September 30, 2014 meeting that staff recommends Council
consider.
R/2014-436
2013-107-RZ
BL No. 7053-2014
It was moved and seconded
That the text "and further, That as a condition of final reading,
the Rezoning Servicing Agreement include the construction of
128th Avenue from Fern Crescent west to Fern Crescent east,
including intersections and additional security in the amount
of $370,000 for the construction of 128th Avenue" be added
to the motion.
CARRIED
Note: Council recessed at 9:20 p.m. and reconvened at 9:27 p.m.
Councillor Morden was not in attendance when the meeting reconvened.
•��
1000
C�Zi ; : �7i ►P►�]���C�1�
BYLAWS
Bvlaws for Final Readin�
1001 2011-099-RZ, 12122 and 12130 203 Street
Maple Ridge Zone Amending Bylaw No. 6884-2011
Staff report dated October 14, 2014 recommending final reading
to rezone from RS-1 (One Family Urban Residential) to R-1 (Residential
District) and R-2 (Urban Residential District) to permit subdivision into 16
lots.
Final reading
R/2014-437
2011-099-RZ
BL No. 6884-2011
Final Reading
It was moved and seconded
That Bylaw No. 6884-2011 be adopted.
CARRIED
Council Minutes
October 14, 2014
Page 7 of 17
1002 2012-038-RZ, 12116, 12140 and 12170 204 B Street
Staff report dated October 14, 2014 recommending final reading
1002.1 Maple Ridge Official Community Plan Amending Bylaw No. 7044-2013
To designate from Institutional and Urban Residential to Urban Residential
and Institutional
Final reading
R/2014-438
2012-038-RZ
BL No. 7044-2013
Final Reading
It was moved and seconded
That Bylaw No. 7044-2013, as amended in the staff report dated
October 14, 2014, be adopted.
CARRIED
1002.2 Maple Ridge Zone Amending Bylaw No. 6924-2012
To rezone from P-2 (Special Institutional) to R-1 (Residential District) to
permit the subdivision of 4 single family lots
Final reading
R/2014-439
2012-038-RZ
BL No. 6924-2012
Final Reading
It was moved and seconded
That Bylaw No. 6924-2012 be adopted.
_" �
COMMITTEE REPORTS AND RECOMMENDATIONS
1100 COMMITTEE OF THE WHOLE
Minutes - October 6, 2014
R/2014-440
Minutes
COW
October 6, 2014
It was moved and seconded
That the minutes of the Committee of the Whole Meeting of
October 6, 2014 be received.
CARRIED
Council Minutes
October 14, 2014
Page 8 of 17
Public Works and Development Services
1101 2011-095-RZ, 11219 243 Street, RS-3 to RS-1b
Staff report dated October 6, 2014 recommending that Maple Ridge
Official Community Plan Amending Bylaw No. 6850-2011 to amend land
use designations to dedicate park for conservation purposes be given first
and second reading and be forwarded to Public Hearing and that Maple
Ridge Zone Amending Bylaw No. 6851-2011 to rezone from RS-3 (One
Family Rural Residential) to RS-1b (One Family Urban [Medium Density]
Residential) to allow for approximately 16 single family lots be given second
reading and be forwarded to Public Hearing.
First and Second Reading
R/2014-441
2011-095-RZ It was moved and seconded
BL No.6850-2011
First and Second
Reading
BL No.6851-2011
Second Reading
1. That Bylaw No. 6850-2011 be given first and second
reading and be forwarded to Public Hearing;
2. That, in accordance with Section 879 of the Local
Government Act, opportunity for early and on-going
consultation has been provided by way of posting Bylaw
No. 6850 - 2011 on the municipal website, and Council
considers it unnecessary to provide any further
consultation opportunities, except by way of holding a
Public Hearing on the bylaw;
3. That Bylaw No. 6850-2011 be considered in conjunction
with the Capital Expenditure Plan and Waste Management
Plan;
4. That it be confirmed that Bylaw No. 6850-2011 is
consistent with the Capital Expenditure Plan and Waste
Management Plan;
5. That Bylaw No. 6851-2011 be amended as identified in
the staff report dated October 6, 2014, be given second
reading, and be forwarded to Public Hearing; and
6. That the following terms and conditions be met prior to
final reading:
i. Registration of a Rezoning Servicing Agreement as a
Restrictive Covenant and receipt of the deposit of a
security, as outlined in the Agreement;
ii. Amendment to Official Community Plan Schedule "A",
Chapter 10.2 Albion Area Plan, Schedule 1: Albion
Area Plan and Schedule "C";
Council Minutes
October 14, 2014
Page 9 of 17
iii. Park dedication as required, including construction
of the equestrian trail;
iv. A letter assuring that removal of all debris and
garbage from park land has occurred;
v. Registration of a Restrictive Covenant for the
geotechnical report, which addresses the suitability
of the subject property for the proposed
development;
vi. Removal of existing buildings; and
vii. In addition to the Site Profile, a disclosure statement
must be submitted by a Professional Engineer
advising whether there is any evidence of
underground fuel storage tanks on the subject
properties. If so, a Stage 1 Site Investigation Report
is required to ensure that the subject property is not
a contaminated site.
CARRIED
Note: Councillor Morden returned to the meeting at 9:32 p.m.
1102 2014-012-RZ, 24263 and 24295 112 Avenue, RS-2 to RS-1b
Staff report dated October 6, 2014 recommending that Maple Ridge
Official Community Plan Amending Bylaw No. 7067-2014 to amend land
use designation to allow for dedication of park for conservation purposes
be given first and second reading and be forwarded to Public Hearing and
that Maple Ridge Zone Amending Bylaw No. 7065-2014 to rezone from RS-
2(One Family Suburban Residential) to RS-1b (One Family Urban [Medium
Density] Residential) to allow for approximately 12 single family lots be
given second reading and be forwarded to Public Hearing.
First and Second Reading
R/2014-442
2014-012-RZ It was moved and seconded
BLNo.7067-2014
First and Second
Reading
BL No. 7065-2014
Second Reading
1. That Bylaw No. 7067-2014 be given first and second
reading and be forwarded to Public Hearing;
2. That, in accordance with Section 879 of the Local
Government Act, opportunity for early and on-going
consultation has been provided by way of posting Bylaw
No. 7067-2014 on the municipal website, and Council
considers it unnecessary to provide any further
consultation opportunities, except by way of holding a
Public Hearing on the bylaw;
Council Minutes
October 14, 2014
Page 10 of 17
3.
4.
5.
6.
That Bylaw No. 7067-2014 be considered in conjunction
with the Capital Expenditure Plan and Waste Management
Plan;
That it be confirmed that Bylaw No. 7067-2014 is
consistent with the Capital Expenditure Plan and Waste
Management Plan;
That Bylaw No. 7065-2014 be amended as identified in
the staff report dated October 6, 2014, be given second
reading, and be forwarded to Public Hearing; and
That the following terms and conditions be met prior to
final reading:
i. Registration of a Rezoning Servicing Agreement as a
Restrictive Covenant and receipt of the deposit of a
security, as outlined in the Agreement;
ii. Amendment to Official Community Plan Schedule "A",
Chapter 10.2 Albion Area Plan, Schedule 1: Albion
Area Plan and Schedule "C";
iii. Park dedication as required, including construction
of an equestrian trail;
iv. A letter assuring that removal of all debris and
garbage from park land has occurred;
v. Consolidation of the subject properties;
vi. Registration of a Restrictive Covenant for the
geotechnical report, which addresses the suitability
of the subject properties for the proposed
development;
vii. Removal of existing buildings; and
viii. In addition to the Site Profile, a disclosure statement
must be submitted by a Professional Engineer
advising whether there is any evidence of
underground fuel storage tanks on the subject
properties. If so, a Stage 1 Site Investigation Report
is required to ensure that the subject property is not
a contaminated site.
CARRIED
1103 2011-130-RZ, 12240 228 Street, RS-1 to R-3
Staff report dated October 6, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 6891-2011 to rezone from RS-1(One Family Urban
Residential) to R-3 (Special Amenity Residential District) to permit future
subdivision into four single family lots be given second reading and be
forwarded to Public Hearing.
Second Reading
Council Minutes
October 14, 2014
Page 11 of 17
R/2014-443
2011-130-RZ
BL No. 6891-2011
Second Reading
It was moved and seconded
1. That Bylaw No. 6891-2011 be given second reading, and
be forwarded to Public Hearing;
2. That Council require, as a condition of subdivision
approval, the developer to pay to the City an amount that
equals 5% of the market value of the land, as determined
by an independent appraisal, in lieu of parkland
dedication in accordance with Section 941 of the Local
Government Act; and,
3. That the following terms and conditions be met prior to
final reading:
i. Road dedication as required;
ii. Removal of the existing buildings; and
iii. A disclosure statement must be submitted by a
Professional Engineer advising whether there is any
evidence of underground fuel storage tanks. If so, a
Stage 1 Site Investigation report is required to
ensure that the subject property is not a
contaminated site.
CARRIED
1104 2013-042-RZ, 24325 126 Avenue, RS-3 to RS-2
Staff report dated October 6, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7009-2013 to rezone from RS-3 (One Family Rural
Residential) to RS-2 (One Family Suburban Residential) to permit a future
subdivision into two single family lots no less than 0.3 ha (1 acre) be given
second reading and be forwarded to Public Hearing.
Second Reading
R/2014-444
2013-042-RZ It was moved and seconded
BL No. 7009-2013
Second reading
1. That Bylaw No. 7009-2013 be given second reading, and
be forwarded to Public Hearing; and
2. That the following terms and conditions be met prior to
final reading:
i. Registration of a geotechnical report as a Restrictive
Covenant which addresses the suitability of the site
Council Minutes
October 14, 2014
Page 12 of 17
for the proposed development; and
A disclosure statement must be submitted by a
Professional Engineer advising whether there is any
evidence of underground fuel storage tanks. If so, a
Stage 1 Site Investigation report is required to
ensure that the subject property is not a
contaminated site.
CARRIED
1105 2012-057-RZ, 12933 Mill Street, First E�ension
Staff report dated October 6, 2014 recommending that a one year
extension be granted for rezoning application 2012-057-RZ to permit a
subdivision of 16 single family lots under the R-2 (Urban Residential
District) zone.
R/2014-445
2012-057-RZ It was moved and seconded
Extension
That a one year e�ension be granted for rezoning application
2012-057-RZ and that the following conditions be addressed
prior to consideration of final reading:
i. Registration of a Rezoning Servicing Agreement as a
Restrictive Covenant and receipt of the deposit of a
security, as outlined in the Agreement;
ii. Amendments to Part Vl Figure 2- Land Use Plan; Figure
3D - Horse Hamlet; and Figure 4-Trails / Open Space of
the Silver Valley Area Plan of the Official Community
Plan;
iii. Road dedication as required;
iv. Registration of a geotechnical report as a Restrictive
Covenant at the Land Title Office which addresses the
suitability of the site for the proposed development;
v. Registration of a Habitat Protection and Stormwater
Management Covenant at the Land Title Office;
vi. Removal of the existing buildings; and
vii. A disclosure statement must be submitted by a
Professional Engineer advising whether there is any
evidence of underground fuel storage tanks. If there is
evidence, a site profile pursuant to the Waste
Management Act must be provided in accordance with
the regulations.
Council Minutes
October 14, 2014
Page 13 of 17
CARRIED
1106 2011-099-DVP and 2013-095-DVP, 12122 and 12130 203 Street
Staff report dated October 6, 2014 recommending that the Corporate
Officer be authorized to sign and seal 2011-099-DVP for variances to
increase maximum height, reduce rear yard setbacks, decrease minimum
lot width for certain lots and to leave existing overhead utility plant in place
on 203 Street to allow for subdivision into 16 lots over two phases and that
the Corporate Officer to authorized to sign and seal 2013-095-DVP to allow
variances for a future lot in the second phase of the subdivision.
The Manager of Legislative Services advised that correspondence was
received from the Maple Ridge Alliance Church concerning the application.
R/2014-446
2011-099-DVP It was moved and seconded
2013-095-DVP
Sign and Seal
1. That the Corporate Officer be authorized to sign and seal
2011-099-DVP respecting property located at 12122 and
12130 203 Street for the first phase of the subdivision;
and
2. That the Corporate Officer be authorized to sign and seal
2013-095-DVP respecting property located at future lot
10, created through the first phase of the subdivision.
CARRIED
1107 2012-038-DVP, 12116 and 12170 204B Street
Staff report dated October 6, 2014 recommending that the Corporate
Officer be authorized to sign and seal 2012-038-DVP for variances to
reduce rear and front yard setbacks and to increase maximum height for
specific lots to permit subdivision into four residential lots.
Council Minutes
October 14, 2014
Page 14 of 17
R/2014-447
2012-038-DVP
Sign and seal
It was moved and seconded
That the Corporate Officer be authorized to sign and seal
2012-038-DVP respecting properties located at 12116 and
12170 204B Street.
CARRIED
1108 2014-063-DVP, 28702 104 Avenue
Staff report dated October 6, 2014 recommending that the Corporate
Officer be authorized to sign and seal 2014-063-DVP to vary minimum lot
width to allow for a lot line adjustment.
R/2014-448
2014-063-DVP
Sign and seal
It was moved and seconded
That the Corporate Officer be authorized to sign and seal
2014-063-DVP respecting property located at 28702 104
Avenue.
CARRIED
Financial and Corporate Services (including Fire and Police�
1131 Disbursements for the month ended August 31, 2014
Staff report dated October 6, 2014 recommending that the disbursements
for the month ended August 31, 2014 be approved.
Council Minutes
October 14, 2014
Page 15 of 17
R/2014-449
Disbursements for
the month ended
August 31, 2014
N ote
1132
It was moved and seconded
That the disbursements as listed below for the month ended August
31, 2014 be approved:
General
Payroll
Purchase Card
Item 1132 was dealt with following Item 601
$18,609,843.
$ 2,013,733.
$ 77.973.
$ 20,701,549.
CARRIED
Capital Improvement Program Update, 2014-2018 Financial Plan
Amending Bylaw No. 7106-2014
Staff report dated October 6, 2014 recommending that 2014-2018
Financial Plan Amending Bylaw No. 7106-2014 to reflect changes to the
Capital Improvement Program and operating cost updates be given first,
second and third readings.
R/2014-450
BL No.7106-2014
First, Second and
Third Reading
It was moved and seconded
That Bylaw No. 7106-2014 be given first, second and third
readings.
CARRIED
Communitv Development and Recreation Service - Nil
Correspondence - Nil
Council Minutes
October 14, 2014
Page 16 of 17
Other Committee Issues - Nil
1200 STAFF REPORTS- N i l
1300 RELEASE OF ITEMS FROM CLOSED COUNCIL - Nil
1400 MAYOR'S REPORT
Mayor Daykin spoke to events on Mental Health Day noting the importance
to remove the stigma around mental health. He acknowledged small
businesses in recognition of Small Business Month. He attended a Rotary
Club fundraising event in aid of the Ridge Meadows Hospice Society.
1500 COUNCILLORS' REPORTS
Councillor Bell
Councillor Bell offered reminders of events including Golden Harvest, the
Ridge Meadows Hospital Gala and the annual general meeting of the CEED
Centre. She will be attending a LMLGA board meeting and the Metro
Vancouver 2015 budget discussions.
Councillor Hogarth
Councillor Hogarth will be attending an Economic Advisory Committee
meeting and a Fraser River discussion luncheon. He encouraged people to
assist with Operation Red Nose. He participated in the local real estate
division annual thanksgiving dinner at St. Patrick's Hall.
Councillor Morden
Councillor Morden advised that it Is Homelessness Action Week. He
attended the joint Maple Ridge and Pitt Meadows Parks & Leisure Services
meeting, the Rotary Club fundraiser, a BIA safety and security committee
meeting and a meeting of the Social Planning Advisory Committee.
Councillor Ashlie
Councillor Ashlie attended the Social Planning Advisory Committee meeting,
and the joint Maple Ridge and Pitt Meadows Parks & Leisure Services
meeting. She reminded residents of the Community Resource Fair at Haney
Place Mall and the Golden Harvest event.
Council Minutes
October 14, 2014
Page 17 of 17
Councillor Dueck
Councillor Dueck attended the Social Planning Advisory Committee
meeting, the joint Maple Ridge and Pitt Meadows Parks & Leisure Services
meeting and the Fire Hall No. 1 Open House. She thanked the firefighters
for the work done by them during Fire Prevention Week.
Councillor Masse
Councillor Masse attended the Maple Ridge Community Heritage
Commission meeting, the Social Planning Advisory Committee meeting, and
the joint Maple Ridge and Pitt Meadows Parks & Leisure Services meeting.
He will be attending the Golden Harvest event and the Ridge Meadows
Hospital Foundation Gala.
1600 OTHER MATTERS DEEMED EXPEDIENT - Nil
1700 NOTICES OF MOTION AND MATTERS FOR FUTURE MEETINGS - Nil
1800 QUESTIONS FROM THE PUBLIC - N i I
1900 ADJOURNMENT - 10:04 p.m.
E. Daykin, Mayor
Certified Correct
C. Marlo, Corporate Officer
City of Maple Ridge
PUBLIC HEARING
October 21, 2014
The Minutes of the Public Hearing held in the Council Chamber of the Municipal Hall, 11995
Haney Place, Maple Ridge, British Columbia on October 21, 2014 at 7:00 p.m.
PRESENT
Elected Officials
Mayor E. Daykin
Councillor C. Ashlie
Councillor C. Bell
Councillor A. Hogarth
Councillor B. Masse
Councillor M. Morden
ABSENT
Councillor J. Dueck
Appointed Staff
P. Gill, Acting Chief Administrative Officer
C. Marlo, Manager of Legislative Services
C. Carter, Director of Planning
C. Goddard, Manager of Development and Environmental
Services
L. Zosiak, Planner
Mayor Daykin called the meeting to order. The Manager of Legislative Services explained the
procedure and rules of order of the Public Hearing and advised that the bylaws will be
considered further at the next Council Meeting on October 28, 2014.
The Mayor then called upon the Manager of Development and Environmental Services to
present the following items on the agenda:
1) 2013-103-RZ
Maple Ridge Zone Amending Bylaw No. 7042-2013
LEGAL:
LOCATION
FROM:
T0:
PURPOSE
Lot 2, District Lot 248, Group 1, New Westminster District, Plan 7478
12366 Laity Street
RS-1(One Family Urban Residential)
R-1(Residential District)
To permit a future subdivision of approximately 4 lots in the first phase, and
an additional 2 lots in a second phase in the future.
The Manager of Legislative Services advised that correspondence was received from E. Ann
Taylor.
502
Public Hearing Minutes
October 21, 2014
Page 2 of 3
Note: Councillor Masse excused himself at 7:03 p.m. as he owns property in the
neighbourhood of the application.
The Manager of Development and Environmental Services gave a power point presentation
providing the following information:
• Application Information
• OCP Context
• Neighbourhood Context
• Site Characteristics
• Development Proposal
• Proposed Subdivision Plan
• Second Phase of Subdivision
• Terms & Conditions
Anthony Youn�
Mr. Young believes that the proposed density is too high for the area and would add to the
existing traffic problems.
There being no further comment, the Mayor declared this item dealt with.
Note: Councillor Masse returned at 7:11 p.m.
2. 2012-036-CP
MAPLE RIDGE OFFICIAL COMMUNITY PLAN AMENDING BYLAW N0. 7101-2014
PURPOSE: Section 919.1 of the Local Government Act permits the designation of
Development Permit Guidelines for development areas at risk to hazardous
conditions, such as wildfire. The intent of the Wildfire Development Permit
Guidelines is to minimize the risk of wildfire to property and to people for new
development located within the wildfire interface area identified on Map 1 of
the Official Community Plan Amendment Bylaw 7101-2014.
The Manager of Legislative Services advised that correspondence was received from Janet
Burns, Dr. Bim Meetarbhan, Kevin Dhesa, Art & Barb Neufeld on this item.
Public Hearing Minutes
October 21, 2014
Page 3 of 3
The Planner gave a power point presentation providing the following information:
• Background
• Open House Outcomes
• Wildfire DP Area
• Wildfire DP Guidelines Section Information
• Development Procedures Bylaw
• Development Cost Concerns
• Staffing Concerns
• Agency Referrals
• Recommendations
Mark Sakai, Greater Vancouver Homebuilders Association
Mr. Sakai read a presentation from the Association outlining the reasons for their opposition
to the Wildfire Development Permit Guidelines. He submitted a copy of his presentation.
Bim Meetarbhan
Mr. Meetarghan spoke to the ongoing need for water service in Thornhill and asked Council
to considering providing this service with funding assistance through grants from higher
levels of government.
There being no further comment, the Mayor declared this item dealt with.
Having given all those persons whose interests were deemed affected by the matters
contained herein a chance to be heard, the Mayor terminated the Public Hearing at 7:29
p.m.
E. Daykin, Mayor
Certified Correct
C. Marlo, Corporate Officer
CORPORATION OF THE DISTRICT OF MAPLE RIDGE
DEVELOPMENT AGREEMENTS COMMITTEE
MINUTES
October 14, 2014
Mayor's Office
PRESENT:
Ernie Daykin, Mayor
Chairman
J.L. (Jim) Rule, Chief Administrative Officer
Member
1. 2014115068-000-00-BG
LEGAL:
LOCATION:
OWNER:
REQUIRED AGREEMENTS:
Jill Holgate, Recording Secretary
Lot 555, District Lot 280, Group 1, New Westminster
District, Plan 114
202910spring Street
Rajjvinder Singh Dhaliwal
Floodplain - Hammond (Section 219 Covenant)
THAT THE MAYOR AND CORPORATE OFFICER BE AUTHORIZED TO SIGN AND SEAL THE PRECEDING
DOCUMENT AS IT RELATES TO 2014115068-000-00-BG.
CARRIED
_ �:
,
9j_
C�
��, �_r,y �_
J.L. (Jim) Rule, Chief Administrative Officer
Member f`
�
n
�
Pcl . "1 "
SUBJECT PARCEL
y
4 ��`��.��
��3
3
1
ss
�
ss
c� �
o�
s�
ss
� `�
O�
6'�
s�
�o
o�
��
�o �
� �s� ��'
o �
� �����
o �
�j0 ��
s
`�s
�
District of
Langley
C
O
.�
N
�
w
O
U
�
0
��
�
��' �°�
� ���
�� �o
� �� /
�
HAMMOND FLOODPLAIN COVENAN
20291 OSPRING STREET
CITY OF MAPLE RIDGE
LICENSES, PERMITS & BYLAWS DEPT.
Scale: 1:1,000 I f�� � DATE: Oct 10, 2014 FILE: Untitled BY: JS
FR,qSER r� ����
CORPORATION OF THE DISTRICT OF MAPLE RIDGE
DEVELOPMENTAGREEMENTS COMMITTEE
MINUTES
October 21, 2014
Mayor's Office
PRESENT:
Ernie Daykin, Mayor
Chairman
J.L. (Jim) Rule, Chief Administrative Officer
Member Jill Holgate, Recording Secretary
1. DYKSTRA, CARMEN S. and ROBINSON, CHRISTA C. & MATTHEW J.
LEGAL:
LOCATION:
OWNER:
REQUIRED AGREEMENTS:
Lot 32, Section 10, Township 12, New Westminster
District, NWP66748
1-11045 Cameron Crt
Carmen S. Dykstra
Christa C. Robinson
Matthew J. Robinson
Detached Garden Suite
Detached Garden Suite Parking Covenant (Section 219
Covenant)
THAT THE MAYOR AND CORPORATE OFFICER BE AUTHORIZED TO SIGN AND SEAL THE PRECEDING
DOCUMENTS AS THEY RELATE TO DYKSTRA, CARMEN S. and ROBINSON, CHRISTA C. & MATTHEW J.
CARRIED
J.L. (Jim Rule, Chief Administrative Officer
Memb r
N
District of
Langley
11045 Cameron Court
CITY OF MAPLE RIDGE
ENGINEERING DEPARTMENT
Scale: 1:2,500 I �F�ysER R �� � DATE: Oct 20, 2014 FILE: Untitled BY: MC
MAPLE RIDGE
British Columhla
T0:
FROM:
SUBJECT:
District of Maple Ridge
His Worship Mayor Ernie Daykin
and Members of Council
Chief Administrative Officer
Development Services Resources
EXECUTIVE SUMMARY:
MEETING DATE:
FILE N0:
MEETING:
October 20, 2014
Workshop
Since the mid 1990's the City of Maple Ridge has been consistently recognized as a leader in
Business Planning. These award winning Business and Financial Plans have consistently strived to
balance needs with cost containment. Most recently through tougher economic times Council has
strived to reduce tax increases while at the same time maintaining levels of service. Requests for
additional staff resources have been tempered by the reality of the potential property tax
implications. In response to Council's direction, incremental packages have been limited. At the
same time, the City has pursued an "Open for Business" perspective that stresses the necessity of
keeping the costs of development low as well as providing incentives to attract development
investment. These incentives include reduced building permit fees, reduced application fees,
development cost charge rebates and tax exemptions.
The National Association for Industrial and Office Parks (NAIOP) is one of North America's largest real
estate organizations. Each year NAIOP surveys local municipalities for development application fees
and process timing. The 2013 NAIOP survey shows that Maple Ridge has some of the lowest fees
when the subdivision, rezoning, development permit and building permit fees are combined. The
survey suggests that Maple Ridge fees are 22% below the average. In fact, Maple Ridge was recently
recognized with an award from NAIOP for its low development fees.
The Town Centre Investment Incentive Program was introduced in 2011. It was anticipated based on
the economic times that 6 to 10 applications would be deemed a success. The actual number of
permits reviewed and approved was 80. The impact on levels of service took time to manifest,
however after about 18 months of the program it became clear that the sheer volume of applications
and the commitment to priority processing was having an impact on levels of service.
At the same time that the Town Centre Investment Incentive Program was in full bloom, the Real
Estate Investors' Network (REIN) published its findings that concluded that Maple Ridge is the No. 5
top investment city in all of Canada and second only to Surrey in British Columbia. As a result
development interest in Maple Ridge increased dramatically further stressing the City's resources.
Due to the interest in Maple Ridge the number of predevelopment inquires over the past few years
has been unprecedented. These types of inquiries consume huge amounts of staff time and yet
require no fees.
In response to the increased development, the City adjusted a number of processes and undertook
an organization wide Customer Service Initiative. All of these efficiency and effectiveness measures
continue to have a positive impact.
801 1
In the spring of 2014 Council asked that a report be provided on the needs of the development
staffing area in light of the fact that development interest in Maple Ridge is predicted to remain very
strong. The work matrix adopted by Council included a report on Development Services Resources.
The timing of the report was to follow Council's decisions on a number of work items with potentially
significant impacts on staffing resources in the development processing area. These include the
Commercial Industrial Plan, the Employment Incentive Program, the Albion Flats Area Plan and to a
lesser extent the Transportation Plan.
The processing of development applications is primarily carried out through the Planning,
Engineering and Building Departments. Many of the staff involved in the processing of applications
also carry out work with no associated application fee. As such, staff in these departments is funded
through a number of funding sources including Development Application fees, Building Permit fees,
General Taxation, Water Utility Funds and Sewer Utility Funds.
This report is focused on examining how the level of service expected by the development
community can be met. Based on the Council direction to keep tax increases low and the costs to
the development community low the report proposes a financing methodology that will in the short
term (two years) have no requirement for adjustments to the approved tax levels and no increases to
the current application fee structure. This is achieved through a proposed combination of permanent
and interim funding. This model is not sustainable beyond two years. A permanent solution beyond
two years will have implications to taxes and/or development application fees.
RECOMMENDATIONS:
That staff be directed to implement the addition of 4 new positions in Development Processing as
detailed in the staff report dated October 20, 2014; and further
That the funding source for the four positions be as outlined in Table 3 of the staff report dated
October 20, 2014.
DISCUSSION:
a) Background Context:
As part of the approved Council Matrix, Council has requested a report on the resources
required to meet the expected levels of service to the building and development community.
Since the mid 1990's the City of Maple Ridge has been consistently recognized as a leader
in Business Planning. These award winning Business and Financial Plans have consistently
strived to balance needs against cost containment. Most recently through tougher economic
times Council has strived to reduce tax increases while at the same time maintaining levels
of service. It is within this context that incremental packages including requests for
additional staff resources have been kept to a minimum.
During this time the City has pursued an "Open for Business" perspective that stresses the
necessity of keeping the costs of development low as well as providing incentives to attract
development such as reduced fees and priority processing. In a recent NAIOP survey the City
was recognized for its low development fee costs.
Town Centre Investment Incentive Program
The Town Centre Investment Incentive Program was introduced in 2011. It was anticipated
based on the economic times that 6 to 10 applications would be deemed a success. The
actual number of permits reviewed and approved was 80. The impact on levels of service
took time to manifest, however after about 18 months of the program it became clear that
the sheer volume of applications and the commitment to priority processing was having an
impact on levels of service.
Real Estate Investors Network (REIN�
REIN has consistently cited Maple Ridge as a top 5 investment location in Canada and
second only to Surrey in British Columbia. The openings of the Golden Ears Bridge and the
new Pitt River Bridge have provided unprecedented access to this part of the region. It is
suggested that interest in development in Maple Ridge is at the highest it has been in
decades. While this interest has translated into multiple applications, it has also significantly
increased the number of pre-application inquiries, general inquiries and meetings. Not all of
these pre-application inquiries translate into applications however the staff time involved in
responding to potential applicant requests is significant. Nearly all of this work is not
recoverable from application fees. The amount of staff time involved in this development
related work with no associated fees cannot be overstated.
NAIOP
NAIOP is one of North America's largest real estate organizations. Each year NAIOP surveys
local municipalities for development application fees and process timing. While primarily
focused on commercial and industrial developments the findings are also indicative of the
residential process. The 2013 NAIOP survey shows that Maple Ridge has the some of lowest
fees when the subdivision, rezoning, development permit and building permit fees are
combined. The survey suggests that Maple Ridge fees are 22% below the average. Recently
Maple Ridge was recognized with an award from NAIOP for its low development application
fees. The NAIOP surveys are discussed in more detail later in this report.
Efficiency and Effectiveness
The City's Business Plan Process requires all avenues to be explored before additional
resources are considered. As an ongoing process, efficiency and effectiveness measures are
examined. To that end there have been process reviews, customer service initiatives,
overtime approvals and temporary staff hired to try and defer the need for hiring permanent
staff.
Process improvements initiated include:
• Detailed Comprehensive Application Check Lists
• Getting the Applicant to First Reading Faster
• Planner of the Day (Planner assigned each day to address front counter inquiries)
• Internal Application Review Committee (all staff involved in an application)
• Detailed Pre-application Meetings
• Elimination of Secondary Suite Permit Referrals to Planning Department
• Elimination of Referrals to Operation Department
3
• Reduced Number of Plan Check Iterations
• Master Plan Reviews for Building Permits
• Pre-application Reviews on Building Permits
While these have added value and improvements to the process the file load per staff
member has not diminished. The reality is that no amount of process reviews can address a
situation where the sheer volume of applications and inquiries exceeds the capacity to attain
a desired level of service.
Complexity of Developments
Almost all projects are multi faceted. There are very few "easy" sites left to develop in Maple
Ridge. More and more today's applications have a significant level of complexity spanning
geotechnical, environmental, transportation, legal document reviews, bylaw formulation and
unique servicing concepts that require a level of assessment not often seen in the past. Infill
projects which are readily serviceable are particularly challenging as they tend to generate
neighbourhood concerns and require considerable time.
Dormant Files
Many assigned files remain open, however are dormant due to inactivity of the applicant.
When the files becomes active again the applicants often expect staff to pick up immediately
on where the file was left off as if no delay on the applicant's part occurred. Such projects
can impact active applications significantly. As well some applicants will cite the original
application date when referring to the length of time the file took to process, omitting the
dormant time due to inactivity on the part of the applicant.
Development Process
As stated above, before an application even gets submitted staff spend a significant amount
of time on general inquires and pre-application meetings. This time is not recovered through
fees. The time spent on these inquiries, while necessary, takes staff away from spending
time on processing applications that have paid fees.
Development related applications may include:
• Official Community Plan Amendments
• Rezoning
• Development Permits
• Development Variance Permits
• Subdivisions
• Commercial and Industrial Temporary Use Permits
• Building Permits
• Plumbing Permits
• Electrical Permits
• Retaining Wall Permits
• Fill Permits
• Highways Use Permits
• Water Service Connections
• Sewer Service Connections
• Design Panel Reviews
C!
• Public Hearings
This work is largely carried out by the development section of Planning Department, the
subdivision section of the Engineering Department and the plan checking section of the
Building Department.
Work Load
The Planning Department has provided 450 development related reports to Council over the
past 3 years. This is on average about 90 reports per staff person over that period of time.
The number of files currently being processed in the Planning Department is 256. This
amounts to an average of 51 files per development staff person in the Planning Department.
The Building Department has issued 3,885 building related permits in the past 5 years. This
translates to an average of 777 per year or 15 permits per week every week for 5 years.
As part of the development process review initiated in 2010, predevelopment application
meetings are standard procedure. In addition, the Planning Department allocates a staff
member to the front counter each day to respond to front counter inquires. Planning staff
have been tracking their time over the past year. On average each Planning Technician is
occupied at the front counter 57 days per year. This corresponds to over a day per week that
each Planning Technician is not available to process applications. In actuality many of the
inquiries received at the front counter require additional work and a day per week is
conservative.
The Planner of the Day was introduced in response to the need for more effective front
counter service. Similarly, Plan Checkers and Engineering Technologists are on call to
respond to front counter inquiries. These front counter inquires most often have no
application fees associated with the service and result on average to 2 to 3 person days per
week.
Each department's development related section has working managers. For example the
Manager of Development is also the Approving Officer and works directly on assessing
applications. The Manager of Inspection Services reviews more complex building applications
and also undertakes inspections when understaffed due to illness or vacation.
There are no contingencies built into the system. What this means is that if a staff person
takes vacation or is sick there is no backfill. The use of overtime is also a"catch 22"
situation. The additional work will, over time, take its toll on the staff person. In addition the
time banked for overtime, when taken, means that person is now away.
The current development staff contingent is as follows:
Plannin
• 1 Planner
• 4 PlanningTechnicians
Engineering
• 2 Engineering Subdivision Technologists
Building Department
• 4 Plan Checkers
5
Municipal Comparisons
Comparisons with other municipalities while helpful are also challenging. Those challenges
include ensuring that the data provided is thorough and that the comparison is "apples to
apples". No two municipalities are set up exactly the same.
One of the first comparisons is a determination of how busy a municipality actually is. A
growing municipality with lots of developable land will be busier than a municipality that is
closer to build-out for example, and/or has little available land to develop. There are a
number of determinants of how busy a municipality is. One determinant is population growth.
Chart 1 below shows the Metro Municipalities projected population percentage increases to
2041. In looking at this chart Maple Ridge's reality is most similar to the Township of
Langley, Coquitlam and Surrey. Comparisons with these municipalities makes sense. While
staffing levels comparisons are worthwhile the sheer volume of active files is probably most
indicative of how busy a municipality is. For example it makes little sense to compare Maple
Ridge with Pitt Meadows. In total Pitt Meadows has 27 active files compared to 256 in Maple
Ridge.
Chart 1- Projected Population Growth
Proj��t�� P�pula�i�n �r��vth
zoas-za4�
���.�� , i . : �� .i��,.
t...���;�i.,�„
�Frk k���•,�
c����- .
Pa� V:i�.i �
�Vctih' UCe•dinili•.�• r
Bain�,tiE-:
Port l ix�uill,iiv
ln���uky � �i ,
Ritl�itii�n� •1
1�iti N 1i�1�...
1� nrt h V�n{ou,rer �' rr .
Bel�.0 ra
lion,� k., ;
�1+hite k�- �.
SYrst Vanccxi,. r
NrAh i`a���nuw.�r[}etihi• �
[1s-fr.� �
Y�nc��uy• , �
�. . 40az. 604e 80�i, 10096 1244e ld0??e
0
The following Table 1 provides a comparison for development processing staff based on
information received from the Cities of Surrey, Coquitlam and the Township of Langley.
Table 1- Number of Development Staff and Files by Municipality
Department Surrey Coquitlam Township Of Langley Maple Ridge
Planning Development Staff 19 8 7 5
Engineering Subdivision Staff 7 10* 4 2
Building Plan Checkers 15 11 6** 4
No. of Active Planning Files 639 180 73 256
Files per Planning Staff 34 23 11 51
*some technologists also have other duties.
**some plan checkers also do building inspections.
Table 1 shows that Maple Ridge are below the staffing levels of the three other high growth
municipalities. It also shows that the file load per staff is higher in Maple Ridge than the
other three. Interestingly the Township of Langley in the most recent NAIOP survey showed
the least processing time of the four municipalities which is perhaps indicative of their lower
file per staff ratio.
It should be noted that the Building Department has been operating with 3 Plan Checkers for
most of 2014. This is a result of an illness. To try and address this, a temporary position was
posted (twice) through the course of the year. There were no successful applicants for this
temporary posting. It is anticipated that this position will be posted on a permanent basis in
the coming months.
LEVEL OF SERVICE RESOURCE REQUIREMENTS - Performance Measures
It is acknowledged that "time is money" to the development community. In an ideal world the
development process would have municipalities staffed to provide almost instantaneous
responses. Due to funding constraints most municipalities are not staffed to drop files they
are working on to provide instantaneous responses to every applicant as well as the general
public. Instead, municipalities strive to set a level of service based on the quantity of
applications and the available resources; the available resources being dependent on the
corresponding available funding. Levels of service are of course dependent on the efficiency
and effectiveness of the process, the level of staff experience and how that process is
resourced. The efficiency measures implemented by Maple Ridge have been discussed
a bove.
The annual NAIOP survey requests that each municipality provide its timing in relation to the
processing of rezoning, subdivision and building permit applications. Table 2 shows the
survey information requested annually by NAIOP.
7
Table 2- NAIOP Timing Survey
Process Timing
Rezoning Less than 30 to 90 90 to 120 120 to 150 150 to 180 Over 180
30 days days days days days days
Subdivision Less than 30 to 90 90 to 120 120 to 150 150 to 180 Over 180
30 days days days days days days
Building Less than 30 to 90 90 to 120 120 to 150 150 to 180 Over 180
permit 30 days days days days days days
In completing this survey Maple Ridge staff believes that it is our duty and obligation to
complete the survey based on reality. Some municipalities have previously reported
completing the rezoning process in less than 30 days. This appears to be legislatively
impossible unless the municipality forgoes the Public Hearing process review, combines
Bylaw readings, and does so on every application.
Based on our actual experience with files, the number of files and the resources available
our response over the past few surveys has been relatively consistent.
Rezoning 90 to 150 days
Subdivision 90 to 120 days
Building Permit 30 to 90 days
Depending on the application these processes can run concurrently. There are of course
applications that fall on either side of these ranges. For example, many building permits are
issued in less than 30 days. There are rezoning applications that take longer than 150 days.
It's important to note that the process timing is also heavily reliant on the applicant. For
example the length of time an applicant takes to fulfill the conditions for final reading will
impact the completion time.
To provide a consistent level of service that will allow Maple Ridge to consistently fall in the
lower ranges of these surveys, the addition of the following staff positions to the
development review process is recommended:
• 2 Planners
• 1 Planning Technician
• 1 Plan Checker
• 1 Subdivision Technologist (Engineering)
Every year at Business Planning Council is informed that when positions become vacant due
to retirement or resignations those positions are assessed for optimum utilization. There
have been a number of retirements in the Engineering Department as well as the
unfortunate passing of one of the staff. As a result, the Subdivision Technologist
(Engineering) position is already accounted for in the approved budget, as this is an existing
position that is being re-classed following an assessment of vacant positions due to
retirements. Therefore of the positions above only 4 are additional.
E:3
Employment Lands Investment Incentive Program
Council recently adopted in principle a new incentive program to attract employment, and an
extension to an existing incentive program. Part of the discussion included the issue of
priority or expedited processing.
The Town Centre Investment Incentive Program was an outstanding success. It has been
cited across the Region as one of the best incentive programs ever implemented.
While priority processing was well received by applicants participating in the Town Centre
Investment Incentive Program, concerns were raised by applicants outside of the Town
Centre. Those concerns were primarily centered on a consistent level of service being
provided to all applicants. One of the issues raised was the fact that those applicants taking
advantage of the incentive program were having their application fees reduced while at the
same time receiving priority processing. Those applicants outside of the Town Centre had no
fee reduction and yet were being placed behind Town Centre applicants in the processing
queue.
The anticipated uptake on the Employment Lands Investment Incentive Program is not
anticipated to be as dramatic as the Town Centre Program because it is non-residential in
nature. However its uptake will be unknown until implemented. In the absence of additional
resources, there will be impacts on the timing for non-priority files.
Should Council wish to implement priority processing or an expedited process for both
programs, it could be achieved under the recommended staffing levels above without
significantly impacting applications outside of the program. However the hiring of staff is not
an immediate process and experience has shown that it can take months to fill positions with
appropriately qualified and experienced staff. It is therefore advised that additional staffing
levels be in place or in the process of being in place prior to priority processing or an
expedited process being implemented.
It has been suggested that applicants would pay more to have their applications processed
faster or to jump the queue. This is counter-intuitive to the incentive program which seeks to
reduce fees. In addition it sets up a two tiered system with an inconsistent level of service
being provided to different applicants, and would likely result in the development community
applications being processed faster than those made by an individual property owner. Also,
in speaking to experienced developers they have said that most developers would likely end
up paying the additional fees which would result in no benefit. If the development community
is willing to pay more as stated then a review of the application fees across the board is more
appropriate. This is discussed later in this report.
In contrast to a two-tiered system which allows the development community to set priorities,
expedited or priority processing allows Council to set the pace, fast-tracking projects that
most closely align with Council's goals and objectives.
Position Oualifications Requirements
The staffing qualifications are necessarily significant. These qualifications are set through job
description analysis by Metro Vancouver. It is a requirement of the Collective Bargaining
Agreement with CUPE that job classifications are set via this third party. Changes to job
qualifications can not be made without CUPE's agreement. Developments often result in
E
investments of millions of dollars by applicants. Applicants need to be assured that their
applications are being assessed and reviewed by appropriately qualified people. The City is
also open to liability for wrongly assessed applications.
The education and experience requirements for the various positions within the development
process include:
Planner - Master's Degree in Planning with some professional experience
in urban or regional planning. Considerable academic and
practical knowledge of principles, practices, and objectives of
urban and regional planning. Membership or eligibility for
membership in the Canadian Institute of Planners.
PlanningTechnician - A University Degree in a planning related discipline such as
Environmental Studies or Urban Geography. Fundamental
knowledge of planning practices, plus related office experience.
Plan Checker - Graduation with a Diploma from an Institute of Technology in
Building Technology, plus sound related experience in the
building construction industry or Municipal field, preferably Level
II Certification of the Building Officials Association of BC.
Subdivision Technologist - Graduate with a Diploma from an Institute of Technology in Civil
Engineering Technology and eligible for certification as an
Applied Science Technologist in the Province of British Columbia
plus related experience in a municipal engineering office or
equivalent.
There have been cases where a staff inember has moved from one department to another.
In these cases they have had the necessary qualifications. In most cases the qualifications
are not transferable. For example a qualified accountant would not be qualified to move to a
planning position or vice versa.
The City has used and continues to use students where appropriate for short term
periods. By the very nature of their circumstances students need to get back to their
studies. The City does not maintain a unilateral right to deploy students as in the majority of
cases, the work being performed by students is typically bargaining unit work (i.e. work that is
performed by CUPE employees). Students can be used for research and finite projects
however are not at all suitable for application processing. Applicants for developments have
always informed the City that they prefer to have one file manager throughout the application
process. The short term nature of student deployment does not provide this
consistency. Most often their level of experience is limited, minimizing their utilization for
tasks required to be performed. Moreover, students require greater guidance and
supervision which results in a greater resource draw on existing supervisory/management
personnel.
Transferring or secondment of staff on an assignment basis from municipality to municipality
is not an accepted practice within the sector. Various collective agreements with different
provisions on items such as seniority accumulation, leave provisions, and different pay and
benefit structures would pose significant hurdles that must be overcome before this can be
considered a feasible option. Even if this could be achieved, the receiving municipality would
be responsible for the employee's salary and benefit costs.
��i7
The creation of a position does not mean that it will be filled immediately. Until recently the
Engineering Department had extreme difficulties in trying to fill vacant positions. In addition
the Planning Department over the years has been subject to significant turnover as more
attractive higher paying positions in other municipalities became available. Temporary
positions are the most difficult to fill. Whereas in the past retirees were attracted to returning
to the workforce on a contract basis that is no longer the case. As stated earlier the Building
Department posted a Temporary Plan Checker position twice this year with no success.
b) Financiallmplications
Based on Council's direction to keep taxes low and application fees low the approved
budgets do not have the capacity to achieve the recommended staffing levels. Should
Council wish to move forward with the recommended staffing levels then a budget
amendment would be required. An interim temporary short term solution could be
implemented graduating into a permanent solution. A permanent stable solution will
ultimately require a combination of general revenue funding, utility revenue funding and
application fee adjustments.
