HomeMy WebLinkAbout2012-02-20 Workshop Meeting Agenda and Reports.pdf1.
2.
3.
3.1
4.
4.1
District of Maple Ridge
COUNCIL WORKSHOP AGENDA
February 20, 2012
9:00 a.m.
Blaney Room, 1st Floor, Municipal Hall
The purpose of the Council Workshop is to review and discuss policies and
other items of interest to Council. Although resolutions may be passed at
this meeting, the intent is to make a consensus decision to send an item to
Council for debate and vote or refer the item back to staff for more
information or clarification.
REMINDERS
February 20, 2012
Closed Council following Workshop
Committee of the Whole Meeting 1:00 P.M.
February 21, 2012
Public Hearing 7:00 p.m.
ADOPTION OF THE AGENDA
MINUTES - February 6, 2012
PRESENTATIONS AT THE REQUEST OF COUNCIL
UNFINISHED AND NEW BUSINESS
Maple Ridge Commercial/Industrial Strategy Process Report
Staff report dated February 20, 2012 recommending that the process outlined in
the report for proceeding with the Maple Ridge Commercial/Industrial Strategy be
endorsed.
4.2 Traffic Calming Practice - Update
Staff report dated February 20, 2012 outlining the overall traffic calming process
as well as the proposed process for working through issues with local residents.
Council Workshop
February 20, 2012
Page 2 of 3
4.3 Customer Service Initiative - Status Update
Staff report dated February 20, 2012 providing an update on the implementation
of customer service standards.
4.4 Resolution Regarding Letter to Premier Christy Clark
Discussion of a resolution deferred from the February 14, 2012 Council Meeting
See attached resolution
5. CORRESPONDENCE
The following correspondence has been received and requires a response. Staff is
seeking direction from Council on each item. Options that Council may consider include:
a) Acknowledge receipt of correspondence and advise that no further action will be
taken.
b) Direct staff to prepare a report and recommendation regarding the subject matter.
c) Forward the correspondence to a regular Council meeting for further discussion.
d) Other.
Once direction is given the appropriate response will be sent.
5.1 Ministry of Public Safety and Solicitor General, Liquor Control and Licensing
Branch - Amendment to the Regulation Respecting Live Event Theatre Liquor
Primary Licences
Memo dated February 8, 2012 from Karen Ayers, General Manager, Liquor Control
and Licensing Branch announcing amendments to the Liquor Control and
Licensing Regulation affecting live event theatre primary licences.
Recommendation: Refer to Social Planning Advisory Committee
C. BRIEFING ON OTHER ITEMS OF INTEREST/QUESTIONS FROM COUNCIL
7. MATTERS DEEMED EXPEDIENT
8. ADJOURNMENT
Checked by:
Date: -L
Council Workshop
February 20, 2012
Page 3 of 3
Rules for Holding a Closed Meeting
A part of a council meeting may be closed to the public if the subject matter being considered relates to one
or more of the following:
(a) personal information about an identifiable individual who holds or is being considered for a position as
an officer, employee or agent of the municipality or another position appointed bythe municipality;
(b) personal information about an identifiable individual who is being considered for a municipal award or
honour, or who has offered to provide a gift to the municipality on condition of anonymity;
(c) labour relations or employee negotiations;
(d) the security of property of the municipality;
(e) the acquisition, disposition or expropriation of land or improvements, if the council considers that
disclosure might reasonably be expected to harm the interests of the municipality;
(f) law enforcement, if the council considers that disclosure might reasonably be expected to harm the
conduct of an investigation under or enforcement of an enactment;
(g) litigation or potential litigation affecting the municipality;
(h) an administrative tribunal hearing or potential administrative tribunal hearing affecting the municipality,
other than a hearing to be conducted by the council or a delegate of council
(i) the receiving of advice that is subject to solicitor -client privilege, including communications necessary for
that purpose;
0) information that is prohibited or information that if it were presented in a document would be prohibited
from disclosure under section 21 of the Freedom of Information and Protection of Privacy Act;
(k) negotiations and related discussions respecting the ro osed provision of a municipal service that are at
their preliminary stages and that, in the view of the council, could reasonably be expected to harm the
interests of the municipality if they were held in public;
(1) discussions with municipal officers and employees respecting municipal objectives, measures and
progress reports for the purposes of preparing an annual report under section 98 [annual municipal
report]
(m) a matter that, under another enactment, is such that the public may be excluded from the meeting;
(n) the consideration of whether a council meeting should be closed under a provision of this subsection of
subsection (2)
(o) the consideration of whether the authority under section 91 (other persons attending closed meetings)
should be exercised in relation to a council meeting.