The recommendation for the short term is to utilize funding from reserves combined with
funding already approved in the current budget. The following Table 3 provides a funding
strategy that would see the staffing levels accommodated in the short term through funding
already approved supplemented by temporary funding from reserves, Beyond the first two
years the strategy recognizes that permanent funding from general revenue, utility revenue
and applicant fees will be required.
Table 3- Financial Implementation Strategy
Financial Implementation Strategy
*all dollar figures in thousands
Funding Previously Approved 2015 2016 2017
Re-classed Existing Positions
Existing Growth Funding
Tota I
Additional Funding Required
Reserves
Application Fees
General Revenue
Water Utility
Sewer Utility
Tota I
$108
93
201
$198
0
0
0
0
$110
93
203
$198
0
0
0
0
$112
93
205
$0
100
114
25
25
2018 2019
$114
93
207
$0
100
122
26
26
$118
93
211
$0
100
124
27
28
198 198 264 274 279II
11
The Financial Implementation Strategy accommodates the 4 additional positions over a two
year period with a Planner, a Planning Technician and a Plan Checker in the first year and an
additional planner in the second year.
Funding Previously Approved
As stated above the position in the Engineering Department is a re-classed position the
funding for which is already approved. In addition each year the approved budget also
provides a small funding amount to accommodate addressed growth. The proposed strategy
utilizes this approved funding.
Temporary Funding from Reserves
Council has had numerous presentations on the status of the City's reserve accounts. One of
those accounts, the Building Inspection Reserve, includes reserves to be used to offset
shortfalls in permit revenue. It is proposed that these reserves be used over a two year
period to assist in temporarily funding the recommended staff.
A�plication Fees
The 2013 NAIOP survey shows that Maple Ridge has the some of lowest fees when the
subdivision, rezoning, development permit and building permit fees are combined. The 2013
survey suggests that Maple Ridge fees are close to 22% below the average.
The following Table 4 shows how much would have been collected on an annual basis over
the past 6 years using a range of percentage increases.
Table 4- Development Application Fee Revenues
Rate Increase Additional Annual Revenue
5% $102,300
7.5% $153,500
10% $204,700
12.5% $255,800
15% $307,000
22% $450,000
In keeping with the previous direction of Council no application fee increase is proposed in
the first two years. However it is suggested that a review of the application fee structure be
undertaken given the service being expected by the development community. It is
reasonable that in providing additional staff to the development process that the
beneficiaries of the additional staff be required to contribute.
12
c) Alternatives:
There are a multitude of combinations of general revenue, utility revenue and application
fees that could be explored. Deciding on the most appropriate combination could be
completed through the next Business Planning cycles.
Council could also decide not to proceed with additional staff at this time.
CONCLUSIONS:
In the spring of 2014 Council asked that a report be provided on the needs of the development
staffing area in light of the fact that development interest in Maple Ridge is predicted to remain very
strong. The work Matrix adopted by Council included a report on Development Services Resources.
The timing of the report was to follow Council's decisions on a number of work items with potentially
significant impacts on staffing resources in the development processing area.
This report examines how the level of service expected from the development community can be
met. Recognizing the direction to keep tax increases low and the costs to the development
community low the report proposes a financing methodology that will in the short term (two years)
have no requirement for adjustments to the approved tax levels and no increases to the current
application fee structure. However this strategy recognizes that beyond two years a permanent
solution is required consisting of a combination of general revenue, utility revenue and additional
application fees.
Staff therefore recommends the addition of 4 new positions in Development Processing as detailed
in this report, with the funding source for these 4 positions as noted in Table 3 of this Report.
"Ori inal signed by Frank Quinn"
Prepared by: Frank Quinn, MBA, P.Eng
General Manager, Public Works & Development Services
"Original si ned by Paul Gill"
Approved by: Paul Gill
General Manager, Corporate & Financial Services
"Original signed bv J.L. Uim) Rule"
Concurrence: J.L. (Jim) Rule
Chief Administrative Officer
13
CORPORATION OF THE DISTRICT OF MAPLE RIDGE
BYLAW N0. 7042-2013
A Bylaw to amend Map "A" forming part
of Zoning Bylaw No. 3510 -1985 as amended
WHEREAS, it is deemed expedient to amend Maple Ridge Zoning Bylaw No. 3510 -
1985 as amended;
NOW THEREFORE, the Municipal Council of the Corporation of the District of Maple
Ridge, enacts as follows:
1.
2
3
This Bylaw may be cited as "Maple Ridge Zone Amending Bylaw No. 7042-2013."
That parcel or tract of land and premises known and described as:
Lot 2 District Lot 248 Group 1 New Westminster District Plan 7478
and outlined in heavy black line on Map No. 1601 a copy of which is attached hereto
and forms part of this Bylaw, is hereby rezoned to R-1(Residential District).
Maple Ridge Zoning Bylaw No. 3510 - 1985 as amended and Map "A" attached
thereto are hereby amended accordingly.
READ a first time the 10t" day of December, 2013.
READ a second time the 9t" day of September, 2014.
PUBLIC HEARING held the 21St day of October, 2014.
READ a third time the day of
ADOPTED the
PRESIDING MEMBER
day of
,20
, 20
CORPORATE OFFICER
1001
N N I NIII N 7 6)
N N N N N N 12461
AVE. N N
12411 12410
295 305 N 306
12407 `�
296 z 12 304 307
12401 � 12403
�
29� a
o rn
12395 p
298 322 �
�
12387
299
... � M M I � *
ZO7 N N OM I I M M M M �HO
N N N � N N N N �2460 15f
DOUGLAS AVE.
,2 181 15E
N I IN P 51 HO M M M O M M � N Fs�
0� W
N N N N N N N N �
206 � � 2R5 1�181 �a "' q m 201 200 � 199 15
----- -m�----- -- 51180
P 1180 P 511 0 P 37851
191 192 193 194 195 196 197 198
°' � � o � N a � 97 � 98
N N N M M M M M M �
N N N N N N N N
N N
124 AVE
12386 �
303 12397 � o m
O N � � M � � W
12377 0� 12383 ` N � o M M N M �,�
3�� N NwW J�2 3�U N � 2 N C N u N N 19 N M N 1238(
301 12375 LMP 1193 � 730 A g
309 a � �
� � � 12370
?86 285 284 283 310 67 P 7478 12369 `� N
ti
� N N ���
282 12355 �$ � 20 � a12375 1e
N N N � p
21229 311 12358 � � 12370 �� �
LUM CT. 2�22$ 12343 112 113 � � a � v> '�
� a 281 312 a 12353 Q 21 7`� �
N N � P 37928 � � � 6
N N N 12331 � 12350 17 12350
1277 27g 27g N 2gp 313 � 12343 12330 P 24 56
12323 � 5 M P 157 4 � 6 22 � 25 26 27
P 56 39 12336 � 12323/25
20 319 318 317 316 315 6 7 H 12322 N �
M O � N M 7 314 � � a M M W
� N N N N N 4 a N M M M N �� �� N N N
N N N N _ N _ N_ _ N�
— — — — — — — 12324 N N N
123 AVE. RW 17412 �
35282 LMP 35019 LMP 35291 � v N �a M �`'�
� (� W CO N W � W � M � M M M 34 N N �
'� � � N N c".i 12291 M N 3 N N N N N N N
J cn 5 N 1 N 2 N Rem 4 N Rem 5� � N14 13 12 11 10 35 � 12296
�� CP 6209 P 53 0 M 2 � � 33 3i
� 12277 � 12294 a P 15 8 4 N 12287
� M M � 80424 2 J L P 11733 a 32 �2z�o
`9 1 2� � 3 4� 5_ 6 3
� N N
MAPLE RIDGE ZONE AMENDING
Bylaw No. 7042-2013
Map No. 1601
From: RS-1 (One Family Urban Residential)
To: R-1 (Residential District)
N
SCALE 1:2,000
CORPORATION OF THE DISTRICT OF MAPLE RIDGE
BYLAW N0. 7101-2014
A Bylaw to amend the Maple Ridge Official Community Plan
Bylaw No. 7060-2014
WHEREAS, it is deemed expedient to amend the Maple Ridge Official Community Plan Bylaw
No. 7060-2014 as amended:
NOW THEREFORE, the Municipal Council of the Corporation of the District of Maple Ridge
enacts as follows:
1. This bylaw may be cited as "Maple Ridge Official Community Plan Amending Bylaw. No.
7101-2014".
2. Table of Contents is amended as follows:
Add the following under Chapter 8 Development Permit Area Guidelines:
"8.12 Wildfire Development Permit Area Guidelines
8.12.1 Key Guideline Concepts
8.12.2 Guidelines"
3. Chapter 8 Development Permit Area Guidelines is amended as follows:
a. Sub-section 8.2 Application and Intent be amended by adding the following after
item number 6:
"7. Wildfire Development Permit pursuant to Section 919.1(1)(b) of the Local
Government Act for the protection of development from hazardous conditions on
designated lands as identified on Map 1: Wildfire Development Permit Area."
b. Sub-section 8.4 Development Permit Area Exemptions be amended by adding the
following after item number 3:
"4. A Wildfire Development Permit is not required for the following and will be
confirmed in writing by the District:
a) Where an exterior renovation or addition to an existing structure is less
than 50% of the market value of the current structure a Wildfire
Development Permit will not be required.
1002.1
b) Interior renovations to an existing lawfully constructed or legally non-
conforming building or structure wholly contained within and not project
beyond the foundation.
c) If a subdivision results in the creation of no more than two residential lots,
and all the guidelines contained in 8.12 Wildfire Development Permit are
adhered to by the developer and/or builder, a Wildfire Development Permit
will not be required.
d) On lands where a farm use, as defined in the Agricultural Land Reserve
Use, Subdivision and Procedure Regulation B.C. Reg. 171/2002 or its
successor, is being practiced and where the building design for residential
buildings comply with the NFPA 1144 (latest edition) building guidelines, a
Wildfire Development Permit will not be required. Non-residential farm
buildings are exempt from all Wildfire Development Permit requirements,
as long as they are sited at least 10 metres away from all residential
buildings.
e) Public works and services and maintenance activities carried out by, or on
behalf of, the District of Maple Ridge.
f) Any construction of a building or structure or any alteration of land that
does not require a permit from the District."
c. Add the following as sub-section 8.12 Wildfire Development Permit Area Guidelines:
"Intent
The Wildfire Development Permit Area Guidelines are intended for the protection of life
and property in designated areas that could be at risk for wildland fire and where this
risk, in some cases, may be reasonably abated through implementation of appropriate
precautionary measures.
A Development Permit is required for all development and subdivision activity or building
permits for areas identified as wildfire risk areas identified in attached Map 1: Wildfire
Development Permit Area. A Development Permit may not be required under certain
circumstances indicated in the Development Permit Exemptions, Section 8.4, Item 4.
These Development Permit Guidelines are to work in concert with all other regulations,
guidelines and bylaws in effect.
8.12.1 Key Guideline Concepts
The intent of the Key Guideline Concepts is to ensure that development within the
Wildfire Development Permit Area is managed to minimize the risk to property and
people from wildland-urban interface fire and to further reduce the risk of potential post-
fire landslides and debris flows.
-2-
Applications for Wildfire Development Permits will be assessed against the following key
guideline concepts:
1. Locate development on individual sites so that when integrated with the use of
mitigating construction techniques the risk of wildfire impacts is reduced;
2. Mitigate wildfire impacts while respecting environmental conservation objectives and
other hazards in the area;
3. Ensure identified wildfire interface risks are recognized and addressed within each
stage of the land development process; and
4. Proactively manage potential fire behavior, thereby increasing the probability of
successful fire suppression and containment and minimizing adverse impacts.
8.12.2 Guidelines
A. Design and Construction
1. The design and construction of buildings and structures located within the
boundaries of the Wildfire Development Permit Area (see attached Map 1: Wildfire
Development Permit Area) shall be in accordance with 8.12 Wildfire Development
Permit Area Guidelines. Specific details can be found in the standards set forth in
the latest editions of the NFPA 1144 (Standard for Reducing Structure Ignition
Hazards from Wildland Fire) and NFPA 1141(Standard for Fire Protection
Infrastructure for Land Developments in Suburban and Rural Areas); and
2. The District of Maple Ridge Fire Chief may consider alternative design and
construction solutions to the NFPA 1144 and 1141 standards if the alternate
solution adheres to the intent of the Guidelines. See Wildfire Development Permit
Application Checklist for details.
B. Building Design and Siting
1. NFPA 1144 (Standard for Reducing Structure Ignition Hazards from Wildland Fire)
building guidelines are to be used for all new development;
2. Fire resistant building materials and methods;
a) Class A or B rated roofing material on new roofs and >50% roof replacements
b) All vents are screened with metal screens
c) Non combustible soffits
d) Overhanging projections protected
e) Overhanging buildings protected
f) Exterior vertical wall clad with ignition resistive material
g) Non combustible window screens
h) Non combustible 20 minute rated exterior doors
i) Spark arrestors on all wood burning appliances
-3-
j) Laminated or multi-paned windows
3. Buildings adjacent to the crest of a vegetated slope may require special mitigation
measures determined by the Fire Department; and
4. Accessory buildings located within the Wildfire Development Permit Area buffer area,
as identified in Item C(1) below, must meet the same building standards as the
residential building(s).
C. Wildfire Impact Mitigation through Design
1. The residential building elevation facing the forest edge should be located a
minimum of 10 metres away from the adjacent high risk wildfire areas. 10 metre
fire breaks must be created between all sides of the foundation and the forest
interface (vegetation shall be modified to mitigate potential wildfire impacts within
10 metres of the foundations prior to the start of construction). The fuel break may
include treating fuel on the existing parcel or developing a trail as a part of the fuel
break, or included in an environmental and geotechnical setback if such treatment is
mutually beneficial to the intent of the setback areas and FireSmart principles.
2. 10 metre fire breaks may incorporate cleared parks, roads, or trails;
3. Locate building sites in the flattest areas on the property and avoid gullies or draws
that accumulate fuel and funnel winds;
4. To minimize the potential impacts to residential buildings in the Wildfire
Development Permit Area, FireSmart standards should be incorporated taking into
account: (1) siting form; (2) exterior design; and (3) finish of buildings and
structures;
5. Steep roofs, hidden gutters around roofs and screens to cover attic vent openings
are preferred in order to prevent the collection of leaves or needles and to reduce
the risk of ember shower accumulation;
6. Where the District requires fire hydrants within a development, these must be fully
functional prior to construction above the foundation level;
7. Where appropriate, if a trail system is planned for a subdivision and a park it should
be capable of emergency vehicle access with a 1.5 metre trail base and a minimum
of 2 metre cleared vegetation and pullouts for passing and turnaround every 500
metre (in areas where a 30 metre environmental setback is required, the District
may consider including the trail within the 30 metre setback); and
8. Two means of access are preferred for subdivisions in a Wildfire Development Permit
Area. If two access points are not possible then the single access must have the
capability of accommodating two fire trucks - each with a width of 2.9 metres -
safely passing each other.
�
D. Landscaping and Open Spaces
1. Landscaping should be designed based on FireSmart landscaping standards so as to
ensure minimal fuel loading within the landscaped areas and provide ongoing
resistance to wildfire. The type and density of fire resistive plantings incorporated
within landscaped areas should help mitigate the interface fire impacts; and
2. Removal of all debris (wood and vegetation) after land clearing for development
must be completed prior to the registration of any new subdivision plan.
3. A landscaping security may be required for landscaping works in accordance with the
Maple Ridge Landscape Security Policy No. 6.28."
E. Map 1: Wildfire Development Permit Area
-5-
�� — - � � --
r.
�;�����.�. r- �.� �� � � = �, �,� � � -
�_� ''"' r� ;�� � ��
� �-;� � � ^
k ��
R �
- --- �
� _ — +
_ ur I
� �� _ii i
� �w�;;�l---,
---�— a
� — � ''"_- �
'f � _ + �f�Y'
� � J� �
� � l� _
�
f �,. � � �
� '•-� I ' . �
� _ .., c � -..
fTl -.�x � �� � �_'��
G- y.� . d�,, r ��� :.
� � . ;��.�t.
� s _ M ,� � �� � }�� ,.��,.,. .
� ,.�. ) _ .�' �" �-~�-,., ���,1 _
FTI '� I Y �m �
� � � � e
� � � � �.� .
rrl ,� � # �� � } } , � - . .
T T � Y�
� � _ _ � `�,, � ���.
- � �� � � .��
� rf � a�acr � �
� '�
� � �,, I - ��• -- �.
�7 � �,
k i! s 54..� ,
� � I F r � - _
ndbf � TAst '
-t. � ` ! "'
� d '
R � � � '
a m �� �
t�}„ n �-.
I � ��' ,� v
�"'�+ r.r I � si :T �`I - �
� � ��
•, �* • i
3 � � �.�p �
� � s .f � - .
t .1. .,� k � . i��� -
- � � � ---
� iP?�� r '
_ yy - r, w :
m r � 'k "i{i,v
:' 1 / # � 3J63[ �k �� �-' . �
1I f 6T
� ,r� m ,1 ��� � ��
: d y �n �
�m _., � � � ��
:r`';,r � '�r ��,
� .r.=? � �� i�
f ��-� � �; ------- —�
o � ti
� ° m �� � �I -
T ___
3 T`�� .' �;----�
� � .��_..,..--- --�- -�.._.��,.,...,�-----------,
� ❑IS�fIGI �i is'iI551f71�
� t _�
—6—
Maple Ridge Official Community Plan Bylaw No. 7060-2014 as amended is hereby amended
accordingly.
READ a first time the 26t" day of August, 2014.
READ a second time the 26t" day of August, 2014.
PUBLIC HEARING held the 215tday of October, 2014.
READ a third time the day of , 20
ADOPTED the day of , 20
PRESIDING MEMBER
-7-
CORPORATE OFFICER
CORPORATION OF THE DISTRICT OF MAPLE RIDGE
BYLAW N0. 7102-2014
A Bylaw to amend the Maple Ridge Development Procedures Bylaw
Bylaw No. 5879-1999
WHEREAS, it is deemed expedient to amend the Maple Ridge Development Procedures
Bylaw No. 5879-1999 as amended:
NOW THEREFORE, the Municipal Council of the Corporation of the District of Maple Ridge
enacts as follows:
1. This bylaw may be cited as "Maple Ridge Development Procedures Amending Bylaw. No.
7102-2014".
2. Maple Ridge Development Procedures Bylaw No. 5879-1999 be further amended by adding:
Schedule J Wildfire Development Permit Application attached hereto.
READ a first time the 26t" day of August, 2014.
READ a second time the 26t" day of August, 2014.
READ a third time the 26t" day of August, 2014.
ADOPTED the day of , 20
PRESIDING MEMBER
Attachment: Schedule J
CORPORATE OFFICER
1002.2
DISTRICT OF MAPLE RIDGE
PLANNING DEPARTMENT
Development Application Submission Checklist
Schedule J
WILDFIRE DEVELOPMENT PERMIT APPLICATION
A. INITIAL APPLICATION REQUIREMENTS
The District will provide the opportunity for applicants to meet with staff from the appropriate
departments early in the application process. Applications for Wildfire Development Permits are
to be made to the Planning Department and must include the first five items listed below as the
initial step in the process:
1) Site information based on a survey plan prepared by a certified B.C. Land Surveyor;
2) Current state of title certificate and copies of all restrictive covenants registered on title,
including relevant schedules and attachments;
3) Location map;
4) Map or plan of the property including topography, natural features, existing structures,
infrastructure, surface drainage, parcel boundaries, adjacent streets and rights-of-way; and
5) Detailed site plan and/or air photo overlay indicating the intended location of all proposed
new lots, structures, approved environmental protection setback areas for watercourses,
wetlands, and steep slopes, sewage disposal systems, stormwater detention, drainage
works, driveways, parking areas or impervious surfaces, and servicing infrastructure. Also
include details on the extent of the proposed site clearing.
B. ASSESSMENT OF FIRE INTERFACE RISKS AND MITIGATION MEASURES
Subsequent to a meeting with Planning, Fire, and Engineering staff, the following will be
required:
1) Assessment of fire interface risks and mitigation measures by a Registered Professional
Forester, qualified by training or experience in fire protection engineering, with at least two
years' experience in fire protection engineering and assessment and mitigation of wildfire
risks in British Columbia; and
2) A description of the methodology, criteria and assumptions used to undertake the
assessment.
-2-
C. ASSESSMENT REPORT REQUIREMENTS
The results of the assessment must include:
1) Identification of hazardous C2, C3 and C4 fuels at the wildland-urban interface edges of the
planned subdivision and map these edges based on the drip-line of the trees at the
wildland edge;
2) Recommendations for FireSmart fuel removal and fuel reduction zones to be completed for
the entire development prior to Development Permit approval;
3) Recommendations for establishing defensive space around all buildings by spacing of all
coniferous trees and maintaining and pruning of all remaining trees;
4) Recommendations for the type and placement of trees and other vegetation in proximity to
the development;
5) Recommendations for the clean-up and proper disposal of combustible material remaining
from construction as soon as construction is complete;
6) Recommendations for mitigation of wildfire risk on any wildland/green spaces to be handed
over to the District;
7) Results of an assessment of "Wildland Fire Risk and Hazard Severity in the Structure Ignition
Zone" as per NFPA 1144 (latest edition);
8) Recommendations for the removal and proper disposal of dead trees and continued efforts
to keep the land free of accumulation of any dead trees;
9) Recommendations for removal and proper disposal of all tree limbs and shrubs that may
overhang roofs or grow under building eaves and to continually maintain this condition;
10) Recommendations for the removal and disposal of all needles, dead twigs and branches,
and to maintain the lands free of such accumulation;
11) A written synopsis demonstrating that the proposed development is consistent with the
applicable Development Permit Guidelines as provided by the District, and NFPA 1144
(latest edition) (Standard for Reducing Structure Ignition Hazards from Wildland Fire) and
NFPA 1141(latest edition) (Standard for Fire Protection Infrastructure for Land
Developments in Suburban and Rural Areas) identifying any mitigation or compensation
measures that may be specified as development permit or rezoning conditions;
if alternative solutions are being proposed for the consideration of the Maple Ridge
Fire Chief, as noted in Section 8.12.2(A)(2) of the Development Permit Area
Guidelines, the alternative solutions must be provided by either a Fire Protection
Engineer and/or a Registered Professional Forester registered with the Association of
-3-
BC Forest Professionals and other professionals as deemed necessary by the District.
Note: The Registered Professional Forester must have at least two years' experience
in fire protection engineering and with assessment and mitigation of wildfire hazards
in British Columbia. The qualifications of the Registered Professional Forester must be
acceptable to the District of Maple Ridge Fire Chief;
12) Conclusions of a qualified professional (as discussed in 11(a) above), accompanied by
supporting rationale; and
13) The District may solicit a peer review by another qualified professional and/or ask for other
additional information the District deems necessary.
D. FURTHER CONSIDERATIONS
1) All wood, vegetation and construction debris identified in the Registered Professional
Forester's report should be removed within three months of Development Permit issuance,
or immediately during high fire risk seasons, and the District may require security in
connection with such removal.
2) Coordination amongst all relevant consultants of record is recommended for final wildfire
interface mitigation measures. Mitigation measures for wildfire areas must take place
outside of approved environmental protection areas and geotechnical setback areas where
possible, unless approved by the Fire Chief, Chief Building Official, and/or the District's
Approving Officer.
3) All reports and information shall be prepared in a digital format, compatible with municipal
GIS mapping program, as well as three paper copies and provided at the applicant's cost.
All reports, opinions and plans shall be signed and sealed by the appropriate qualified
professional.
References:
• National Fire Protection Association 1144 (Standard for Reducing Structure Ignition Hazards
from Wildland Fire);
• National Fire Protection Association 1141(Standard for Fire Protection Infrastructure for
Land Developments in Suburban and Rural Areas);
• The Home Owner's FireSmart Manual - Protecting Your Home From Wildfire;
• FireSmart - Protecting Your Community From Wildfire.
-4-
CITY OF MAPLE RIDGE
BYLAW N0. 7106-2014
A bylaw to amend Maple Ridge 2014-2018 Financial Plan Bylaw No. 7043-2013
WHEREAS, the public will have the opportunity to provide comments or suggestions with respect to
the financial plan amendment;
AND WHEREAS, Council deems this to a process of public consultation under Section 166 of the
Community Charter;
The Council for the City of Maple Ridge enacts as follows:
1. This Bylaw may be cited as Maple Ridge 2014-2018 Financial Plan Amending Bylaw
No. 7106-2014.
2. Statement 1, Statement 2 and Statement 3 attached to and forming part of Maple Ridge 2014-
2018 Financial Plan Bylaw 7043-2013, as amended are deleted in their entirety and replaced by
Statement 1, Statement 2 and Statement 3 attached and forming part of Maple Ridge 2014-
2018 Financial Plan Amending Bylaw No. 7106-2014.
READ a first time the 14t" day of October, 2014.
READ a second time the 14t" day of October, 2014.
READ a third time the 14t" day of October, 2014.
PUBLIC CONSULTATION completed on the day of , 2014.
ADOPTED the _ day of , 2014.
PRESIDING MEMBER
ATTACHMENT: Statement 1, Statement 2 and Statement 3
CORPORATE OFFICER
1003
Attachment to Maple Ridge 2014-2018 Financial Plan Amending Bylaw 7106-2014
Statement 1
Consolidated Financial Plan 2014-2018 (in $ thousands)
REVENUES
Revenues
Development Fees
Developer Contributed Assets
Developer Cost Charges
Developer Specified Projects
Parkland Acquisition
Contributions from Others
Development Fees Total
Property Taxes
Parcel Charges
Fees & Charges
Interest
Grants (Other Govts)
Property Sales
Total Revenues
EXPENDITURES
Operating Expenditures
Interest Payments on Debt
Amortization Expense
Other Expenditures
Total Expenditures
f►��F G ���7� 4s�►��F [:���F ����F E:3
16, 500 16, 500 16, 500 16, 500 16, 500
17,814 14,233 6,002 7,715 6,273
200 200 200 200 200
3,232 1,244 1,251 1,253 1,276
37,746 32,177 23,953 25,668 24,249
68,373 71,632 75,312 79,487 83,619
2,857 2,957 3,058 3,163 3,243
37,336 39,204 41,200 42,861 44,145
1, 853 1, 853 1, 853 1, 853 1, 853
5,390 4,524 4,991 3,759 3,421
- 4,250 - - -
153, 55 5 156, 59 7 150, 367 156, 791 160, 530
2,240 2,439 2,304 2,165 2,081
19,391 20,124 20,929 21,766 22,637
108,425 97,472 101,071 105,809 109,792
130,056 120,035 124,304 129, 740 134,510
ANNUAL SURPLUS 23,499 36,562 26,063 27,051 26,020
Add Back: Amortization Expense (Surplus) 19,391 20,124 20,929 21,766 22,637
Less: Capital Expenditures 67,232 39,112 23,213 19,103 21,593
Less: Developer Contributed Capital 16,500 16,500 16,500 16,500 16,500
CHANGE IN FINANCIAL POSITION (40,842) 1,074 7,279 13,214 10,564
OTHER REVENUES
Add: Borrowing Proceeds
OTHER EXPENDITURES
Less: Principal Payments on Debt
18,495 - - - -
2,660 3,951 4,045 4,142 4,183
TOTAL REVENUES LESS EXPENSES (25,007) (2,877) 3,234 9,072 6,381
INTERNALTRANSFERS
Transfer from Reserve Funds
Capital Works Reserve
Equipment Replacement Reserve
Fire Department Capital Reserve
Land Reserve
Local Improvement Reserve
Sanitary Sewer Reserve
Transfer from Reserve Fund Total
Less:Transferto Reserve Funds
Capital Works Reserve
Equipment Replacement Reserve
Fire Dept. Capital Acquisition
Land Reserve
Local Improvement Reserve
Sanitary Sewer Reserve
Total Transfer to Reserve Funds
4,764 4,341 549 549 549
5,395 2,722 3,092 1,184 3,474
1,360 1,494 - -
- 4,250 - - -
11,519 12,807 3,641 1,733 4,023
910 615 2,405 2,155 2,453
2,859 3,260 3,349 3,501 3,628
1,332 725 820 950 1,079
5 4,255 5 5 5
30 30 30 30 30
5,136 8,885 6,609 6,641 7,195
Transferfrom (to) Own Reserves 19,028 (78) (918) (1,783) (2,468)
Transfer from (to) Surplus (404) (967) 652 (2,381) (741)
Transferfrom (to) Surplus & own Reserves 18,624 (1,045) (266) (4,164) (3,209)
TOTAL INTERNAL TRANSFERS 25,007 2,877 (3,234) (9,072) (6,381)
BALANCED BUDGEf
Attachment to Maple Ridge 2014-2018 Financial Plan Amending Bylaw 7106-2014
Statement 2
Revenue and Property Tax Policy Disclosure
Revenue Disclosure
Revenue Proportions 2014 2015 2016 2017 2018
$ ('OOOs) % $ ('OOOs) % $ ('OOOs) % $ ('OOOs) % $ ('OOOs) %
PropertyTaxes 68,373 39 71,632 46 75,312 51 79,487 51 83,619 53
Parcel Charges 2,857 2 2,957 2 3,058 2 3,163 2 3,243 2
Fees & Charges 37,336 22 39,204 25 41,200 27 42,861 27 44,145 27
Borrowing Proceeds 18,495 11 - 0 - 0 - 0 - 0
Other Sources 44,989 26 42,804 27 30,797 20 31,280 20 29,523 18
Total Revenues 172,050 100 156,597 100 150,367 100 156,791 100 161,530 100
Other Sources include:
Development Fees Total 37,746 22 32,177 20 23,953 16 25,668 17 24,249 15
I nterest 1,853 1 1,853 1 1,853 1 1,853 1 1,853 1
Grants (Other Govts) 5,390 3 4,524 3 4,991 3 3,759 2 3,421 2
Property Sales - 0 4,250 3 - 0 - 0 - 0
44,989 26 42,804 27 30,797 20 31,280 20 29,523 18
Objectives & Policies
Property Tax Revenue is the City's primary revenue source, and one which is heavily reliant on the
residential class. Diversification of the tax base and generation of non-tax revenue are ongoing
objectives, outlined in Financial Sustainability Policy 5.52 section 6.
The Financial Plan includes property tax increases totaling 2.95% annually for:
• General Purposes
• Infrastructure Sustainability
• Parks and Recreation Master Plan implementation
• Drainage Improvements
Additional property tax revenue due to new construction is also included in the Financial Plan at
2.05% in 2014 and 2°/o annually for 2015 through 2018. Additional information on the tax increases
and the cost drivers can be found in the 2014-2018 Financial Plan Overview Report.
Specific policies discussing the tax increases are included in the Financial Sustainability Plan and
related policies which were adopted in 2004.
Property tax revenue includes property taxes as well as grants in lieu of property taxes.
Parcel Charges are largely comprised of a recycling charge, a sewer charge and, on certain
properties, a local area service or improvement charge. Parcel charges are a useful tool to charge all
or a subset of properties for a fixed or variable amount to support services. Unlike property taxation
the variable amount does not need to be related to property assessment value, but can be
something that more accurately reflects the cost of the service.
Attachment to Maple Ridge 2014-2018 Financial Plan Amending Bylaw 7106-2014
Statement 2 �cont.>
Revenue and Property Tax Policy Disclosure
Fees & Charges
The Business Planning Guidelines call for an increase of 5% in fees as a guideline. Actual fee
increases vary depending on the individual circumstances, the type of fee and how it is calculated.
Fees should be reviewed annually and updated if needed. Recent fee amendments include
recreation fees, development application fees, business license fees and cemetery fees. A major
amendment to the Development Costs Charges (DCC), recommended no more frequently than every
five years, was completed in 2008. Minor DCC amendments are done more frequently. Some fees
are used to offset the costs of providing specific services. The utility fees are reviewed annually with
a view towards using rate stabilization practices to smooth out large fluctuations in rates, as set out
in the Business Planning Guidelines.
Borrowing Proceeds - Debt is used where it makes sense. Caution is used when considering debt as
it commits future cash flows to debt payments restricting the ability to use these funds to provide
other services. The source of the debt payments needs to be considered as does the justification for
advancing the project. More information on borrowing previously approved can be found in the
2014-2018 Financial Plan Overview report.
Other Sources will vary greatly year to year as it includes:
• Development fees which fund capital projects from the DCC Reserve
• Contribution from others in relation to capital
• Grants which are sought from various agencies and may be leveraged with City funds
PROPERTY TAX DISCLOSURE
Property Tax Revenue Distribution
Property Class
1 Residential
2 Utility
4 Major Industry
5 Light Industry
6 Business/Other
8 Rec./Non-Profit
9 Farm
Taxation Revenue
('OOOs)
51,558 77.8%
516 0.8°/a
621 0.9°/a
2,643 4.0%
10,697 16.2%
37 0.1%
151 0.2%
Assessed Value
('OOOs)
11,553,748 91.4%
12,911 0.1%
17,774 0.1%
207,624 1.6%
840,214 6.7%
Tax Rate Multiple
($/1000) (Rate/Res.Rate)
4.4625 1.0
40.0000 9.0
34.9163
12.7314
12.7314
2,894 0.0% 12.8080
4,983 0.1% 30.3483
Total 66,224 100% 12,640,148 100%
7.8
2.9
2.9
2.9
6.8
Attachment to Maple Ridge 2014-2018 Financial Plan Amending Bylaw 7106-2014
Statement 2 �cont.>
Revenue and Property Tax Policy Disclosure
PROPERTY TAX DISCLOSURE
Objectives & Policies
Property taxes are the City's largest source of revenue and are contained by efficient business
practices. Annual business planning practices are the mechanism for resource allocation decisions.
The City's Financial Sustainability Policy section 6 discusses the necessity of diversifying the tax
base. Development of employment related properties is one method of diversification; therefore a
key performance measurement in Strategic Economic Initiatives tracks the increased investment
and development of non-residential properties.
A policy in the Financial Sustainability Plan that calls for stable tax increases and the adoption of the
annual increase early in the prior year in the Business Planning Guidelines provides citizens with a
more stable and predictable set of cost increases. In some cases costs are phased in over multiple
years to stay within the set tax increases.
Property Tax Rates
It is policy to adjust property tax rates annually to negate the impact of fluctuations in the market
values of properties. Tax rates are reduced to negate the market increases. Property tax increases
are then applied at the same relative increase for all classes, unless legislation restricts the rates, as
with Class 2, Utility.
The Business Class and Light Industry Class properties have the same tax rate and are treated as a
composite class when setting the tax rates, as the types of businesses in each class are similar.
A review was done on the Major Industry Class rates and the recommendation from the Audit and
Finance Committee and Council was a 5% property tax reduction in both 2009 and 2010 to support
additional investments in the subject property and to keep rates competitive. In the 2014 - 2018
Financial Plan, property taxes charged to major industrial class properties have been reduced; it
starts at $70,000 in 2014, increasing by $70,000 in each year of the plan.
In reviewing the tax rates to ensure competitiveness, absolute rates, tax multiples and overall tax
burden are considered. The impact that assessed values have when comparing other geographical
areas must be considered in a comparison of tax rates.
Permissive Tax Exemptions
Council has set policies around the use of permissive tax exemptions. These are Council Policies
5.19 through 5.24. These policies discuss Churches, Community Halls, Heritage Sites, Homes for
the Care of Children and the Relief of the Aged, the Poor, the Disabled and the Infirm, Municipal
Recreational Services, Private Hospitals and Daycares, Private School and Youth Recreation Groups.
Revitalization Tax Exemption
A revitalization tax exemption is available within a defined downtown area and provides a financial
incentive to encourage development in the town centre. Further financial incentives are available for
buildings that qualify; additional information on the town centre incentives can be found on our
website. For more information on the tax exemption, please refer to both Bylaw 6789-2011 and
7010-2013.
Attachment to Maple Ridge 2014-2018 Financial Plan Amending Bylaw 7106-2014
Statement 3
Capital Expenditure Disclosure
The sole purpose of this statement is to meet legislative requirements, highlighting the value of the
DCC program; no other conclusions should be drawn from the figures as the information could be
misleading. This disclosure is required under the Local Government Act s. 937(2); Capital costs
attributable to projects to be partially funded by Development Cost Charges (DCC) must be included
in the financial plan. The DCC program includes projects as far out as 2035 so the capital
expenditures must be extended to match. Certain types of projects are not planned past the five
year time horizon of the financial plan. Much less scrutiny is given to projects that are planned in
years 2019 through 2035. Projects in these years typically exceed likely funding available.
Capital Improvement Program for 2019 - 2035
(in $ thousands)
Capital Improvement Program
Source of Funding
Development Fees
Development Cost Charges
Parkland Acquisition Reserve
Contribution from Others
Borrowing Proceeds
G ra nts
Reserve Funds
Capital Works Reserve
Cemetery Reserve
Equipment Replacement Reserve
Fire Department Capital Reserve
Reserve Funds
Revenue Funds & Reserve Accounts
Source of Funding
345,140
138,946
200
7,667
146,814
6,319
41,695
8,935
115
2,483
2,736
14,269
136,043
345,140
CITY OF MAPLE RIDGE
BYLAW N0. 7112 - 2014
A Bylaw to Establish a Revitalization Tax Exemption Program
WHEREAS Council may, by bylaw, establish a revitalization tax exemption program to encourage
various types of revitalization to achieve a range of economic, social and environmental objectives,
pursuant to the Community Charter,
AND WHEREAS Council has given notice of the proposed Bylaw in accordance with the Community
Charter;
NOW THEREFORE, the Council of the City of Maple Ridge enacts as follows:
PART 1 CITATION
1.1 This Bylaw may be cited as "Maple Ridge Revitalization Tax Exemption Employment Land
Investment Incentive Program Bylaw No. 7112 - 2014".
PART 2 SEVERABILITY
2.1 If any part, section, subsection, clause, or sub clause of this Bylaw is, for any reason, held to
be invalid by the decision of a Court of competent jurisdiction, such decision does not affect
the validity or the remaining portions of this Bylaw.
PART 3 DEFINITIONS
3.1 In this Bylaw:
"Building Permit" means a City of Maple Ridge Building Permit;
"Building Permit Value" means the construction value as stated on a printed Building Permit;
"Council" means the municipal Council of the City of Maple Ridge;
"ELIIP" means Employment Land Investment Incentive Program pursuant to this Bylaw;
"Green Project" means a project achieving LEEDO-Silver, Gold or Platinum certification, or a
project that uses energy from renewable resources for 51% or more of its total energy
consumption for the ongoing operation of the building, and is not provided by BC Hydro. The
intent is to support the use of alternative, renewable energy sources. Examples include solar,
wind, water, geothermal, and biomass. Other certification programs in building performance
achievement may also be considered eligible provided that the program(s) receive prior
approval through a Revitalization Tax Exemption agreement;
"Lot" means a parcel of land registered in the Land Registry Office;
1004.1
"Municipal Property Tax" means the property taxes Council has imposed pursuant to
Schedule A of the Maple Ridge Tax Rates Bylaw, and does not include any other property
taxes;
"Non-Market Change" means the change as determined by BC Assessment under the
Assessment Act, to a lot's assessed value as a result of the Project;
"Owner" means a person registered in the Land Title and Survey Authority's records as owner
of land or of a charge on land, whether entitled to it in the person's own right or in a
representative capacity or otherwise, and includes a registered owner;
"Program" means the program established by Maple Ridge Revitalization Tax Exemption
Employment Land Investment Incentive Program Bylaw No.7112 - 2014;
"Project" means a project as outlined in Part 6 of this Bylaw, and does not include any
construction that is outside the scope of this Bylaw;
"Tax Exemption" means a Revitalization Tax Exemption pursuant to this Bylaw.
PART 4 ESTABLISHMENT OF EMPLOYMENT LAND INVESTMENT INCENTIVE PROGRAM AREAS,
AND A REVITALIZATION TAX EXEMPTION PROGRAM
4.1 Pursuant to the Community Charter, there is hereby established the Employment Land
Investment Incentive Program (ELIIP) Areas, as outlined on Appendices "B" through "F", which
are attached to and form part of this Bylaw. The Appendices, listed below, are representative
of the Employment Land Investment Incentive Program Areas; if there is any discrepancy, the
official version shall prevail.
i. Appendix B: 256 Street
ii. Appendix C: Albion Industrial Area
iii. Appendix D: Kanaka Business Park
iv. Appendix E: Lougheed East
v. Appendix F: Maple Meadows
4.2 Pursuant to the Community Charter, there is hereby established a Revitalization Tax
Exemption Program for the ELIIP Areas, providing a Revitalization Tax Exemption for Lots with
Projects meeting Program requirements.
PART 5 PROGRAM REASONS, OBJECTIVES AND PRINCIPLES
5.1 The Employment Land Investment Incentive Program has been established to encourage
accelerated private sector investment on employment lands to help implement the
Commercial & Industrial Strategy updated August 2014, prepared for the City of Maple Ridge
by: G.P. Rollo & Associates. Revitalization Tax Exemptions are one element of that program.
5.2 A Revitalization Tax Exemption is established under this Bylaw to:
a. Improve the ratio ofjobs to housing;
b. Expand employment opportunities for citizens;
c. Attract investment to create a strong local economy;
d. Diversify the tax base;
e. Improve the industrial to residential property tax ratio;
f. Encourage the use of environmentally sustainable building construction methods and
materials; and,
g. Encourage energy efficiency and alternative technologies.
5.3 When considering applications for inclusion under this program, the following principles will
be considered;
i. Bricks and mortar (property value) contributes to the City's revenue stream;
ii. Industrial land should be retained for industrial uses;
iii. Focus on attracting high value jobs and high job densities;
iv. Focus on businesses not driven by population growth -"retail follows rooftops";
v. Time limited programs provide momentum;
vi. Incentives shouldn't draw businesses away from the Town Centre;
vii. The Town Centre commercial sector needs continued support; and,
viii. A multi-pronged approach is needed; incentives alone are not the answer.
PART 6 ELIGIBLE PROJECTS
6.1 The Project must be situated on a Lot identified as an Employment Land Investment Incentive
Program Area, outlined on Appendices B, C, D, E, and F, which are attached to and form part
of this Bylaw.
6.2 The Project must be of an industrial use as defined in the Maple Ridge Zoning Bylaw, except
for the ineligible uses outlined on Appendix A, which is attached to and forms part of this
Bylaw.
6.3 A Building Permit must have an issue date of not before Friday, January 2, 2015, and not
after Friday, December 28, 2018, to qualify.
6.4 The Project must meet all Program criteria and comply with all applicable land use and other
City of Maple Ridge regulations.
6.5 The Project must have a Building Permit Value greater than or equal to $250,000.
PART 7 TAX EXEMPTION
7.1 The terms and conditions upon which a Revitalization Tax Exemption Certificate may be
issued are as set out in this Bylaw, the Revitalization Tax Exemption Agreement and the
Revitalization Tax Exemption Certificate.
7.2 A Revitalization Tax Exemption Certificate shall apply to a Lot after the following conditions
are met:
a. The Owner of the Lot has met all applicable provisions of this Bylaw;
b. The Owner of the Lot has entered into a Revitalization Tax Exemption Agreement with
the City of Maple Ridge;
c. The Owner of the Lot has met all terms and conditions as set out in the Revitalization
Tax Exemption Agreement; and,
d. The Owner has applied for a Revitalization Tax Exemption Certificate and a
Revitalization Tax Exemption Certificate has been issued for the Lot.
7.3 For Projects not meeting the definition of a Green Project, a Tax Exemption from Municipal
Property Tax will be granted on the amount of Non-Market Change where all the conditions as
stated in Part 7 of this Bylaw have been met. The Tax Exemption will apply for the duration
and portions, as follows:
i. Year 1: 100°/o;
ii. Year 2: 80%;
iii. Year 3: 60%;
iv. Year 4: 40%;
v. Year 5: 20%;
vi. Year 6 and subsequent years: 0%.
7.4 For Green Projects, a Tax Exemption from Municipal Property Tax will be granted on the
amount of Non-Market Change where all the conditions as stated in Part 7 of this Bylaw have
been met. The Tax Exemption will apply for the duration and portions, as follows:
i. Year 1: 100°/o;
ii. Year 2: 90%;
iii. Year 3: 80%;
iv. Year 4: 70%;
v. Year 5: 60%;
vi. Year 6: 50°/o;
vii. Year 7: 40°/o;
viii. Year 8: 30%;
ix. Year 9: 20%;
x. Year 10: 10°/o;
xi. Year 11 and subsequent years: 0%.
7.5 For a Tax Exemption to commence in a given year, an Owner must submit an Application for a
Revitalization Tax Exemption Certificate to the City of Maple Ridge by the last business day in
September of the preceding year.
7.6 A Revitalization Tax Exemption Program Certificate may be revoked by Council by means of
any of the following infractions:
a. The Owner breaches any covenant, condition or obligation as set out in the
Revitalization Tax Exemption Agreement;
b. The Lot is put to any use that is not permitted or fails to meet any of the Project
eligibility requirements as outlined in Part 6 of this Bylaw;
c. The Lot is put to use as one of the ineligible uses outlined on Appendix A, which is
attached to and forms part of this Bylaw;
d. The Owner breaches:
Any enactments, laws, statutes, regulations and orders by any authority
havingjurisdiction, including bylaws of the City of Maple Ridge;
Any federal, provincial, municipal, and environmental licences, permits
and approvals.
7.7 For a Revitalization Tax Exemption Program Certificate that is revoked due to the infractions
noted in Part 7, Section 7.6 of this Bylaw, the City of Maple Ridge may recapture the value of
the Tax Exemption provided on the Lot, for the current and any previous taxation years to
which the Revitalization Tax Exemption Program Certificate applies, back to the date when the
infraction first occurred. Failure on the part of the Owner to remit the recaptured amount
within thirty (30) days will result in the amount being placed on the general property tax bill
for the Lot.
7.8 In cases where a building is comprised of strata Lot units, a Tax Exemption will be
apportioned proportionate to the assessed value for each unit as determined by BC
Assessment.
READ a first time this 14th day of October, 2014.
READ a second time this 14th day of October, 2014.
READ a third time this 14th day of October , 2014.
ADOPTED this day of , 2014.
PRESIDING MEMBER
CORPORATE OFFICER
Attachments:
• Appendix A- Employment Land Investment Incentive Program - Ineligible Uses
• Appendix B- Employment Land Investment Incentive Program Area - 256 Street
• Appendix C- Employment Land Investment Incentive Program Area - Albion Industrial Area
• Appendix D- Employment Land Investment Incentive Program Area - Kanaka Business Park
• Appendix E- Employment Land Investment Incentive Program Area - Lougheed East
• Appendix F- Employment Land Investment Incentive Program Area - Maple Meadows
Appendix A- Employment Land Investment Incentive Program - Ineligible Uses
Employment Land Investment Incentive Program incentives apply to all industrial uses defined in the
Maple Ridge Zoning Bylaw, except the following uses currently permitted under the industrial zones.
These uses would typically have either lower job densities or lower value jobs, and therefore would
not meet the objectives of the Employment Land Investment Incentive Program:
• Dance schools, fitness centres and gymnastics schools
• Auction marts
• Mini-warehouses
• Parking of unoccupied commercial and recreational vehicles
• Indoor commercial recreational uses
• Resta u ra nts
• Childcare centres
• Retail warehouse operations ("big box")
• Operations relating to medical marihuana
Appendix B- Employment Land Investment Incentive Program Area - 256 Street
Sva a• 1•7.�v7
2�G �treet
�!T�` OF h,9APLE RID��
� �� F'��k��=!Rkn-':�ti'
�I �I
��� e�.-e sbx t4. zc14 a�r v-
Appendix C- Employment Land Investment Incentive Program Area - Albion Industrial Area
N
5:a a � �2.C:
�ra
��°r
` '•! P g.
��
�5� ::- ���
�3�:2: -
�s
r� ���
I�
�
�
i� ���„�
_��<<_��� ���.�
rnt C ry at !�fs=:e R age rraKe� no guaranue
rogud�ng rr►►e rtt.racy o� �trsenS sra:ls cf
sna �nra^�a:o^ s^:+,w a^ :^:s maa
� AlblOr�
�
o �
� - CITY dF h9APLE RI�GE
� � r= .. ..._ + '�c••
� CA'� Se_�9.�C�L 3Y =
Appendix D- Employment Land Investment Incentive Program Area - Kanaka Business Park
Sva a• 1:E.UC7
�
��-
���� '
_;_, �*'.`' �.'�,;�i :�� �
�•i�.' �,.�L tt :' } " �yt �A� ��
'! x k , _�
�I� ' "5 � �
.�' _
�r
�"_ P R '� ° '"�?�c�9 �5S _u8'S:5'.P°
a^c_: a^{ o• ^;e3er�L 57a+..3 oi
i.i= � ii_ a. _' 9' _ �r i _ .":5 '�586.
�Car:aka Business Par�
�
r �
� � �!T�` OF h,9APLE RID��
� F'� �k �� =!Rkn -': �ti'
e�.-e sbx t4. zc14
Appendix E- Employment Land Investment Incentive Program Area - Lougheed East
w�r:� }c� k_�safJ
�
�
n
��
�
- � m
_ �
i7
� �y
Appendix F- Employment Land Investment Incentive Program Area - Maple Meadows
Sva a• � 12.v
� � ���
��"R���_�ryr,. � ! �
`'�L'kt_:� f" i�4 ���' ���
!. k � , � �
�, .y r � .�
�" _
� i��.�.
r�,���i� r,������4���
T
� �!T�` OF h,9APLE #�ID��
c� �w �� =_vx�-�: ew-
e�.-e sbx t4. zc14 a�� v-
CITY OF MAPLE RIDGE
BYLAW N0. 7109 - 2014
A Bylaw to amend Maple Ridge Revitalization Tax Exemption Program Bylaw No. 7010 - 2013
WHEREAS pursuant to provisions in the Community Charter Council has, by bylaw, established a
revitalization tax exemption program to encourage various types of revitalization to achieve a range of
economic, social and environmental objectives;
AND WHEREAS, Council may amend this bylaw pursuant to the Community Charter;
AND WHEREAS, for the purpose of extending the Town Centre Investment Incentive Program for a
period of two years, it is deemed expedient to further amend Maple Ridge Revitalization Tax
Exemption Program Bylaw No. 7010 - 2013;
AND WHEREAS, Council has given notice of the proposed Bylaw in accordance with the Community
Charter,
NOW THEREFORE, the Council of the City of Maple Ridge enacts as follows:
1. This Bylaw may be cited as "Maple Ridge Revitalization Tax Exemption Program Amending
Bylaw No. 7109 - 2014".
2. Maple Ridge Revitalization Tax Exemption Program Bylaw No. 7010 - 2013 is hereby
amended accordingly:
a) PART 7- ELIGIBLE PROJECTS is amended by:
Deleting Section 7.2 in its entirety and replacing it with:
7.2 A Building Permit must have an issue date of not before
Tuesday, December 31, 2013, and not after Friday, December
30, 2016, to qualify.
ii. Deleting Section 7.4 a. in its entirety and replacing it with:
7.4 a. Mixed-Use Building Construction where the Building Permit
Value of the Commercial Portion of the building is greater than
or equal to $1,000,000.
READ a first time this 14th day of October, 2014.
READ a second time this 14th day of October, 2014.
READ a third time this 14th day of October, 2014.
ADOPTED this day of , 2014.
PRESIDING MEMBER CORPORATE OFFICER
1004.2
CITY OF MAPLE RIDGE
BYLAW N0. 7110-2014
A Bylaw to amend the Maple Ridge Off-Street Parking and Loading Bylaw 4350-1990
WHEREAS, it is deemed expedient to further amend Maple Ridge Off-Street Parking and Loading
Bylaw 4350-1990 as amended;
NOW THEREFORE, The Municipal Council of the City of Maple Ridge enacts as follows:
1. This bylaw may be cited as "Maple Ridge Off-Street Parking and Loading Amending Bylaw
No. 7110-2014".
2. Schedule "A", Section 10.0, Maple Ridge Town Centre Parking Standards, sub-section 10.1
Application of Town Centre Parking Standards, item (a)(2) shall be deleted and replaced with
the following:
2. within Sub-Area 1 for a commercial use only, if the development application is
received by the end of business day on:
a. July 15, 2016 for rezoning applications; and
b. September 30, 2016 for development permit applications.
3. Schedule "A", Section 10.0, Maple Ridge Town Centre Parking Standards, sub-section 10.1
Application of Town Centre Parking Standards, item (b) shall be deleted and replaced with
the following:
b) Properties located within the Town Centre Area, as shown on attached Schedule "D", and
not identified for reduced parking standards in item 10.1(a) above, are required to provide
parking as identified in Sections 1.0 through 9.0 of this Schedule "A".
READ a first time this 14th day of October, 2014.
READ a second time this 14t" day of October, 2014.
READ a third time this 14t" day of October, 2014.
ADOPTED this day of , 2014.
PRESIDING MEMBER
CORPORATE OFFICER
1004.3
City of Maple Ridge
COMMITTEE OF THE WHOLE MEETING
MINUTES
October 20, 2014
1:00 p.m.
Council Chamber
PRESENT
Elected Officials Appointed Staff
Mayor E. Daykin J. Rule, Chief Administrative Officer
Councillor C. Ashlie K. Swift, General Manager of Community Development,
Councillor C. Bell Parks and Recreation Services
Councillor J. Dueck P. Gill, General Manager Corporate and Financial Services
Councillor A. Hogarth C. Carter, Acting General Manager Public Works and
Councillor B. Masse Development Services
Councillor M. Morden C. Carter, Director of Planning
C. Marlo, Manager of Legislative Services
Other Staff as Required
C. Goddard, Manager of Development and Environmental
Services
D. Hall, Planner 2
A. Kopystynski, Planner 2
T. Thompson, Manager of Financial Planning
1. DELEGATIONS/STAFF PRESENTATIONS
1.1 Tree Protection Bylaw
• Allen and Jessie Joy Lees
Mr. and Miss Lees distributed their presentation and provided an overview of
the suggestions within the presentation for improvements to the City's Tree
Protection Bylaw.
2. PUBLIC WORKS AND DEVELOPMENT SERVICES
Note: The following items have been numbered to correspond with the Council
Agenda:
1100
Committee of the Whole Minutes
October 20, 2014
Page 2 of 9
1101 Application to Exclude Land from the Agricultural Land Reserve, 25638 and
25676 112 Avenue
Staff report dated October 20, 2014 providing resolutions for Council's
consideration and recommending that Application 2014-060-AL be forwarded
to the Agricultural Land Commission.
The Planner 2, D. Hall, gave a Power Point presentation providing the following
information:
• Application Information
• OCP Context
• Neighbourhood Context
• Site Characteristics
• Development Proposal
• Portion of Properties to be Excluded
• Concurrent Subdivision Application
• Environmental Context Map
• Recommendation
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Note: Mayor Daykin excused himself from the meeting at 1:32 p.m. as he rents
office space in this location.
Councillor Masse excused himself at 1:32 p.m. as he has office space in the
neighbourhood.
1102 2014-074-CU, 22245 Lougheed Highway
Staff report dated October 20, 2014 recommending that Maple Ridge Official
Community Plan Amending Bylaw No. 7108-2014 to temporarily allow CS-1
(Service Commercial) uses in an existing building on a C-3 (Town Centre
Commercial) zoned property.
Committee of the Whole Minutes
October 20, 2014
Page 3 of 9
The Manager of Development and Environmental Services gave a Power Point
presentation providing the following information:
• Application Information
• Neighbourhood Context
• OCP Context
• Site Characteristics
• Recommendation
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Mayor Daykin and Councillor Masse returned at 1:35 p.m.
1103 2012-004-RZ, 23791112 Avenue, RS-3 to R-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7111-2014 to rezone from RS-3 (One Family Rural
Residential) to R-1(Residential District) to permit approximately 16 single
family residents lots be given first reading and that the applicant provide
further information as described on Schedules A, B, F and G of the
Development Procedures Bylaw No. 5879-1999, along with a Subdivision
application.
The Manager of Development and Environmental Services gave a Power Point
presentation providingthe following information:
• Application Information
• OCP Context
• Neighbourhood Context
• Site Characteristics
• Development Proposal
• Proposed Subdivision Plan
• Recommendation
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Committee of the Whole Minutes
October 20, 2014
Page 4 of 9
1104 2014-091-RZ, 12420 Ansell Street, RS-3 to RS-2
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7115-2014 to rezone from RS-3 (One Family Rural
Residential) to RS-2 (One Family Suburban Residential) to allow for a two lot
subdivision be given first reading and that the applicant provide further
information as described on Schedule B of the Development Procedures
Bylaw No. 5879-1999, along with information required for a Subdivision
application.
The Manager of Development and Environmental Services gave a Power Point
presentation providingthe following information:
• Application Information
• OCP Context
• Neighbourhood Context
• Development Proposal
• Proposed Site Plan
• Recommendation
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
1105 2012-119-RZ, 24108104 Avenue and 10336 240A Street,
RS-3 and RS-2 to RM-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 6969-2013 to rezone from RS-3 (One Family Rural
Residential) and RS-2 (One Family Suburban Residential) to RM-1 (Townhouse
Residential) to permit future development of 97 townhouse units be given
second reading and be forwarded to Public Hearing.
Committee of the Whole Minutes
October 20, 2014
Page 5 of 9
The Manager of Development and Environmental Services gave a Power Point
presentation providing the following information:
• Application Information
• OCP Context
• Neighbourhood Context
• Site Characteristics
• Development Proposal
• Development Proposal Update
• 104 Avenue and Main & Secondary Site Entrance Perspectives
• Revised Site Plan
• Revised Double Car Garage Floor Plan
• Garage Configurations
• Elevations
• Landscape Plan
• Recommendations
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
1106 2014-023-RZ, 21434 121 Avenue, RS-1b to R-1
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7074-2014 to rezone from RS-1b (One Family Urban
[Medium Density] Residential) to R-1 (Residential District) to permit future
subdivision into two single family lots be given second reading and be
forwarded to Public Hearing.
The Manager of Development and Environmental Services gave a Power
Point presentation providing the following information:
• Application Information
• OCP Context
• Neighbourhood Context
• Site Characteristics
• Development Proposal
• Proposed Subdivision Plan
• Recommendation
Committee of the Whole Minutes
October 20, 2014
Page 6 of 9
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
1107 2014-043-RZ, 13065 Katonien Street, Text Amendment
Staff report dated October 20, 2014 recommending that Maple Ridge Zone
Amending Bylaw No. 7090-2014 to permit a site-specific text amendment to
the M-2 (General Industrial) zone to permit an "Indoor Mountain and BMX
Biking Facility" be given second reading and be forwarded to Public Hearing
and that a parking study be submitted prior to final reading.
The Planner 2, A. Kopystynski, gave a Power Point presentation providing the
following information:
• Application Information
• Neighbourhood Context
• OCP Context
• Site Characteristics
• Development Proposal
• Proposed Subdivision Plan
• Preliminary Elevations
• Entrance details
• Example of Interior
• Recommendation
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
1108 RZ/021/04, 20870 Lougheed Highway, Final One Year Extension
Staff report dated October 20, 2014 recommending that rezoning application
RZ/021/04 to rezone from RS-1 (One Family Urban Residential) to CS-1
(Service Commercial) to permit mobile equipment storage and improve
internal circulation for the existing equipment rental business be granted a
final one year extension.
Committee of the Whole Minutes
October 20, 2014
Page 7 of 9
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Note: Councillor Hogarth excused himself at 2:00 p.m. as he manages the property
under application 2011-098-RZ .
1109 2011-089-RZ, 22309, 22319 and 22331 St. Anne Avenue, Final One Year
Extension
Staff report dated October 20, 2014 recommending that rezoning application
2011-089-RZ to permit the relocation, restoration and adaptive re-use of an
existing heritage house into a duplex and construction of a 66 unit four-storey
multi-family apartment complex be granted a final one year extension.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Note: Councillor Hogarth returned at 2:03 p.m.
1110 2012-038-SD, 12116 and 12170 204B Street, Money in Lieu of Parkland
Dedication
Staff report dated October 20, 2014 recommending that the owner of land
proposed for subdivision at 12116 and 12170 204B Street pay an amount
that is not less than $26,500.00.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
3. FINANCIAL AND CORPORATE SERVICES (including Fire and Police)
1131 Maple Ridge Development Cost Charge Reserve Fund Expenditure Amending
Bylaw No. 7116-2014
Staff report dated October 20, 2014 recommending that Maple Ridge
Development Cost Charge ("DCC") Reserve Fund Expenditure Amending Bylaw
Committee of the Whole Minutes
October 20, 2014
Page 8 of 9
No. 7116-2014 to authorize the expenditure of funds from the DCC Reserve
Fund be given first, second and third readings.
The Manager of Financial Planning provided an overview of the report.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Note: Councillor Hogarth excused himself at 2:05 p.m. as a family member is
employed by one of the applicants under item 1132.
1132 Revitalization Tax Exemption Agreements
Staff report dated October 20, 2014 recommending that the Corporate Officer
be authorized to execute Revitalization Tax Exemption Agreements with the
qualified property owners as listed in Appendix A of the report.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
Note: Councillor Hogarth returned at 2:07p.m.
1133 Disbursements for the month ended September 30, 2014
Staff report dated October 20, 2014 recommending that the disbursements
for the month ended September 30, 2014 be approved.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
1134 2014 Council Expenses
Staff report dated October 20, 2014 providing Council expenses for 2014
updated to the end of September 2014.
Committee of the Whole Minutes
October 20, 2014
Page 9 of 9
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
4. COMMUNITY DEVELOPMENT AND RECREATION SERVICES
1151 Joint Leisure Services Review
Staff report dated October 20, 2014 recommending that the
recommendations in the Joint Parks and Leisure Services Model Review
report dated July 31, 2014 prepared by Professional Environmental
Recreation Consultants Ltd. and the implementation approach described in
the staff report be endorsed.
RECOMMENDATION
That the staff report be forwarded to the Council Meeting of October 28,
2014.
5. CORRESPONDENCE - N i I
6. OTHER ISSUES - N i I
7. ADJOURNMENT - 2:10 p.m.
8. COMMUNITY FORUM
J. Dueck, Acting Mayor
Presiding Member of the Committee
MAPLE RIDGE
6ritith Co[umhla
T0:
FROM:
City of Maple Ridge
His Worship Mayor Ernie Daykin MEETING DATE: October 28, 2014
and Members of Council FILE N0: 11-5255-40-159
Chief Administrative Officer MEETING: Council
SUBJECT: October 2014 Final Report - Strategic Transportation Plan
EXECUTIVE SUMMARY:
The City of Maple Ridge is one of the fastest growing municipalities within Metro Vancouver, growing
by 60% over the last twenty years and anticipated to grow from the current population of just over
80,000 to 110,000 residents by 2031. Such levels of growth present significant challenges to the
goal of developing an effective multi-modal transportation system within the City, exacerbated by an
existing incomplete road grid network and limited major east-west corridors.
The 2004 Draft Strategic Transportation Plan (STP) focused on improving highway connections in
and out of the City, specifically to the west and south, including improvements on the Lougheed
Highway approaching and across the Pitt River as well as a new tolled crossing over the Fraser River.
Since the original 2004 Draft STP was prepared, the Pitt River Bridge has been replaced with a new
six-lane structure and the Golden Ears Bridge has been constructed, both structures also
incorporating extensive associated roadwork improvements. In addition, the Lougheed Highway in
Pitt Meadows from Dewdney Trunk Road west to Harris Road has been widened to six lanes,
incorporating a new HOV lane westbound to Harris Road.
Council has provided input into the development of the plan at the following meetings:
• May 14, 2012
• April 8, 2013
• February 17, 2014
• September 15, 2014
The STP is now ready for endorsement by Council. The main focus of the STP currently under
consideration by Council is to present a comprehensive review of the various transportation modes
throughout the City in order to shape and support planned growth twenty years into the future,
namely the Road Network, the Pedestrian Plan, the Bicycle Network Plan, and the Transit Strategy.
Each element of the STP outlines the challenges and opportunities, and outlines a number of actions
to achieve the stated goals of the STP. The components are:
Road Network: Identify improvements to both major and minor corridors, as well as identifying
new roadways, intersection improvements and neighbourhood traffic
management.
Pedestrians: Define facilities and programs to encourage walking as a viable transportation
option for all residents by enhancing walking infrastructure connectivity and
accessibility in both built areas as well as developing areas.
Bicycles: While there is a core of dedicated cyclists in the City the goal is to encourage
casual cyclists by providing bicycle facilities that are both safe and comfortable
and that incorporate different levels of facility depending upon the specific bike
ro ute.
1201
Transit Strategy: As transit is under the jurisdiction of TransLink, the intent of the strategy is to
support and guide TransLink's service planning initiatives, outlining the need for
improving both local and regional connections.
The development of the Final STP included consultation with Council, staff, external agencies and
the public through a number of presentations, workshops and Open Houses.
The intent of the STP, upon endorsement by Council is to provide long-term direction for the
development and maturation of the City's transportation system. The STP outlines, for each mode of
transportation, a list of priority projects for which conceptual cost estimates for each project or
program have been developed to provide guidance on the level of investment for the overall STP.
The level of investment required to implement all the stated improvements is considerable - in the
range of $165M. As such a range of suggested strategies are included for consideration to guide
implementation of the STP, some of which are location-specific projects while others would be
annual programs with projects across the municipality. The next step is the completion of an
Implementation Plan that would seek to prioritize the strategies included in the plan for incorporation
into future Business Plans.
RECOMMENDATION:
THAT the "October 2014 Final Report - Strategic Transportation Plan" be endorsed; and
THAT staff be directed to complete an Implementation Plan prioritizing the strategies identified
within the Final Strategic Transportation Plan.
DISCUSSION:
a) Background Context:
As one of the fastest growing municipalities within Metro Vancouver, the City of Maple Ridge faces
considerable challenges in continuing to expand and improve a multi-modal transportation system
that improves access throughout the City as well as regional destinations given that a significant
number of residents work outside the City. An increase in population in excess of 35% over the next
20 years, along with the creation of additional employment opportunities, will burden the existing
road network so it is necessary to work toward building and strengthening an interconnected and
multi-modal system that will improve existing developed areas as well as servicing emerging growth
areas. The goal is to provide a transportation system where residents and employees can use
various modes - walk, cycle, automobile or transit - to get to their destinations. To address the
challenge of providing that desired multi-modal transportation system, the City has updated the
2004 Draft STP, recognizing that the original document focused more on improving highway
connections out of the City, specifically to the west and south including improvements on the
Lougheed Highway approaching and across the Pitt River as well as a new tolled crossing over the
Fraser River.
Council input into the development of the plan has been provided at the following meetings:
• May 14, 2012
• April 8, 2013
• February 17, 2014
• September 15, 2014
The 2014 STP is guided by four overarching goals:
Access & Mobility - Provide for safe, convenient and accessible movement of people, goods and
services throughout the City as well as to regional destinations, offering a variety of mobility choices
and accommodating diverse needs.
Transportation Choice - Provide attractive choices for moving around the City and connecting to
regional destinations.
Community & Environment - Provide infrastructure that enhances the quality of life for residents as
well as preserving the natural environments.
Affordable Transportation System - Provide infrastructure and services in a cost-effective and
efficient manner.
The main focus of the STP is to present a comprehensive review of the various transportation modes
throughout the City in order to shape and support planned growth twenty years into the future,
namely the Road Network, the Pedestrian Plan, the Bicycle Network Plan, and the Transit Strategy.
Each element of the STP outlines the challenges and opportunities, and outlines a number of actions
to achieve the stated goals of the STP. The components are:
Road Network
The Road Network Plan addresses a range of improvements to the overall road network, ranging
from major corridor projects through to neighbourhood traffic management improvements. The
Road Network Plan identifies six strategies:
1. Major Municipal Roads
Long-term improvements to key corridors to improve network connectivity and accommodate
increasing traffic growth. Examples include 128 Avenue, from 210 Street to 240 Street, and
232 Street from Abernethy Way to 132 Avenue.
2. Regional and Provincial Corridors
The widening of Lougheed Highway and the Haney Bypass are important corridors for inter-
regional traffic as well as for residents travelling across the City.
3. Completin� the Road Network
This refers to connections to rural or emerging growth areas such as the Albion Industrial
Area Connector.
4. Intersection Improvements
There are a number of major intersections, largely on the Lougheed Highway that face
operational and safety issues around which the City will continue to advocate with the
Province.
5. Neighbourhood Traffic Management
This is based upon the Traffic Calming Policy developed in 2012 with the goal of improving
safety and preserve neighbourhood liveability.
6. Network Classification
The existing network has been reviewed and amended as necessary to support the land uses
stated in the Official Community Plan.
Pedestrian Plan
Within the Pedestrian Plan there are facilities and programs identified to enhance walking as a safe
and convenient option for residents of all ages and abilities, based upon five strategies:
1. Enhanced Network Covera�e
A large number of roadways in the City, especially in older areas lack sidewalks but where
sidewalks would benefit many users as well as six pedestrian areas where priority should be
given to provide sidewalks.
2. Interim Strategies for Growth Areas
Growth areas such as Silver Valley or Albion, while having new developments provide fronting
sidewalks often have portions of roadway where there are discontinuous or limited sidewalks
and the Draft STP identifies approaches to provide temporary sidewalks as needed until full
standard sidewalks may be constructed.
3. Enhanced Treatments in the Town Centre
This focusses on streetscapes within the Town Centre to enhance walkability and create an
attractive walking environment.
4. Safer Crossin�s
This strategy seeks to improve pedestrian safety at major intersection crossings.
5. Support Programs
Information, education and awareness initiatives complement the previous strategies with
the goal of making pedestrians feel more safe and comfortable when walking on City streets.
Bicycle Network Plan
The intent of the Bicycle Network Plan is to encourage both casual and serious cyclists to utilize City
bike facilities, a goal that is a primary driver for TransLink in achieving a shift in mode-share away
from the single-occupancy vehicle. Three strategies are covered:
1. Comfortable Facilities
This strategy identifies a range of cycling facilities for consideration under different
conditions within the City, from bike lanes through to off-street facilities.
2. Crossin�s
Providing treatments such as green painted bicycle boxes at intersections, pavement
markings create a safer crossing environment for cyclists.
3. Support Strategies
These are complimentary measures to increase awareness and educate riders.
Transit Strategy
TransLink controls the provision of transit facilities and routes in the City but the STP can provide
direction to TransLink on City priorities through the following four strategies:
1. Enhanced Local and Regional Services
TransLink has considerable funding limitations and faces a challenge in maintaining current
levels of service while contemplating expanding services. The need for local connections to
the Town Centre is recognized as is the necessity of providing at least a B-Line service to the
planned Evergreen Line in Coquitlam.
2. Comfortable and Accessible Passenger Facilities
Improvements to bus shelters and amenities increase the likelihood of residents using the
transit system as they improve customer safety and comfort.
3. West Coast Express Expansion
The West Coast Express is a tremendous service to regional destinations but should be
expanded to include additional service in non-peak periods as well as evenings and
weekends. The consideration of a station at Albion is considered a valuable asset tot pursue
with TransLink.
4. Transit Prioritv Strategies
Improvements along transit corridors and at intersections will enhance the level of service
and allow the transit system to compete with driving.
The development of the STP included consultation with Council, staff, external agencies and the
public through a number of presentations, workshops and Open Houses.
The intent of the STP, upon endorsement by Council, is to provide long-term direction for the
development and maturation of the City's transportation system. The STP outlines, for each mode of
transportation, a list of strategic projects for which conceptual cost estimates for each project or
program have been developed to provide guidance on the level of investment for the overall STP.
The level of investment required to implement all the stated improvements is considerable - in the
range of $165M. As such a range of suggested strategies are included for consideration to guide
implementation of the STP, some of which are location-specific projects while others would be
annual programs with projects across the municipality. Following the endorse of the plan by Council
then the next step will be the development of an Implementation Plan to prioritize the strategies and
form the basis for future Business Plan considerations.
b) Desired Outcome:
The desired outcome is a long-range Transportation Plan that meets the needs of the City of Maple
Ridge.
c) Strategic Alignment:
The City's Mission states the goal of a"Safe, livable and sustainable community for our present and
future citizens". The development of a true multi-modal transportation system will assist in the
realization of that stated Mission.
Sections "5.5 - Air Quality" and "5.6 - Preparing for Climate Change" of the current Official
Community Plan (OCP) contain policies pertaining to climate change and greenhouse gas emissions
(GHG). For example, Policy 5.40 (b) encourages alternate transportation initiatives, promoting
"clean" transportation, and encouraging the use of public transit, and Policy 5-44 states that Maple
Ridge has a goal to reduce community greenhouse gas emissions by 33% below 2007 levels by
2020 and 80% by 2050.
The STP does not state specific targets or strategies but does support both City and provincial
initiatives to reduce GHGs through the promotion of alternative modes of transportation other than
the single-occupancy vehicle.
d) Citizen/Customer Implications:
A series of Open Houses were held to seek input from residents and stakeholder groups. A survey
was utilized to gain feedback on transportation issues and priorities for residents.
The goal of the STP is to support the development of a long range plan to implement a multi-modal
transportation system but given the overall costs, there are challenges and implications of executing
such a significant plan.
e) Interdepartmentallmplications:
There has been considerable consultation and discussion amongst the various City departments
including Planning, Operations, Bylaws as well as Parks & Leisure Services. A series of internal
stakeholder workshops were held to solicit feedback on proposed strategies in the STP.
f) Business Plan/Financial Implications:
When endorsed by Council the STP will provide long-term direction for the development and
maturation of the City's transportation system and outlines, for each mode of transportation, a list of
priority projects for which conceptual cost estimates for each project or program have been
developed to provide guidance on the level of investment for the overall STP. The level of investment
required to implement all the stated improvements is considerable - in the range of $165M. Some
of the projects and initiatives such as the four-laning of 128 Avenue are included, at least in part
within the current approved Financial Plan but a large proportion of the STP is not yet funded.
As such a range of suggested strategies are included for consideration to guide implementation of
the STP, some of which are location-specific projects while others would be annual programs with
projects across the municipality. The next step is to complete an Implementation Plan that would
seek to prioritize the strategies for incorporation into future Business Plans.
g) Policy Implications:
There are no specific policy implications in endorsing the STP.
h) Alternatives:
Not endorsing the STP would result in an un-coordinated approach to transportation planning within
the City.
CONCLUSIONS:
The October 2014 Final Report - Strategic Transportation Plan provides an update to the 2004
document and maps out what infrastructure improvements are required to develop a truly multi-
modal transportation system within the City to accommodate the continued growth in what is one of
the fastest growing municipalities in the Lower Mainland. It presents a comprehensive review of the
various transportation modes throughout the City in order to shape and support planned growth
twenty years into the future, namely the Road Network, the Pedestrian Plan, the Bicycle Network
Plan, and the Transit Strategy. Each element of the STP outlines the challenges and opportunities,
and outlines a number of actions to achieve the stated goals of the STP.
"Original signed by David Pollock"
Prepared by: David Pollock, PEng.
Municipal Engineer
"Original signed by Christine Carter" for
Approved by: Frank Quinn, MBA, PEng.
General Manager: Public Works & Development Services
"Original signed by J.L. (Jim) Rule"
Concurrence: J.L. (Jim) Rule
Chief Administrative Officer
DP:mi
.��� � �: ���;3:
. _�. +`�.�
�.�_. _ ,r.. �, T, a x�
City of Maple Ridge
Strategic Transportation Plan
• �' 9 O O O O� �O ��
/�,��,�
�a,,. j�J��,j�
-- ._ � ����; _ � ,���� _
,, ;., � _ "
.,
,�
1 �� _`� �� � �u
� � i -. t
i� � ' / �,k, � � ". E�=
� � � � ,..a � l.: .. "�' �,�s '@ k y 6�� ///
� � �. � �i/���.i�
�
� ..: ,�, ,
tix' � �...■���I�l _
�a � ' , �
� �+' r , ;� �' � ,
�` ,� �� x � '� � :
„ F ,'^ ,� � � '�- F
3 , � ,. ; � � �
# - �,. _,, � . , , � ,_ _ �� I _
� �_ ���� ��� � �
� �� � ���
� �l 1 �7
'���A, � � � -,� , � "� � �i
Q � � "� � '� - � �� 1— � � �
i � -
;,`�`�'/��,. ;: ►� . �r ����.��y�1 � • � �
' T� � /%�
��°�.� i�l,�+ ,v.:..:� � , ,� � ,
a� ` � s �lr�Y'�r, ,
: , y � �+ � ✓y.�A/���%!%� �i/�► ;, r!. � '1 �� :
� � o.F ��� ,•: �Sr �J�`�,j ��,��lu��' r �
f R w �
rstir� . "t ai �. y�I,l�lll
� .. . � �
;�� �
^e�Z`yfy� - �
s
I _-s ,
i i ' ' � �� -- '1�
, 1-
` � :� � �,
� � ,!
`� "`�
� ��
�� � �
_ ���� ` � ,���� � �� -
� l � r -
�+ . �
�-�-'� `� � �
' y �� - ---
systems
MAPLE RfDGE
Briueh Colurnhfa
Contents
City of Maple Ridge
Strategic Transportation Plan
1.0 Executive Summary ..............................................................................................................................1
1.1 Strategic Transportation Goals ..................................................................................................... 2
1.2 Directions of the Plan .................................................................................................................... 3
1.3 Implementation ............................................................................................................................. 9
2.0 Introduction ...............................................................................................................................................11
2.1 Purpose of the Plan .................................................................................................................... 14
2.2 Study Process ............................................................................................................................. 16
3.0 Directions ..................................................................................................................................................17
3.1 Municipal Directions .................................................................................................................... 18
3.2 Regional & Provincial Directions ................................................................................................. 19
3.3 Goals & Objectives — Directions for the Strategic Transportation Plan ...................................... 20
4.0 Road Network Plan ...................................................................................................................................23
4.1 Shaping Influences and Challenges on the Road Network ........................................................ 24
4.2 Long-term Road Network Plan ................................................................................................... 33
4.2.1 Major Municipal Roads .................................................................................................................34
4.2.2 Inter Municipal and Provincial Connections ..................................................................................44
4.2.3 Completing the Network ...............................................................................................................48
4.2.4 Intersection Operations & Safety ..................................................................................................51
4.2.5 Neighbourhood Traffic Management ............................................................................................52
4.2.6 Long-term Network Plan ...............................................................................................................54
4.3 Capital Costs & Priorities for Major Road Improvements ........................................................... 55
5.0 Pedestrian Plan .........................................................................................................................................59
5.1 Shaping Influences and Challenges ........................................................................................... 60
5.2 Long-Term Pedestrian Plan ........................................................................................................ 65
5.2.1 Enhanced Network Coverage & Accessibility ...............................................................................66
5.2.2 Interim Strategies for Growth Areas .............................................................................................70
5.2.3 Enhanced Treatments in the Town Centre ...................................................................................71
5.2.4 Safer Crossings ............................................................................................................................72
5.2.5 Support Programs .........................................................................................................................73
5.3 Capital Cost and Priorities .......................................................................................................... 73
6.0 Bicycle Network Plan ...............................................................................................................................75
6.1 Shaping Influences and Challenges for Cycling ......................................................................... 76
6.2 Long-Term Bicycle Plan .............................................................................................................. 78
6.2.1 Comfortable Facility Standards .....................................................................................................79
6.2.2 Network Plan .................................................................................................................................82
6.2.3 Crossings ......................................................................................................................................88
6.2.4 Support Strategies ........................................................................................................................89
6.3 Capital Costs & Priorities ............................................................................................................ 90
October 2014 Page i
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
7.0 Transit Strategy ..........................................................................................................
7.1 Shaping Influences and Challenges for Transit .................................................
7.2 Long-Term Transit Strategy ...............................................................................
7.2.1 Enhanced Network of Local and Regional Services ......................................
7.2.2 Comfortable and Accessible Passenger Facilities .........................................
7.2.3 Expanding West Coast Express Services (daytime & weekend) and Station
7.2.4 Transit Priority Strategies ..............................................................................
Appendix A Detailed Sidewalk Network Priorities
Appendix B Detailed Bicycle Network Priorities
..........................92
.................... 93
.................... 98
..99
100
102
102
October 2014 Page ii
Chapter 1
Executive�
��.� ..r r�
y ' �� 3'r �^,,
"� �•.-; .r!� _p'
+'� �' '�� ,
ti - �.,.__. __.. �
�,�,..�,'... �,:�� �
��� '�es.� � _
�r �.� -r e��o � ��%
� � P� � ��►
'�j����r� ����� � ����
...� . _ � i/� �����a������ � � ���
., � ����+►� '� ■ �� �
������ ��'�� ��`�,\
/�����. �►�`�� � ���
- ,,�s���r ����� � ���
'��r � ���s� � � o
� �� - +�� � ►��
�i�.� � .+ � �
� ��� r ►��
I �� �
� � �
,� � �
� � �
� �� � �
� ��� �
��_ �.Is''"� � � _ !�
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Maple Ridge is a dynamic and vibrant community of more than 80,000 residents, with a distinct agricultural
and small-town character, along with a vibrant, well-developed urban core that continues to serve a growing
local population. The city is known for its rural and natural landscapes, and the outdoor recreational
opportunities afforded by lakes, mountains, and numerous regional and provincial parks that are very popular
with both residents and visitors to the area.
As one of the fastest growing municipalities in Metro Vancouver, Maple Ridge will need to continue to
accommodate a diverse and growing population into the future. Between 1991 and 2011, the population of
Maple Ridge increased by almost 60% to 76,000 residents. Over the next 20 years, the city's population is
anticipated to grow to nearly 110,000 residents by the year 2031, with thousands of additional jobs also
expected. The Town Centre and surrounding areas will likely accommodate most of this future population and
employment growth in Maple Ridge; however emerging growth areas, such as Silver Valley, will also
accommodate significant growth in the coming years. With this significant growth and development, providing
a more interconnected and multi-modal transportation system where residents and employees can
conveniently drive, walk, cycle, or take transit to their destinations is becoming increasingly important.
To address the challenges and opportunities facing the transportation system now and into the future, the City
of Maple Ridge has developed an updated Strategic Transportation Plan (STP). The development of the STP
update involved a detailed review of the existing transportation system in Maple Ridge, along with consultation
and engagement with City staff and community members to identify key transportation issues affecting the
community. Through this process, a framework was established for the STP to define how Maple Ridge will
address its future transportation needs. This framework provides guidance to City staff and Council on
transportation-related decisions and investments over the next 20 years. The framework is based on four
strategic goals which define the vision for transportation in Maple Ridge. These goals align with the
overarching directions contained in the city's Official Community Plan (OCP) and other policy documents, and
will guide the city's policies and directions on how to best manage the transportation system into the future.
Together, these goals, and their supporting objectives, contribute to creating an efficient, affordable, safe,
economically robust, and sustainable transportation system.
1.: rran� -
The goals and objectives for the STP are designed to provide the foundation for planning the city's
transportation system based on historical work with the residents of the city. The overall goals are briefly
summarized below.
Access & Mobility
Provide for safe, convenient and accessible
movement of peop/e, goods and services
throughout the city. To provide a variety of
mobility choices and accommodating diverse
needs, the city seeks a transportation network
with strong multi-modal connections,
supported by an efficient and safe road
network.
Transportation Choice
Provide residents and visitors with attractive choices
for moving around the city and connecting with other
areas of Metro Vancouver. This includes the
provision of an integrated network, supporting
connections locally and regionally, with more
opportunities for transit, cycling and walking.
October 2014 Page 2
MAPLE RfDGE
Briueh Colurnhfa
Community & Environment
Provide transportation infrastructure and
services that enhance quality of life in Maple
Ridge and the quality of the natural
environments in the city. This includes
integrating land use and transportation
systems, preserving natural areas, and
minimizing impacts through supporting
alternative travel modes.
City of Maple Ridge
Strategic Transportation Plan
Affordable Transportation System
Provide transportation infrastructure and services in
a cost-effective and efficient manner that makes best
use of existing facilities and projected resources.
This will include maximizing opportunities to make
beneficial investments, improving existing
infrastructure, and prioritizing transit.
Building on the four goals described above, the STP presents a comprehensive review of all aspects of the
transportation system in Maple Ridge, in order to shape and support planned growth 20 years into the future.
Although the goals of the Plan and the investment strategies are integrated, the STP document is presented
for each mode of transportation: a Road Network Plan; Pedestrian Plan; Bicycle Network Plan; and a
Transit Strategy - each addressing a distinct part of the city's transportation system. Each of the modal plans
is supported by several themes, which describe how the City and other agencies and stakeholders can take
action to achieve the STP goals. The four core topics of the STP, as well as their strategies are briefly
summarized below:
1. The Road Network Plan is designed to address a combination of major and
minor road improvements. The Road Network Plan identifies the City's long-term
approach to improvements ranging from major corridor projects, such as
widening and new roadways, to local area initiatives including neighbourhood
traffic management and minor intersection improvements. The six key strategies
that shape the Road Network Plan are:
a) Major Municipal Roads outlines long-term improvements to key corridors to increase road
network connectivity and accommodate increasing traffic growth pressures. Major municipal
road projects contained in this strategy are:
• 128 St/Abernethy Way: Widening from two to four lanes and extension of the 128
Avenue/Abernethy corridor between 210 Street and 240 Street.
• 232 Street: Widening to 4 lanes from Abernethy Way/124 Avenue to 132 Avenue
(east). There are two proposed concepts set out as part of this strategy, with different
laning configuration options.
• Fern Crescent Realignment / 128t'' Avenue Extension: Realign Fern Crescent and
extend 128�h Avenue as two lane roadways with pedestrian and cycling facilities, and
reclassify Fern Crescent south of 128th Avenue to a local road.
• East Dewdney Trunk Road: Widening to four lanes between 240 Street to 248
Street.
• 240 Street: A proposed crossing of 240 Street over the Alouette River is identified as
the secondary north-south alternative between Abernethy Way and Fern Crescent.
October 2014 Page 3
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
b) Regional and Provincial Corridors focusses on improvement opportunities for Lougheed
Highway and Haney Bypass, as well as opportunities for connections with Pitt Meadows via
the North Lougheed Connector. These improvements are:
a. Haney Bypass: Widening to 4 lanes.
b. Lougheed Highway: Widening east of 272 Street.
c. Support further review of the east-west North Lougheed Connector in Pitt
Meadows, and explore optional connections to Abernethy Way.
d. Lougheed Highway Priority lanes across Northeast Sector.
c) Completing the Network focusses on providing long-term access to rural and emerging
growth areas of the city, through road connectors. In particular, these improvements are:
a. 112 Avenue - 108 Street Connector would consist of a new roadway between 252
Street and 268 Street along the slope of Grant's Hill. The road would provide a
complete east-west route between Lougheed Highway at the Haney Bypass (via
Kanaka Way) and 272 Street.
b. Thornhill Connector which would connect between the Thornhill area and Lougheed
Highway. One option is to extend Jackson Road southward over the escarpment to
Lougheed, whereas another option would be to extend 256 Street southward to the
highway.
c. Albion Industrial Area Connector. In an effort to support industrial activity and
future growth in Albion, the City will examine alternative access strategies between
Lougheed Highway and River Road on the south side of the CP Rail corridor.
d) Intersection Improvements focuses on locations where further review is needed to address
operational and safety issues. The majority of intersections identified in this strategy are
located on Lougheed Highway (provincial jurisdiction), and the City will continue to advocate
with the Province on planning shorter-term improvement strategies to reduce delays and
improve safety at these locations. Types of improvements may include the provision of turn
lanes and/or signal optimization.
e) Neighbourhood traffic management speaks to the City's policy (developed in 2012) on
maintaining quality of life and safety on local and collector streets through various traffic
calming measures and treatments.
f) Network Classification captures the projected role and function of roadways within Maple
Ridge. The roadway classification system generally provides guidance to planning land uses
along the corridor as well as the physical design characteristics based on the intended
functions for each class as briefly highlighted below. The long-term road network
classification recommended in this strategy is shown in Map E-1.
October 2014 Page 4
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Map E-1: Long-Term Road Network Classification
� Ciiy of
� ��ct �eaao�.°.��� __4
I
�---�
1321Ave 132 Ave
� 128 Ave
� ' 124 Ave
Ia 123 Ave
0 122 0.�e
� � ° �i
! Laugheed uwy
!f
yr•�
! µ'i�er Ra
1
1
I
District of
Maple Ridge
'^ 124 Ave
y Trunk ftd Dewdne
a �
N ll2 Ave 112 Ave
� o�,ao��,.,
I
I
I
Trunk Rd I
104 Ave
Major Road Network # Signalized Intersection ioz a.�e
100 Ave
- Highway 0 Pedestrian Signal
- Arterial Road
- NEajor Collector Future Roads ���ehPea
Nwy
Collecror Road Collector F� �7sNr jZ i Z�e �•
Local Road ••••• Arterial
2. The Pedestrian Plan identifies facilities and programs needed to make walking within
the city a more attractive, safe and convenient option for people of all ages and mobility
levels. The Pedestrian Plan seeks to enhance infrastructure and connections in the areas
of highest pedestrian activity within Maple Ridge, and to ensure pedestrians connections
to future areas of growth. The Pedestrian Plan has five key strategic areas, which are:
a) Enhanced Network Coverage seeks more sidewalk coverage to provide more attractive
walking conditions, particularly in the urban areas of Maple Ridge. The ultimate goal is to
provide sidewalks on both sides of collector and arterial roads in the urban area, as well as on
at least one side of local roads. This strategy identifies six pedestrian areas (see Map E-2)
where sidewalk improvements can benefit many users, and where the City should prioritize
increasing sidewalk coverage. In addition to these six pedestrian areas, bus routes (within the
urban area) are also identified as a priority for sidewalk provision, to enable passengers to
safely access transit. Within the six pedestrian areas of the city as well as nearby transit stops
and exchanges, pedestrian facilities should be designed for people of all ages and mobility
levels through universal design standards.
October 2014 Page 5
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Map E-2: Pedestrian Areas of Maple Ridge
I � � _ �
132IAue
r-
� UVestgateSho�ap�rrg Cerrtre
� & INestr�dge,Centre
�
� } .� �° 3z� a�
�� iz� e� J �
m � :1Z2
� �� � o ,
� � 1 � ti -
�r �''��-�' �� �T� Lougl�eed FEwy
� � � � � f � �: � .
.�_ � _ � � _. � �I
o R��� \
� N {
1
132 Ave �
�.
� Maple Ridge �
`" Towrr Cerrtre
_ �
4ve ,� �
�
u_
�
���� ❑P�.rrine�r.. Tr�inlr Rra
{s ���' A �fi�rf'7p8
� � � �..
� �-.�� � � ` Haney Cerrtre
���t�'��/ ¢
! N
� � ,
1 Ric�91e � r
INleadaws
�� N�sp�taf
N1a�Ie Meaafows Part Ffax�eyStatian
Sta#ion � � �- � 3"� �'- � �'<�
'f �' r
112 Ave
, �;'^� : �'�
lo� Ave►
b) Interim Strategies for Growth Areas focusses on improving walkability in future growth areas
of Silver Valley, Albion, and Thornhill, in order to attract more residents to walk in these areas.
This strategy provides approaches to improve pedestrian facilities in these three areas,
including providing sidewalks as growth occurs, constructing temporary sidewalks where
needed, and striving towards a full sidewalk standard in the long-term.
c) Enhanced Town Centre treatments is a strategy that focusses on enhancing walkability in
the core of Maple Ridge, building off successful streetscape initiatives such as those on 224
Street. This includes providing pedestrian realm enhancements such as boulevards, street
furniture, wayfinding, and street lighting to make an attractive walking environment in the Town
Centre. Particular corridors that are identified within this strategy include Lougheed Highway,
Dewdney Trunk Road, 222 Street, 223 Street, 226 Street, 119 Avenue, Edge Street, and
Selkirk Avenue.
d) Safer Crossings is a strategy that seeks to enhance pedestrian safety, accessibility, and
visibility at crossings within the Town Centre, West Coast Express station areas, employment
centres, and around schools and parks. The range of crossing treatments identified includes
curb extensions, crosswalk treatments, accessible signals, countdown timers, and curb ramps.
e) Support Programs complement the infrastructure-based strategies, through encouraging
softer measures such as information, education and awareness initiatives to enable people to
feel more safe and comfortable using active modes to get around.
October 2014 Page 6
* •F
� City of Maple Ridge
f Strategic Transportation Plan
3. The Bicycle Network Plan recommends changes to the local bicycle network in
order to meet the needs of Maple Ridge's cyclists. Attracting more people to �
bicycle in and around Maple Ridge necessitates infrastructure and safety �
measures, including bicycle routes and lanes, bicycle parking, crossing
improvements, and supportive programming. The main strategies in the Bicycle Network Plan that will
guide the development of the bicycle network over the next 20 years are summarized below:
a) Comfortable Facilities. Recognizing that attracting more people to cycle in Maple Ridge will
require bicycle facilities that are both safe and comfortable, this strategy identifies a range of
different bicycle facilities that can be considered under different conditions in Maple Ridge. The
proposed bicycle network is shown in Map E-3, with proposed bicycle routes in the following
locations:
• Off-Street Pathways are recommended to address network gaps and to provide
more comfortable east-west routes in Maple Ridge. Pathways are identified
adjacent to 132 Avenue (216 Street to 232 Street), Lougheed Highway (west of
Laity), and 128th Avenue / Abernethy Way (interim). Consideration for enhancing
the existing 128 Avenue / 210 Street Dyke Trail is also recommended.
• Neighbourhood Bikeways are low cost and low-stress routes designed to connect
the city's residential neighbourhoods, and are recommended on: 206/207 Streets,
Skillen Street / Wicklund Avenue, Foreman Drive, 105 Avenue / Tamarack Lane,
236 Street / Creekside Street, 227 Street. Within the Town Centre, bikeways are
recommended on 116 Avenue, 224 Street, 227 Street, and Selkirk Avenue.
• Bicycle Lanes (painted) provide a higher degree of separation between cyclists
and motorists, and providing direct on-street links. The recommended routes for
bicycle lanes in Maple Ridge include 124 avenue, 207 Street, 232 Street, and
Kanaka Way.
• Shoulder Bikeways are also proposed for several rural roads within Maple Ridge,
including 256 Street, 272 Street, 280 Street, 100 Avenue, and 112 Avenue.
October 2014 Page 7
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Map E-3: Recommended Long-Term Bicycle Network
� City of Distr��� ci `�
APitt Meadorn,; —�� M� ��', ,_ - � � �
� �,es� j �' w ��.w
_ � ��� i oE � _� , n
� � F ��gneeo N . y � �
�
� f __
� 1321Ave � 132 Ave �% ' 9'
��... .. ....____.._"".""""'" ""•
� � ..� .
� . �, . ��
. •
.
.
� � �
. � � """"_� � ,
� 128 Ave � -� ,'�^ --� J
�"` "_" ' _, , . .
01 - 9 rv 124 .Sve Tawn Centre Inset���-�,`��:
., m
� r, ��
a � rv • � �
I � �'�
i �
�
a� 0 � �"" �� 0 `"' �
�lN
� � f3 ��'e �ewdrtey Trunk Rd �ewdney Trunk Rd
r� ., $ . _ '"""'""""""""""' ' """""" -`
�;. -- -� ___ �a�,gr �d uv-y_Town Centre� o � I�
d —+---
� ,�� � lnset� ^ �
p Rwee gd `�t 0� v I
�1 � 112 Ave.-:'•_ _''"-"'" i 112 Av �� I
_ ., .
_ ,
- . �
� " " "
, .. �, , • •" "'i"""'"• �" ' '
� ' �',--�r�---- -+----- " �
------------ I
Bicycle Facilities � ' I
Exisfing Proposed ; 1oa Ave . I
. , , �� �
. '
• d ' iao ave ' �'
Bike Lane - - - - � ' � �'
' `------------' -----__�'_'_'-- '
- ' '---- "
Neighbourhaod Bfkeway � I
Key Commercial Area ti �
Paved Shoulder �` 1 � 5
0 Elementar School ,`��'"'"--1o•�h=ea Nw � �
Separated Path - - - - Y y " "�•------
'c["' "'•,
'.-"""'_"'-' �
TBD"' --- 0 Setondar 5[hool x'
4 I" �
s�r Riz�er
°�Aend'mgresvllsofthzCorrldorManagement5tratP.gy. PdYk
b) Crossings are important to ensuring cyclist safety and comfort, particularly when crossing
major streets. This strategy recommends crossing treatments such as the use of bicycle
boxes, enhanced pavement markings, and bicycle loop detectors to create safer crossings for
cyclists.
c) Support Strategies are important complementary measure to spread awareness about the
bicycle network and educate residents on cycling skills and road safety. Some key
recommended initiatives include establishing more bicycle parking, wayfinding and events and
awareness activities that promote active transportation.
4. The Transit Strategy within the STP provides broad direction on provision of transit
services within the city to support and guide TransLink's service planning initiatives.
The Strategy outlines the need for more local and regional transit connections,
improved passenger amenities at transit stops, and transit priority treatments along
congested areas of the network. In particular, the four transit strategies set out in the �
STP include:
a) Enhanced Network of Local and Regional Services focusses on better local transit
connections to the Town Centre, the Haney-Hammond Area and to emerging areas of growth
including Silver Valley. Regionally, emphasis is placed on transit connections between Maple
Ridge's Town Centre, Coquitlam City Centre, and the planned Evergreen Line.
October 2014 Page 8
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
b) Comfortable and Accessible Passenger Facilities seeks the provision of amenities and
accessibility features at bus stops and transit exchanges to improve passenger safety and
comfort (and attract new customers). Short-term improvements include sidewalk
improvements or construction of concrete pads for wheelchairs at bus stops. Longer-term
initiatives include achieving 100% accessible bus stops, and provision of more seating, lighting
and customer information at all bus stops, rapid transit stations, and transit exchanges.
c) Expanding West Coast Express Service focusses on supporting TransLink to provide an
Albion Station in addition to expanding West Coast Express services to include reverse peak,
midday and weekend service. These service expansions can serve to increase travel choices
to and from the city.
d) Transit Priority Strategies along corridors and at intersections can enhance the customer
experience, reduce bus travel times, improve reliability, and ultimately make transit competitive
with driving. In particular, strategies such as queue bypass lanes or queue jumpers may be an
effective form of transit priority along some of Maple Ridge's more heavily congested
intersections.
1.3 IYY1YlIPY�'1eY1t�tIOI�
The STP is intended to provide long-term direction for the city's transportation system. To achieve the goals
of the STP, an implementation strategy is necessary to provide a framework for advancing specific
transportation improvements. The recommended improvements of the STP considers projects over the short-
term (0-5 years), medium-term (5-10 years), and long-term (10 or more years).
Conceptual order-of-magnitude cost estimates were developed for each of the capital investments identified in
the STP to provide guidance on the overall transportation investments in current dollars. These order-of-
magnitude costs are for comparative purposes only, and are based on a conceptual level of design
and should be refined to establish funding requirements and project budgets. Actual costs for
implementation could vary significantly for each initiative as costs change over time and are typically not used
for project budgeting purposes.
The level of investment required to implement all improvements recommended in the STP is estimated to be
in the range of $165 million (approximately $5 million per year for the first 10 years), as summarized below in
Table E-1. It should be noted that these cost estimates do not include items such as environmental mitigation
costs, and utility relocations which can be significant in most projects. Costs to the city can be significantly
reduced by pursuing external funding sources and partnership opportunities for many of the identified projects
and by leveraging other funding sources within the City. Additionally, the City should consider strategies to
coordinate capital investments between modes as well as with other infrastructure rehabilitation projects.
October 2014 Page 9
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Table E-1: Projected Capital Costs and Implementation Phasing (2014 $)
Road Network Plan $26.2 million $17.0 million $106.9 million $150.1 million
Pedestrian Plan $1.5 million $1.8 million $2.1 million $5.4 million
Bicycle Network Plan $1.0 million $3.2 million $4.6 million $8.8 million
Transit Strategy $0.25 million $0.25 million $0.5 million $1.0 million
Total $28.95 million $22.25million $114.1 million $165.3 million
Note: Costs are concepfual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility re/ocation, earthworks, driveway reconstruction, landscape restoration and legal cost.
October 2014 Page 10
.�� .�k'r �.]�a.':�!��.��" .... ",� `-:��
. b ,y:,
Chapter 2 �.,_�.; � ; ,
. :.y� °
� �� �_ _ ..,�
Intraduction��,���. �
� ,. . ti�.� -T .
. ��..�. � ,� � .�.e�
-- s --- - - � . _._ � �. .. t�
ti ;�., � �
��.q., � �� �
'4 a' .�
� �- ' �� - � � �t•
'�� r �
�' r . � �`
��
.'y � �-� � W
.�. � � .
� �3,. ' ���.�� _ �
,�,�� t�i � a'y.•"
��
� ��-
$ "' �
�� 'S d ��':
�
,. *� �.,t
!'^,�i, ' ' . � ` „t�.ii -
L � - x0�; ' b ,
.' .
i�., x ws��, . 4�`�
�f4 -a -- �` '�
r 1��.
'b4. �. 1-- ' s�. ,i -.:.
Y44�' .. 6iM�•- t _
'�,, � � "h ' ��,,` �� �; :
�,��.y.��� r-, ` � �, � "�� � �_�.
;
.- i�j - l, �.
4"��1 . ^��A 'J i( .,' S :
k�i' `„ 8 � -.• - 1
, � � -S
� �.
,� �� � . . .. .
w . ''�-�t`.Ti��.. .. � -, �c1
� - `r �
. . . . ., . ..-.:fW' - � ry
ak� �. ",���� `,�+.d
. ��, - .�
.� �! �, �c . .
� ����; � � :�i
r � �a �� �.. ;�i
� � `' < i f�a:,a'�zz.
� '. � ,�A.-i:� �-_ ..—�
>�. -#� Y{,a' .
�� �
� �
+,'.�.
v� � � . iti ' - �-.i
� "4= � s
:-� � +�t -'�+ �.
y� ..r, � ....
��' �.. ; � , .�. ., . ��
� ���
ti.. � � ,
� r
�.: �-� ♦e��
r .. � $�.'�' ,�1'.
,i:
�' ''' :'` ''
;�� k'+ �+:
r: � X
,
� ..
�� � s�¢R, - ��
��
_ _ - ���,;� �
. r..� �' ::. M. .
� �
�'"ty�,
' f -_.aY� .. ♦ k -�� $
v ��Y�� V�X r,�
�.
I�� _ - - �..
.�'� � -,�;-: -
_ ?.,-t
- - . . � :ti:�.:a
� �-.� ___ .. -� � - _ �- �
'��`��y r � _ _ � � � � ��� ' _... ,_�i i �.�=°'�,.{`'S'�'r'��i �.�.�f��� .��r.r + �.�� t � w - y ��q' ��
� �Yf
2
�` ._::� � - , _ _. ^a���i-�. ,"..._., .:',4�Y4 y..W�._.-""' - _ �yc'�j,r _ _ _ . a._ s T . _,. . _.. . `.`�, . :. F. ��`.r.,,k+c '�03� � _ ..
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Maple Ridge is a dynamic and vibrant community of approximately 83,000 residents (source: City of Maple
Ridge), with a distinct agricultural and small-town character, though a modern well-developed urban core that
continues to serve a growing local population. The city is known for its rural and natural landscapes, and the
outdoor recreational opportunities afforded by lakes, mountains, and numerous regional and provincial parks
that are very popular with both residents and visitors to the area.
Located on the northeastern
corner of Metro Vancouver, the
city faces a number of unique
transportation issues due to the
fact that it is bounded by the
Fraser River to the south and
mountains to the north.
Lougheed Highway is the primary
route connecting the city to Pitt
Meadows and other the
municipalities to the east and
west. The widening of Lougheed
Highway over the Pitt River
Bridge in 2009, has also
improved east-west connections
between Maple Ridge and the Rock
northeast sector municipalities.
Constructed in 2009, the Golden RegionalConiezt
Ears Bridge replaced the Albion � Railway Existinq SkyTrain Provincial Hi9hway
A � zm West Coast Express ---- Future SkyTrain Regional Hignway
Ferry, and opened up a critical �E°me�efS
north-south connection between Maple Ridge and the Township and City of Langley, Surrey and other
communities south of the Fraser River. The Golden Ears Bridge has changed travel patterns in the
municipalities it connects, but it has also brought increased economic and growth opportunities.
Despite these external transportation investments, rapid population growth in recent years is placing
increasing pressure on the city's transportation
system. Since 1991, the city's population has Historical & Forecast Population for Maple Ridge
increased by almost 60% - from 48,400 in 1991
to 76,000 people in 2011. Over the past 10 1zo,000 io9,000
years, employment growth within the city has 96,000
increased by approximately 5,000 jobs. Looking 100,000
76,050
ahead, the city continues to be a high growth o$o,000 63,i�o 6s,9so
area in Metro Vancouver. Over the next 20 3 60,000 48 400 se,s�o
years, the city's population is projected to a ao,000 �
increase by over 30,000 people to 109,000 �'
20,000
residents by 2031. At the same time,
employment within the city is expected to �
1991 1996 2001 2006 2011 2021 2031
increase to approximately 48,000 jobs. Year
October 2014 Page 12
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Within the city, this planned growth will continue to preserve the agricultural land base, protect the city's
natural features and maintain the community character. Growth will be shaped by goals and principles being
used to update the Official Community Plan that include:
• Create a compact urban area;
• Support a sustainable economy;
• Protect the environment and respond to climate change impacts;
• Develop complete communities;
• Support sustainable transportation choices
In particular, the Town Centre and surrounding areas will accommodate the majority of the population and
employment growth in the city. Growth within this area is designed to be supported by an attractive and
frequent transit service to connect to other areas of the city as well as communities north and south of the
Fraser River. The Silver Valley area is also planned to accommodate significant growth over the next 20
years.
Distribution of Population 8� Employment Growth
�.. i a, ., , .�R
�
� . _ � �r
1321Ave
� �
a
12fl Av2 �
�u�
�
1008 I 1031
� Papulntron 2391fi � 32743
� Empfoyment 3848 7554
Lougheed Hwy
n � R�eY R�
0
a�0
��
M
zaos zaaz
Popufatean 15053 21384
Empfoyment 9752 15619
2008 2031
PapWafian 7032 1617�
fmployment 404fi 8544
nu Nv�
s
C1P.
et�
F
�
132 Av❑ rv
1008 203I
Populatron 7841 13267
N Employment 1941 2812
rv
Dewdney lnank Hd
� a
a
112 Ave
124 Avc
�
�IStI"ICt �J�
,i�9fP ��r : -
�ewdney Trunk Rd
112 Ave ,n
v
2008 i031 N
Papultrtion 6418 12452
Employment 2236 3714
104 Avc '^
�
��, i02 Ave .., „�
�
� 100 Avc
0
O
n
m
N Ln�`�hPPd HWY
2W8 1031
Aopulofion 13845 Z326i j��faS('Y
Employment 2166 2861 « r Z(' Y
Data Source: Regional Travel Model
ro
rv �
�
�
ti
October 2014 Page 13
MAPLE RfDGE
Briueh Colurnhfa
2.1 Purpose of the Plan
City of Maple Ridge
Strategic Transportation Plan
The Strategic Transportation Plan (STP) presents a comprehensive review of all aspects of the transportation
system in Maple Ridge in an effort to shape and support planned growth over the next 20 years. In this
regard, the Plan provides a clear vision of the multi-modal transportation system to serve local and inter-
municipal travel for residents and businesses of the city in the long-term. The Plan also provides a strategy in
which to get there over the next two decades.
The STP is separated into distinct parts for each mode of transportation as follows:
• Road Network Plan identifies the City's long-term network strategy and improvements based on a
comprehensive evaluation of long-term options and input received from stakeholders. These
improvements range from new roadway corridors through to minor intersection improvements to
address localized operational issues.
• Bicycle Plan includes a review of existing and proposed bicycle routes and identifies potential
changes to the long-term cycling network to meet the needs of the city's cyclists.
• Pedestrian Plan identifies facilities and programs needed to make walking within the city an
important component of the transportation system. The Plan is designed to augment the existing
sidewalk system by defining key pedestrian areas of the city where sidewalks are needed and the
general level of treatments needed to make walking attractive and comfortable in the highest activity
areas.
• Transit Strategy provides broad direction on long-term services within the city to support and guide
TransLink's service planning initiatives. In addition to outlining the overall structure of services that will
be desirable to support compact urban growth within the core areas of the city, the Strategy outlines
support facilities needed to enhance the customer experience at transit stops an through transit
priority treatments along congested areas of the network.
Within each strategic area of the Strategic Transportation Plan, there are specific themes that are presented
to support the goals and objectives of the Plan as illustrated on the following page in Figure 1.
October 2014 Page 14
MAPLE RfDGE
Briueh Colurnhfa
Major
Municipal
Roads
Intermunicipal
and Provincial
Connections
Completing the
Network
Intersection
Operations &
Safety
Neighbourhood
Traffic
ManaEement
Long-Term
Network and
Classification
Enhanced
Network
Coverage
Interim Strategies
for Growth Areas
Enhanced Town
Centre
Treatments
Safer Crossings
Support Programs
Comfortable
Facility
Standards
Complete
Connections
Crossings
Support
Strategies
Enhanced
Network of
Local &
Regional
Services
Comfortable &
Accessible
Passenger
Facilities
MAPLE RfDGE
Briueh Colurnhfa
2.2 Study Process
City of Maple Ridge
Strategic Transportation Plan
The development of the Strategic Transportation Plan has involved an in-depth review of the existing
transportation system in Maple Ridge, and consultation with City staff and community members to identify key
issues affecting the city. These issues have been used to direct the identification and evaluation of various
improvement strategies for all modes of travel, which have been refined through further consultation to
develop the long-term plan. Further, the Strategic Transportation Plan contains an implementation and
phasing strategy to identify priorities and a timeline for completion of the improvement strategies, taking into
consideration the financial resources available to the City.
Key consultation activities included:
� � s�:�.��� �„.�,. �,� �,
• Public `open houses'. The first open house was held at �f �'�"'�%��' _`� . �
the Haney's Farmers Market on Saturday, September 8t'' r' ��-Y ?2' E:. �'��� ,�� .;
2012, where a booth was set up, allowing residents to .�� , � � � � �"F _ � � �:� �
� � � - ,� :,
directly engage with consultants and view panel boards on r 4#'�` x,{"� �
� � - ,�� ,, : ,�
the transportation system. The purpose of hosting the ��":� .�; ',�•'� .
�-�• ,...,�_- �. � ■ � .
booth was to gather input on key transportation issues �� �-� ` � � _._
facing the community from residents, and to solicit ideas � .• -
j �
on potential improvements. Dozens of people circulated ____ _. _-J--- -- =�.--.
through the booth, and surveys were also available at the `
booth to provide community members an additional opportunity to provide feedback. A second open house
was held on May 22, 2013 at the Municipal Hall, with boards and panels presenting the key features of the
Draft Strategic Transportation Plan. In addition to meetings with the broader community, extensive input and
guidance was provided by the Bicycle Advisory Committee from the outset of the process. A meeting was also
held with the Bicycle Advisory Committee in May 2013.
• Survey. An online survey was available through the city's website from September to October 2012, in order
to gather feedback on existing transportation issues and priorities from Maple Ridge residents. A total of 100
survey responses were received, and over 92% were from residents or business owners in Maple Ridge.
• Staff Workshops. Two interactive workshops were held with City staff, representing several municipal
departments. The first workshop was held on September 25, 2012 and focussed on walking and cycling. The
second workshop was held on October 3, 2012 and focussed on transit and the road network. The purpose of
the workshops was to review the 2004 Transportation Plan findings, and then to explore ideas and
opportunities with staff for the Strategic Transportation Plan update, as well as key improvement and
transportation priorities for the future.
October 2014 Page 16
., � . �
Chapter 3
Directions
.,,.�.. _„� _
k, �
� ' 4.� '
f. ' i .�
�� e� � • e'�'�
4 �
_ ��� � Y���� ���
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
The City has made significant advancements and commitments to livability and sustainability policies and
practices through a variety of initiatives in recent years. There are a number of overarching local, regional
and provincial plans and policies that have shaped the overall direction of the Strategic Transportation Plan as
well as specific initiatives at the neighbourhood level that have influenced the plan, as described below.
The City's Official Community Plan (2006), provides an
overarching vision for growth and development and
speaks to the city's transportation priorities, with an
emphasis on with more active and
sustainable transportation options for local
trips. The OCP policies emphasize an �
integrated and multi-modal
transportation network, supported by
active transportation corridors, better
transit, and strong regional road
connections.
The Corporate Strategic Plan (2007)
i"s��fl .'t, � i-:
/ �
CDµPON+TES'C W°'2EGlCP�PN
ne ,
v� � �.,,
� � �
,
f. � µ�Kniu�
includes transportation as a strategic focus
area, and with a 2025 vision supported by �
multi-modal accommodation, alternative travel ` '
Y,,�e„�,�mr�„
..,.
,, ' , y
;, is,r_rJ; -- �-
1�§��F�:��I�r;l I � '
. � � GC '�:,�
-. a7.1_` �tr
, Ir�Ple
�n
.t. � �h� �zrst�l�t�hll1`J' Pr;
�c
�
' Y -
options, transit-oriented development, �
improved road and rail movements, and a walkable downtown.
Following up on this corporate initiative, the City's Sustainability Action Plan (2007) builds on the
transportation vision for 2025 and identified next steps in increasing transportation choices, including the
initiative to create an Active Transportation Plan and a community-wide Smart Commute Program. In general,
since the adoption of many of these documents, several major projects have been completed that impact the
transportation network in and around the city. These major projects include the Golden Ears Bridge, the new
Pitt River Bridge, and the Port Mann / Highway 1 improvements and South Fraser Perimeter Road project.
The City surveys citizens every three years to gain input on municipal services, with the most recent being the
2012 Citizen Survey. The City has been able to identify key themes on transportation from resident's
feedback, which also provides direction into the Strategic Transportation Plan process. In particular, residents
indicated that public transit improvements between Maple Ridge and other areas of Metro Vancouver were
identified by almost 70% of residents as a high priority when planning for the future.
There have been several initiatives at the neighbourhood level on transportation and road safety. This
includes the Neighbourhood Traffic Calming Program which focuses on the use of traffic management
measures to slow, reduce and/or re-route traffic on local neighbourhood streets. The Neighbourhood Traffic
Safety Campaign is a resident-run program aimed to inform motorists to slow down and bring education
around local street safety. Likewise, the Speed Watch Program involves the use of portable radar equipment
and electronic signs to remind drivers of their speed and to bring awareness of traffic safety. The Safer City
October 2014 Page 18
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Program, which is a partnership between the City, RCMP, School District No. 42, ICBC, and residents to
incorporate road safety into city initiatives, making road safety a priority in the community. The program
focuses on achieving safer roads for all road users including motorists, cyclists, and pedestrians. The City
also administers the Safer School Travel Program to assist parents in developing safer school travel plans
for schools, identifying traffic issues and developing a range of tools to reduce problems around school areas.
In addition to key municipal plans and policies, the Strategic Transportation Plan is also influenced by several
other provincial and regional planning initiatives, including:
Provincial Government's Climate Action Charter (2007) was developed with the Union of BC
Municipalities, with almost all BC municipalities pledging to be carbon neutral by 2012, committing to
measuring and reporting on their community GHG emissions profile, and working to create compact, more
energy efficient communities. The subsequent Climate Action Plan (2008) sets targets for the province to
reduce its GHG emissions by 33°/o from 2007 levels by 2020, and by 50°/o by 2050. As on-road transportation
is the largest contributor of community GHG emissions in Maple Ridge, the Strategic Transportation Plan
update can play a key role in helping to achieve significant GHG reductions.
The Provincial Transit Plan (2008) seeks increased transit ridership by increased travel choices, with new
fleets, green technology, new rapid transit lines, and new innovative services. The Evergreen Rapid Transit
Line is part of this Plan, which would enhance regional connections for Coquitlam and adjacent municipalities
such as Port Coquitlam, Pitt Meadows, and Maple Ridge. Lastly, the 2003 Gateway Program was
established by the Province to address regional
congestion, and to improve the movement of people,
goods and transit throughout Metro Vancouver. . Reg:o�, ,,, ,,
Relevant projects within the program that broadly ��ptrd VahCp ,
� uvar
S�r;�,;' ��40
i m p a c t t h e M a p l e R i d g e t r a n s p o r t a t i o n n e t w o r k '� O„�FUr4re
include the Pitt River Bridge & Mary Hill �;` n,.,� f �
Interchange, the South Fraser Perimeter Road, and � s ��`4�� �": ;,. :
• -.
the Port Mann/Highway 1 Improvement Project. �. ��'
.z �
Metro Vancouver's 2011 Regional Growth Strategy _
(RGS), provides a framework on how to accommodate RE�,oNA�
TRANSPORT,4TIOFJ
an additional one million people and 600,000 new jobs STRATE�Y
>., �9,�F,�,_,_��.
expected in Metro Vancouver over the next 30 years. The framework of the
' �'�`F��i
RGS is focussed on the five key goals to create a compact urban area, ��i�
support a sustainable economy, protect the environment and respond to ���'`� .�I�
=� Si
dimate change; develop complete communities; and support sustainable ���
transportation choices. The RGS focuses on land use policies to guide the `�,� = J.
future development of the region and to support transportation networks. The ��
transportation-related directions of the RGS focus on coordinating land use ... ..
and transportation to support sustainable modes, and the safe and efficient
movement of vehicles for people, goods and services. Identified as a regional city centre, the role of Maple
Ridge is as a regional transportation hub within TransLink's Frequent Transit Network strategy. Transit
October 2014 Page 19
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
priority measures include enhanced serve between the centres of Maple Ridge and Langley, and additional
transit-supportive infrastructure. For all Metro Vancouver member municipalities, including Maple Ridge, the
strategies and actions of the RGS require land use planning and collaborative action to ensure the safe and
efficient movement of people and vehicles throughout the region.
TransLink has a long-range transportation strategy, Transport 2040, for the Region, which provides a
framework to accommodate growth. Transport 2040 lays out the challenges facing Metro Vancouver over the
next 30 years and contains a set of goals for the future, including that the majority of trips (>50%) are by
transit, walking, and cycling. These goals and other supportive land use and transportation goals can only be
met through collaboration with municipalities throughout the region. TransLink recently updated Transport
2040 with the Regional Transportation Strategy (RTS). Further, TransLink's Regional Cycling Strategy
(2011) provides guidance on how cycling can contribute to realizing the goals of Transport 2040. The Strategy
focuses on the functionality of the cycling network, bicycle parking, end-of-trip facilities, education initiatives,
encouragement strategies, enforcement and legislative approaches. Ultimately, the Regional Cycling Strategy
provides a unified regional framework from which all partners and Metro Vancouver members can draw
relevant strategies and actions for incorporation into their own transportation plans and programs.
3._ -uj „ he S o,., _ „_u�,� n
The goals and objectives for the Strategic Transportation Plan are designed to provide the foundation for
planning the city's transportation system. Goals are broad statements of general direction, whereas objectives
are more precise statements of how a goal is to be achieved. Generally, goals may be considered as longer
term and objectives as shorter term. The four goals for the plan highlighted below outline the broadest
aspirations for the transportation system and are supported by more specific expectations and intentions in
the form of objectives.
October 2014 Page 20
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Figure 2: Transportation Plan Goals and Objectives
1.1 Move People, Goods Evaluate the performance of the transportation system in terms of
& Services people movement and goods movement, not just vehicles.
1.2 Promote Accessibility Ensure that the transportation system is accessible to individuals of
all ages and physical abilities.
1.3 Develop multi-modal Develop networks of streets, trails and pathways suited to each
networks mode of travel and for people of all abilities.
1.4 Enhance Safety Continue to address long-term safety of the city's roadway network.
1.5 Support Regional Support development of efficient connections between Maple Ridge,
Connections key gateways and other regional nodes — such as the Pitt Meadows
Airport — to enhance regional mobility.
1.6 Develop Efficient Maximize efficiencies of the existing roadway network where
Roadways possible and plan for new corridors to serve growing areas of the
city.
1.7 Maintain Emergency Maintain and improve access for emergency vehicles to all
Access neighbourhoods.
2.1 Integrate Travel Plan for the integration and balance for all modes on most urban
Modes streets within the city.
2.2 Promote Regional and Ensure that the long-term transit system provides attractive options
Local Transit to connect Northeast Sector communities and those South of the
Connections Fraser, in addition to meeting needs for local travel.
2.3 Promote Cycling Expand the network of cycling routes within the city and connections
to nearby municipalities.
2.4 Enhance Walking Provide attractive pedestrian facilities in key pedestrian areas and
provide for safe facilities along corridors for growing areas.
2.5 Explore Mobility River Maintain long-term potential for moving people and goods on the
Choices Fraser River.
October 2014 Page 21
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Figure 2(Cont'd): Transportation Plan Goals and Objectives
3.1 Maintain the Road Confirm the long-term classification of roadways that will support the
Network Hierarchy movement of inter-municipal travel, trips between communities within
the city and local serving roads that will discourage non-local travel.
3.2 Coordinate with
Growth Plans
3.3 Preserve Natural
Areas
Ensure that the transportation system serves and supports growth
plans within the city and work with the Ministry and TransLink to
support regional travel demands.
Minimize impacts on and even enhance natural environments within
the city.
3.4 Minimize Emissions Develop a transportation system that minimizes impacts on the air
quality within the city by supporting walking, cycling and transit.
3.6 Support Healthy Promote walking and cycling where possible to enhance overall
Lifestyles quality of urban areas within the city and support healthy living.
4.1 Minimize Identify cost-effective investments in transportation where the
Infrastructure benefits will support the costs.
4.2 Maximize Efficiency Maximize opportunities to improve existing infrastructure before
investing in new facilities and to coordinate rehabilitation with new
capital projects.
4.3 Prioritize Transit Prioritize investments in transit services and facilities that will
enhance the overall experience for customers.
October 2014 Page 22
� � �,
�
� �'r
1
�
Chapter 4 �
Road Network Plan � � ; ���
�� ,
-�- �
�, � i
�.
_. .. � �
. ..
ON RED ' � �" .
� `_ ,
T<
a
� � 3
` � A
Y�4w f
. ~- i ' � . � 1 C
l f ,` � � �
S,� �' . :+� ��•��
,
� •�I �� x��_ ; ' fer �'
� " — �� i,
���-- � ���r�?'�,,� 1� ,*.� �? y �
_ � , ��i _ �.� � .� .�,', � ,
� � r - - - �� • ',� �� � �
�I ' .'� � � �mr r � �+'�` .� �'� �
� � � .� >
� � r� � r _ , � � � - i�
�,"��.,r��" ,. T i� 4� J"'"'T� ' ( �, . ��, � ��� � h ... �� 0 `
.pE , �,_ �T �� �,#"� � � .��,j' �-'_ � ! � ���
� [` �y.. �� t. � { � ; �ji� #� Q�'1' ��1�1�� ��.r' ':''"'� . / Ts'!: r�
� _ Ri .��. ,
— � �'�'+����'''.' � ���'�"�a�r_ —. �.� �r•�.. _ ��.-.1'Rf�� .
, �. _
�
_ - — � ,i. ���I � ��
1 _ .f .
� I .�I
� / � � � �
_ � .. y '�.
�..._ � �� , :=;r;;� i' �.
` _ ,,��.�1 ` � � _ y.._ _.
� ..� �
�, , , y,,, •� �., , . '.
_ , � ���.4 �- l - _ .
'�. ,k- � �=���.. � � ~ �
:�_ � _.' �� :.� , .
� � .�
`. ♦ ..- " c•.. � . -� }' ���ti 7 � � �,: - "�S-..',i
� �r 3 ��+ ..` . ..;/ # . � 'Y I ► .� ���,�!� `� }
., �� � w�R � � � �� }� ♦: "��' ' �r�s � w
� � �� � � F ' '�! � ��. . �� 1 r Y. � + "�• - ^ . �� . ��;
�� �+�' � / r � " '' � !' - ,� , � � � -'� :���,��,
'ti` �F �' .¢
�, � � �� � � �� a * ,. Ma' tt,� i` �r,�'+ ' ` � � _
� a'�:�•� ` 4 ;�� � `" .
�`� �:. + � �'� �'� , . . .
� �} ; 4r � � 1 > _ � �.
��� ,'� � I � � -
',�f ' �.'�1 ! � � � .r 'r�y' �. �,�,�, � ��: ;� �
f ,
;�'': x+'' r , ��+ij,�� ,. -:
, � ' �`� ��..� : ,�'�,,.� i �y,' ••; �Z • , y� �'�- .
��' , �� .� ,x qifr� . ,''1 � t ¢ � '� ifEr,,i � -�, �� � �� i��, n . ,
L�y�i � ' �'� � �� �ar .
. _S..i�; � .x. _ �' � 1t. .-, t . . tl . 3���a.�i' h��i � '�._�i'{.. 4Y~.v"k,� .a �. , - ♦ i�'. _.. +� _�
MAPLE RfDGE
Briueh Colurnhfa
The most prominent mode of transportation for
residents of Maple Ridge is the private
automobile. As is the case in most other
communities in Metro Vancouver, over 85% of all
trips generated from the city are made by car.
Maintaining an efficient and well planned road
network to serve local travel as well as inter-
municipal connections is a priority for Maple
Ridge. The Road Network Plan is designed to
support all modes of travel, including general
purpose traffic, goods movement, transit, walking
and cycling. In most communities in North
America however, motor vehicles are often
given preferential treatment on the roadway
network, sometimes at the expense of walking,
cycling or even transit. In general, roads in
Maple Ridge serve two primary objectives, which
are to provide accessibility to individual parcels of
land and to offer efficient mobility to road users.
City of Maple Ridge
Strategic Transportation Plan
Daily Travel Mode Choice from Maple Ridge
Walk gicycle Other
3%_ 1% _(taxis, etc)
Auto unver
80%
This section of the Strategic Transportation Plan
(STP) presents long-term directions for the multi-modal road network in Maple Ridge.
�f .�,. ,.
..n th - -�,
There are many issues facing the city's roadway network today and over the next 20 years. Discussions with
community stakeholders and a technical review of current and
forecast traffic conditions provides insights into the shaping
.. . .
influences on the road network as well as the long-term
.- . -...
challenges as briefly highlighted below. , _ _ _ _ _ _ _ _ _ _ _ _ _
• The network of arterial, collector and local roads within the
south-west areas of the city is dense, while the northern and
eastern areas are less established (see Map 1). The
roadway network within the city consists of one Highway
along with several major arterial roadways, collectors as
well as local streets serving and connecting
neighbourhoods. Within the urban areas of the city, the
network is generally well developed. In the eastern and
northern areas such as in Silver Valley and Cottonwood, the
network is concentrated on a few primary roadways and is
discontinuous in several locations as a result of significant
natural and topographical barriers.
October 2014 Page 24
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
The Ministry of Transportation and Infrastructure (MoTI) is responsible for the primary east-west route
through Maple Ridge — Lougheed Highway / Haney Bypass — which is generally a two to four lane corridor
connecting Highway 11 in the east to the Mary Hill Bypass and Highway 1 in the west. The Haney Bypass
is part of the Provincial Highway system through Maple Ridge, connecting Lougheed Highway on the east
and west sides of the Town Centre area. Dewdney Trunk Road, 128/Abernathy, 232 Street, 132 Avenue,
Fern Crescent and portions of Lougheed Highway are all part of the Major Road Network (MRN) that
serve regional traffic, transit and goods movement. These roadways are owned by the City and jointly
operated with cost-sharing on maintenance and rehabilitation from TransLink. The east-west major
roadways serve a large portion of inter-municipal travel between the city and other Northeast Sector
communities and South of the Fraser River via the Golden Ears Bridge.
With a majority of local and regional travel being accommodated on a select number of major roads today
and in the long-term, the STP will explore and identify potential improvements and new corridors to
accommodate overall growth and development.
• The majority of daily vehicle trips generated from within Maple Ridge stay within the city (see
Map 2). On average, over 60% of vehicle trips that originate within Maple Ridge have a destination
within the city, while 20% have a destination in the Northeast Sector including Pitt Meadows, Port
Coquitlam and Coquitlam. Approximately 8% of daily vehicle trips are destined for Surrey/Langley
and Burnaby, and the remaining trips are distributed between Vancouver, Richmond, Abbotsford and
New Westminster.
October 2014 Page 25
MAPLE RfDGE
Briueh Co-Lurnhfa
Map 1: Existing Roadway Classifications 8� Signalized Intersections
�
�Itjj o.'
� . . . � f
-;,�.3 N1�ac� — —� i
I te5
� � _ � I � �Q`fiG tn
w
13z�Ave 132 Ave ry
� ��128 Ave `�
vr
U]
r �
� ro � 124 Ave
� � 123 Ave J �'
m � 122 Ave
0
N
�
� Lough,eed IIwV
R�v er
Major Road Network
Highway
Arterial Road
Collectar Rvad
Local Raad
� 5ignalized lnterse�tian
� Pedestrian Signal
N
�
N
Trunk Rd ,
�
112 A
04 Ave
102 Av�
l�d Ave
124 Avc
�
�
tD
�
Ln�r�heed H�yY
`��`�s�'Y I�t��e�
City of Maple Ridge
Strategic Transportation Plan
DiStrict vf
Maple Ridge
�
�
N
I
I
�
I
❑ewdney Trunk Rd I
�
112 Ave v� I
� �
w IN
I
�
� �
0
�
N �
n !
N *
�
October 2014 Page 26
MAPLE RfDGE
Briueh Colurnhfa
City of
Pitt Meadvws
NE S
zo�ia E--
f---
r _z��.r
�
City of Maple Ridge
Strategic Transportation Plan
Map 2: Daily Travel Patterns from City of Maple Ridge
4
r (p�tt M �
Ada
v�,
s �
3� r.,•'
�16 Are
� n
f• ni I:J .4t�
I ,e �7t n... � .
_1� 1tc
i � '" g��n�bV
Ii��i:TM1�[: F-n��
4 % „ , xs
5�
f
�?istrief ❑f
;:':a}�le Ridge
I
i.0 n,t I
^ U=_ivd�e�i l��nl Rd I '+ �/�
�
Fraser Valley
I
_12 AV[ „ I
� h I
__/. Av:� .n I
�.�; ,. � � r I
1V0 Ate ` I
L y rc^�
L {
� Loi�6her. ;, I
� .
f..
Y[] t � � p _ Z 3 .y •�
n r �_,., A
4 % �::�� .�r:_�,
(Data Source: 2008 Regional Household Travel
• East-west roadways carry the majority of traffic. As expected, the predominant flow of traffic across
the city is concentrated on the east-west corridors of Lougheed Highway and Dewdney Trunk Road as
well as 128 Avenue / Abernathy Way to lesser degree. As highlighted in Map 3, all three corridors carry
up to 4,700 vehicles per hour in the peak directions in the western areas of the city. Peak directional
traffic is slightly lower on the east side of the city where Lougheed Highway, Haney Bypass and Dewdney
Trunk Road collectively carry less than 3,000 vehicles per hour in the peak directions. Externally, it is
estimated that over 70% of all vehicle trips entering and leaving the city to the west using Lougheed
Highway and Dewdney Trunk Road and approximately 30% are going to and from the south across the
Golden Ears Bridge. Although the Golden Ears Bridge can serve more than 4,000 vehicles per hour per
direction, the capacity of east-west corridors is obviously very critical for externally generated vehicle and
transit travel.
Within the STP, long-term growth along these major roads within the city will be forecast along and
potential improvement strategies will be explored to address areas of significant delay and congestion.
October 2014 Page 27
MAPLE RfDGE
Briueh Co-Lurnhfa
1,35� (aia)
�
450 {1,24Qy
�
Map 3: AM (PM) Peak Hour Corridor Traffic Volumes
2�
1 �� �'�°J �
�`��, � u
�/� , s,o�� ao) �
�
I � � 840
680 {�� � ��,QQO
�_ �� �
�,�gp� ���
I �— �'�����i
�__ '�° �� �
�
328'h Avenue
v o
�liQ
� �
�ewdney Trunk Road
$�d
?�����s$Qj
s�.�
l
N �
� �
N� ■Q
o c
9Q0 (IQQ�
�
-- �
ss� (g�o�
k�augheed �lighway
� -"�Anad �
_ - �.
��
M
N
m
N
City of Maple Ridge
Strategic Transportation Plan
I LEGENd �
Existing Obser+red AM Peak Hcur
100 �arridorValumes
(100� Existing �hservetl RM Peak Haur
CarridorVolumes
AM P�Uk huuh Moddl��J Li�ik L6t�<<���s
�� �� �
� �
�
�
�
�
�
N
Lougheed Highway, East aF232"d Street
�
8 =
4���� o
830 i790)^'
��� ���J Lougheed Nighway �
�ao [�,Z�a�
See inset for volumes on
Lougheed Highway, East of
232"d Street
October 2014 Page 28
305 (190)
�
200�Oj
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
• Lougheed Highway intersections have the highest collision rates in the city. ICBC collects and
maintains statistics for all reported collisions in British Columbia. The collision are classified based on
the type of collision as follows: fatality, injury, or property damage only, and also include reported
collisions involving pedestrians or cyclists. As shown in Figure 3, the highest collision rates
throughout the city are generally found at intersections with moderate collision rates on the Lougheed
Highway and Dewdney Trunk Road (with rates of anywhere from 1.0 to over 2.0 collision per million
vehicles). These corridors and intersections also accommodate the highest traffic volumes in the city.
>
v
�
0
U
N
�
�
C
0
.N
0
v
Figure 3: Collision Rates of Top Collision Prone Intersections
zs
z.o
1.5
1.�
0.5
0.0
1
o�"�a ��� ��� �� ��a h� ��� ��� ��� ��
� o'' �
��� r¢¢a r¢¢a `�¢¢a r¢¢a �'a\'L r�ea r¢ea r�¢a `�eea
a�� �,��� �,��� �,�J� �,��� ����' �,��� �,��� �,��� �,�J�
�� ��,\ ��,\ ��.\ �,�,\ � �a\ ��,\ 55� h�,\
���.\� ,LO'� ,L'L4i ,L�,1 .1,'L�` �at`� `Jc�F- ,Lp1 �JQa �a�J
'L'L Oe ace'� a�eJ
� �
O�
Intersection
(Data Source: ICBC Safety Data 2007 to 2011)
• Local and regional growth will influence travel patterns and traffic conditions. Over the next 20
years, population and employment growth within the city and externally will result in increased traffic
and congestion. Map 4 illustrates the percent increase in the morning peak hour traffic crossing key
screenlines along major roads in the city. In the western areas where traffic volumes are highest, peak
directional traffic demands are projected to increase by 100% over the next 20 years. In other words,
westbound peak hour traffic volumes could increase from approximately 4,500 vehicles to over 9,000
vehicles by 2031. In the eastern areas of the city, peak hour traffic is projected to increase by 50%
over the same timeframe, placing greater pressure on fewer east-west corridors. Within the core areas
of the city, north-south traffic demands are projected to increase by approximately 45% over the next
20 years.
Without improvements to the major roadways in Maple Ridge, the projected growth levels will continue
to place greater pressure on a select number of existing roadways that are currently experiencing
moderate to more significant delays and congestion, such as along Lougheed Highway, Dewdney
Trunk Road and 128 Avenue/Abernethy Way.
October 2014 Page 29
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 4: AM Peak Hour Traffic Growth by Screenlines Across Key Corridors
w
�
128`� Avenue
�
I
oewdneyTrunkRoad • -.
� Lougheed Highway �
S4'��R�ad
a�BbB
y��s
��
�LEGEND �
�AM Peak Modelled Screenllne
Growth-PercentChan6e
�2031- 200H�
SCREENLINE:
��North of �ewdney Trunk Foad
¢�North af 128�� Avenue
��Eastof2U3"�Street
� East of 216'�' Street
�� Eas[ of 232"^ Stree[
• Signalized intersections along key east-west corridors will continue to experience increasing
delays during peak periods. Today, signalized intersections are the source of most delay
experienced on urban roadways and which are typically measured in terms of Level of Service (LOS).
LOS A suggests that there is no delay and LOS F indicates the intersecton is failing and that drivers
will experiences significant delay and vehicle queues. For planning purposes, a LOS D or better is
generally used as the minimum target.
Today, most signalized intersections in Maple Ridge are operating at a LOS A to C during the PM
peak hour indicating that there are modest levels of delay at many intersections. The primary
exceptions occur along Lougheed Highway at 203�d Street, 222�d Street, and Haney Bypass and 232nd
Street where delays are more significant during the PM peak hour. Planned growth within and around
the city will place greater pressures on the existing roadway network, resulting in greater delays at
these and other signalized intersections. In particular, the delays and congestion will worsen along
Lougheed Highway and Dewdney Trunk Road. Map 5 summarizes the existing and forecast PM peak
hour intersection levels of service on the left and right sides respectively.
October 2014 Page 30
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 5: Existing and Forecast 2030 Intersection Levels of Service
izs nUc � - �
,. _ -- -- �
_ _ _ N � � Vt �_
T �-_ ry
�� "' 124 Ave � �' I
123 Ave — -- I� m
� 122 Ave � � a
� I
I � �ewdney Trunk Rd I
-- � -- �- �
LougF�ieed —Hwy
� -----' _ --_�L-T -� ` " l in I
0
� �._�'yef �d % a
O I
N�
_.a �
�� � � 112 Ave �1��
PM Peak
Level Of Sewice
Existing Future
Q ATaC D
D
` E '
� F '
Tpwnship
of Langley
— Provincial Highway
— Arterial
- — Colieclar
Local
�
?Sh
..
,'�.
r-
U 1 2
KiEometers
104 Ave ` /
�
ioz a„�
�
3 4
1Z4
100 Ave
[o��d kWy
� �
• Growth from the Silver Valley area is placing greater pressures on an evolving road network to
serve the area, and lack of facilities for pedestrians and cyclists make the experience of walking and
riding within Silver Valley uncomfortable. The Silver Valley area is approximately 40% developed and
is principally served by two lane major roadways such as Fern Crescent, 132 Avenue, 136 Avenue
and 224 Street. As of 2013, there were approximately 1,700 homes located within the Silver Valley
area of the 4,200 planned units. When Silver Valley is completely developed, the area will generate
approximately 3,500 vehicle trips — primarily from the areas east of 232 Street. The STP examines
growth pressures on existing major corridors and explores alternative routes to provide capacity and
access to the Silver Valley area such as the 240 Street crossing of the Alouette River in addition to
emergency vehicle access. In addition to the long-term road capacity needed to serve the area,
increased traffic on rural roadways serving the Silver Valley makes it challenging for pedestrians and
cyclists along these access routes where there are limited shoulders, lighting and separation from
increasing traffic volumes.
• Traffic congestion within the Town Centre. As growth throughout the city occurs, the primary
corridors in the downtown areas of Maple Ridge are serving regional and city-wide travel as well as
vehicle trips to, from and within the Town Centre area. In particular, delays and congestion in the
downtown area has been a historical issue for residents and business owners. While there is a desire
to improve traffic in the core area, there are also concerns about the potential impacts that these
October 2014 Page 31
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
changes may have on the downtown area. For example, one way couplet systems along Dewdney
Trunk Road and either Lougheed Highway and Brown Avene have been identified in past as potential
strategies to address area delays and congestion. Although these strategies would potentially reduce
delays, the provision of one-way couplet system would generally make access to and driving around
the core area of Maple Ridge more difficult. In fact, business owners in some cities where one-way
couplets exist are trying to remove them because they make circulation within downtown areas more
difficult and can create barriers out of some roadways for pedestrians and cyclists. Rather than
examine potential couplet systems for the Town Centre area, improvements to alternative corridors are
explored as part of the STP in order to accommodate growth in regional and city-wide traffic.
• Neighbourhood traffic concerns. With population and employment growth in the city over the last
decade, residents living on some collector and local roads are experiencing the impacts of increased
traffic volumes and in some cases speeding and short-cutting. For those areas without sidewalks, the
impacts of increased traffic volumes are more pronounced as comfort and safety of residents have
become a primary concern. In a parallel process to the STP, neighbourhood traffic management
strategies are identified to support and maintain quality of life for residents living on collector and local
roads. Additionally, pedestrian and cycling facilities are identified as part of the STP for major roads
throughout much of the city.
• Limited alternatives to access the industrial areas along the waterfront south of the CPR
corridor. Some of Maple Ridge's industrial areas — namely the Hammond and Albion areas — are
located south of the CPR Mainline, which traverses the city from west to east along the Fraser River.
Because there are no grade-separated crossings into and out of these areas, access can be
interrupted by passing trains. With increased train activity, the movement of people, goods and
services to the waterfront area are impacted.
• Impacts of heavy truck traffic on rural roads. A majority of heavy truck trips are generally
concentrated on the Lougheed Highway, as it is the primary through route in Maple Ridge and
connection with the industrial areas along the waterfront. Beyond this east-west connection across the
city, the Major Road Networks within the city are also considered truck routes as regional serving
roadways. Although trucks generally utilize the arterial road system, gravel operations and other light
industrial uses at the north end of 256t" Street impact comfort and safety of other modes along the
corridor and rural residential properties located south of 130th Avenue. Segments of the 256th Street
corridor contain a separated pathway facility for pedestrians and cyclists as well as equestrian users.
October 2014 Page 32
MAPL� RfDGE
Brifiah Culvrnhfa
�n� c'
City of Maple Ridge
Strategic Transportation Plan
The roadway network in Maple Ridge serves all modes of travel and forms the structure of the
transportation systems for cars, trucks, transit, cyclists and pedestrians. Over the next 20 years or so, the
roadway network challenges facing the City of Maple Ridge must be addressed with a combination of
major and minor improvement strategies that also consider and support other goals for walking, cycling
and transit for travel within and outside the community.
The long-term Road Network Plan and
network classification system is shaped
by the existing conditions and long- Roadway Network Plan Themes
term pressures previously described.
The Plan identifies a range of
strategies from managing
neighbourhood traffic to widening and
developing new corridors to support - • � • ' � • � �
growth and development. The
improvement strategies may be
examined in combination with � � _ �
treatments for pedestrian and bicycle
facilities described subsequent
sections of the Strategic
-. . •.- .
Transportation Plan. The Road
Network Plan is presented in six parts
that progress from the major corridor
.. ...
improvements through to the local .�
area initiatives. These improvement
strategies are integrated into the long-term network plan and
classification system as briefly highlighted below. '�
1. Major Municipal Roads will include improvements to the
city's arterial and Major Roadway Network. These
improvement strategies include both corridor widenings as well as provision of new connections
that may be preserved for the very long-term (beyond 20 years).
2. Regional and Provincial corridors are principally focused on Lougheed Highway as a Provincial
responsibility. Although improvement opportunities for the Lougheed Highway are identified in
general terms, the City of Maple Ridge will want to support and work with the Ministry of
Transportation and Infrastructure (MoTI) to advance these potential projects. Additionally,
connections with Pitt Meadows are also identified to serve local needs and to support external
area transportation network improvements.
October 2014 Page 33
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
3. Completing the network in what are now rural areas of the city, only if and when development
occurs, in order to provide access to areas such as to serve Thornhill and Kwantlen in the long-
term.
4. Intersection operational and safety improvements located along the municipal and provincial
roadway system within Maple Ridge are identified for further review by the City in connection with
the MoTI as well as ICBC.
5. Neighbourhood traffic calming policy created in 2004 was revised in 2012 through a parallel
initiative to the STP in order to maintain quality of life and safety on local and collector streets.
6. Long-term Network Plan and Classification that captures the historical and projected role and
function of roadways within the city and highlights the new connections identified within the
Strategic Transportation Plan.
4.2.1 Major Municipal Roads
As part of the long-term Road Network Plan, several major municipal road improvement strategies are
explored and recommended as illustrated in Map 6. These improvements include both road widenings as
well as new corridor connections to serve growing areas of the city and to form the foundation of the city's
major corridors for the long-term Road Network Plan.
October 2014 Page 34
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 6: Candidate Major Municipal Road Improvements
N I
t ' ? y � ° ` _ 12S/Abernethy Way
A s�;.� ,v�eadoLtis I fi
� 232thStWidening � �nar�le Rid :
� • — � c e"
� ---J `�
� I 240th 5t Extension Fe �
g N 13 JAve 132 Ave �
I N �
+ �N� �°P� ^' � ..
—J —�`�
I � J N 124 Ave `, � � � � � � � � �� 1Z4 Ave. .
� 123 Ave `� � � �
I 722 Ave rv ` �r� "
`J ~ �ewdney ��k�d������ ; -. ,.
` Lougheed Hwy
� " t ytd o
^a }y��e N
f 112 Ave
I A��ard Ues
� ,.^✓nship
;'r Langley
� 140 A�e
0
96 Ave
�
128 / Abernethy Way
104 Ave
]92 Ave
100 Ave
lou8�e�� ��
V
��.4 _L,
" Rit�er
Ri�er Rd
98 Ave
Dewdney Trunk
�ewdr.ey ?r�nk Rd
li2 A�e �+
�
The 128 Avenue / Abernethy Way corridor is part of TransLink's Major Road Network between the
Golden Ears Bridge and the Lougheed Highway through to 232 Street. Today, the western end of
the corridor accommodates 1,250 vehicles/hour and 1,350 vehicles/hour in the peak direction
during the morning and afternoon peak hours respectively. Between 224 Street and 232 Street,
the peak directional volumes are much lower with approximately 350 vehicles and 400 vehicles in
the morning and afternoon peak hours respectively.
As regional and city-wide vehicle travel continues to increase, other east-west arterial roadways
through the core areas of Maple Ridge will experience significant delays and congestion,
particularly in the western areas of the city. In an effort to ensure that the network can support
local and regional growth patterns, additional capacity and alternative routes across the city are
required. The 128 Avenue / Abernethy Way corridor provides a more northerly alternative
connection for existing communities and growth areas such as Silver Valley to access
municipalities to the west and south of the Fraser River. Map 7 illustrates the projected long-term
AM and PM peak hour directional volumes along the 128 Avenue / Abernethy corridor between
210 Street and 232 Street.
October 2014 Page 35
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 7: Projected AM (PM) Peak Hour Corridor Volumes
128/Abernethy Widening (210 Street to 232 Street)
� z,s9opzo�
770 (2,250) �
/ LEGENO
� PropafeticorneorlaneConfi¢uratlon
109 ForecaStPMPeakHourCortidoiVolume
�10�f �recastPMVeaFNourCor�idorVolume
� Signali�etl M�ersx�ions
� 1,600 (640)
, 640 (1,SOSj �
`�
�
+_ 1 zp�fS15�
4g5 {94p� ti
��
N
^
In order to accommodate the 100% increase in east-west travel projected across the western
areas of Maple Ridge, the widening from two to four lanes and extension of the 128 Avenue /
Abernethy corridor between 210 Street and 240 Street is recommended as part of the STP. The
extension of Abernethy Way beyond 240 Street to 256 Street was considered and is not identified
as part of the long-term strategy since the Official Community Plan does not anticipate
redevelopment of the area. Additionally, the costs and potential impacts would be greater than the
benefits of an alternative east-west route in this area of the city. If development were to occur in
the area as part of future planning, the City may wish to revisit this option and explore potential
alignments for extending the 128 Avenue / Abernethy corridor.
The order-of-magnitude cost estimate for the development of the entire Abernethy Way corridor is
estimated to be approximately $23.3 million for the section between 210 Street and 240 Street as
the ultimate four lane corridor. This estimate does not include significant property and other
servicing costs, and is based on conventional intersection design (including traffic signals at
major intersections) throughout the corridor.
The 128 Avenue/Abernethy Way corridor widening and extension project may be implemented in
three phases as illustrated in Map 8 leading toward a long-term four lane roadway with signals at
major intersections. Each phase of the project is briefly described below.
October 2014 Page 36
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 8: 128t'' Avenue/Abernethy Corridor Improvements
�b� , , ,:,:..,: ,
^--J
� �
Q ---J
� I
`� 13�Ave 132 Ave
I N
� �
128 Ave �'
�J � � �
>. N
N +"
m
> 'J � 124 Ave
4 123 Ave ^'
m 122 Ave
O
N
Lougheed Hwy f
�I-
Phase 1
210 to 224 St
(widen to 4 lanes)
- � Phase 2 —
224 to 232 St
� (widen to 4 lanes)
0
�
a. Phase 1: 210 Street to 224 Street
eS
L�
�t�
F
N
`�
N
Dewdney Trunk Rd
Phase 3 —
232 to 240 St
(extend as 2-4 lanes)
�
�
N
124 Ave
�
�
�
r.f
�04 Ave Phase 4 —
�oz Ave 240 to 256 St
(extend as 2 lanes)
In the short-term (less than five years), this 3 km section of 128 Avenue / Abernethy Way
should be widened from 2 to 4 lanes between 210 Street to just east of 224 Street in order
to accommodate projected long-term traffic demands. At the same time, provisions for turn
lanes should be included as part of the widening at key intersections such as Laity Street,
216 Street and 224 Street. Traffic signals should be implemented at each of these
locations based on warrants and traffic operational analysis. Implementing signals in
advance of these warrants could reduce travel speeds and attractiveness of this east-west
corridor as an alternate to Dewdney Trunk Road to the south and 132 Avenue to the north.
The conceptual capital cost to widen this section along with intersection improvements is
estimated to be approximately $9.4 million, not including property, utilities and any
significant mitigation measures.
b. Phase 2: 224 Street to 232 Street
In the medium-term (5 to 10 years), 128 Avenue / Abernethy Way should be widened from
2 to 4 lanes between 224 Street to just east of 232 Street. The conceptual capital cost to
widen this section along with intersection improvements is estimated to be approximately
$6.7 million, not including property, utilities and any significant mitigation measures.
October 2014 Page 37
� � ' City of Maple Ridge
� - Strategic Transportation Plan
c. Phase 3: 232 to 240 Street
The widening and further extension of 128 Avenue / Abernethy to 240 Street is included in
the STP as a long-term improvement option and is more desirable should the 240 Street
crossing be implemented. Although the projected traffic demands do not support this scale
of investment (as discussed later) for city growth, it remains in the Plan as a long-term
possibility to provide an alternative access to the Golden Ears Provincial Park.
If the crossing were implemented, the third phase of the 128 Avenue/Abernethy corridor
improvement includes a four-lane extension from 232 Street to 240 Street as well as a new
signalized intersection at 240 Street. As illustrated in Map 9, this improvement would
accommodate approximately 1,400 vehicles in the peak directions during the morning and
afternoon peak hour by 2031 if the 240 Street extension and crossing is implemented. A
significant portion of this projected traffic would be diverted from Dewdney Trunk Road,
with slightly less traffic generated from the 240 Street crossing. The diversion of traffic
from Dewdney Trunk Road would reduce some of the existing and long-term delays and
congestion along this east-west corridor through the Town Centre area.
Map 9: Projected AM (PM) Peak Hour Corridor, 128/Abernethy Widening (232 Street to 240 Street)
N
^
� 1,375 {650)
�k - .,
560 (1,410j �
LEGEN�
� Proposed Corridor lane Conftguration
lOQ Fore�astAMPeakHourCorridorVolume
(100) ForewstPMPeakHourCarridorVolurne
�'j: Signalixed Intersections
�
If the 128 Avenue / Abernethy extension was needed, the City will want to explore right-of-
way and alignment options east of 134 Street in order to manage community and
environmental impacts as well as overall costs. The conceptual capital cost for this 2 km
section of the 128 Avenue / Abernethy corridor is estimated to be approximately $7.5
million, not including property, utilities and any significant mitigation measures that may be
required. Provision of the 240 Street crossing and this 4 lane extension of 128 Avenue /
Abernethy are considered long-term improvement options (10 to 20 or so years).
October 2014 Page 38
MAPL� RfDGE
Brifiah Culvrnhfa
d. Phase 4: 240 to 256 Street
City of Maple Ridge
Strategic Transportation Plan
Dewdney Trunk Road has the capacity to accommodate the projected traffic volumes for
the planning horizon. Beyond the next 20 to 25 years, the City may consider and wish to
preserve the option of extending 128 Avenue / Abernethy Way east to 256 Street as an
alternative access in future.
240 Extension and River Crossing (Abernethy Way to 132/Fern Crescent)
The long-term need for additional access routes to and from Silver Valley was identified in the
neighbourhood planning work. In addition to 232 Street widening, a 240 Street crossing of the
Alouette River was identified as the secondary north-south alternative between Abernethy Way
and Fern Crescent, as illustrated in Map 10. The connection was also identified as an alternative
route for emergency vehicle access to and from the Silver Valley area as well as the Golden Ears
Provincial Park.
Projected peak hour directional volumes of approximately 350 vehicles in the morning and
afternoon peak hours as illustrated in Map 10 suggest that only a portion of the overall traffic
generated by the Silver Valley area at build-out would utilize the 240 Street connection. In this
regard, 232 Street and 132 Avenue are much more direct between Silver Valley and the Town
Centre as well as areas west of Maple Ridge. At best, the 240 Street crossing could provide
emergency vehicle access to the Silver Valley area and serve as an alternative access the Golden
Ear Provincial Park for visitors. Considering the significant cost for this project (estimated to be
$40 million), the traffic demands for the crossing do not warrant this level of investment and should
only be partially supported by the City. The City may wish to explore potential interests of senior
levels of government to provide a long-term alternative access to the Park and in cost-sharing on
the project.
October 2014 Page 39
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 10: Potential 240 Street Extension and River Crossing
N
�
-,�i...r,"�. ,�, . , . �
_"�_ ]Y� A�i _ ..�-rr ' ss �. 'm
�t
oj
0
M
1l1 O
� 00
M fr'►
4 O
� �
N
�w-yr
�L►
LEGENO
� Praposed torridar Lane Configuratian
100 Forecast AM Peak Hour Corcidor Volume
[100j Fvrecast PM Peak Hour Corridor Vvkume
"�'� Signali:ed Intersections
.�.r
Recognizing the significant cost of the 240 Street connection, alternative and perhaps more
affordable emergency vehicle access alternatives are identified and as illustrated in Map 11. The
first option is an extension of Birch Avenue to 233 Street across the Alouette River. A single lane
connection located approximately 500m north of 132 Avenue East would provide a parallel east-
west route for emergency vehicles into the Silver Valley area. Alternatively, a short emergency
route could be planned immediately north of 132 Avenue East as areas are developed in the
northeast corner of 232 Street/132 Avenue East. This emergency access would connect through
to internal roads and to 132 Avenue East. A third alternative for emergency vehicles that may be
explored further includes a crossing of the Alouette River to connect Fern Crescent with Dogwood
Avenue. The conceptual alignments and costs of these and other emergency vehicle access
routes should be explored further by the City before identifying a preferred alignment and
configuration to incorporate into future capital plans.
October 2014 Page 40
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 11: Potential Emergency Route Connections
� _ . : . - ♦—► �.
� _. . -.� .���� ���.,,� ,�.,
� :� :,,.-��.. _ -
{ « �`',' . "'��,��'�: - � i:�; r �� I:
�f � • i -
+ : • •M • � ��� F r,, r_
��� `y � • � � :iy. ' �
. �� `i , - . . _
LEGEND
Potenlial Ernerg[n<V
�—� noueeconn�ctlonsJ
�
fC*f '`�
..aM� TjR J �
...�''��.,�
�
,� � . e� =:'�. �.:�,.,;.�� : ��
��.6 ~-•
� � r. � ...�lt,. �� � �
' �, �,�
"'� w ��
* f.
�
�
� �� .,,-'.� �. ` •�' '�.` t '.l5�±�'�` -
� , -. r- • ', a +��
+� *�6�4¢; y• �;R ��,' . 4' +v _ A� - 'jr`.`'��*T
�-�.•L.. ��� • .N �. '���� � � y'�[ ,_� ' • J
�'-, �-�;r , . yy �,y . ��. .
*h � • � 1 � C� �. T , "'` �r�-, �� �
.�:" ����� ��y1 �`� _} } . :� - T_ � .� •/
�.+��:�� s� � R '�. }�:: I
�,+�i �+�k 3� - ''�j = i#� _ � - i
.! � -:�' � � 'ti��' �:'• ', -- ��
. .�` ' _ �
'q4� �.4•� ���� ��.. .
�+ C� _'� � � i.'.' r .� t � � �
� �- '�'R �_ •�,-�,�
iii. Dewdney Trunk Road Widening to 4 lanes - 240 Street to 248 Street
Dewdney Trunk Road is currently classified as an arterial roadway supporting east-west travel
across the city. West of 240 Street, Dewdney Trunk Road is a four-lane roadway that carries
approximately 1,200 westbound vehicles during the morning peak hour and 1,500 eastbound
vehicles during the afternoon. Over the next 20 years, the peak directional corridor volumes are
expected to increase to as much as 1,800 vehicles per hour. East of 240 Street, Dewdney Trunk
Road is a two-lane arterial and accommodates significantly lower volumes – approximately 300
vehicles per hour in the peak direction. By 2031, the peak hour volumes are expected to increase
to almost 1,000 vehicles per hour during the AM and PM peaks as illustrated below in Map 12.
The order-of-magnitude cost estimate for widening Dewdney Trunk Road from 240 Street to 248
Street is estimated to be approximately $5.3 million. This estimate does not include property
and other significant servicing and hydro relocation costs, and is based on conventional
intersection designs (including traffic signals at major intersections) throughout the corridor.
This improvement is recommended as a long-term project (10 to 20 years) within the STP.
October 2014 Page 41
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 12: Proposed Dewdney Trunk Road Widening — 240 Street to 248 Street
N
^
v
� �10 [s3o)
725 (950j �
LEGENO
� ProvusedCorridorWneConfguratlon
1W F6reU5tAMPeakHourCorrid6rVolume
{140) Farec'artPM Peak Ftour Carridor Volume
� Signalixedlntersec�ions
�3�s �zao�
260 �375� -►
The City will want to preserve options of widening Dewdney Trunk road from 2 to 4 lanes between
248 and 256 Street should future growth in the eastern areas significantly increase east-west
travel demands.
232 Street Widening to 4 lanes - Abernethy Way/124 Avenue to 132 Avenue (East)
The Silver Valley area is expected to accommodate approximately 12,600 residents and generate
as many as 3,500 vehicle trips during the afternoon peak hour by 2031. The majority of these trips
will be generated from the central and eastern areas of the development.
Today, access into Silver Valley is limited to a select number of arterial roadways that include 132
Avenue (east and west), Fern Crescent and 232 Street. Immediately to the west, 224 Street
serves as an alternate north-south collector route into the Silver Valley area from Abernethy Way
via 136 Avenue. As development continues in Silver Valley over the next 20 years, traffic demands
on these corridors will continue to increase along with delays and congestion.
Currently, 232 Street (north of Dewdney) and 132 Avenue (east of 232 Street) are both MRN
roads (with a recently widened bridge across the south arm of the Alouette River with the capacity
to accommodate four lanes). North of Silver Valley Road, 232 Street is classified as a collector
roadway. Under the full build-out of the Silver Valley area, peak directional volumes on 232 Street
south of 132 Avenue East are forecast to be as high as 1,600 vehicles per hour as illustrated in
Map 13. Between 132 Avenue east and west, 232 Street volumes are slightly lower and can
generally be accommodated on a two lane roadway, but intersection improvements such as a
roundabout will likely be required at 232 Street and 132 Avenue west. For this segment of 232
Street, two concepts highlighted below may be considered through a refined operational analysis
as well as a conceptual design and evaluation process:
October 2014 Page 42
� � ' City of Maple Ridge
� - Strategic Transportation Plan
• Concept 1: 4 lanes between 132 east and west with signals at both intersections, or
• Concept 2: 2 lanes between 132 east and west with roundabouts at both locations. It
should be noted that the forecast volumes on 232 Avenue east and from 132 Street
V�
suggest that the existing roundabout at 132 Avenue east may need to be widened to two
lanes under this option.
The order-of-magnitude cost estimate for widening of 232 Street between 124 Avenue and 132
Avenue (east) is approximately $8.3 million. This estimate does not include property and other
servicing or mitigation costs, and is based on conventional intersection design (including
traffic signals at major intersections) throughout the corridor.
Map 13: Proposed 232 Street and 132 Avenue/Fern Crescent Widening
•� 690 (S10j
300 �940} �►
� t
�
N
G1 �
a 'i
�
11 � �'�
5e! 4-1,865�1,780�
lmeh t�
b90 `2,020j �
�
IEGEN�
� P�npv:edCumda�fineCanfieuralwn
SOG Foienst AM PuY How Canldor Vdumr '� �
�100) FonastPMF�aklleur[aniEerlrolume
� Sipupxed Inte�sections
� RWMa0ou1
N
^
y���s
9 ' .�. y
...�' %,!ra.
�' � ��r .
' �' ;�'�-���+.ri,'_'�� �,,� 3, -
in,�e i: co��nt �
� il
O
ti
� O
W �
�O �
�� •G1
�n:ee r can�ec� r
��
O �
�
4
.a" ...,
� �
rl M1
�8 �
� O
�
O
132 Avenue East widening to 4 lanes (232 Street to Fern Crescent)
132 Avenue east of 232 Street is currently a two lane MRN roadway and also expected to
experience significant pressure from the planned development within the eastern areas of Silver
Valley. In the long-term, peak hour traffic is projected to reach almost 1,600 vehicles in the peak
direction as previously illustrated in Map 13. The widening of 132 Avenue between 232 Street and
Fern Crescent is required to provide the necessary capacity needed to accommodate projected
October 2014 Page 43
vii
4.2.2
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
growth in the Silver Valley area. The City will need to explore alternative alignments and
configurations in order to secure the right-of-way required to widening 132 Avenue through this
area.
The order-of-magnitude cost estimate for a widening of 132 Avenue is estimated to be
approximately $1.2 million. This estimate does not include property and other servicing
costs, and is based on conventional intersection design (including traffic signals at major
intersections) throughout the corridor.
132 Avenue West Corridor Improvements (232 Street to 224 Street)
The 132 Avenue corridor between 224 Street and 232 Street is classified as an arterial road. This
corridor provides the most direct route between Silver Valley and the south-western areas of the
city. As illustrated in Map 13, the projected long-term traffic volumes along this corridor are
projected to reach almost 1,000 vehicles in the peak directions during the morning and afternoon
peak hours.
The City has worked with residents along the corridor to develop a plan that addresses traffic
concern on the corridor and provides improved pedestrian, bicycle, and equestrian connectivity as
traffic volumes continue to grow. These improvements include the provision of a 3.0 m multi-use
pathway from 216 Street to 232 Street, and a series of lateral shifts with centre medians intended
to reduce 85th percentile speeds. The plan also includes improvements to the intersection of 224
Street & 132 Avenue and four community gateway features (east of 216 Street, east and west of
224 Street and west of 232 Street).
The order-of-magnitude cost estimate for improvements along 132 Avenue west between 224
Avenue and 232 Street is estimated to be approximately $3.8 million to $4.3 million. This estimate
does not include property and other servicing costs or costs for creek crossings.
Inter Municipal and Provincial Connections
The Lougheed Highway serves as the primary alternative to Highway 1 on the north shore of the
Fraser River. It provides an important connection for people, goods and services between
Highway 11, Golden Ears Bridge and the Mary Hill Bypass connection to Highway 1. The
Lougheed Highway corridor also serves an economic role providing connections to key trade and
industrial areas north of the Fraser River including the CP Rail yards in Pitt Meadows and Port
Coquitlam. As east-west traffic volumes grow, the City wishes to work with the MoTI on the
strategies for addressing mobility and safety throughout the corridor as well as those capacity
issues along two and three lane segments of the corridor as previously described (including the
Haney Bypass). In addition to supporting provincial mobility, the City is also working with the
District of Pitt Meadows and TransLink on a requested connection to Golden Ears Way to maintain
regional mobility.
October 2014 Page 44
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 14 illustrates the key projects where the City of Maple Ridge will want to work with other
agencies to preserve local, regional and provincial functions of these and other corridors.
Map 14: Inter-municipal 8� Provincial Connections
N C ity �. I —
A a �
�--1
� �
Pitt Meadows — — J
Proposed Extension ,3z A�e
to Harris Road �
� izs ave �
' � N ti
�� J N 124 kve rv
a 127 Ave
IN 122 Ave
J o
i�o�$�eed HwY
I� R1JQ` A �`,`♦
E �
I pllard C�es � �
Haney Bypass ��.�>'``
_ Widening � � E Y
� 300 A�e
95 nve
c�es
`��� �
~ 124 Av�
❑ewdney Trunk Rd ,�
N 112 A�e
104 Ave
]02 A�e
100 Ave
��"�hepy yWV
F�"r�`�'� Riucr
Ri�er Rd
SB Ave
i. Haney Bypass Widening from 2/3 lanes to 4 lanes
i--
„ ._ � � _ I
�
�
�
�
�
I
Ue�didrey "r��nk Rd I
I
ll2 pre �+ I
� �
�
Lougheed Widening
272nd 5t Yo 2$7t�' SY
n ,n '�_ I
m �rk y �
ro
h t
1
E--------�
The Haney Bypass is generally a two lane roadway east of 227 Street and three lanes to the west
(2 westbound and 1 eastbound). The Bypass connects with the Lougheed Highway on both the
east and west sides of downtown and serves as an alternative route for through traffic to avoid the
downtown area.
Today, directional volumes along the Haney Bypass range anywhere from 1,000 to 1,300 vehicles
during the morning and afternoon peak periods — the capacity of a two lane rural road. The delays
experienced along Haney Bypass are further exacerbated by the signals at either end. Delays
experienced by the westbound left-turns at the eastern intersection with Lougheed Highway and
the overall delays at the western intersection are significant during peak periods (LOS E). This will
only worsen over time as east-west regional and city-wide travel continues to grow.
Improvements at both eastern and western intersections with Kanaka Way and Lougheed
Highway respectively along with the widening of the Haney Bypass to four lanes would result in
significant growth and diversion of traffic from the downtown area where congestion and delay will
October 2014 Page 45
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
continue to increase. As shown in Map 15, peak directional volumes on the Haney Bypass are
projected increase to over 2,200 vehicles per hour in the next 20 years.
Map 15 also illustrates the general corridor lane geometry and new signalized intersections at
Callaghan Avenue, 227 Street and Burnett Street. Once again, the City will want to work with the
Ministry on improvement strategies to address these projected travel demands.
I � 2,190 (1,625]
w L
II 1,425 (2,680y y ' �
Map 15: Proposed Haney Bypass Widening
,�;, .� .
Y0 ryF��
�].,430'1,170j `'�I ;
1,140 (3,740} � ��
�
� ,� - ��4' ��,:a;
LEGEND
� Propased Corridar Wne Configura[ion
100 FarecastAMPeaNHaurCorcidarVolume
�100} Farecast PM Peak Hour Corridor Volume
"�r Signalized fntersMions
~?O
T �9�%ys� 3����ds�
� _
ii. Lougheed Highway Widening (east of 272nd Street)
N
^
Lougheed Highway is not only an important east-west connector within the city, but it also serves
as a vital inter-regional connection between the Fraser Valley and communities north of the Fraser
River. Today, the Lougheed Highway is a two lane rural highway with signals at 272nd Street,
280th Street and 287th Street. During the peak hours, this eastern section of Lougheed Highway
within the City of Maple Ridge supports approximately 1,200 vehicles in the afternoon peak
direction. This section of the Lougheed Highway corridor is currently operating at the functional
capacity of a two-lane rural road.
October 2014 Page 46
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
As regional growth continues in the Northeast Sector of Metro Vancouver as well as in the Fraser
Valley, this section of Lougheed Highway will continue to experience increased delays. By 2031,
projected traffic volumes are expected to increase to slightly more than 1,600 vehicles per hour in
the peak direction — beyond the capacity of the current Highway. The widening of Lougheed
Highway from two to four lanes would provide the additional capacity necessary to accommodate
projected growth. Map 16 highlights the projected 2031 traffic volumes for this segment of
Lougheed Highway.
Map 16: Proposed Lougheed Highway Widening
N
^
iv
� i,osa (i,oso)
960 (1,650) �
��
��
LEGEND
� Proposed Lorridor lane ConFiguation
10� ForecastAMPeakHourCortidorVolume
�IOO) Fore`astPMPeakHourtorridorVoEume
'�' SFgnalized Intersections
North Lougheed Connector
- = x,zso {z,oso�
��
94011,530j � . .
A potential future connection from Abernethy to Harris Road in Pitt Meadows has been requested
by the City of Pitt Meadows to support development plans immediately west of Maple Ridge on the
north side of Lougheed Highway. This proposed north Lougheed connector would provide direct
link between Abernethy Way/Golden Ears Way and Lougheed Highway immediately west of Harris
Road. The proposed north Lougheed connector would also be designed to support east-west
movement between Maple Ridge and Pitt Meadows, influencing both commuter traffic and the
movement of goods. The City of Maple Ridge will want to review optional connections to
Abernethy Way as well as functional characteristics of the corridor within Pitt Meadows so that the
proposed connection does not adversely impact overall travel to and from the Golden Ears Bridge.
Additionally, the City will want to maintain connections to Old Dewdney Trunk Road as this corridor
is part of the MRN, and currently serves as an important alternative east-west route north of
Lougheed Highway (even with a north Lougheed connector).
Lougheed Corridor Priority Lanes
As described in the Transit Strategy section of the Plan, Dewdney Trunk Road and Lougheed
Highway will serve long-term rapid transit needs for Maple Ridge. This service will connect Maple
Ridge downtown to other communities in the Northeast Sector and south of the Fraser River.
October 2014 Page 47
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
West of Maple Ridge, vehicle priority lanes for transit and/or high-occupant vehicles should be
considered along Lougheed Highway to increase people moving capacity. The City of Maple Ridge
should work with the Ministry of Transportation and Infrastructure, TransLink and other
municipalities to explore priority lane strategies.
4.2.3 Completing the Network
The city's roadway network has evolved over time in response to growth and development.
Further, there are several discontinuities that remain in the network as some areas have not been
developed and/or topographical barriers make completing the network in some areas challenging. As
growth occurs in the eastern areas of Maple Ridge, the City will want to complete the network in those
areas illustrated in Map 17. These network connections include: Thornhill connector, Industrial Area
connector, and 112 — 108 Avenue connector
The completion of these discontinuities would provide several additional benefits to the city, as follows:
• Provide access for residents of the community.
• Reduce travel distance, which influences air quality and road safety by reducing total vehicle-
kilometres travelled in the community.
• Improve emergency access.
• Enhance connections for alternative modes, such as walking, cycling, and transit.
• Reduce congestion and delays at key bottlenecks by providing alternate connections to, from,
and within key areas of the city.
• Support economic development within the community.
• Improve access to the city's Albion industrial areas.
October 2014 Page 48
MAPL� RfDGE
Brifiah Culvrnhfa
� tity af I _
Aa�tc nne�do,.,; - �
__J
� d � �
_ s o i — — J
x �'
g` " �s1a�e
i— �
� 12B Ave ,.,
i � - N �:4 A�Y
i23 Ave
I a 122 pve
J
Ilou�hcctl Hwy
� � pive� Rd
a
�
Map 17: Completing the Network
`QS
c
Fern Cres Realignment /
'3z ""e 22g'h Ave Extension l
I Allard Cres �
� 7 h'
aewd�er �,,,�k Hd
owns ip
of La �ndustrialArea
N Connector ��i
�F�'
96 Rve
112 Avenue/108 Avenue.
"' l74 RVC
H �
�
City of Maple Ridge
Strategic Transportation Plan
t]istrict o'
fViaple R;dge
❑ewdney lriink H�
H 1�Z�h _ �O$th
i�z a�e Ave Connector z 0.��
1Q4 Avc
302 Rvz
� 100 A�e
[o�@h�ea NWv
Thornhill i ��ci•
R'°�' R� Connector
HS Ave
There are currently few options for east-west travel in the Thornhill area between Lougheed
Highway and Kanaka Creek. The 112 Avenue/108 Avenue corridor has been identified as a
potential east-west route in this area. It would require the construction of a new roadway between
approximately 252 Street and 268 Street along the slope of GranYs Hill. The road would provide a
complete east-west route between Lougheed Highway at the Haney Bypass (via Kanaka Way)
and 272 Street. This route is supported by the city's emergency services to enhance access to
existing and future development in this area of Maple Ridge. In addition, the route has been
identified as a future bicycle route, as it would provide a desirable east-west route across the city
that avoids Grant Hill when the area develops. Although there are three creek crossings along
this route that would require environmental remediation, the connection would be relatively easy
to complete.
The conceptual, order-of-magnitude cost estimate for this connection is approximately $10 million,
assuming a two-lane rural cross-section with paved shoulders for cyclists. This capital cost does
not include any bridge structures, property, servicing or any mitigation. Because this connection is
to correspond with any redevelopment in the areas, this network link is identified as a long-term
improvement.
October 2014 Page 49
� � ' City of Maple Ridge
� - Strategic Transportation Plan
ii. Thornhill Connector.
As the Thornhill area develops, there will become a need for new connections to support access to
and from the area. The City has identified a need for at least one new connection from the
Thornhill and Albion areas to Lougheed Highway. One option is to extend Jackson Road
southward over the escarpment to Lougheed, whereas another option would be to extend 256
Street southward to the highway.
The optional alignment would require a direct southward extension of Jackson Road beyond 100
Avenue. This roadway would be quite steep (up to 11 %) in places and would require a culvert
crossing of Albion Brook. As such, significant earthworks would also be necessary to construct
this connection. Another issue that would need to be dealt with for this option would be crossing
the Kwantlen First Nation lands immediately south of 100 Avenue. This option would cost
approximately $5.2 million.
Both of these routes would present significant challenges in many areas, including geotechnical
feasibility, grades, environmental remediation, and property acquisition. Neither would be cost-
effective unless significant development pressure existed in the Thornhill area. From the
perspective of cost and environmental impacts, the second option would likely be preferred.
However, from the perspective of property issues in particular, the first option would likely be
preferred. The City would have to undertake a more detailed route selection analysis to determine
the preferred option.
iii. Albion industrial area connector.
The industrial area is located to the south of River Road and Lougheed Highway between
Tamarack Lane and 240 Street. The area is currently accessed by two connections with Lougheed
Highway, one at Tamarack Lane and the other at 240 Street. The issues associated with the
current access configuration include:
• The western access is restricted to right-in and right-out movements, meaning that
all vehicles leaving the area and wishing to travel westbound must go to 240
Street along River Road.
• The Canadian Pacific Railway line runs parallel and adjacent to River Road
and trains often block access to and from the Albion industrial area.
In an effort to support industrial activity in the area and other growth that may occur, the City will
want to examine alternative access strategies that involve a grade-separated connection between
Lougheed Highway and River Road on the south side of the CP Rail corridor. Grade-separated
connections that may be investigated include directional flyover ramps located east and west of
105t" Street or a half diamond interchange with a rail overpass in this same area. Depending on
October 2014 Page 50
iv
4.2.4
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
configuration and geotechnical conditions, this connection could cost as much as $25 to $30
million.
Fern Crescent Realignment / 128'" Avenue Extension
South of 132"d Avenue and east of Balsam Street, Fern Crescent continues through the park
where the roadway narrows significantly and there is minimal space to accommodate pedestrians
and cyclists. Similarly, Fern Crescent south of 128t'' Avenue is also narrow with limited shoulder
width. As the area develops, the need for safe and comfortable pedestrian and bicycle facilities
along the primary roadways through the area continues to grow. In order to address these issues,
the City has identified the potential realignment of Fern Crescent and extension of 128th Avenue
east. In addition to accommodating the needs for pedestrians and cyclists through these
improvements, the new routes would be classified as arterial roads, and Fern Crescent south of
128t'' Avenue would be reclassified as a local road.
Intersection Operations & Safety
In urban areas such as the City of Maple Ridge, the performance of the roadway network is largely
influenced by signalized intersections. With the exception of the Lougheed Highway corridor, most
signalized intersections in Maple Ridge are currently operating at a level of service (LOS A to C) indicating
no or minimal delays. Over the next 20 years, several signalized intersections in the city will experience
increasing delays with the projected growth in traffic.
Map 18 below highlights intersections that are operating under failing levels of service (LOS E or F) in the
future and/or identified as one the top collision location in the city. As the majority of these intersections are
located on Lougheed Highway — a Provincial corridor, the City should continue advocate with the Ministry
on planning shorter-term improvement strategies to reduce delays and improve safety at these locations.
While considering the optimal use of the existing network, some improvement strategies may inlcude, but
not limited to:
Provision of turn lanes where adequate right-of-ways are available
Signal optimization at intersections to improve overall intersection efficiency and safety
October 2014 Page 51
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 18: Candidate Safety and Operational Improvements
�, , n
�
� N
W m
� N �)'� ai'JP N
i73 AVE'
122 Ave
�
0
.y
�
� Iri:g�e� H�wy � � ^
w��
5tiv r S ��
�OW#15ii1 �;
❑f Langley
Q L�SE�rF
Q Top Collision Locatian
� Top Callision Loeati�n With Ld5 E Or F
4.2.5 Neighbourhood Traffic Management
�
N
Dewdc�ey Trunk Rd
k. .
0
ti
1�2 Ave
� -� ,� ��
Lad Ave
'� 142 15ve
S00 Ave
Zaui;hEp� k'
��C7'S��- �1 c?G'Y
In 2012, the City updated the 2004 Traffic Calming procedures to address neighbourhood transportation
issues. The primary goal of traffic calming is to improve safety and livability along neighbourhood streets
(local and collector roads). Traffic calming measures are normally used to achieve these goals by
accomplishing one or both of the following objectives:
• Reducing speed. When most traffic on a road is travelling faster than the designated speed
limit, it can negatively impact both livability and safety.
• Reducing volume. Local roads are intended to serve the residents and businesses along that
roadway. Collector roads are intended to provide access to local roads. Both types of road are
designed to operate best when traffic volumes are under a certain threshold. When traffic that
is not destined locally utilizes local or minor collector roads, the traffic volume may be higher
than what is generally intended for that roadway type. This generally impacts neighbourhood
livability, safety and quality of life.
Traffic calming is one measure for addressing neighbourhood and city-wide traffic issues. Understanding
the localized issues and determining context specific traffic calming needs will lead to appropriate
October 2014 Page 52
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
implementation. Table 1 provides a list of various traffic calming measures that can be applied to a variety
of roadway types. The Traffic Calming Policy is a guide and the City should continue to develop traffic
calming plans on corridors with identified traffic speed and volume issues.
Table 1: Types of Traffic Calming Measures
Raised Crosswalk ✓ ✓
Raised Intersection** ✓ ✓
Sidewalk Extension** ✓ ✓
Speed Hump ✓ ✓
Textured Crosswalk ✓ ✓
Speed Cushion ✓
Chicane (one lane) ✓ ✓
Curb Extension ✓ ✓
Curb Radius Reduction ✓ ✓
On-Street Parking ✓ ✓
Raised Median Island ✓ ✓
Traffic Circle ✓ ✓
Road Narrowing / Road Diets ✓ ✓
Gateway Median1 ✓ ✓
Directional Closure ✓
Diverter ✓ ✓
Full Closure ✓ ✓
Intersection Channelization ✓ ✓
Raised Median Through Intersection ✓ ✓ ✓
Right-in / Right-out Island ✓ ✓
'`Potential measures pending consultation with these stakeholders.
" Unraised sidewalk extensions are suitable for transit routes and minor collectors.
"' Roadway not to exceed two lanes.
✓ ✓
✓ ✓
✓ ✓
✓ ✓
✓ ✓
✓ ✓
✓
✓
✓
✓
✓
✓
October 2014 Page 53
MAPL� RfDGE
Brifiah Culvrnhfa
4.2.6 Long-term Network Plan
City of Maple Ridge
Strategic Transportation Plan
The long-term network plan illustrated in Map 19 highlights the updated roadway classification system that
incorporates the recommended improvements described in Sections 3.2.1 through 3.2.5. The roadway
classification system generally provides guidance to planning land uses along the corridor as well as the
physical design characteristics of the road based on the intended functions for each class as briefly
highlighted below.
• Provincial highways accommodate regional and provincial through traffic. At-grade
signalized intersections are widely spaced, and direct access to provincial highways is
minimized so as to maximize capacity and minimize delays to through traffic. Posted
speeds are typically higher than other urban roadways — generally more than 60 km/h or
higher and parking is usually prohibited. Transit service is often limited to express services
with relatively few or no stops along the roadway. Within Maple Ridge, Highway 7 is a
provincial facility, but it should be noted that the section of Highway 7 within the urban area of
the city provides a more local function.
• Arterial roads / Major Road Network. The Major Road Network (MRN) is principally
composed of municipal arterial roadways that serve a regional function and that accommodate
significant truck and/or transit traffic. TransLink has established criteria for designating
roadways as part of the MRN, which are eligible for cost-sharing between TransLink and
the municipalities for upgrades and maintenance. Although the MRN roads are
generally municipal arterials, there are many arterials that are not designated as part of the
MRN. The primary objective of arterial roads is to provide mobility. They usually serve
regional traffic — travel between major local destinations or between municipalities. Direct
access to arterial roads is often limited to commercial driveways, although many arterials in
Maple Ridge also provide residential driveway access. Speed limits are generally 50 km/h and
on-street parking is limited or not allowed. Arterials are often used for major transit corridors.
Examples of arterial roads in Maple Ridge include Dewdney Trunk Road (east of 232) and 216
Street. Dewdney Trunk Road west of 232, 128 Avenue / Abernethy and parts of 232 Street are
examples of the MRN within Maple Ridge.
• Collector roads typically serve a dual function. They provide mobility for travel between local
neighbourhood streets and municipal arterials, but they also offer a high level of access
to individual properties. There are many private driveways along collectors. On-street parking
is usually permitted if the road is wide enough and transit service is often provided.
Posted speeds are usually 50 km/h, although they can be lowered to 30 km/h in school or
playground zones. River Road and Laity Street are examples of collectors in Maple Ridge.
The recommended road classification includes both a major collector classification for streets
with higher traffic volumes and which play an important role in the City's road network, as well
as a minor collector classification for collector roads with lower traffic volumes and a limited
network contribution.
October 2014 Page 54
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Local streets. The primary objective of local streets is to provide access to private properties.
They allow neighbourhood residents to travel to and from the arterial/collector road
network, but through traffic is generally discouraged from using them. Speed limits are
generally low — not more than 50 km/h — and can be lowered in school and
playground zones. Parking is usually permitted and transit service is not normally provided.
Traffic calming measures are now commonly used to discourage the use of local streets for
through travel.
4.
The capital costs, potential funding partners and overall priorities for all major road improvements
described in the road network section of the STP are summarized in Table 2. Although the priorities are
generally identified based on the overall assessment of existing conditions and planned growth, funding
partnership opportunities and property requirements may affect priorities during the timeframe of the Plan.
The order-of-magnitude (Class `D") costs estimates are based on 2014 dollar unit prices and include a
35°/o contingency allowance, but do not include administration, legal, utility or drainage costs as well as
any mitigation that may be required. Allowances for grading and creek crossing have been included as
appropriate. Cost estimates provided in Table 2 should not be used for budgeting purposes until functional
planning and design have been undertaken. The City should explore opportunities to coordinate roadway
capital projects with improvements planned for other modes as well as ongoing roadway rehabilitation.
October 2014 Page 55
MAPL� RfDGE
Brifiah Culvrnhfa
�.IEiI UT
Map 20: Long-Term Road Network Classification
City of Maple Ridge
Strategic Transportation Plan
Collector Road
Local Road
Collector
••••• Arterial
� � �`ti
��" Rive�-
October 2014 Page 56
� � ' City of Maple Ridge
� - Strategic Transportation Plan
Table 2: Summary of Major Capital Road Improvement Costs and Priorities (2014 $)
128 Ave/Abernethy
Widening
210 — 224 St
224 — 232 St
232 — 240 St (Option)
Dewdney Trunk Rd
Widening
240 St to 248 St
232 St Widening
Abernethy to 132 Ave
132 Ave East Widening
232 St to Fern Cr
132 Ave West Calming
224 St to 232 St
240St Crossing (option)
Abernethy to Fern Cr
Haney Bypass Widening
Lougheed Widening
272"d Sf to 287rh St
$9.4 $6.7
$8.5
$5.6
$9.0
$1.2
$4.3
$40
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
✓
October 2014 Page 57
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Table 2(cont'd): Summary of Major Capital Road Improvement Costs and Priorities (2014 $)
112t"/108tn Ave Extension
112�" Ave to 108t" Ave
Thornhill Connector
Jackson Rd to Lougheea
Albion Industrial Access
Lougheed to south
Fern Crescent
Realignment / 128tn
Avenue Extension
�
$12.3 ✓
$6.0 ✓
$25 - $30 ✓
$3.1 ✓
✓
✓
✓ ✓
✓
Intersection Operations
& Safety Improvements �2'5 $2.5 $5.0 ✓ ✓
Neighbourhood Traffic
Management Strategies �1.0 $1.0 $2 � ✓ ✓
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility relocation, earthworks, driveway reconstruction, landscape restoration and legal cost.
October 2014 Page 58
� . i �.;�,'� '• .
. 'yC' � . .
, . . ; :,
r _
, .. . . ' .. } . '��•._,
, , , :'I v
., � :
� i_ � , �
. a . . �� •�Y .
. . . , . T � i�• ♦ �. a
� ' �:5� � � . 1 �
� .��' Mi�'����i17�
- � �� : " , :�:��"
.K` �
�' ' " o�i
, � x • � :
, y � �,• _ .
�iY4 `� }�y , f, �� �} � � �i-�::�'i v� '�}, . .
�!�y'� i .� f •� ♦ , Y��1 � [' } � `�1 .h� .
��T . � 1 �' e `,� �. � . �`x� .- �S\�� M .i J{� �` �(.
� . �S
1e'- `� _r` � . . .�i: \'��� � i1r� . • '4� • t .�t Y
. r3� ' .�'ksy :5. �rS• '-y � �'�` . � � :� , �•�.
,� � � .. . ,t�a � . . .� �-�
.� �''' r � r � i -�� �.
,7i . . ^' ' . �,9'`. - -��
'�; 1 `' � <<4 � t�` ~' �\ �
_ „�,� ��. ,4..`;. _. . �LS? ��'• u� '♦
- � ,�. i . T: . ` �
� � �T .A _' �, -
1 -
LLlii.� ' i
y` _ ,�`5- {?��� 7�� �
�
� ` `3'r � y� i. , . '� s � :,s+
' ' �,
��FY ?' ' r.
- :C�i ��'•�. ��� � .
_ 't _ - . i. � � ��F' . .�. ! 'E�
��_ �-- � e.::. I
:� .
��' �:� y �
. � �'�
^ �-+���.�`,;, � , ,
�' h� . �y-�'
•'K+.
.. •. a � ...,._.ri- `: ._.. .
_ ,-��-•;�-� - . - - _ - • -
� '- -
4
�
ti ��fiaw-f�Li�. . �• �����' _
..�- _�_ j� "'; �a _ <"` '
- - -� �, - � .�� , , � -
r � , -a ; - � .
�a� 1� � , �
�;', ' —,
— �� � ,
, „ ,,
.
.�
MAPLE RfDGE
Briueh Colurnhfa
Walking is the most fundamental form of transportation. Walking can be
the mode of choice for an entire trip, and it can comprise a portion of a
trip to connect with other modes such as an automobile or transit. Even
though walking is so prevalent in our everyday life, policies and designs
that encourage and facilitate walking as a mode of transportation within
a community have often received lower priority than other
improvements. By ensuring that a comprehensive network of sidewalks
and walkways is in place and sound planning and design principles
are followed, the City of Maple Ridge can provide an accommodating
environment for pedestrians and increase the range of transportation
choices for residents.
a
City of Maple Ridge
Strategic Transportation Plan
n
� � ��-.:.�,?
f I'ti�
Throughout Maple Ridge, there are several key pedestrian areas and
generators where walking can and should be encouraged through the __ _
provision of attractive and accessible facilities. The city is home to a well-defined and historic Town Centre
with a fine-grained, well-connected street network with densities and diverse land uses that support walking.
Maple Ridge also has several important commercial corridors, including Lougheed Highway and Dewdney
Trunk Road that include many destinations for pedestrians. Maple Ridge in general offers an abundance of
opportunities for walking, hiking, and sightseeing throughout both its urban and rural neighbourhoods.
The Pedestrian Plan provides a strategy to enhance connectivity and accessibility to, from, and within key
city-serving pedestrian activity areas, such as commercial areas, city-serving parks, and recreation facilities.
In this regard, people of all ages and levels of mobility should be able to easily access the most active areas
of the city through pedestrian facilities that support universal design standards and treatments. The
Pedestrian Plan also seeks to improve walkability in and around emerging growth areas of Silver Valley,
Albion, and Thornhill. Overall, because sidewalks and walkways serve as the primary facilities for
accommodating pedestrian travel, steps must be taken to ensure
that a continuous network is in place throughout the city. ., � .�
Ensuring linkages to commercial areas, schools, transit, parks .�. �._�_
and recreation facilities is a top priority of the Pedestrian Plan ,�_ .��_ �
because these activity areas serve the widest range of � � � I�.
pedestrians, both young and old, providing maximum value for .� �,���,� ,
residents. _ _ _ _
Beyond the role of pedestrian facilities in creating vibrant,
attractive, walkable communities and in supporting other modes
of transportation, there are many factors that influence the long-
term direction of the development of the Pedestrian Plan for
Maple Ridge. These shaping influences and challenges identified
by community stakeholders are briefly highlighted below and
used to shape the long-term direction for the Pedestrian Plan.
October 2014 Page 60
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• Walking Activity. The 2011 Census reports that 3% of daily commute trips in Maple Ridge are made by
walking. TransLink's 2008 Regional Trip Diary Survey reports that 10% of all daily trips (not just commute
trips) in Maple Ridge are made on foot. The Trip Diary Survey also reports that most walking trips in
Maple Ridge are short, local trips within Maple Ridge's boundaries, as the average walking trip distance is
2 km, with the majority of walking trips less than 3 km. In addition, the most common walking trip purpose
in Maple Ridge is to go to and from elementary or secondary school, followed by walking trips made for
shopping and recreation. In general, children and youth are responsible for the majority of daily walking
trips in the city, as approximately 70% of all walking trips are taken by this age group.
• Sidewalk coverage is limited in some established areas and some growth areas of the city. As is
the case with most communities, the standards for providing sidewalks have evolved over time to where
local guidelines suggest that sidewalks should be located on both sides of all urban arterial and collector
roads; and on at least one side of all urban local streets. In addition, rural arterial and collector roads
should have a walkway on at least one side of the street, while rural local roads are not required to have a
walkway. Maple Ridge currently has approximately 250 km of sidewalks, including 35 km in the Town
Centre and 215 km of sidewalks elsewhere in the city's defined urban area. Within Maple Ridge's urban
areas that were developed long before the current standards evolved, approximately 65% of all streets
have a sidewalk on at least one side of the street. Map 21 shows the presence of sidewalks on Maple
Ridge's roads, whether they are located on one side, both sides, or none at all.
• Discontinuous trails and pathways. The city's trail network is popular with local residents and visitors
alike. The trail network is used by walkers, hikers, cyclists and equestrians with popular routes such as
the Trans-Canada Trail, Golden Ears Provincial Park, Malcolm Knapp Research Forests, Maple Ridge
Park, Kanaka Creek, Whonnock lake trails, and Port Haney Heritage Walk. Trails in Maple Ridge are
integrated with Pitt Meadows' trail system, with the dyke trail along the North Alouette River providing a
connection to trails in north Pitt Meadows along the Alouette and Pitt Rivers. These regional connections
also facilitate access to the Pitt River Bridge and Port Coquitlam's trail systems. While the city has an
established trail system, the pedestrian network is not very continuous through the community, as trails
tend to be limited to park boundaries.
October 2014 Page 61
v
�
MAPLE RfDGE
Briueh Co-Lurnhfa
Map 21: Existing Sidewalk Coverage (Collector and Arterial Roads)
�ity �f �
- . �If�n ���,ea7E
�1
� �
� I ! Lie
t�'
{�— �Ce
I �
132�Ave 132 A�e i• 1 —� N
�
�
� } �c� N� 124 A�p � .
I� 123 Ave �
m `� 122 AVe
6 ' �..� -
� �I r
�! Lough�e�d Hwy �
� =- --I i.�r,
� �I� i�-
J \ �! �tive� Rd �
1r / N �
`
� �
Tvwnship
af Langley
Nate:Sfdrwaik Tn�entory shawn only for
Collector and Artrrial roads.
Na 5idewalks Present
Sidewalk Dn 1 Side �f ThE Road
Sidewalk Dn Z Sides �f The Road
i '
��
L4 Aue '�
I 1�Z Ave
1. f� � —
r.r
c�UghPA� Hwy
�,�5�'� �1G7L'�-
City of Maple Ridge
Strategic Transportation Plan
Di�triGt vf
Mapl� Ridge
October 2014 Page 62
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• Key pedestrian generators require attractive and accessible connections. There are several
important pedestrian destinations within Maple Ridge, including commercial areas, institutions, schools,
parks, and transit facilities. These destinations generate a significant amount of pedestrian activity and
represent those areas that should be the focus of enhanced and accessible pedestrian treatments. In
particular, the Maple Ridge Town Centre generates significant walking activity in Maple Ridge, with
businesses, services, amenities, and civic spaces and places all located in close proximity, along with a
fine-grained and well-connected street network that supports walking. In addition to the Town Centre, the
Port Haney and Maple Meadows West Coast Express stations also generate significant pedestrian traffic
at peak hours, as do institutions such as Ridge Meadows Hospital, as well as the five secondary schools
and 17 elementary schools, and numerous community parks throughout the city. Each of these areas
must be designed to be accessible for a growing population of seniors in Maple Ridge as well as others
with physical and cognitive disabilities.
Map 22 shows the pedestrian walksheds modelled on walking distances from the key commercial areas.
This map highlights areas of the community that are within a 400-800m (approximately 5-10 minute walk
respectively) radius of key commercial areas in the city. As is apparent, the neighbourhoods within short
walking distance of the commercial hubs are found mainly around Dewdney Trunk Road and Lougheed
Highway. The most walkable distances are found in and around the Town Centre. This analysis illustrates
that residents living in and around the already urbanized areas of Maple Ridge have options to walk short
distances to local services and amenities. However, neighbourhoods further north or south are located a
much longer walking distance from these key areas, and the use of private vehicles is likely far more
convenient to access these services.
October 2014 Page 63
MAPLE RfDGE
Briueh Co-Lurnhfa
Map 22: Walksheds to Key Pedestrian Generators
� r � — — — �
° � I
� G
� r I.h
� 1�1 A�� � i;1 ,Cv�•
�
� � � �
., � n � �..
N
o�^' 7�� nve
� � r 126 Avr
� J 124 Rre
1 11 i Rvr
I� �zz .�,�
I� � S7rwr!nr}� Trun4 Hn��`.,�� �r�• il
4- � ��� ���■ L
���� ,
� _ ■ r
l.ti �1 � �a��r��.�.:tl 'I',yy� ���
I„ V �� �� � ���I:w�'��
� _ �� rq �
N /
� , in a ��vP[ Rd �+ l:l• a4C
" R �
f � z�� r �2i��t°� _
i ( �n � � [ y��P �
Y $
�``� �' roa
n
L� ,� ' •:�. S�
I i � �`�` t�ys
� G
I' �1`a`a
� � Township
' ❑f Langley
City of Maple Ridge
Strategic Transportation Plan
� Cotnmercial Area
5 Nlinute Walk {d00rnJ
la Minute Walk ($a0m�
� � � Municipal 8oundary
N
r
�
r�
9
°a
i^
ian av� "'
'� flFwdnFy �i�i�.l. ii1
� j
r.. 1
rv
LF2 Awe
A
1O �e
� �qS
P
��
�
October 2014 Page 64
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• More people can be encouraged to walk in high activity areas through coordinated land use planning,
urban design, and other supportive initiatives. Beyond the provision of attractive and accessible
pedestrian facilities, the design of streets in urban areas can be an incentive or disincentive for people to
walk. The Town Centre area of the city is planned and designed as a walkable community where streets
and the design of buildings provide strong connections for pedestrians. At the peripheral areas of the
Town Centre and in other parts of the city, the character of land uses and their design can discourage
people from walking as many sites are designed for vehicles.
In addition to the planning and design of
pedestrian friendly land uses, support programs
can also be used to encourage people to walk in
pedestrian areas of the city such as the Town
Centre. The City supports and encourages
walking through a variety of events and
programming including walk/run clubs, self-
guided walking tours as promoted through the
Maple Ridge and Pitt Meadows Tourism Office,
trail maps and resources, and the Safer School
Travel program to assist parents in developing
safe routes to school plans.
Pedestrian Plan Themes
• A lack of sidewalks on collector roadways in
neighbourhoods can contribute toward
... .•
concerns about pedestrian safety. In many
areas of the city, and as in the case in other
communities, a lack of sidewalks can often create perceptions about the lack of safety and comfort due to
traffic volumes, speed and short-cutting on neighbourhood streets. While the City's Traffic Calming Policy
described in the Road Network Plan section of the Strategic Transportation Plan can be used to address
quality of life issues associated with traffic, the lack of sidewalks on neighbourhood collector or arterial
streets can often address many of the safety concerns being raised by residents.
��
_ .an
The Pedestrian Plan identifies the need to support walkability in key areas of Maple Ridge. It also recognizes
that the needs for sidewalks far exceed the financial resources available to the City even with a very
aggressive capital program.
In this regard, the focus of the City's efforts in the coming years will be on implementing key elements of the
sidewalk network that will support and encourage local trips. The Plan recognizes that certain areas of the city
generate more pedestrian activity than others, and there are different levels of priorities and treatments in the
areas that will benefit the most. As such, the focus will also be on enhancing pedestrian facilities in areas of
higher pedestrian demand. In some areas of the city, such as the Town Centre, where walking is and will
continue the priority mode of transportation, special treatments are required to make walking an even more
attractive experience. Streetscape treatments within and leading to those areas can go beyond the minimum
October 2014 Page 65
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
standard and provide accessibility for all levels of mobility. In areas of growth and some established areas,
interim strategies for wider shoulders or separated facilities may be considered along the busier collector and
arterial corridors.
The following discussion highlights the range of pedestrian strategies that are recommended within each of
the pedestrian areas to help make the city more walkable. The focus of the City's efforts in the coming years
will be on providing an enhanced sidewalk network, improved interim strategies for growth areas,
enhanced treatments in the Town Centre, safer crossings, and walking support programs. The primary
features of the Pedestrian Plan are described below:
5.2.1 Enhanced Network Coverage & Accessibility
The ultimate goal of the City should be to provide the following level of sidewalk coverage throughout the
municipality:
• Urban Arterial: Both Sides
• Urban Collector: Both Sides
• Local Streets in Pedestrian Areas: Both Sides
• Other Local Streets: One Side
The long-term Pedestrian Plan provides direction on the implementation of sidewalk facilities. This is in
addition to ongoing pedestrian improvement initiatives, such as accessibility and crossing improvements. The
following discussion identifies the approach that was taken to prioritizing pedestrian improvements throughout
the city.
• Pedestrian Areas. Six key pedestrian areas have been identified throughout the city, as shown in
Map 23. These are city-servicing pedestrian areas that represent major community facilities that have
the potential for generating significant pedestrian traffic from a broader area of the city. The six
pedestrian areas include:
.
Town Centre;
Port Haney Station;
Ridge Meadows Hospital;
• Westridge Centre and Westgate
Shopping Centre;
• Maple Meadows Station; and
• Thomas Haney Centre.
Within each of these areas, a high priority is assigned for all roads, including local streets that
currently lack sidewalks on at least one side of the road. Additionally, all pedestrian improvements
must utilize universal design standards to support access for people with mobility challenges.
October 2014 Page 66
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Map 23 Pedestrian Areas in Maple Ridge
�32IAve
� —
� Wes#gate5fr�pp�rrg Centre
� & UVestridr,�e Cerrtre
Y
r � �� �° sz� au
I � lz3 e+ J �'
o ��� �122
�� � � � � � �
�•��
�4 �T� Lougl�eed Hwy
� I �► � , r � 1��a .
��_ � _ ` °r ., �
� ��''�` �`�
f � �
132 Ave � �
,�'
�
� IIITcrple Rrdge �
r.,
� �QWIi �2Rt1'2
� �
4v� � ,� W
.,� � pQ�r.rrina�r. Tr��nL l7A
. -n.#,�MC�l�w�w. r� -
y � ��1 O r77 {7S
� �.. �
�=-- . —��
� �,_:�� �� •--� � �r�►��y c��t�e
� #1� �' � ti� �
� �
� �
1 Rrd9� t �
� Mead ows
�'� klasprtal
J11Ja��e Nlecrafows Port FlarreyStcxtiax�
5#a#iarr � � �. c! i�i � � � �p�
f �
1�� AV2
�
�
104 ,Ave�
`Z 7 f�� a,rP
• Bus routes. Because all transit passengers are required to walk at both ends of their trips, it is very
important to provide pedestrian facilities (i.e. sidewalks or walkways) on both sides of all bus routes
within Maple Ridge. This enhances the safety of pedestrians on bus routes, and makes transit more
attractive as a transportation mode. For the purposes of assigning priority within the STP, pedestrian
facilities along bus routes are considered medium-term and long-term priorities.
• Other urban arterials and collectors. This category includes all other gaps in the sidewalk network
along urban arterials and collectors and that do not fall into the preceding categories. Within the
Transportation Plan, these gaps were identified as a`low' priority. This is not to imply that they should
be deferred indefinitely. On the contrary, all gaps in the sidewalk network should be completed as
soon as possible. However, it is recognized that, given the financial constraints, priorities for
completion must be assigned.
• Developing areas. In addition to the six pedestrian areas notes above, there are a few
neighbourhoods in Maple Ridge identified as current and future growth areas by the City, including
Silver Valley, Thornhill, and Albion. The Pedestrian Plan recognizes the need to ensure that attractive
and safe pedestrian facilities are provided as development occurs over time within these areas.
As described above, the City should have as its ultimate goal the installation of sidewalks on both sides of all
urban arterials and collectors in the city, and on one side of all local streets. Ideally, this standard would
incorporate boulevards between the curbs and sidewalks to provide a more comfortable walking environment.
It is recognized that it would likely take longer than 20 years to upgrade all local roads in the city to meet this
standard of having at least one sidewalk. For this reason, segments of local roads that do not meet these
October 2014 Page 67
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
standards have not been identified as part of the STP. However, there may be opportunities throughout the
20-year time horizon of the Plan to upgrade local roads to meet the sidewalk standards in locations that have
not been identified through the Plan. In this regard, this standard should be considered when local roads are
being upgraded through the Local Improvement Program or through other programs or aspects of the
Transportation Plan. For example, sidewalks could be installed to meet these standards as part of projects to
widen roadways for bicycle facilities.
A high priority has been assigned for the provision of sidewalks within the six identified pedestrian areas. The
following discussion identifies the sidewalk needs within these six locations, as well as along collectors and
arterials within 500m of these areas. Table 3 below summarizes the recommended sidewalk provision
guidelines, organized by facility type, requirements, and material type (asphalt or concrete).
Table 3: Sidewalk Provision Guidelines
Type of facility Sidewalks Sidewalks
Sidewalk Adjacent to
Both sides
requirements
Material
stop
Concrete Concrete
Pedestrian Areas
Sidewalks Sidewalks Walkway Walkway
At least one At least one
Both sides side side N/A
Asphalt or
Concrete Asphalt N/A
Concrete
A high priority has been assigned for the provision of sidewalks within the six city-serving pedestrian
areas identified above. The following discussion identifies the sidewalk needs within the six areas.
Further details about specific locations, costs and priorities are provided in Table 4.
a. Town Centre
The Town Centre supports a diverse mix of higher-density land uses that attract multi-purpose
trips, where people can walk between several locations for a variety of needs, such as work,
shopping, or day-to-day business. Due to the presence of the many commercial services and
amenities (such as 224 Street, Valley Fair, and Haney Place Mall), civic areas and spaces,
schools, the Haney Place Transit Exchange, and Port Haney Station, the Town Centre area
experiences the highest level of pedestrian demand in Maple Ridge and will continue to be an
area of high pedestrian activity. Improvement priorities focussed within this area will benefit a
considerable number of pedestrians and further enhance the ability of the Town Centre to
attract walking trips. Within the Town Centre area, there are several streets where there are
presently no sidewalks. Sidewalks are recommended on both sides of all streets throughout
the Town Centre area to support and encourage walking and to enhance the image of the
area as the commercial centre of the city. The following streets currently have no sidewalks
along at least a portion of the roadway:
October 2014 Page 68
MAPLE RfDGE
Briueh Colurnhfa
• 117 Avenue
• 119 Avenue
• 223 Street
• 224 Street
• 225 Street
• Brown Avenue
• Callaghan Avenue
b. Port Haney Station
City of Maple Ridge
Strategic Transportation Plan
• Edge Street
• Fraser Street
• Garden Street
• Mclntosh Avenue
• Plaza Street
• Selkirk Avenue
There are no critical gaps in the sidewalk network around Port Haney Station to support
walking to and from West Coast Express. However, connections between the Port Haney
area and the Town Centre should be reinforced. Although there is currently a connection
between these areas via the pedestrian tunnel at the Haney Bypass, there are other
connections that could be improved. For example, a sidewalk should be developed along 223
Street between Lougheed Highway and the Haney Bypass (included in Town Centre section)
and along the north side of River Road.
c. Ridge Meadows Hospital
There are relatively few gaps in the sidewalk network around the Ridge Meadows Hospital. In
the longer term, the City should pursue the development of sidewalks on both sides of Laity
Street between River Road and Lougheed Highway to support pedestrian movements around
the hospital. Sidewalks should also be provided on both sides of 117 Ave.
d. Westridge Centre and Westgate Shopping Centre
The sidewalk network in areas around the Westgate Shopping Centre is well developed, but
there is a need for pedestrian facilities along 119 Avenue between 203 Street and 207 Street.
As well, there is no sidewalk on the north side of Lougheed Highway between 119 Avenue
and 210 Street. Although this is provincial jurisdiction, the City should pursue improved
pedestrian facilities along Lougheed Highway for Maple Ridge residents.
e. Maple Meadows Station
The sidewalk network around Maple Meadows Station is relatively well developed, but there
are several key gaps in the network that should be pursued. These will support pedestrians
walking to and from West Coast Express and the commercial area at the Lougheed
Highway/Dewdney Trunk Road intersection. For example, there is limited sidewalk coverage
on portions of Dunn Avenue. More importantly, however, there is no sidewalk along
Hammond Road between West Street and 203 Street. A sidewalk or a wide paved shoulder to
accommodate both pedestrians and cyclists should be developed.
October 2014 Page 69
m
�
MAPLE RfDGE
Briueh Colurnhfa
f. Thomas Haney Centre
City of Maple Ridge
Strategic Transportation Plan
There are sidewalks along at least one side of most roads around the Thomas Haney Centre.
However, sidewalks are presently not provided along Adair Street, 117 Avenue, and 232
Street north of 116 Avenue.
Bus Routes
It is the City's objective to provide sidewalks along both sides of all existing and proposed transit
corridors within Maple Ridge. The following streets have gaps in the sidewalk network that need to be
complete in order to support pedestrian travel to and from bus routes. Further details about specific
bus route locations, costs and priorities are provided in Table 5.
117 Avenue
123 Avenue
203 Street
240 Street
Ditton Street
Other Urban Arterial and Collectors
• Laity Street
• Lorne Avenue
• Maple Crescent
• Princess Street
• River Road (216 St — River Bend)
In the longer term, the City should strive to provide a sidewalk on at least one side of every urban
collector and arterial roadway in the municipality. The following discussion identifies other gaps in the
city's sidewalk network that do not fall within the preceding categories. Further details about specific
locations, costs and priorities are provided in Table 6.
• 121 Avenue • 230 Street
• 122 Avenue • 232 Street
• 124 Avenue • Cottonwood Drive
• 126 Avenue • Laity Street
• 203 Street • Lorne Avenue
• 206 Street • River Road (207 St — Laity St)
• 228 Street
5.2.2 Interim Strategies for Growth Areas
Three future growth areas have been identified for special consideration within the Pedestrian Plan, and are
identified as Development Areas Precincts. The Silver Valley, Albion, and Thornhill areas are all in areas
identified to accommodate portions of future growth in Maple Ridge. While the majority of these developing
areas do not currently have many key pedestrian generators, it is recognized that as development occurs over
time, more parks, schools, and neighbourhood commercial centres may arise that will require sidewalks and
treatments to enhance walkability for current and future residents.
October 2014 Page 70
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Improving the walkability in the areas of Silver Valley, Albion and Thornhill will serve new and existing
residents and will attract more people to these areas. In general, there are three strategies to improving
pedestrian facilities in these Developing Areas:
• Provide sidewalks as growth occurs. This minimizes the cost to the City, but results in reduced
comfort and safety for pedestrians over the short-term and also limits pedestrian access to these areas.
• Construct temporary sidewalks. This involves constructing lower cost, temporary sidewalks within the
road right-of-way to provide separation for pedestrians, typically using asphalt. This results in moderate
to high cost for the City and a lower quality of pedestrian facility, but at least ensures there is a pedestrian
facility in place, although it may not be continuous.
• Provide ultimate sidewalk. This provides separation for pedestrians as development progresses of a full
sidewalk standard, including meeting minimum standards for sidewalks and concrete construction. This
results in a higher capital and property cost and may require land acquisition.
Among these strategies, it is recommended that the City examine the potential for temporary shoulder
widenings or separated pathways to pedestrians from traffic on arterial and collector roads as growth occurs.
This should consist of a flexible design around existing constraints and integrate with equestrian trails. It is
also recommended that the City consider integrating bicycle and pedestrian facilities along shoulder areas
were moderate amounts walking and cycling occur. This will ensure that these growth areas can support
active transportation choices.
5.2.3 Enhanced Treatments in the Town Centre
As noted previously, the Town Centre supports a diverse mix of higher-density land uses that attract multi-
purpose trips, where people can walk between several locations for a variety of needs, such as work,
shopping, or day-to-day business. The City has made significant efforts in recent years in improving the
walkability of the Town Centre area, with specific emphasis on improvements on 224 Street. The City should
continue to focus on enhancing the pedestrian realm in the Town Centre in addition to the provision of
sidewalks noted above. Streetscape and pedestrian realm
enhancements should be considered on additional corridors =� ��,.�.n � , �
throughout the Town Centre, including Lougheed Highway,
Dewdney Trunk Road, 222 Street, 223 Street, 226 Street, 119
Avenue, Edge Street, and Selkirk Avenue. Building upon the OCP
Town Centre Area Plan, features that should be considered in the
Town Centre include:
• Boulevards between the curb and sidewalk. Adjacent to
commercial uses, sidewalks should generally extend from the
curb to the property line/building face to maximize pedestrian
space and to accommodate other amenities, such as street
furniture and bicycle parking that can comfortably accommodate demands and do not interfere with
walking aids. Street trees may be incorporated into the sidewalks with high pedestrian demands and
October 2014 Page 71
* •F
� City of Maple Ridge
f Strategic Transportation Plan
where parking does not provide a buffer between the road and sidewalk, as street trees can play an
important role in increasing pedestrian comfort and safety.
• Street furniture and other pedestrian amenities outside of the travelled portion of the sidewalk are
essential to making people places and creating environments within the Town Centre that are comfortable
and interesting for pedestrians.
• Enhanced wayfinding to guide people to and around the Town Centre. Enhanced wayfinding signage
can benefit residents and visitors, to help orient pedestrians to key destinations and commercial areas
within the Town Centre. Enhanced signage also benefits all users, and helps to ensure a sense of place
at key destinations. Signage standards may support a theme, and should be designed to meet the needs
of visually impaired.
• Accessible bus stops consistent with TransLink's design guidelines will be implemented to enhance
comfort of all transit passengers and to ensure accessibility for all customers.
• Street lighting to ensure pedestrian comfort as well as safety and security at all times of day. Street
lighting can also be designed to support a particular theme for a given area.
• Pedestrian safety will be enhanced with greater application of Crime Prevention Through
Environmental Design (CPTED) audits and design practices.
5.2.4 Safer Crossings
Improving the safety and visibility of crossings is an important way to improve walkability and enhance
conditions for pedestrians. The potential range of crossing treatments should be considered in all key activity
areas, however more extensive crossing treatments should be considered for major pedestrian destinations
such as the Town Centre / WCE and Key Employment Area Precincts, and more modest treatments in the
Schools & Parks Precincts. The range of crossing treatments include:
• Narrower crossings using curb extensions, bus bulges, and median islands wherever feasible in
pedestrian precincts. Curb extensions extend the sidewalk across the curbside parking lane. They benefit
pedestrians by improving visibility and reducing crossing distances. They also offer opportunities for
pedestrian amenities, such as landscaping and benches.
• Enhanced crosswalk treatments may include flashing lights which are activated by pedestrians. The
flashing lights alert motorists that pedestrians are crossing, and increase visibility of the crosswalk. A
flashing light treatment offers advantages over a signalized pedestrian crossing, as there is no delay for
pedestrians waiting to cross, and delays to motorists are minimized because as soon as pedestrians clear
the crosswalk vehicles can proceed. The City should follow guidance within the TAC Pedestrian Crossing
Control Guide to determine when enhanced crossings are warranted.
• Accessible pedestrian signals at signalized intersections are increasingly being used and desired in
high pedestrian areas to assist pedestrians with disabilities Research has shown that these treatments
October 2014 Page 72
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
provide a higher degree of confidence to pedestrians crossing major streets and have generally received
positive support among all age groups.
Countdown timers at key intersections to provide timing information to all users.
Curb letdowns at all intersections. Where possible, separate curb letdowns should be properly aligned
with crosswalks. Designs which incorporate a single ramp that is positioned between the crosswalks will
also be considered depending on the intersection configuration.
5.2.5 Support Programs
It is not enough to simply provide pedestrian infrastructure, as programs must also be in place to encourage
people to walk in Maple Ridge. Education is a considered a`soft' measure for promoting walking, as it
involves no engineered features or design mechanisms, but involves promoting awareness and informational
material about walking in the community. Education initiatives can include providing information promoting
alternative modes of transportation, local walking networks (such as trail maps that show recommended
routes and facilities), and programs that teach road safety skills. In addition, with a relatively compact Town
Centre, education and awareness initiatives by the City can emphasize this fact to encourage residents to
walk for trips to, from, and within the Town Centre. Often, supportive programming targeted at walking is
combined with information for cycling, as the two modes provide alternatives to driving for short-distance and
local trips. Through spreading information and awareness about walking and cycling, the City can use cost-
effective education initiatives to enable people to feel more safe and comfortable using active modes to get
around, while encouraging increased use of pedestrian infrastructure and facilities. As such, specific support
programs targeted at walking can include:
• Walking Education & Awareness such as Safe Routes to School/Safer School Travel programming,
partnerships i.e. ICBC, RCMP, and continuing to support and work with TransLink's TravelSmart
Program.
• Events: Host and/or promote events such as Open Streets / Sunday Street Closures, World Walking Day,
iWalk, Move for Health, and Active Month
• Parklets, converting on-street parking spaces into temporary public spaces as a way to bring people out
on the streets and sidewalks, it can build community and engage residents and visitors in a fun urban
design activity, i.e. within the Town Centre.
_ _ _ , riorities
The tables below summarize the sidewalk facilities that are recommended in the STP. The recommended
improvements include preliminary capital costs for the sidewalk facilities, based on a unit cost of $150 per
metre of sidewalk. This includes curb and sidewalk construction, but does not account for significant driveway
rehabilitation or landscaping.
October 2014 Page 73
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
The table also identifies needs-based priority for each treatment. As described in previously, the highest
priority is assigned to addressing the sidewalk gaps on roads within pedestrian areas. A medium-term priority
is given to sidewalks along bus routes, and the longer-term priority is assigned to gaps along collectors and
arterials that are well outside of pedestrian areas and are not located along bus routes.
The total cost to implement the sidewalk priorities is approximately $5.4 million as shown in the tables below.
This includes approximately $1.5 million for sidewalks in pedestrian areas, $1.8 million for sidewalks along
bus routes, and $2.1 million for sidewalks along other urban arterials and collectors. It should be noted that
the ultimate cost of ineeting the City's sidewalk requirements would be much higher. These improvement
priorities do not include sidewalks along local roads that are adjacent to schools, parks or community centres
and the City should work to identify additional local road sidewalk priorities. The costs for constructing
sidewalks are summarized below in Table 4 and detailed further in Appendix A. These costs do not include
sidewalk construction on urban local roads (outside of pedestrian areas) and rural road walkways, as these
are not identified as priorities and would be constructed over time as development opportunities occur.
Pedestrian Areas
Bus Route Sidewalks
Table 4: Sidewalk Priorities
� �
$1.5
- $1.8
$1.5
$1.8
Urban Collector and
Arterials " $2•1 $2.1
$1.5 $1.8 $2.1 $5.4 million
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes.
They do not include any allowance for significant utility relocation, earthworks, driveway
reconstruction, landscape restoration, property and legal cost.
Recognizing the total capital investments required for cycling and pedestrian facilities identified in the MTP,
the City may also consider strategies for integrating facilities for these modes in some areas in order to
increase coverage in a shorter period of time and to managed resources.
October 2014 Page 74
\
��F. - �
-���
�
Chapter s
Bicycle Network Plan.
,
�; �
_ ��
.�� 1 �� �� I�.' I r - �� ��r� r �A�
�'' 1 � � - •` �', � "� � � ��� �� ' .a. „ � ,.� �
� �� [j- �.�����dd�;:��.. • �'�� �.
. � ' �+4 � ��� � "�'�—
� :�y�
����_
k - � �_:: - .
� . ,i.�� , �. -. _
�
�
'."
f �_. ;_i,,�
�
.�: „
F a i�. �-- . e
��;��� � y: - • „ " .� r l
��s �J� l �A-�j .. � � •�
�r 'c`hr� ��y � t ° a� y "
' ,�3i� -�..fy fi i -�, i . � .�,ry" , ' , •�s'a
1;����Ys�` � r�� r�� �•r � ' � • - . - .
',�r. ��. . ... . . � � ' � ' . .
_, ,• � ' _ . . -
� f� . •, f� ; � L, . . � - . _�
'� F. j �� J . ! •I /i � , . .
Y� f��Y� i., i 'r �� �y � � . , 1
. S./ 5 !
r .; � �'� , t �- L • , � . - .
��r � ✓ •.:�.� F . � • . - � ..
:tfi _ �.�. !�1 i . . ti:�
MAPLE RfDGE
Briueh Colurnhfa
Cycling in the City of Maple Ridge has gained increasing prominence over
the past 20 years. Within the context of the transportation system, the role of
the bicycle has changed dramatically. Once considered a vehicle
predominantly used for leisure and recreation, the bicycle is now seen
as a viable mode of transportation for many trip purposes, particularly
those within the community.
City of Maple Ridge
Strategic Transportation Plan
Developing a safe and comprehensive bicycle network is an important way to —
support healthy lifestyles and to recognize the positive environmental aspects
of cycling as a viable and attractive mode of transportation. Further, cycling is �
an effective mode particularly for short-distance trips, but a range of facilities
are required to support different cyclists' needs. As such, supporting cycling -- ��
in and around Maple Ridge requires infrastructure and safety measures, such as bicycle lanes, trails, bicycle
parking, and safe crossings, as well as support programs to encourage cycling.
.,.� u,,.� ailer�`
Over the past two decades, the joint Maple Ridge/Pitt Meadows Bicycle Advisory Committee has been
actively advising on cycling issues and providing guidance on the implementation of city's bicycle network,
based on previous plans developed in 1994 and 2004. Looking ahead,
the City wants to ensure that investments in cycling facilities and
programs continue to increase comfort and safety for people that may be
interested in riding their bicycles to work, school and other travel. This
section of the Plan examines some of the more significant influences
that shape the bicycle plan as well as the challenges to increasing
investments in cycling facilities.
• Cycling makes up a small portion of the overall travel in the city
today. Less than 1% of commute trips in Maple Ridge (i.e. trips to
work) are by bicycle, according to the 2011 Canadian National
Household Survey. TransLink's 2008 Regional Trip Diary Survey
reported similar findings, stating that less than1% of all daily trips in
Maple Ridge are by bicycle. The Trip Diary Survey also found that
the majority of bicycle trips in Maple Ridge are made for going to and
from work, followed by trips made to go to elementary or secondary
school, and shopping. Nearly 75% of bicycle trips in the city are less
than 5 kilometres in length, indicating short, local bicycle trips. The
opportunity for the City is to focus on targeting shorter distance trips
for cycling purposes, including shorter-distance trips that are
currently made by automobile and that could be made by bicycle
instead. In addition to focusing on short, local trips, the City should
continue to focus on regional connections for longer-distance
communing trips, particularly to communities to the west including
Pitt Meadows and the Northeast Sector.
October 2014
Page 76
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• The bicycle network in Maple Ridge includes a basic network of east-west and north-south bicycle
routes. Maple Ridge's existing bicycle network consists of several east-west and north-south routes that
provide access to the Town Centre and to surrounding neighbourhoods. North-south bicycle routes
include 203 Avenue, Laity Street, 216 Street, 224 Avenue, and 240 Street. East-west bicycle routes
include 123 Avenue, 124 Avenue, 122 Avenue, and 100 Avenue. The bicycle network also contains off-
street pathways, which are used by both commuter and recreational cyclists. Although a basic network is
in place to accommodate east-west travel across the municipality along with some north-south
connections, there is an opportunity to provide increased network coverage. Research has shown that a
dense bicycle network is required to make cycling an attractive option, so that cyclists can access routes
quickly. A recent study found that cyclists are unlikely to detour more than about 400 metres to find a
route with a bicycle facility. As such, a bicycle route network with facilities spaced at least every 500
metres should be the goal in urban areas where there is a desire to increase bicycle ridership.
• The city's bicycle network can be comfortable for a broader range of the population. Research has
shown that a significant segment of the population in Metro Vancouver is interested in cycling more often,
but is concerned about the safety of cycling, particularly interacting with automobile traffic. This group,
referred to as the "interested but concerned" segment of the population, would cycle more if comfortable
facilities were provided, with a preference for off-street pathways, physically separated bicycle lanes, and
bicycle routes on low volume street. The city's bicycle network is currently made up primarily of on-street
bicycle lanes and shared road bikeways. Some of these have minimal or no separation between cyclists
and vehicle traffic, requiring bicyclists to share the road with vehicles. The City can make cycling a more
attractive transportation choice by focusing on developing more off-street pathways, separated bicycle
lanes, and local street bikeways.
• Existing bicycle facilities provide direct connections to other communities. As noted above,
although the majority of bicycle trips are short distance trips, a significant proportion of Maple Ridge's
bicycle trips are made for commuting to work, and involve travel beyond the city's boundaries. The
Golden Ears Bridge opened up a major connection via its separated multi-use path, allowing cyclists to
connect to the Township of Langley, City of Langley and the City of Surrey. For connections to Pitt
Meadows, the shared routes along Lougheed Highway and Dewdney Trunk are currently the most direct
route between the two municipalities, with less direct route options on Hammond Road, Golden Ears
Way, and Old Dewdney Trunk. There is a need for the City to work with neighbouring municipalities and
other agencies such as TransLink and MOTI to ensure regional bicycle connections are provided across
municipal boundaries.
• Bicycle-Transit Integration. All of TransLink's buses are equipped with bicycle racks on the front of
busses, with a limit of two bicycles per bus. Bicycles are also allowed on the West Coast Express trains
for a fee, with each train having tie-downs for two bicycles. There is an opportunity to provide enhanced
bicycle parking at key transit stations and exchanges as deemed necessary.
October 2014 Page 77
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• End of Trip Requirements. The City's Off-Street Parking and Loading Bylaw contains requirements for
bicycle parking in the Town Centre, applicable to all properties in the area excluding heritage buildings,
churches, and child care centres, as shown in Table 5. The bylaw distinguishes between short and long-
term bicycle parking requirements. Short-term bicycle parking areas are typically at the main or public
entrance to a building, suitable for visitors or patrons. Long-term bicycle parking requirements refer to
secure storage facilities in buildings that are intended for resident or employee use. The City of Maple
Ridge bicycle parking requirements are as follows:
Table 5: Existing Bicycle Parking Requirements
Townhouse, Rowhouses
Low, Medium, High —
Rise Residential
Senior Independent
Living / Assisted Living
Care Facility
Commercial / Office Use
Hotel
Institutional
6.2 Long-Term Bicycle Plan
Storage provided inside
individual units
1 per 4 units
0.1 space per unit
0.05 space per unit /
room
1 per 750mz GFA
1 per 30 rooms
15%of required number
of automobile spaces
3 spaces per 20 units
6 spaces per 20 units
2 spaces per 20 units
2 spaces per 20 units
6 spaces per 1,500 mz GFA
1 space per 20 rooms
6 spaces per 1,500 mz GFA
The Bicycle Plan identifies the recommended long-term bicycle network throughout Maple Ridge. The Plan
includes both on-street and off-street cycling facilities that will fill various gaps in the existing network, provide
access to a range of community
destinations and neighbourhoods, and Bicycle Plan Themes
provide safe and comfortable
connections. The Plan also provides
. . .. .. .
guidelines for bicycle facilities and
signage, and identifies priorities for
implementation. The Bicycle Plan
focusses on connecting Maple Ridge •
neighbourhoods with each other and the
Town Centre. The City's OCP envisions
the Town Centre as an area with
increasing density and land use mix over � �
time, and where more people will choose
to walk, cycle or take transit to in the
future. As such, the STP Bicycle Plan •�• -�-
October 2014 Page 78
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
builds off the bicycle network envisioned in the OCP for the Town Centre area, and seeks to provide
interconnected bicycle routes to surrounding neighbourhoods and destinations. The primary features of the
long-term Bicycle Plan are described below.
6.2.1 Comfortable Facility Standards
As noted previously, there is a significant opportunity to increase bicycle use by targeting improvements
towards the segment of the population that may be interested in cycling more often, but is concerned about
the safety of cycling. To attract these individuals, bicycle facilities should be safe and comfortable so bicyclists
of all ages and abilities can feel safe using their bicycle for transportation.
The Bicycle Plan includes a range of different bicycle facilities that can be considered
under different conditions as described below:
• Off-Street Pathways are physically separated from the roadway and are
comfortable for the interested but concerned segment of the population.
Examples in Maple Ridge include the paved pathway on the north side of
Lougheed Highway (216 Street to Laity Street), the paved path parallel to
Abernethy Way, 122 Avenue (216 Street to 222 Street) and on 227 Street (116
Avenue to Haney Bypass. Off-street pathways are generally intended to be
shared among multiple users and should be designed to accommodate a range
of types of users, with different trip purposes, speeds, and experience levels.
This includes ensuring that off-street pathways are hard-surfaced, preferably
using asphalt, to comfortably accommodate the range of users. Off-street
pathways should be a minimum of 3.0 metres wide, and 4.0 metres or more in
width in high-use areas. Off-street pathways can also have other amenities,
including benches, lighting, and garbage cans.
• Neighbourhood Bikeways are located on local streets with lower
traffic volumes and speeds, and where cyclists and motor vehicles
can comfortably share the road. Neighbourhood bikeways in Maple
Ridge currently include 123 Avenue and 124 Avenue. These
bikeways may be shared with traffic calming treatments to lower
vehicle volumes and speeds and to improve the safety and comfort
for cyclists sharing the road with motorists. Neighbourhood
bikeways provide a broad level of appeal to a variety of cyclists,
including commuter cyclists and less experienced cyclists (who may
not be comfortable cycling on higher volume roads). For less
experienced cyclists, neighbourhood bikeways can also serve as
"stepping stone" facilities that help increase their comfort level using
on-road facilities.
October 2014 Page 79
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
As part of Neighbourhood Bikeways, shared use lanes
�...�.
may also be used as on-street bicycle facilities with a -,`. ,, �
�,,
shared bicycle and motor vehicle travel lane that includes . ',`�-' �� �
%a �.
signage and pavement markings to indicate where cyclists � J >� � t`,
" -'f� i * -
should position themselves in relation to the curb or ,;
parked cars. Shared use lanes are typically located on
arterial and collector roads with higher traffic volumes and �����
speeds, and where there is insufficient space to provide a
painted bicycle lane. Shared use lanes should be a
minimum 4.3 metres wide, which is 60 cm to 80 cm wider
than a typical travel lane. This allows sufficient width for
an automobile to safely overtake a bicycle, without
crossing into the adjacent or oncoming travel lane. Shared use lanes should include "sharrow" markings,
which consist of a bicycle stencil with chevron markings, to indicate to cyclists and motorists where
cyclists should position themselves in the travel lane, and to raise awareness to motorists that they may
expect to see cyclists. In general, many interested but concerned cyclists do not feel as comfortable on
shared use lanes as compared to off-street pathways, bicycle lanes, or local street bikeways. As such,
applications of shared use lanes should be limited to short sections where there are physical constraints
that do not provide the space required for painted bicycle lanes, but where a facility is required for network
connectivity and wayfinding purposes.
• Painted Bicycle Lanes are separate travel lanes
designated exclusively for bicycles. Painted bicycle
lanes are typically located on arterial and collector � •F
roads with higher traffic volumes and speeds. In �.�`' :. �'' "� `"-'
Maple Ridge, bicycle lanes are on many north- .{`� .i. ��`'�
' '`r� � i t ♦ �
south streets including 203 Avenue, 216 Street, �' .
- �` ,
232 Street, and Laity Street. Bicycle lanes in Maple �� -
Ridge are located adjacent to motor vehicle travel ��������
lanes, with bicycle flow usually one-way and ������
typically in the same direction as traffic. Some
communities have placed bicycle lanes adjacent to
curbside parking lanes. Bicycle lanes should be a
minimum of 1.5 metres wide, with a desired width
of 1.8 metres. Bicycle lanes are typically identified by signage and pavement markings along with a
painted with a solid white line.
On busier roadways with higher traffic volumes and speeds, the City may consider enhanced bicycle lane
treatments, including buffered bicycle lanes with parked vehicles separating cyclists from traffic as well as
physically separated bicycle lanes.
October 2014 Page 80
MAPLE RfDGE
Briueh Colurnhfa
�
2.0 m. 1.B m
5.�� 6 (E �
'.l'A_Y. L4•:�
• ��
,,iLf' �
� , ,.
� ' .
� .
City of Maple Ridge
Strategic Transportation Plan
�
� '� ' � �
�t.. _ _
- r — r
2.2 irt 3.3 m. � �.3 m. 22 m. -.. 1.E m. 2.0 m.
��RR�'iG -a�'+�L � �ft::vEL v�v.;c.� E� CYC.E 3.�'
_Fti= ! 4'!� T�:.Ci[ '1.'A! 1[
• Shoulder Bikeways are most appropriate for roadways
that have higher motor vehicle traffic volumes and
speeds and which are located on highways and roads
without curbs and gutters. Similar to bicycle lanes,
shoulder bikeways are separate travel lanes designated
for the shared use of bicycles, separated from travel
lanes by a painted line. In areas where adjacent ditches
make it difficult to extend shoulders, separated pathways
may be provided to manage costs and impacts.
i i ♦ ♦
� �`.
�� -
�����
�����
1y�;�
These on and off-street bicycle facilities can be considered throughout the city, recognizing the different
markets attracted to each type. As conceptually illustrated on the next page, each type of bicycle facility can
be considered along a hierarchy based on user comfort. Facilities that are physically separated from vehicle
traffic, such as off-street pathways and separated bicycle lanes, are the most comfortable and attractive to
both existing and potential cyclists. The least comfortable facilities are shoulder bikeways (typically found on
high-speed roads) and shared use lanes, which typically only the most confident cyclists feel safe using.
October 2014 Page 81
MAPLE RfDGE
Briueh Colurnhfa
Multi-Use Cycle Local Street Bicycle
Pathways Track Bikeway Lane
,�� i � j
�f�: \A� �
�1 1
� i �K.
� r
�''�'" � � -"°`� % �
n � �cl i
aei.. _�.Y� a. � � �- � ^ —'-
�l-+�!_"J�t' , -� J
� ,- �� ��� r
Off-Street
6.2.2 Network Plan
Arterial Loc<�i.
Roads Roads
City of Maple Ridge
Strategic Transportation Plan
Less Comfortable
Shoulder
Bikeway
. � — ?
Shared Use
Lane
I�a4t;; „� �,� �
_ - `�
� '�
�
Arter'Eal &� ,� ��•,�� I,�.! & Arterial &
Collector Roads Colle�for Roads Collector Roads
The existing bicycle network in Maple Ridge has several important gaps, including a need for more east-west
connections, improved access to rural areas and neighbourhoods, and more options to connect with the
District of Pitt Meadows' bicycle network. The long-term Bicycle Plan identifies a comprehensive city-wide
network of facilities that link local destinations throughout Maple Ridge as well as regional connections to
surrounding municipalities. The recommended bicycle network plan has been developed based on previous
plans identified in the 1994 Bikeways Plan and 2004 Transportation Plan. However, the network plan has
been refined based on public input to provide increased emphasis on facilities that are more comfortable for
the "interested but concerned" segments of population by including off-street pathways and local street
bikeways.
A number of guiding principles were considered in establishing the updated bicycle network plan. In
particular, bicycle facilities must be direct and provide adequate connections to key destinations within the
community, including connections to key commercial areas, schools, parks and community facilities. In
addition, streets on which traffic volumes are lower and provide adequate width to safely accommodate
cyclists were typically favoured over streets with higher traffic volumes or narrower width that would not
provide the necessary space requirements for bicycle travel. In some cases, however, higher volume streets
with adequate pavement width provided the only available link between two areas of the city. In these
situations, appropriate measures were proposed to ensure that both cyclists and motorists would be able to
share the roadway safely and effectively. Where the on-street bicycle network does not provide connections
to some areas of the city, the off-street pathway network provides the necessary linkages. The bicycle
network plan connects with or parallels both the Trans-Canada Trail within the built-up area of the city, and
the equestrian trail network within the rural area of the community.
The layout of the on-street bicycle network ensures that cyclists from almost all areas of the city can easily
access a bicycle route. It is important to note, however, that the designation of a street as a bicycle route
does not exclude the use of other streets by cyclists. In fact, all city roads should be considered bicycle
streets, and all road users should be educated to share the road with each other in a safe manner.
October 2014 Page 82
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Furthermore, when roads are upgraded to urban standard or widened, and when any new roads are
constructed, bicycle facilities should be incorporated.
The bicycle network plan described below identifies a broad framework of alignments for bicycle routes and
does not identify site-specific improvements that may be required to effectively connect individual routes with
each other and major destinations. Although alignments have been identified within the bicycle network plan,
final route selection and design (including key connections and crossings) will be considered in greater detail
through corridor specific strategies. The implementation of corridor-specific initiatives will offer more
opportunities for members of the public, as well as the Bicycle Advisory Committee, to provide input on the
city-wide cycling network. These routes, however, identify an optimal series of alignments for providing direct
access to all areas of the city and other parts of the region. From this core network, the City can specifically
address operation and design issues through subsequent bicycle facility design to complete the on-street
bicycle network — in coordination with off-street facilities — and maximize connections to major destinations.
The existing and proposed bicycle network in Maple Ridge is shown in Map 24 and described in further detail
below.
• Off-Street Pathways are primarily recommended to address network gaps, to provide more comfortable
east-west routes through Maple Ridge.
132 Avenue. A Corridor Management Study for 132 Avenue identified a long-term plan for 3m multi-
use pathway, between 232 Street and 216 Street. The pathway is to be separated from the roadway
by a 0.5 m buffer, and is intended to accommodate cyclists, pedestrians, and equestrians. While
surface material is yet to be determined, road cyclists may also choose to use the road if the pathway
is not paved. The City will be constructing a crushed-gravel pathway along the general alignment of
the future pathway, to accommodate users in the interim.
Lougheed Highway. The primary off-street pathway connection is proposed along Lougheed
Highway, extending between 216 Street and Haney Bypass. The MoTI and City recently constructed
a 650m off-street pathway on the north side of Lougheed Highway between Laity Street and 216
Street. This off-street pathway forms a critical link, enhancing east/west connectivity for cyclists
through the existing neighborhood cycle routes on 117 Avenue. The City should work with MOTI to
consider the extension of this off-street pathway further east on Lougheed Highway to the urban
centre of Maple Ridge.
128 Avenue / Abernethy Way. An extension of the pathway along Abernethy Way can provide a
continuous cycling route across Maple Ridge and Pitt Meadows, providing an attractive alternative to
cycling on Lougheed Highway. Currently, an interim off-street pathway already exists on the north
side of Abernethy Way between 224 Street and 232 Street. A 3km extension of this pathway
westward to 210 Street along 128 Avenue can provide a continuous connection, and link into the
existing bicycle lane at the west end of the corridor. The City intends to provide an interim pathway
before final completion. This connection also would link up to several north-south bicycle routes,
providing access to the Haney-Hammond area and to the Silver Valley area.
October 2014 Page 83
MAPLE RfDGE
Briueh Co-Lurnhfa
Map 24: Long-Term Bicycle Network
City of Maple Ridge
Strategic Transportation Plan
N City of , �istrict of ' y� �'
� � � ' �
; �a�im �a;.��Q ,; �I �; � � ,
—� � � , ,
I � _ � J � 1 1
I, ' �
! �
; G{eS i 1 � oewdneyrrunkRd i
—1 ' ' �
: <� � ;
r-- ;-- ; Fe �; : -- �
I � � �j LougheedHwy � � �
� '�"' + �., �r�
� 132JAv� ` � 132 Ave [j: ___� N' '.` + •.� '
,.,....,��._....�_,.,._ � �
��� ; � ; �,; •. , �. �. ;
, �. ------- ; � � ----}
, a, - -, � � -
, _ , _ -
� � 128 Ave_ N� _ � •+� ,,'. �;•' � F, ��,, "��� �
N
�_L _ __��n.e�em` ` �����N 1 , I lt,y �, `
� � VI � � � � I e� �r` ,\
r � ; � � �,
I y � � r .�,y'HY .
> Q �� B
I 4 � J N � � � 124 Ave Town Centre Inset'�;°a.�. ,�,
� �
o � I � '. � ; �' �
� Q � p �
�I N �
J� � I�' � Dewdney Trunk Rd � '�_________ N___________________Dewdney Trunk Rd %I
�,_.,,, p � See � —
. � � r------------- �--" �
; �--ti-a_q��_,_ Lougheed_Hv�yTawn Centre� � � � � ,
E�. � , .
I � " � �
�,� ; � '`. Inset�•� _ � � � � ;` �
� � O Rd �` �-� i�� � ; ` � ' I
O� Qj�er •� ,� N � `*� � �
�� N �♦ \ J �
_, y ' '���.�'� �
,�`_ ; �122 Ave,•. ' � 112_Ave__% � I
:
�,,.. . a • � - 1------ � � '- ---'-------• �---�---
. •
` - � __p-.__ � , ; , �
` , _ ' '' ,,` ' + N I
I ` ' � ` �
� � `i
�` � ..� �..^���'����"J I
� � � � �
�
� � i
� � ! I
Bicycle Facilities `' � %� ,;,� ;
'� �
` '------ �-� � �
� � r rv� �
Existing Proposed '.� � 102 Ave : N� „� I
� . � �
'�, d ', ioo ave ' '
Bike Lane - - - � �' '
� `�-----�--------------------------• � 00�
' r �_...---' `„� i
Neighbourhood 8ikeway � �` -- � :�� � �
Key Commercial Area � �
Paved Shoulder - - - `,' �o � � �
. � �,
� Elementar School ,�''-"' ''UghPe`� N � �
Separated Path --- Y -- wy r_a___. -----------� -----_---
TBD* - - - 0 Secondary Schonl �'y �� � ' . y
CTS��I.
*- Pending results oftha Corridor Management5trategy. Pdfk ���� Y
October 2014 Page 84
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Ospring Street / South Bonson. An off-street pathway is recommended to connect between Ospring
Street in Hammond to South Bonson in Pitt Meadows. There are already informal pathways in this
area adjacent to the Golden Ears Bridge; however the Golden Ears Bridge prevents complete
connectivity between these two nearby neighbourhoods. Establishing an east-west pathway can
facilitate connectivity for cyclists between south Maple Ridge and south Pitt Meadows and can allow
cyclists in these areas an alternate access to Airport Way.
128 / 210 Street Dyke Trail. Currently an existing gravel trail along the dyke connects between 128
Ave and 210 Street. Future consideration should include enhancing this existing trail through the
provision of a paved surface.
• Neighbourhood Bikeways. The majority of proposed bicycle network improvements are in the form of
neighbourhood bikeways, which are low cost and low-traffic routes designed to connect the city's
residential neighbourhoods to each other and to key destinations in the Town Centre.
� Skillen Street / Wicklund Avenue bikeway, provides a 1.2km alternate route off the 123�d Avenue
bikeway, providing access to Westview Secondary School and Westview Park, connecting with the
bicycle lane on Laity Street.
Foreman Drive bikeway, between 136 Avenue and 232 Street provides a 1.4 km bicycle route within
the heart of Silver Valley's residential neighbourhoods.
105 Avenue / Tamarack Lane bikeway provides a 2.2km key link and alternate route to Lougheed
for cyclists through the Albion area. With future development anticipated in southeast Maple Ridge
this route can facilitate cyclists to connect between neighbourhoods in the south and the Town
Centre.
236 Street / Creekside Street is identified as a bikeway to connect Kanaka Way to Dewdney Trunk
Road in the north. This provides a quieter alternative to 240 Street and connects directly to both
Kanaka Creek Elementary and Alexander Robinson Elementary schools.
� 227 Street north of Abernethy Way is identified as a neighbourhood bikeway to connect between the
proposed bicycle lanes in the south to the bicycle facilities on 128 Avenue in the north.
� Town Centre Bikeways. Several neighbourhood bikeways are proposed in the city's Town Centre to
provide frequent and low-stress connections between the adjacent residential neighbourhoods and
the centre. Bikeways in the Town Centre are spaced approximately every 400-500m to provide a
higher degree of access to the bicycle network. Some of the primary bikeways in the Town Centre
include:
October 2014 Page 85
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
- 116 Avenue between Haney Bypass and Lougheed Highway is recommended as a bikeway,
to provide a low-stress east-west route, and to connect the low to medium density residential
neighbourhoods in the south to the Town Centre. Bisected by north-south bikeways on 224
Street and 227 Street, this route on 116t'' Ave forms the southern edge of the bikeway grid
around the Town Centre.
- 224 Street south of Dewdney Trunk Road is identified as bikeway to bring the north-south
bicycle link on 224 Street as far south as Haney Bypass. Previous streetscaping
improvements along this corridor have resulted in a more calmed traffic environment, with a
combination of ineasures such as landscaped boulevards, street trees, wider sidewalks, and
curb extensions creating a`slow zone' effect. As 224 Avenue supports many services and
amenities of the Town Centre, providing cyclists a facility on this corridor can improve the
ease and convenience of accessing key destinations by bicycle in Maple Ridge.
- 227 Street to connect to Haney Bypass, allowing users to make a complete north-south
connection between Haney Bypass to 128 Ave in the north. 227 Street is a bikeway in the
southern residential neighbourhoods, and transitions to a bicycle lane through the Town
Centre, and then reverts back to a bikeway north of Abernethy Way.
- Selkirk Avenue bikeway provides an east-west route and transitions from a primarily
residential neighbourhood to a service road for commercial destinations within the Town
Centre, providing convenient access to many Town Centre services and amenities.
• Bicycle lanes have the benefit of providing a higher degree of separation between cyclists and motorists
than bikeways, while still providing direct on-street links between residential areas, community
destinations, and commercial services and amenities throughout Maple Ridge. Bicycle lanes are
proposed on city roads including:
� 124 Avenue, east of 232 Street, to bring an extension of the Abernethy Way bicycle facilities further
east. This facility would be contingent on if future development activity on 124 Avenue would provide
a roadway to connect 124 Street to 237 Street.
. 207 Street, south of Lougheed Highway provides a north-south route though Hammond and Haney in
addition to the 203�d Street bike lanes. This route directly provides cyclists access to key destinations
such as Hammond Stadium, Hammond Community Centre, and also Maple Ridge Elementary School
on River Road.
, 232 Street between Abernethy Way and 116t" Avenue bisects many east-west routes and enhances
network connectivity between the areas of Yennadon, the Town Centre, and Kanaka Creek. South of
Abernethy Street, the 232 Street corridor has an elementary school, secondary school, recreational
club, and a church, and a dedicated bicycle facility can allow a more comfortable connection for
cyclists traveling north to south through east Maple Ridge.
October 2014 Page 86
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
� Kanaka Way provides an east-west link between 240 Street and Lougheed Highway, connecting the
bicycle facilities on each of these corridors, and providing access to Kanaka Creek Elementary
School.
• Shoulder bikeways are proposed for several rural roads within the city. There are numerous rural
roadways throughout the city that should accommodate cyclists, including Dewdney Trunk Road east
of 256 Street, 256 Street, 272 Street, 280 Street, 100 Avenue, 240 Street, 112 Avenue, and
Lougheed Highway, among others. These routes are attractive for both commuting and recreational
cycling because they tend to be less busy and more scenic than urban roads. In most cases, shoulder
bikeways are the most appropriate treatment for accommodating cyclists. It is recognized that
widening all of the identified roadways to accommodate 1.5-m (posted speed less than 70 kph and
daily traffic less than 5,000) or 2.0-m (posted speed 70 kph or higher and daily traffic in excess of 5,000)
shoulder bikeways would require significant capital and that the City would likely develop this
network of rural bicycle facilities over a longer period of time. Where significant ditches restrict the
widening of shoulders — such as along 240�'' Street and 216t'' Street north as well as 232"d Street,
separated pathways may be considered as an alternative to shoulder bikeways as previously indicated.
Ultimately, these shoulder bikeways and pathways create a large grid of routes for cyclists in rural areas,
capitalizing on the main spines in Maple Ridge's rural road network.
When complete, the city's bicycle network would more than grow from approximately 35 km today, to 160 km
upon full build out. This includes approximately 40 km of facilities within urban areas and approximately 80km
of shoulder bikeways in rural areas of Maple Ridge (to be developed in the long-term). These improvements
are detailed in Table 6 and in Map 23.
Table 6: Bicycle Network Improvements
- . : illil - -
Existing (km) Proposed (km) Total (km)
Off-street pathways
Local street
bikeways
Bicycle lanes
Shoulder bikeways
(widening required)
TOTAL
4
16
16
0.5
36
6.5
22
15
80
124
10
36
32
81
159
October 2014 Page 87
* •F
� City of Maple Ridge
f Strategic Transportation Plan
6.2.3 Crossings
While bicyclists tend to cross in many of the same areas as pedestrians, there are less cyclist crossing
features currently available in Maple Ridge. Crossings improvements that can enhance the safety and comfort
for cyclists include:
• Bicycle Boxes. These can be used at signalized intersections
to provide cyclists an opportunity to proceed through the
intersection when the signals turn green in advance of
vehicles. This reduces conflicts between cyclists and motorists
and improves safety for cyclists. Bike boxes are beneficial
where cyclists turn left from a traffic lane shared with left-
turning and through traffic, and where cyclists travel straight
through an intersection in a traffic lane shared with through and
right-turning traffic. Green is the preferred colour to be used,
and the standard surfacing material is methacrylate anti-skid.
• Enhanced Pavement Markings. Bicycle lane markings
intersections to guide cyclists through these locations and to
alert motorists to the presence of a bicycle route through the
intersection. Bicycle lane markings are dashed through the
intersection to connect with the far-side bicycle lane, either in
through movements or left-turning movements. Coloured
bicycle lanes can be used at intersections to position cyclists
appropriately with respect to other traffic, especially right
turning vehicles and motorists, and to highlight the area of
potential conflicts. As with bicycle boxes, green is the preferred colour to be used for pavement
markings, along with thermoplastic material.
may be provided through complex
• Bicycle detection at signalized intersections. Bicycles should be able to active a traffic signal
using a range of technologies, such as bicycle loop detectors, bicycle pushbuttons, or video detection
at traffic signals. If bicycle loop detectors are used, they should be marked so that cyclists know
where to position their bicycles to activate the detector. In many cases, the same detector that is used
for automobiles can be used for bicycles. At intersection with bicycle lanes, additional detectors may
be required in the bicycle lane.
October 2014 Page 88
MAPLE RfDGE
Briueh Colurnhfa
6.2.4 Support Strategies
City of Maple Ridge
Strategic Transportation Plan
In addition to providing a complete, comfortable, connected network of bicycle facilities with attractive
crossings, support facilities are required to make cycling more convenient. Similarly, support programs are
required to spread awareness about the bicycle network and educate people on cycling skills and road safety.
• Advisory Committee. The joint Maple Ridge/Pitt Meadows Bicycle Advisory Committee (BAC) had
been in place since 1997, with the main task of implementing the recommendations of the 1994
Bikeways Plan although it was disbanded in 2013. Looking ahead, the City may consider the ongoing
role of an advisory committee that is also connected to other transportation matters in the City.
• Bicycle Parking. Every bicycle trip requires bicycle parking at the destination. The fear of theft or
vandalism is a significant deterrent to cycling, as is the lack of bicycle parking altogether. Thus, the
provision of safe and secure parking at key locations throughout the city is an important way to
encourage cycling, and has the added benefit of being cost-effective and a positive "quick win". A mix
of both short and long-term bicycle parking facilities should be available. Short-term bicycle parking
is where bicycles are left for shorter time periods, such as a few minutes or hours. This type of
parking involves a high degree of convenience, with racks situated as close to destinations as
possible. Long-term bicycle parking is needed when bicycles will be left for longer periods of time,
such as for the duration of an entire work day, or overnight. This type of parking requires a high
degree of security and weather protection, with well-designed racks in covered areas, lockers, storage
rooms, or fenced areas with restricted access.
Additional and/or improved bicycle parking is recommended in both private and public realm areas of
Maple Ridge including the Town Centre, Lougheed Highway commercial areas, the transit exchange,
civic facilities and spaces, schools, parks, and trailheads. In the public realm, the City can work to
implement bicycle parking where possible within the road right-of-way. This can take place either on
sidewalks, while ensuring that sufficient clear width is provided for pedestrians or on-street by
considering replacing an on-street motor vehicle parking stall with an on-street bicycle corral. For
bicycle parking within the private realm, the City's Off-Street Parking and Loading Bylaw contains
bicycle parking requirements for Town Centre developments. It is f
important to explore opportunities for additional bicycle parking in private
��i
developments outside of the Town Centre when possible, especially in � �
high activity areas and key cycling destinations. In most cases, long-term
parking facilities at employment centers are provided by employers, ., -���-
whereas at transit facilities they are provided by TransLink. '
Therefore, the City must work with these other agencies to encourage
the development of bicycle parking at these employment centers, transit '''
stations and bus exchanges. � � ` � �
• Wayfinding is an important feature to integrate into the city's network to improve conditions for
cyclists. Signage is a relatively cheap and effective measure to make cycling more convenient and
comfortable, through the provision of simple and consistent signs and wayfinding to assist cyclists
navigating to their destination. Signage is especially important to make cycling more attractive and
October 2014 Page 89
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
convenient for two distinct types of cyclists, including the inexperienced cyclist who requires
information about how to make their cycling journey, and experienced cyclists who could ride further
and more often if better information is provided on route options. A clear sign and wayfinding system
can benefit cyclists through guiding them off heavy traffic routes and onto alternative, lower-volume
routes, can prevent cyclists from making a wrong turn and wasting time, and can help cyclists keep
momentum and make smooth manoeuvres. Wayfinding can include direction signs, confirmation
signs, and turn signs. TransLink, recently released Regional Bicycle Wayfinding Guidelines for Metro
Vancouver, which provide a clear direction on how to approach signage and wayfinding, and it is
recommended that wayfinding approaches in the city align with these guidelines.
• Support Programs. In addition to bicycle infrastructure development, the City should also promote or
have supportive programs for cyclists. This can include a range of educational and promotional
initiatives such as:
Continued promotion and support of Bike to Work Week & Month and TransLink's TravelSmart
program;
Developing a bicycle user map and informational materials;
Implementing Ciclovia / Sunday Street Closures;
Encouraging cycling skills and education courses (i.e. encourage cycling skills incorporation into
school curriculum, promotion of training courses);
Create cycling campaigns aimed at City employees (which can include lending out bicycles,
electrical-assist bicycles, information on cycling network); and
Safe routes to school / School Safer Travel Programs.
6.3 C � �•
The conceptual capital costs for the bicycle network plan were developed based on standard unit cost
assumptions summarized in Table 7 below.
Table 7— Unit Capital Cost Assumptions
Bicycle Lane (no widening required)
Paved Shoulder (widening required)
Local bikeway (new route)
Off-Street Pathway (new route)
$30,000/km
$300,000/km
$40,000/km
$500,000/km
Table 8 on the following pages highlights the individual project segment costs as well as the overall priorities
for implementing bicycle facilities. It should be noted that the actual cost for the implementation of bicycle
facilities could vary significantly for each project, depending on various site-specific characteristics. For
example, the unit costs stated above allow for sub-base and base construction, as well as asphalt pavement,
and they also include contingency and an allowance for engineering. For urban cross-sections, they also
include the cost to relocate curbs and sidewalks. However, the unit costs do not include any
allowance for significant earthworks, driveway reconstruction, landscape restoration, property and legal
October 2014 Page 90
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
costs, significant utility relocation, administration, and taxes, all of which could add significantly to the
cost. These unit costs also do not include any allowances for crossing treatments, such as signals and/or
median refuges. As such, the cost estimates provided in this section are for planning purposes only and
should not be used for detailed budgeting.
Priorities are also assigned to bicycle facility projects for implementation in the short, medium or long-term.
Short-term priorities have been identified as all neighbourhood bikeways and bicycle lane projects that directly
serve the Town Centre. Short-term implementation indicates a horizon of approximately 1- 5 years, and it is
estimated that the highest priority projects for implementation in Maple Ridge over the short-term would cost
approximately $1.0 million, as shown in Table 8. This is equivalent to an annual investment of approximately
$200,000 over the next 5 years. Medium-term priorities are identified as bicycle lanes outside of the Town
Centre, and longer-term priorities are identified as all rural shoulder bikeways.
Order-of-magnitude cost estimates have been developed for the long-term bicycle network based on unit
costs and are summarized in Table 8 below. The total cost to complete the long-term bicycle network is
approximately $24 million. It should be noted that more than $15 million of this amount is for rural roadway
shoulder widenings in the eastern areas of the city. Although these facilities could potentially be incorporated
into any road rehabilitation project, investments in these facilities would be likely tied to any growth in the
eastern areas of Maple Ridge which is not planned within the next 20 years. Excluding the paved shoulders in
the eastern areas of the city, the total cost to implement the urban bicycle network is approximately $8.8
million over the next 20 years.
Additional details on bicycle network are provided in Appendix B.
Table 8: Bicycle Network Cost Estimates ($ million)
Bicycle Lane $0. 1
Paved Shoulder -
Local bikeway $0.9
Off-Street Pathway -
TOTAL $1.0
$0.2 -
- $4.6 $15.2
$3.0 -
$3.2 $4.6 $15.2
$0.3
$19.8
$0.9
$3.0
$24.0 Million
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility relocation, earthworks, driveway reconstruction, landscape restoration, property and legal
cost.
It should be noted at the time of preparing the Plan, that TransLink has been funding 50% of most bicycle
projects on the Major Road Network and some municipal arterial and collector roads. Recognizing the total
capital investments required for cycling and pedestrian facilities identified in the MTP, the City may also
consider strategies for integrating pedestrian and bicycle facilities as well as on road widening projects in
order to increase coverage in a shorter period of time and to managed financial resources.
October 2014 Page 91
..
. -�� ,
� ._
\ �
____�-T.
� _
�y
Chapter 7 ,� - ��-,��
Transit Strate �y ,, � �yr _ �
. a.
ii�"': .. .� ,.
_ :�,r � •� � . : # ;.:,:�
i t_ � �, , ,
- ! , + r .��
� , `\� • , r ` ��''' � � � � f�( ' �' �
' ` ' `: ' `�� �, v y; " j- �
`, � � ` t i'� �,*t ` _ j ' `� ��. . _ �� , . � � � -`� ,` . � ,�.
'> �� � .� � � �, �
� 3!? . � i ;+� �' r • { ` :4 ; '�. ` ' - . ' _ 'e . ' � / ' t s r
r �r�: �, E � � I� , . � ' � ' , � � ' . �- ..
` \�.', ` " i �� ' ' �'. � ^ �- � "' , r �-
l,�� , i 1 � +: : , , • � j � , i _ _.
� • � , — _ �` - -, �----� �
. � � � �F , �_� . -�. _ �
�'} �.. i�' " � r � (; . � ` � • �_ _ _ � K �
' � , ' . ��, :'t�-L.-"� . _ a ��v-�'.r+"~
�� • . � f' � 11 . . .. .. . _^Y �.. L _
, � , t _ �`
`R�
. � . ` _ _ .. , ,+� �
�.�` \ � _ '.
•� -
4 ,.w_ : ' �i`��;y'�'�..,�
r�� +�k� r r � i
� ,
L ..r , __,e
: - _-` -�.i
»„ . -
�': ". _,..�
• �f� \ -
� ; I
(7�inn'1 � � ,�N �
� d
� — -- 7 �.� .i �,� � . r'ri, l � . • �-�
.. _ , � � • `� : �: E'' ...� `w�.
_ . 2 '-' ' �' � � i ' ' ���
� � ��,.; ,: =.�
:� � r. ��
- i,:
��:. : �
_ . � �1 � ,
�
q
` ,. ` ���. _ - - �
� ,�� �. �
. �
� '� � - �
i
� }
� � ,
. ,
s •
i .. t }
.. � � _.
s�
� � � -.��.
lirw, .�......- -.,-""'�i_ �4 �-�- :,.•- �
�'�< -iM„��_�_
_ ..�q�� �.Z
� ��
__-_ _�� — .... _
�rr��' ""'� �_' •' .. .
_ . ` ....
..�.�..-
� � ;•,,��r'��3.�r
� ., ua:;�.�-.' '�";
e
�i
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
Public transit provides not only a travel choice for local and inter-municipal travel, but can also shape land use
patterns. For those who do not drive, transit may be the only option for getting to jobs, school, shopping areas
and recreational centres. Whereas choice riders that have access to a vehicle will be more inclined to use
transit where service is frequent, direct, fast, comfortable and reliable.
The existing transit system in Maple Ridge is made up of a variety of transit services that provide both local
and regional connections for Maple Ridge residents (see Map 25 below). The types of transit service in the
city include:
• Local service, providing fixed-route local area service within the city. The majority of local routes in the
city are served by community shuttle vehicles suitable for local, neighbourhood streets.
• Regional service, such as the Frequent Transit Network, provides fixed-route service using conventional
buses within Maple Ridge and connecting to surrounding municipalities such as Pitt Meadows, Port
Coquitlam, and the Langleys.
• HandyDART provides door-to-door custom transit service for people with physical or cognitive disabilities
who are unable to use the conventional system.
• West Coast Express commuter rail service provides Maple Ridge residents with service between
Vancouver and Mission. With two stations in Maple Ridge (Port Haney and Maple Meadows) West Coast
Express runs only Monday to Friday during peak hours, in the peak direction only. TrainBus, a
supplemental coach bus service to the West Coast Express, runs at select times outside of peak hours,
emulating the train route and serving all West Coast Express stations.
''' F P "
There are several factors that shape the success of transit in Maple Ridge as briefly highlighted in this section
of the Plan.
• The transit mode share for Maple Ridge is relatively low
at 4% of all daily travel (based on the Regional Trip Diary
Survey). The majority of transit trips originating in Maple
Ridge have a destination in the City of Vancouver (37%),
with other major destinations including Burnaby (10%), Pitt
Meadows (8%), and Coquitlam (6%). The 2006 Census
report indicate that 8% of all work-based commute trips from
Maple Ridge are by transit. Similarly, the 2011 National
Household Survey indicates a slight increase with 9% of
trips to work from Maple Ridge made on transit. Of the daily
transit trips originating in Maple Ridge, over half (52%) are
by bus (conventional bus and/or community shuttle), with
the remainder of transit trips on West Coast Express.
October 2014 Page 93
� F
�
� " ity of
� " '.`_^ ..- -� �. .�.� �. �
t __l
��
� � � � �
Map 25: Existing Transit Service Structure
132�0.�e 132 Ave
r—
�
� �
128 A�e N
� N �
r- y
¢ 123 A�e J N 124 Ave
� ^� lZ2 AVe
�
f� �
Lougheed Hwy
i� �
n R��
O
� N
1
�
� West Coast Express
Frequent Transit Network
Regular 6us
Cornmunity 5huttle
0 7ransit Exchange
QiStri�t Qf
SeS
IVtaple Ridge
G
Fet�
H
�n
N
N
m �
1�1
N
DBwdn�y Trunk Rd
H
v,
O
N
i12 Aue
1�4 Ave
102 Ave
1�0 Ave
12� A�e
�
V
�
�oughP�d rywY
F' -
�tlti�>>.I�12rCY
N
rv
r
N
City of Maple Ridge
Strategic Transportation Plan
Qewdney Trunk Rd
112 AV2' V1
�
�
0
�
October 2014 Page 94
_ * •F
� City of Maple Ridge
f Strategic Transportation Plan
• Network Structure and coverage within the core area of the city is effective. Transit in Maple
Ridge generally has an east-west service structure, with Dewdney Trunk Road (and Lougheed
Highway to a lesser extent) as the spine of the network. The transit system is largely concentrated in
the Town Centre area and neighbourhoods south of Dewdney Trunk Road (see Map 26). Community
shuttle routes serve neighbourhoods north and south of Dewdney Trunk Road. There are transit
connections to the West Coast Express stations, Ridge Meadows Hospital, Meadowtown (in Pitt
Meadows), and the neighbourhoods of Albion and Cottonwoods. The most northern reach of transit
service in Maple Ridge is the Yennadon Loop, just west of 232 Street. In September 2012, TransLink
made service changes to the 595 bus route, eliminating service to Port Haney Station, requiring
passengers to transfer. This was also accompanied with a service extension to Route 701, which was
extended east along Dewdney Trunk road, instead of terminating at Haney Place.
Map 26: Key Land Use Patterns around Frequent Transit Service
` �
� � ��aY�_ � ]a� n�P � n r.�..,
� � r
n+ ti ' ;.�
�?+ �ra n�a� �,. �` �
i:� �
� — —� � .� .�,
1 � ,,., a�,
I in n,.
r—
V, I:: s��
i�`�' •� • •� _' i ' : i,! � I',�,p..l�ii
° L � � • • • • �� • • •-• �M •� � � • „
\, ��;.�r��,� f � t
� i _ _�
� l ` - Hy
i
�
L r � l.
� '.a
I �i�
I 11r:
�
�— West Coast Express
• Frequent Transit Network
--�—• Bus Route
+ I �` : , i /
� 'i .
of La���;
C Transit Exchange
Property Within Bus Walkshed
(400m From Bus Stopj
Property Within FTN Walkshed
(400m From FTN Bus StopJ
Property Within WCE Wal&shed '•' `
(800m From SkyTrain Station}
11.' .t�.
Hil
BOSonWo��h
• Land use patterns, such as type, density, and form influence the overall pattern of travel in a
region and also the success of transit. For example, higher density mixed-use areas such as the
downtown area in Maple Ridge can generate more transit ridership, which supports attractive levels of
service. Conversely, low-density and single-use areas with curvilinear street patterns such as found in
October 2014 Page 95
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
the Silver Valley neighbourhood typically generate single-purpose trip making and increased travel
times. These characteristics make transit more costly to provide and generate low ridership, which
can discourage providing high frequency service and use of transit overall.
Outside the core areas of Maple Ridge, residents identified concerns regarding limited network
coverage and frequency of transit service in areas such as Silver Valley. Alternative service models
may be considered for low density, suburban neighbourhoods of the city in order to encourage early
use of transit for growing populations.
• Peak service frequencies can be modest along many corridors. Bus service in Maple Ridge is
provided seven days a week, with regular bus service typically commencing early in the morning
(typically between 5:00 am — 6:00 am) and continuing to early evening, with a few routes providing
evening service. Headways during peak hours are generally between 15 and 30 minutes for
conventional service, while more than 30 minutes for community shuttle routes, with headways
increasing in evenings and on weekends. Dewdney Trunk Road is part of TransLink's Frequent
Transit Network, which indicates that it has transit service every 15 minutes or better at most times
seven days a week. The West Coast Express only has service Monday to Friday, during the morning
and afternoon peaks, with the TrainBus service providing a few off-peak runs. 27 illustrates the typical
transit frequencies for regular bus and rail routes serving Maple Ridge.
• Transit ridership is largely concentrated in the core areas of the city. As noted previously,
several conventional bus and community shuttle routes converge at these exchanges, with the Haney
Place exchange as the central hub for residents in both east and west Maple Ridge. Transit usage, as
reported by estimates of daily boardings and alightings, is highest at the Haney Place and Maple
Meadows transit exchanges, which experience approximately 1,000 boardings and alightings per day,
as shown in Map 28. It is clear that Dewdney Trunk Road is the spine of the city's transit network, as
ridership activity is most active along this corridor, with smaller scale transit activity in the
neighbourhoods north and south of Dewdney Trunk.
October 2014 Page 96
MAPLE RfDGE
Briueh Colurnhfa
Map 27: Existing Transit Service Frequencies
� City of
� ��itt Meadows---�
I Qy
_ 1 ``
� — — Fe�° �
�
]32IAve 132 Ave rv
r — �;
:�
I 328 Ave ,� �
r I � w
! _ � r N
� 124 Ave � l24 Ave
I 123 Ave � m - �
� 122 Ave rv
pewd�ey TrUnk Rd i°
Lougheed Hwy
^4 Ri�er Ad � a
112 Ave
Il
PM Peak Frequency
� < 15 Minutes
— 15 - 3Q Minutes
— 30-45 Minutes
— 45 - 60 Minutes
— > 60 Minutes
C Transit Exchange
City of Maple Ridge
Strategic Transportation Plan
� .
_ � -
�
100 pve
CoyBhep� HN'Y
��'n`�'r I2in�r
District of
Maple Ridge
Map 28: Daily Transit Passenger Boardings and Alightings by Stop
�ewdnev Trunk Rd
112 Ave / v`i
rv
October 2014 Page 97
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
• Transit Accessibility. TransLink tracks the accessibility of all bus stops in Maple Ridge as well as
other communities in Metro Vancouver. An accessible bus stop is identified by a wheelchair
accessible decal on the bus stop ID sign or bus stop plate. In order for a stop to be designated as
wheelchair accessible, it must meet requirements specified under TransLink's Transit Infrastructure
Design Guidelines. These include raised passenger landing area with specific minimum dimensions
that would allow busses in the current fleet to safely deploy a mechanical ramp or lift that drops from
the bus front or rear door to allow wheelchair patrons to board or alight busses. At the end of 2012,
approximately 50% (150 out of 306) of the bus stops in Maple Ridge were classified as accessible.
Passenger comfort and security at transit
stops is an important ingredient to make transit
an attractive alternative to driving. Amenities
such as seating, weather protection shelters,
lighting, customer information and other
amenities are required to make transit more
attractive. Transit stops with the highest
passenger activity — such as along the
Dewdney Trunk corridor — should be the focus
of transit supportive investments in the city.
�
Through the results of the online survey and the booth held at the Farmers Market, Maple Ridge residents
were able to provide input and feedback on transportation issues and opportunities. In addition to the above
noted shaping influences, residents also identified other barriers to using transit that include:
• Limited West Coast Express service, only serving peak hour, weekday demands;
• Overcrowding on the West Coast Express;
• Lack of a park-and-ride lot in Maple Ridge;
• Improved connections between neighbourhoods and major transit/West Coast Express
exchanges;
• Improved local service coverage, including to neighbourhoods with no coverage such as Albion
and Silver Valley;
• More transit service in the evenings and weekends.
7.2 � nn�-Term T-. .__�� ��.._=��Y
Transit represents an important part of the city's transportation system by providing an alternative to driving
for persons that have the choice to drive, who choose not to drive for all or some trips, and for those without
access to a private vehicle. The City's Official Community Plan calls for improvements to local transit service
and facilities, stronger transit connections to key community destinations, and better pedestrian amenities.
As the existing transit system in Maple Ridge is funded and planned by TransLink, and operated by Coast
Mountain Bus Company, the long-term Transit Strategy provides guidance on the overall aspirations for transit
in Maple Ridge based on community input, and recommends facilities and support programs that may be
October 2014 Page 98
MAPLE RfDGE
Briueh Colurnhfa
City of Maple Ridge
Strategic Transportation Plan
implemented by TransLink, the City of Maple Ridge and other agencies. The following discussion outlines the
strategic directions for transit in the city over the next 20 years.
7.2.1 Enhanced Network of Local and Regional Services
In the long term, the City will want to enhance and expand transit services and facilities to meet the
growing demands of the community. Within existing developed areas, the STP includes more attractive
service levels (frequencies) and a wider range of local and regional services and connections. In new growth
areas, such as Silver Valley, the City will want to ensure the provision of attractive and cost-effective
connections to the Town Centre and other regional bus services in the long-term, and will want to
provide attractive options to driving as the community expands. The structure of the long-term services for
Maple Ridge is illustrated in Map 29.
In general, the hub-and-spoke route structure serves regional travel relatively well, but is less able to
serve local trips between origins and destinations within Maple Ridge. For some short local trips,
transit riders would have to travel to the Haney Place exchange, then transfer to a second route, which
may not operate as frequently.
Planned growth and development of the city suggest that the existing regional route structure should largely
be maintained, as the regional services to and from other communities are well suited to competing with the
private automobile. In fact, Maple Ridge's Town Centre should be connected to the Coquitlam City Centre and
Evergreen Line with a rapid transit service operating along the Lougheed Highway corridor. The service
should provide frequent, fast and direct access to rapid transit to other parts of Metro Vancouver. Additionally,
a rapid transit connection to the Highway 1 rapid bus services as well as Langley City Centre should be
accommodated in the long-term.
Additionally, as the community becomes more densely populated in the existing urban area, the City wants to
move toward a grid pattern of local transit services that reduce the need for circuitous trips via the Town
Centre exchange. The City will also want to encourage attractive service levels to ensure that transit is an
attractive alternative and also to support growth and development in the Haney-Hammond area.
October 2014 Page 99
MAPLE RfDGE
Briueh Colurnhfa
7.2.2 Comfortable and Accessible Passenger Facilities
City of Maple Ridge
Strategic Transportation Plan
Although providing attractive bus services with connections to desired destinations both locally and regionally
is critical to the success of transit, passenger accessibility and facilities at bus stops and transit exchanges
can have a significant impact on passenger safety and comfort in addition to attracting new customers.
Improving customer information, seating, shelters and the accessible design of stops or exchanges provides
transit riders with a safe, pleasing and comfortable experience.
Currently, approximately 50% of the city's 306 bus stops
are deemed to be accessible. Over the long-term, the City
should strive to have 100% of its bus stops fully accessible
and this can be achieved by improving approximately five
or more bus stops per year. In the short-term, and in order
to maximize the effectiveness of infrastructure
improvements, non-accessible bus stops should be
prioritized according to existing passenger activity as
previously described. The short-term improvements may
include existing sidewalk improvements or construction of
concrete pads for wheelchairs within boulevard space.
In addition to increasing accessibility of transit stops for all
customers, other passenger amenities needed at transit
stops include shelters, benches, trash receptacles, as well
as system maps and wayfinding. In the long-term, the 1 --_ -'-�
City should strive to provide seating, lighting and customer �.
information at all bus stops, rapid transit stations, and
transit exchanges in Maple Ridge. In addition, shelters are desirable in areas of higher pedestrian activity
such as in the Town Core, and at high activity bus stops along Dewdney Trunk Road (a frequent transit
corridor). An investment in five new bus shelters a year would more than double the number of bus stops with
shelters. The capital cost of improving five bus stops a year is estimated to be approximately $35,000 to
$40,000 per year, while the cost of providing five shelters a year would require an annual budget of
approximately $75,000 per year.
October 2014 Page 100
MAPLE RfDGE
Briueh Co-Lurnhfa
Map 29: Long-term Transit Route Structure
y �ity aF
� v' = r��Q���: . j
I---�
eS
_ 1 `�`
� � � 4PT�
=37IAuP 132 A�re
r
+ �
128 �Je
To f ,,, �
E�ergreen � ` _ N M _
�' H 124 Ave � �' �'
Line � a izi a,�E J
0 122 AVe
�
�Q � ry .� ❑ewcney Trunk Rc
�
�f�L Louof�:eed H�vy
bQ
r �
�
r. R�yeT 0.d ^,
112 Rve
�ownshi�
.� !_���;;�_,�_
Highway 1 Rapid 8us
and Langley City
� West Coast Express
• Frequent Transit Carridar
Rapid Transit Cannettian
Lacal 5ervice Area {Community 5huttles}
�o� nv�
1L"2 Ave
n
lJA .7LP
�n
100 AWe
LoUEIiF�d ywy
� j I�I S L: y �y i"C� E: 1`
City of Maple Ridge
Strategic Transportation Plan
�i5tri�t of
::��le Ricl�e
�
I
1
�a�vdney Tru-lk Rd I
1
I
�
112 Avc ;n I
�
ti I
�
� �
� IN
6 � w y
� +
N F
1
October 2014 Page 101
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
7.2.3 Expanding West Coast Express Services (daytime & weekend) and Station
The West Coast Express provides a critical role in expanding travel choices for Maple Ridge residents,
particularly those travelling to downtown Vancouver. Today, over 2,000 daily trips originate from or are
destined to the two Maple Ridge stations.
In order to address overcrowding issues on West Coast Express identified by residents and to increase
flexibility of transit travel, there is increasing demand for expanded West Coast Express service.
Expanding midday and weekend West Coast Express services would capitalize on its success and make it
a more convenient alternative to commuting to and from downtown and other parts of Vancouver. In
support of the economic growth of the Maple Ridge, reverse peak service has also been identified as a
high priority to bring commuters from other parts of the region to the city, as well as midday train services
to augment TrainBus and weekend train service. These service and capacity expansions should be
explored further with TransLink and other Northeast Sector communities.
With increasing demands at park-and-ride facilities in Pitt Meadows and limited access to the West Coast
Express Station in Maple Ridge, an eastern Albion Station should be examined in order to support the
long-term travel demands to the core areas of Metro Vancouver. Transit-oriented development may be
explored at this location to further enhance the success of transit.
7.2.4 Transit Priority Strategies
In order to enhance the potential of rapid transit services (and person capacity of the transportation
system), transit priority strategies should be considered within Maple Ridge and across the Northeast
Sector of the region. Transit priority treatments along corridors and at intersections can enhance the
customer experience, reduce bus travel times, improve reliability and ultimately make transit competitive
with driving. Although many of these treatments could impact vehicle travel, they are critical to supporting
long-term transit ridership by prioritizing transit over vehicles.
A wide variety of transit strategies have been implemented in North American to enhance transit travel
times. These strategies include changes to bus services as well as physical measures to allow transit to
bypass areas of congestion as graphically illustrated in Figure 4 below. In particular, queue bypass lanes
or queue jumpers are an effective form of transit priority at heavily congested intersections. Bus only
lanes may be used to enable buses to proceed through the intersection ahead of general purpose traffic.
Alternatively, right-turn lanes can be designated as `right-turn only except buses' to allow buses to
continue straight through the intersection. Some geometric modifications may be required to facilitate the
through movement.
October 2014 Page 102
MAPL� RfDGE
Brifiah Culvrnhfa
+�
.y
c
m
H
w
0
�
�
a�
c
�
�
�
u
w
�
W
bA
c
.�
m
a�
L
u
C
City of Maple Ridge
Strategic Transportation Plan
Figure 4: Strategies to Enhance Transit Travel Times
Difficulty to Implement
October 2014 Page 103
MAPL� RfDGE
Brifiah Culvrnhfa
APPENDIX A
City of Maple Ridge
Strategic Transportation Plan
Detailed Sidewalk Network Priorities
Appendix A
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Table A-1: Pedestrian Area Sidewalk Priorities
117 Ave Haney Bypass — near 224 St $42,000
119 Ave 226 St — 227 St, 227 St — 228 St $87,000
North Ave-117 Ave,117Ave —Haney
223 St $52,500
Bypass
223 St Dewdney Trunk Rd — Brown Ave $40,500
224 St Callaghan Ave — St. Anne Ave $15,000
225 St Brickwood Close — 116 Ave $15,000
Brown Ave 224 St — Edge St $37,500
Brown Ave Edge St — 227 St $78,000
Brown Ave 222 St — Plaza Ave $18,000
Callaghan Ave Haney Bypass — 224 St � $15,000
Edge St Dewdney Trunk Rd — Lane $12,000
Edge St Lane — Brown Ave $6,000
Fraser St North Ave - mid-block $12,750
Fraser St Mid-block — end $25,500
Garden St Dewdney Trunk Rd — Brown Ave $39,000
Mclntosh Ave 226 St — 227 St $42,000
Plaza St Dewdney Trunk Rd — Brown Ave $39,000
Selkirk Ave 225 St — 226 St � $54,000
Selkirk Ave 226 St — 227 St $22,500
Total $653,250
_ � �� � �
River Rd West of 223 St $16,500
223 St River Rd — Haney Bypass $16,500
Total $33,000
Laity St River Rd — Hospital access $25,000
Laity St South of Lougheed Highway $6,000
117 Ave Laity St — River Wynd $60,000
Total $91,000
� - - - �
119 Ave Lougheed Highway — mid-block $63,000
119 Ave Mid-block — 207 St $28,500
Appendix A
MAPL� RfDGE
Brifiah Culvrnhfa
Appendix A
City of Maple Ridge
Strategic Transportation Plan
119 Ave Lougheed Hwy — mid-block $168,750
Total $260,250
� � �
Hammond Rd West St — 203 St $180,000
Dunn Ave Maple Meadows Way- West St $33,000
Total $213,000
�
116 Ave Lougheed Hwy — 232 St $60,000
117 Ave Burnett St — 231 St $135,000
232 Ave 116 St — 117 St $57,000
Total $252,000
Grand Total $1,502,500
Table A-2: Bus Route Sidewalk Priorities (Medium Term)
r �1� 11�
117 Ave 203 St — River Wynd $291,000
123 Ave 206 St — 208 St $49,500
123 Ave Laity St — 216 St $198,000
203 St Dewdney Trunk Rd — 123 Ave $150,000
240 St 110 Ave — 112 Ave $72,000
240 St 112 Ave — Kanaka Creek Rd $40,500
Kanaka Creek Rd — McClure
240 St Ave $87,000
240 St Hill Ave — 103 Ave $132,000
240 ST 103 Ave — 104 Ave $28,500
Ditton St Maple Cres — Princess St $66,000
Laity St Lougheed Hwy — 121 Ave $96,000
Laity St Campbell Ave — 123 Ave $39,750
Lorne Ave Maple Cres — Princess St $64,500
Maple Cres 203 St — Westfield Ave $42,000
Maple Cres Ditton St — Dartford St $22,500
Princess St Lorne Ave — Ditton St $27,000
River Road Laity St — 216 St $99,000
River Road 216 St — River Bend $336,000
Total $1,841,250
MAPL� RfDGE
Brifiah Culvrnhfa
Appendix A
City of Maple Ridge
Strategic Transportation Plan
Table A-3: Urban Collector and Arterial Sidewalk Priorities (Long-term)
121 Ave
122 Ave
122 Ave
124 Ave
126 Ave
203 St
206 St
206 St
228 St
230 St
232 St
232 St
Cottonwood Dr
Cottonwood Dr
Laity St
Laity St
Laity St
Lorne Ave
River Rd
Total
�
Laity St — 216 St $198,000
216 St — 218 St $60,000
Dover St — 224 St $270,000
Edge St — 227 St $96,000
216 St — Blackstock St � $78,000
123 Ave — Golden Ears Way $195,000
Dewdney Trunk Rd —
$147,000
Tyner Ave
Tyner Ave — 123 Ave $18,000
North of Dewdney Trunk Rd —
Abernethy Way $103,500
Dewdney Trunk Rd — Storey
Ave $60,000
117 Ave — Stager Ave $70,500
112 Ave north $195,000
114a Ave — 116 Ave $96,000
Cottonwood Dr — Dewdney
$82,500
Trunk Rd
123 Ave — 124 Ave $22,500
Douglas Ave — Thornton Ave $56,250
Thornton Ave — 128 Ave $96,000
Maple Cres — 207 St $66,000
207 St — Laity St $180,000
$2,090,250
MAPL� RfDGE
Brifiah Culvrnhfa
APPENDIX B
City of Maple Ridge
Strategic Transportation Plan
Detailed Bicycle Network Priorities
Appendix B
MAPL� RfDGE
Brifiah Columhfa
City of Maple Ridge
Strategic Transportation Plan
Table B-1: Summary of Bicycle Facilities (Short-term)
227 Street Abernethy Way Lougheed Hwy $39,480
232 Street 124 Ave/ Abernethy 116 Ave $36,270
,_ � ��
Ospring / Lorne Street 205t" Street Kingston Street $40,000
205t'' Street / Westfield Avenue Lorne Ave Westfield Ave $24,000
Princess Street Fraser Way Ospring St $26,040
207th / 206th Street Lougheed Hwy 123rd Ave $43,280
Wicklund Avenue / Skillen
123�d Ave Laity Street $49,000
Street
Donavan Avenue / Wicklow 216 Street 222 Street $51,400
Selkirk Avenue 222 Street 227 Street $38,000
222"d Street Selkirk Ave Church Ave $16,280
223rd Street Selkirk Ave North Ave $7,800
North Ave/Royal Crescent/226
223 Street Edge Street $43,200
Street
Edge Street Brown Ave 119 Ave $10,680
119 Ave Edge St 228 St $21,960
224 Street Dewdney Trunk Callaghan Ave $36,520
Callaghan Avenue/223 Street 224 Street River Road $12,320
116 Ave 224 Street Burnett Street $49,720
227 Street Haney Bypass Path $29,960
Burnett Street Path Lougheed Hwy $15,440
117 Avenue/231 Streetl118 Ave Burnett Street 231 B Ave $29,880
225 Street North Ave Haney Bypass $13,640
222 Street/Hillside Street 122 Ave 124 Ave $19,400
227 Street /128 Ave Abernethy Way 228 Street $35,680
Foreman Drive 136 Ave 232 Street $55,960
Tamarack Lane Lougheed Hwy 240 Street $88,720
236 Street/116 Ave/Creekside Kanaka Way 118 Ave $72,000
Street
236 Street (north) $15,400
118 Ave 236 Street 240 Street $19,760
240 Street Dewdney Trunk 121 Ave $12,520
TOTAL SHORT-TERM $954,310
Appendix B
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Table B-2: Summary of Bicycle Facilities (Medium-term)
Maple Meadows Way Lougheed Hwy Golden Ears Way $19,410
Dunn Ave Maple Meadows Way Maple Meadows Way $15,540
113B Ave Kingston Street Airport Way $12,630
207 Street Westfield Ave Lougheed Hwy $26,640
Laity Street Lougheed Hwy River Road $13,560
216 Street Lougheed Highway River Road $10,110
124 Avenue 232 Street 240 Street $48,000
240 Street 124 Ave 121 Ave $15,150
240 Street 112 Ave 113 Avenue $8670
Kanaka Way / 112 Ave Lougheed Hwy 240 St $54,090
.� � = �=
132 Avenue
Lougheed Highway
Lougheed Highway
Abernethy Way
Thorne Avenue
i
Ospring Street — South Bonson
128 / 210 Street dyke trail
227 Street
TOTAL MEDIUM-TERM
Appendix B
232 Street
Laity Street
216 Street
224 Street
203�d Street
Ospring Street
128 Street
Haney Bypass
216 Street
Western boundary
Haney Bypass
i �L
210th Street
Hammond
Golden Ears Way
210th Street
Lougheed Highway
$3 million*
$1.3 million
$550,000
$1.35 million*
$93, 000
$385,000
$553,000
$73,000
$3,177,800
MAPL� RfDGE
Brifiah Culvrnhfa
1203 Street
132 Ave
210 Street
216 Street
224 Street
136 Ave
128 Ave
City of Maple Ridge
Strategic Transportation Plan
Table B-3: Summary of Bicycle Facilities (Long-term)
.�"'r - � . •
. � . . �
�
232 Street/ Silver Valley Rd
132 Ave/Fern Crescent
Haney Bypass
Lougheed Hwy
240 St
Appendix B
128 Ave
203 Street
132 Ave
128 Ave
136 Ave
224 Street
228 Street
132 Ave
232 Street
Lougheed Hwy
227 St
112 Ave
132 Ave
210 Street
128 Ave
132 Ave
224 (South)
��
Foreman Drive
232 Street
North Silver Valley
Road
Fern Crescent
Lougheed/Kanaka
Way
Mission
River Road
$330,000
$369,900
$240,600
$241,200
$486,600
$129,600
$239,700
$747,000
$961,200
MoTI
MoTI
$810,600
MAPL� RfDGE
Brifiah Culvrnhfa
City of Maple Ridge
Strategic Transportation Plan
Table B-4: Summary of Bicycle Facilities (20+ Years)
240 St 112 Ave River Road
112 Ave/Bosonworth Ave/108 Ave 240 St 272 St
Lockwood Street/249
Street/Jackson Road Bosonworth Ave 104 Ave
Jackson Rd/100 Ave 104 Ave
272 Street Lougheed Hwy
112 Ave 272 St
284 Street/280 Street Dewdney Trunk
Dewdney Trunk 256 St
256 St Bosonworth Ave
130 Ave/248 Street 256 Street
Appendix B
272 Street
Dewdney Trunk
280 St
Lougheed Hwy
284 St
North
112 Ave
$810,600
$2,056,800
$608,700
$1,840,200
$1,824,000
$566,100
$1,727,100
$1,931,100
$2,281,800
$1,551,900
MAPLE RIDGE
6ritish Co[umhla
T0:
FROM:
SUBJECT:
District of Maple Ridge
His Worship Mayor Ernie Daykin MEETING DATE: October 28, 2014
and Members of Council FILE N0:
Chief Administrative Officer MEETING: Regular
2015 UBCM Age Friendly Community Planning and Projects Grant Application
EXECUTIVE SUMMARY:
Launched in 2004, the Seniors' Housing and Support Initiative (SHSI) was created by the Ministry of
Community, Sport & Cultural Development to assist local governments to prepare for an aging
population. Between 2007 and 2014, additional funding programs were available focusing on age-
friendly projects and promoting communities to develop policies, services and structures designed to
support older people to live active, socially engaged, and independent lives.
In 2009 an Age-friendly Communities Grant was received by the City of Maple Ridge, supported by
the Municipal Advisory Committee on Accessibility Issues (MACAI). Through this grant a community
inventory and assessment was conducted according to the Age-friendly assessment framework.
Many benefits were achieved through this community engagement work including increased capacity
of seniors through the development and strengthening of the Maple Ridge-Pitt Meadows-Katzie
Seniors Network. This group has continued to work diligently to address the priorities that were
highlighted through this process. A second grant submitted by Parks and Leisure Services received
funding under the same program in 2012 and a Volunteer Management program was developed for
the Ridge Meadows Seniors Society (RMSS).
The current 2015 UBCM Age-friendly Community Planning and Project Grant program is targeted at
communities that have not previously applied or have not completed a formalized Age-friendly Action
Plan in order to achieve recognition as an Age-friendly Community. The proposed application
qualifies under this requirement as a formalized Action Plan has not been developed and our
communities of Maple Ridge and Pitt Meadows have not been awarded the Age-friendly distinction.
The proposed "Engaged, Energized, and Collaborative Age-Friendly Action Plan" application will focus
on updating the 2009 inventory and assessment, identifying community priorities, and completing
and publishing an Action Plan. Once complete, our communities will qualify to apply for BC Age-
friendly distinction.
RECOMMENDATION:
That the City of Maple Ridge is committed to working towards becoming a recognized BC Age-
Friendly community; and that the 2015 Union of B.C. Municipalities' Age-Friendly Community
Planning and Project Grant application be endorsed; including a commitment that City staff will
provide overall grant management of the proposed project.
1202
1
DISCUSSION:
a) Background Context:
The world's population is rapidly aging, and British Columbia is no exception. By 2031, close
to 1.5 million British Columbians across the province will be over 65—almost a quarter of the
province's population. Around the globe, communities are getting ready to meet the
challenges, prepare to meet the needs of their older residents, and take advantage of the
opportunities of an aging population. The World Health Organization (WHO) Global Network of
Age-friendly Cities and Communities (GNAFCC) was established to foster the exchange of
experience and mutual learning between cities and communities worldwide.
The creation of age-friendly communities in BC builds on findings from the World Health
Organization's Age-friendly Cities. Utilizing the WHO framework, the Province has been
advancing the age-friendly agenda since 2007 in collaboration with UBCM and other key
partners to engage and support local governments in preparing their communities for an
aging population. Age-friendly British Columbia (AFBC) is built around the following key
components: grants (through UBCM) and staff support from the Ministry of Health; Ministry of
Health recognition of local governments who achieve four key steps in the process to
become more age-friendly; and provision of information, resources, and tools to assist local
government staff.
In 2009, through an application supported by the Municipal Advisory Committee on
Accessibility Issues (MACAI), the City of Maple Ridge was awarded an Age-Friendly
Community Planning grant. To support the project, an Age Friendly Steering Committee was
established including representation from Council, the Maple Ridge and Pitt Meadows
Municipal Advisory Committee on Accessibility Issues, Seniors Networks, care providers,
community organizations, local business, and older persons.
Utilizing the World Health Organization's age-friendly assessment framework, an age-friendly
forum was held in April, 2009 to conduct an inventory of assets, identify barriers, and outline
collaborative ways to increase the age-friendliness of the communities of Maple Ridge and
Pitt Meadows. In May of that same year, a follow up forum designed to add to the findings
was hosted by the Maple Ridge-Pitt Meadows-Katzie (MRPMK) Seniors Network, newly
formed at that time. These processes were extremely successful in both building the
awareness and capacity of the community to plan for the aging population, but also in
identifying opportunities to increase the age-friendliness of the two communities. Many of
the opportunities outlined in the final report have been addressed since that time. The
MRPMK Seniors Network has been very proactive in supporting many of this changes and
i n itiatives.
In 2012, Parks and Leisure Services was successful in receiving Age-Friendly Communities
funding to support the development of a sustainable and formal Volunteer Management
program for the Ridge Meadows Seniors Society (RMSS). This project was very beneficial to
RMSS as they were expanding their programming into the new Pitt Meadows Senior Centre at
that time. Two additional applications for funding under this program since that time have
not been successful: an outdoor fitness circuit for seniors in Pitt Meadows and improving
neighborhood walkability in Maple Ridge. These applications were not successful primarily
due to the fact that they were not linked to a formalized and published Age-Friendly
Community Action Plan.
2
In addition, the two communities are not currently included in the list of 27 BC communities
that have applied for and been awarded Age-friendly BC (AFBC) Community Recognition. The
AFBC recognition program is designed to recognize and reward success, and encourage and
motivate communities to take action towards becoming age-friendly. Recognized
communities receive: an AFBC recognition award, promotion of the community's
achievements in the AFBC publications, and national and international recognition as an age-
friendly community, and a reward for an age-friendly community legacy project.
The current application process is being targeted for communities that have not received
previous funding or have not completed a community action plan. If supported by Council,
an application will be developed in partnership with the MRPMK Seniors Network, RMSS,
Fraser Health, and other community partners with the goal of updating the 2009 assessment
and developing a comprehensive Action Plan through an extensive community engagement
process. This is a key piece of work that will ensure that we are an age-friendly City, and will
prepare Maple Ridge to achieve the Age-friendly BC Community designation.
b) Desired Outcome:
To achieve an age-friendly community where older people are supported to live active,
socially engaged, and independent lives through the creation of policies, services and
structures designed to support them.
c) Strategic Alignment:
Support of this resolution aligns with the Safe and Livable Communities Strategic Direction.
d) Citizen/Customer Implications:
The entire community benefits in an age-friendly community:
• Seniors are supported to age actively, enjoy good health, and remain independent
and involved in their communities.
• People of all ages and abilities benefit from safer, barrier-free buildings and streets,
better access to local businesses and facilities, and more green spaces.
• Businesses benefit from the increased support and spending power of older
customers, and are better able to support older workers.
• And, the community benefits from the increased participation of older adults in
community life.
e) Interdepartmentallmplications:
The following departments will be invited to have staff participate in the Action Planning
process: Planning, Engineering, Parks, Facilities and Operations, Recreation, Business and
Bylaws, and RCMP.
f) Business Plan/Financial Implications:
Project is noted in the 2015-2019 Parks and Leisure Services Business Plan, pending grant
funding approval. Existing staff liaison to Seniors tables will provide support and there are
no additional financial implications.
CONCLUSIONS:
Population ageing and urbanization are two global trends. At the same time cities are growing, their
share of residents aged 60 years and more are increasing. In supportive and enabling
environments, older people are a resource for their families and their communities. Active ageing is
considered a life-long process that is shaped by several factors that favour health, participation and
security in older life. The WHO's approach to active ageing is to enable cities to become more age-
3
friendly so as to tap into the potential that older people represent for a community. An age-friendly
city encourages active ageing by optimizing opportunities for health, participation, security in order to
enhance the quality of life as people age. In practical terms, an age-friendly city adapts its structures
and services to be accessible to and inclusive of the older population, which in term ensures a
healthier community for all citizens. Development of an Age-friendly Action Plan will help to prepare
our communities to both prepare for, and benefit from, our ageing populations.
"Original signed by Sue Wheeler"
Prepared by: Sue Wheeler, Director Community Services
"Original signed by Kelly Swift"
Approved by: Kelly Swift, General Manager, Community Development,
Parks & Recreation Services
"Original signed by Paul Gill for Jim Rule"
Concurrence: J.L. (Jim) Rule
Chief Administrative Officer
:sw
Attachment: UBCM 2015 Age-friendly Community Planning & Project Grants Program & Application Guide
0
UBCM
�
Seniors' Housing & Support Initiative
E-mail: Igps@ubcm.
525 Government Street, Victoria
ca
BC, V8V OA8
�,��,Tr
�o�.UMB�� AgeFriendly
2015 Age-friendly Community Planning & Project Grants
Program & Application Guide
1. Introduction
Seniors' Housing 8� Support Initiative
Launched in 2004, the Seniors' Housing and Support Initiative (SHSI) was created through a
one-time $2 million grant from the (now) Ministry of Community, Sport & Cultural Development
to assist local governments to prepare for an aging population. Between 2007 and 2013, the
Ministry of Health provided an additional $2.25 million to further support the initiative and to
incorporate a focus on age-friendly projects, including $.5 million in for 2014 grants.
In the initial phases of the program, the emphasis was on information sharing and grants for
�Seniors in Communities Dialogues.' Pilot project funding was available from 2006 to 2008 and
the first Age-friendly Community Planning grants were offered in 2009. Community Planning
and Project funding was offered in 2010, and from 2012 to 2014. To date, more than 125 local
governments have completed projects or been approved for funding under the SHSI.
The Ministry of Health has now committed an additional $.5 million in funding to the program
and UBCM is pleased to announce that a maximum of 25 qrants of up to $20,000.00 are
available for 2015 community planning initiatives or community projects. The priority in 2015 is
to engage communities that have not yet completed an age-friendly plan or undertaken a
project focused on age-friendly communities.
Age-friendly Communities
An age-friendly community is a community where older people are supported to live active,
socially engaged, and independent lives through policies, services and structures designed to
support them. The creation of age-friendly communities in BC builds on findings from the World
Health Organization's Age-friendly Cities and the Canadian Age-friendly Rural and Remote
Communities projects in 2007.
The Province has advanced the age-friendly agenda since 2007 in collaboration with UBCM and
other key partners to engage and support local governments in preparing their communities for
an aging population. Age-friendly British Columbia (AFBC) is built around the following key
components (See Appendix 1):
1. Support - Grants (through UBCM) and staff support from the Ministry of Health
2. Recognition - The Ministry of Health will recognize and reward local governments who
achieve four key steps in the process to become more age-friendly
3. Information - A resource package and website with tools to assist local government staff
For more information on Age-friendly British Columbia, contact the Seniors' Health Promotion
Directorate by email: AgeFriendlyBC@gov.bc.ca or by phone: (250) 387-9520.
2015 Age-friendly Planning & Project Grants - Program & Application Guide
2. Guiding Principles
The 2015 SHSI program is intended to assist local governments in BC to best support aging
populations, develop and implement policies and plans and/or develop projects that enable
seniors to age in place and facilitate the creation of age-friendly communities.
Applications should demonstrate a commitment to the following guiding principles:
• Community Driven - Community solutions are based on local priorities
• Catalyst for Action - Community activities are catalysts that enable local governments
and community partners to enhance and improve services for older adults
• Focus on Funding Priorities - Activities are focused on funding priorities with clear
outcomes
• Flexible - Required actions differ in each community
• Coordinated - Activities of different levels of government and community partners are
coordinated to avoid duplication among programs and projects
• Sustainable Results - Community activities contribute to improving the lives of older
adults over time
Table 1: Eligible Activities
Eligible Activity Examples
Community planning • Review and revision of OCPs or community or neighbourhood plans
• Review and revision of zoning and other bylaws (subdivision, snow
removal, parking, etc.)
• Review and revision of development permit requirements
• Creation of a local Age-friendly plan
• Creation of specific plan and/or policies that address one or more of the
eight community components (see Section 4)
• Development of age-friendly design guidelines
Adding an age-friendly or seniors lens to planning initiatives, such as:
• Active transportation planning
• Food security and food systems planning
• Community planning processes related to social determinants of health
(e.g. affordable housing, homelessness, etc.)
• Development of community health plans
• Engagement of seniors in planning activities
Community projects Developing new community projects for seniors, such as:
• Prevention of e/der abuse
• Support for persons with dementia
• Increased community accessibility (transportation, housing, services)
• Provision of recreation and healthy living activities and/or referral and
support to link seniors with recreation and hea/thy living services
• Community gardens and healthy eating
• Hea/th literacy and promotion (e.g. workshops, guides, etc.)
• Chronic disease prevention
• Injury prevention and community safety (including traffic safety)
• Intergenerational projects
2015 Age-friendly Planning & Project Grants - Program & Application Guide 2
3. Eligible Applicants
Eligible applicants are local qovernments (municipalities and regional districts) in British
Columbia. Please see Section 6 for other important information on application requirements.
4. Funding Priorities & Eligible Activities
The priority in 2015 is to engage communities that have not yet completed an age-friendly plan
or undertaken a project focused on age-friendly communities. A maximum of 25 qrants will be
available.
Eligible activities are new community planning and/or community projects that are undertaken
by a local government and that address the guiding principles and funding priorities of the
program.
This includes comprehensive age-friendly community planning/projects or activities that focus
on one or more of the eight age-friendly community components:
• Outdoor spaces and buildings
• Transportation (including traffic safety)
• Housing
• Respect and social inclusion
• Social participation
• Communications and information
• Civic participation and employment
• Community support and health services
Table 1 provides an overview of eligible activities and examples of each.
The SHSI is not intended to be a capital project funding program. However, minor capital
expenditures for eligible activities that have a clear and definable benefit to seniors will be
considered for funding. Please note capital costs cannot exceed 40% of the total requested
grant (i.e. an application for a$15,000.00 grant cannot include more than $6,000.00 in capital
costs).
In addition, please note the following are not eligible activities:
• Development of feasibility studies, business cases, architectural, engineering or other
design drawings for the construction or renovation of facilities providing services to
seniors, including housing
• Fundraising
5. Age-friendly BC Community Recognition Program (Optional)
All local governments, including applicants to the 2015 SHSI program, have the opportunity to
apply for the Age-friendly British Columbia Recognition Program from the Ministry of Health.
Please see Appendix 1 for more information.
6. Application Process
The application form is required to be completed by all applicants. A Council or Board
resolution, as well as a detailed budget, is required with the application form.
The Council/Board resolution is required to indicate support for the proposed activities and
willingness to provide overall grant management
2015 Age-friendly Planning & Project Grants - Program & Application Guide 3
Applications are due by October 31, 2014, and applicants will be notified of the status of their
application by December 5, 2014.
The Evaluation Committee will assess and score all eligible applications based on the guiding
principles and funding priorities. Higher application review scores will be given to applications
that:
• Are from local governments that have not received funding from the Seniors' Housing
& Support Initiative from 2010-2014
• Demonstrate direct participation of seniors in the planning stages
• Complement the Provincial priorities regarding seniors outlined in Appendix 2
• Include collaboration with one or more partners (e.g. health authority, board of
education, community-based organization, First Nation or Aboriginal organization or
other local government)
The committee will also consider the location of each proposal in order to ensure a balanced
representation of projects across the province.
Please note the followinq important points when preparinq your application:
• The maximum grant is $20,000 and matching funds and/or cost sharing are not required
• Only one application per local government will be accepted
• Funds are for new activities that support age-friendly communities and are not for on-
going operations or regular planning activities
• All funded activities are to take place within the 2015 calendar year and the final report
will be due within 30 days of project completion and no later than January 30, 2016
• The detailed budget must indicate proposed expenditures and align with the proposed
activities outlined in the application form
• Council/Board resolutions must indicate support by the local government for the proposed
project as well as a willingness to provide overall grant management
• All application information and final reports will be shared with the Province of BC
7. Grant Management & Applicant Responsibilities
Notice of Approval
All applicants will receive written notice of the Evaluation Committee's decision as well as the
terms and conditions of any grant that is awarded. Grants are awarded in two payments: 70%
at the approval of the project and 30% when the project is complete and UBCM has received
the required final report and a financial summary.
Applicant Responsibilities
Please note: Grants are awarded to local qovernments only. When collaborative projects are
undertaken with community partners, the local government remains the primary organization
responsible for the grant.
Due to this, and in addition to the terms and conditions that will be provided to all successful
applicants, local governments are responsible for:
• Proper fiscal management, including acceptable accounting records
• Final reports (using UBCM forms) and certification of costs.
2015 Age-friendly Planning & Project Grants - Program & Application Guide 4
Final Reports
All funded activities are to take place within the 2015 calendar year and the final report will be
due within 30 days of project completion and no later than January 30, 2016. Applicants are
required to complete the final report form, available on the UBCM website.
The certification of costs on the final report must be signed by the local government Chief
Financial Officer.
Please note that all application information and final reports will be shared with the Province.
Changes to Funded Activities
Approved applicants are required to advise UBCM of any significant variation from the approved
project as described in the completed application form. Approval from UBCM may be required
in advance for such changes.
Extensions
Please note that all funded activities are required to be completed within the 2015 calendar year
and any requests for extensions beyond this date must be in writing and be approved by UBCM.
8. Where to Apply
All application materials should be addressed to Local Government Program Services.
Local Government Program Services
Union of BC Municipalities
525 Government Street
Victoria, BC, V8V OA8
9. Additional Information
E-mail: Igps@ubcm.ca
Fax: (250) 356-5119
For further information on grants and the application process, please contact
Seniors Housing & Support Initiative:
Local Government Program Services
Phone: (250) 356-2947 or E-mail: Igps@ubcm.ca
For further information on age-friendly communities, please contact
Ministry of Health:
Seniors' Health Promotion Directorate
Phone: (250) 387-9520 or Email: AgeFriendlyBC@gov.bc.ca
2015 Age-friendly Planning & Project Grants - Program & Application Guide 5
Appendix 1
Age-friendly British Columbia Overview
In an age-friendly community seniors are able to enjoy good health and active social
participation. Age-friendly communities provide welcoming public spaces, accessible
� transportation, affordable housing options, employment and volunteer opportunities as
�� well as information and services that fit the needs of seniors. The age-friendly
community initiative began with studies conducted by the World Health Organization and the
Canadian Rural and Remote Age-friendly Communities project. Building on these initiatives, the
Province has supported the development of age-friendly communities since 2007 through direct
assistance and the provincially-funded Seniors' Housing and Support Initiative — Age-friendly Planning
and Project Grants to local governments managed by the Union of B.C. Municipalities (UBCM).
A renewed Age-friendly British Columbia strategy was launched on September 29, 2011, and includes:
• Grant funding: Through the partnership with the UBCM, funding from the Province has helped
local governments with grants of up to $20,000 to support age-friendly planning and projects.
Since 2007 more than 125 communities or two-thirds of the incorporated local governments have
received grants.
• Age-friendly British Columbia Recognition: Local governments can apply and be awarded
recognition by showing that they have met criteria that focus on engagement, commitment,
assessment, and action (see details on page 8).
• Tools and Resources: Becoming an Age friendly Community: Local Government Guide and
associated resources are available in print form and on SeniorsBC.ca at:
www.gov.bc.ca/agefriendly to help communities get started. For advice and support around age-
friendly planning (email: Agefriendly@gov.bc.ca). A series of online videos released on April 25,
2012, highlight elements of age-friendly communities through examples of actions in several B.C.
communities.
• Creating an Age friendly Business in B.C.: The business guide was released in partnership with
the BC Chamber of Commerce in June 2011, and helps businesses address the needs of older
customers and workers. www.gov.bc.ca/agefriendly
C�7
Age-friendly British Columbia Community Recognition
A local government can apply for Age-friendly British Columbia recognition once it has completed the
following basic steps which demonstrate its commitment to age-friendly principles:
1. Establish an age-friendly advisory or steering committee that includes the active participation
of older adults. An existing committee can also take on this mandate.
2. Pass a council or district board resolution to actively support, promote and work towards
becoming an age-friendly community. As an alternative, local governments may choose to
commit to being age-friendly through specific goals, objectives or policies in an official
community plan or strategic plan.
3. Conduct an age-friendly assessment in consultation with older adults.
4. Develop and publish an action plan.
The recognition program is offered in partnership with BC Healthy Communities. Applications for
recognition are available from AgefriendlyBC@gov.bc.ca.
Age-friendly recognition will grant local governments:
➢ an Age-friendly British Columbia recognition award;
➢ promotion on the Age-friendly British Columbia section of the SeniorsBC website;
➢ promotion of the community in the SeniorsBC, BC Healthy Communities and UBCM
e-newsletters;
➢ recommendation by the Province to grant the local government age-friendly recognition at
the national and international level;
➢ access to a network of age-friendly organizations (provincial, national and international); and
➢ a recognition reward to help the community provide an age-friendly legacy project or
celebration.
To ensure continued age-friendly success and maintain recognition status, communities will also
implement the action plan and monitor age-friendly progress by measuring and reviewing activities,
and reporting publicly on action plan outcomes.
INFORMATION: Email: AgefriendlyBC@gov.bc.ca; or
visit: www.gov.bc.ca/agefriendly
7
Appendix 2:
PrOV111C1a,1 Pr10r1t1eS
The following are examples of provincial priorities that may complement age-friendly planning and
projects:
Accessibility 2024 (http://engage.gov.bc.ca/disabilitywhitepaper/accessibility-2024/)
On June 16, 2014, Accessibility 2024, a 10-year action plan, was released that supports B.C.'s vision of
becoming the most progressive place for people with disabilities in Canada. The plan is designed
around 12 building blocks — inclusive government, accessible service delivery, accessible internet,
accessible built environment, accessible housing, accessible transportation, income support,
employment, financial security, inclusive communities, emergency preparedness and consumer
experience.
Examples of age-friendly assessment/project incorporating accessibility
Clearwater conducted a survey and the findings indicated there were several mobility issues. An age-
friendly community committee was formed to create the Clearwater Age-friendly Community Plan.
The three-year plan includes identifying seniors' mobility project. (2013 age-friendly recognition)
Cobble Hill/ South Cowichan Official Community Plan include the objective of creating an elder-
friendly environment, with policies for affordable housing, accessibility and safety. (2014 age-friendly
recognition)
Elder Abuse Prevention Initiative (www.gov.bc.ca/elderabuse)
The Together to Reduce ElderAbuse — B.C.'s Strategy (TREA Strategy) is a provincial strategy to
promote the protection and safety of seniors addressing three key areas:
1. Building public awareness about elder abuse and the valuable contributions of older
British Columbians;
2. Training to better response to suspected and identified elder abuse; and
3. Enhancing coordination and collaboration through a multi-sector alliance (Council to Reduce
Elder Abuse) and a call-to-action to reduce elder abuse.
These efforts will contribute to our ultimate goal of fostering a shift in societal attitudes so that elder
abuse is not tolerated in our communities.
The Government of B.C. has developed an information kit (English, French, Chinese, Punjabi) to help
older people recognize abuse and know how to respond and where to find assistance available at
www.gov.bc.ca/elderabuse.
A province-wide toll free line is available for seniors to talk to someone about situations where they
feel that they, or someone they know, are being abused or mistreated. The Seniors Abuse and
:
Information Line (SAII) is operated by the BC Centre for Elder Advocacy and Support 7 days a week
(excluding holidays) from 8 am — 8 pm; see: http://bcceas.ca/programs/sail/.
In February 2012, the Ministry awarded $1.4 million to the BC Association of Community Response
Networks (BCCRN) to expand Community Response Networks (CRNs) throughout B.C. by 2015; there
are currently 112. A CRN is a local network of service providers, agencies, local governments and
volunteers that work to build the whole community capacity to address and prevent adult abuse,
neglect and self-neglect. For more information see the BCCRN website:
www.bccrns.ca enerated/homepa�e.php.
An example of an age-friendly assessment/project incorporating elder abuse awareness
The City of Surrey recognizes senior abuse, neglect and self-neglect as a concern. To address these
issues, the Focus on Seniors Task Force was formed under the "Prevent and Deter Crime from the
Crime Reduction Strategy". Approximately four forums are held each year with a focus on Elder
Abuse and Neglect, and they are presented in three different languages (Punjabi, Korean and
Mandarin). Approximately 120 to 200 seniors attend each of the events. A 2012 age-friendly planning
and project grant provided funding assistance. www.surrey.ca/community/8413.aspx
Provincial Dementia Action Plan
(www.health.gov.bc.ca/library/publications/year/2012/dementia-action-plan.pdf)
The goal of the Dementia Action Plan is to increase individual, community and health service capacity
to provide early, appropriate and effective care and support to assist people with dementia to remain
at home and in their communities to the greatest extent possible. A new three-year plan will be
launch soon.
There is an estimated 60,000 to 70,000 residents living with dementia. One of the programs the
Province is supporting is the First Link Program operated by the Alzheimer Society of B.C. On
March 25, 2013, the Province announced $2 million to continue to support the program that provides
services and supports to individuals and families affected by Alzheimer's disease or related dementia.
By participating in First Link, those with dementia, their families and caregivers can receive
customized information and access to helpful programs and services. First Link currently operates in
North Fraser, Greater Victoria, North and Central Okanagan, North and Central Vancouver Island,
Northern Interior and Skeena, Richmond/South Delta, Vancouver, North Shore and Sunshine Coast.
Please see: www.alzheimerbc.org/We-Can-Help/First-Link.aspx
Example of an age-friendly project incorporating dementia awareness
The City of Vancouver has developed an age-friendly action plan with the support of a 2012
age-friendly planning and project grant. One of the action items is addressing the needs of persons
with dementia by training all park board seniors' programmers/instructors on incorporating
dementia-friendly aspects into seniors programs, as well as developing partnerships to offer
dementia-friendly, caregiver-inclusive adult programs.
http://vancouver.ca/files/cov/age-friendly-action-plan-staff-presentation-20130626.pdf
E
Better at Home (www.betterathome.ca/home)
Better at Home, an innovative non-medical home support program funded by the Government of B.C.
and managed by the United Way of the Lower Mainland (United Way), is supporting seniors to
remain living independently in their homes and communities longer by giving them access to simple
services such as transportation to appointments, light housekeeping, yard work and friendly visiting.
Better at Home services are available in 60 communities across the province. To learn more about
the Better at Home program and whether it is offered in your community, please visit
www.Betterathome.ca.
.
�•
10