(p) information relating to local government participation in provincial negotiation5 with First Nations, where
an agreement provides that the information is to be kept confidential.
RIDGE
District of Maple Ridge
Deep Roots
Greater Heights
TO: His Worship Mayor Ernie Daykin MEETING DATE:
and Members of Council FILE NO:
FROM: Chief Administrative Officer MEETING:
SUBJECT: Maple Ridge Commercial/Industrial Strategy Process Report
EXECUTIVE SUMMARY:
February 20, 2012
Workshop
During their 2012 Business Planning Session, Council directed that a Commercial/Industrial Strategy
be prepared for the District of Maple Ridge. This work item is identified in the 2006 Official
Community Plan.
At the Council Workshop held on May 24, 2011, Council received a report on area planning in the
District. Council directed at that time that the Commercial/Industrial Land Use Strategy would
remain as Council's next important work. This priority was reaffirmed during the 2012 Business
Planning Session. On January 24, 2012, Council adopted a workshop matrix indicating that a
process report on the Commercial/Industrial Strategy would be considered at the February 20, 2012
Council Workshop.
This report outlines a three step process that would see the Commercial/Industrial Strategy
completed by Fall of 2012.
RECOMMENDATION:
That the process as outlined in the report titled "Maple Ridge Commercial /Industrial Strategy
Process Report" dated February 20, 2012, be endorsed.
DISCUSSION:
The commitment to complete a Commercial/Industrial Land Use Strategy is outlined in Policy 11-1 of
the Official Community Plan. It is identified as part of the Comprehensive Implementation Strategy
for the Official Community Plan.
At Council Workshop held on May 24, 2011, Council received a report on area planning in the
District. Council directed at that time that the Commercial/Industrial Land Use Strategy would
remain as Council's next important work. This priority was reaffirmed during the 2012 Business
Planning Session. On January 24, 2012, Council adopted a workshop matrix indication that a
process report on the Commercial/Industrial Strategy would be considered at the February 20, 2012
Council Workshop.
There are multiple reasons for engaging in the Commercial/Industrial Land Use Strategy, which
include advancing the social, economic, and environmental goals of the District.
Industrial land is critical to employment growth, local prosperity, and the creation of complete
communities. In 2003, a background document to the Official Community Plan dealt with the topic
of Industrial Land Supply. This document, titled Industrial Land Use Supply, noted at that time that
4.1
the District appeared to have an adequate supply of industrial land to meet short term demand.
However the report recommended that the District needed to identify other suitable areas for
industrial uses beyond the 10 year horizon in order to meet longterm demand.
Commercial land is also a strong employment generator, although limited to serving the population,
whether as a local or regional destination. In a variety of formats, commercial lands help to define
community identity, provide residents with access to necessary goods and services, and satisfy
consumer preferences. A strong desire for improved shopping opportunities has been expressed
throughout the community.
Since the adoption of the OCP a number of significant events have occurred. These include the
recent adoption of the Metro Vancouver Regional Growth Strategy which provides a regional
designation of urban and rural lands. The Regional Growth Strategy also establishes a process for
amendments when requested. Also, recent decisions by the Agricultural Land Commission have
established that portions of the Albion Flats may be converted to other uses.
In light of these events, it is an appropriate time to take a more broad view of the desired direction
for the land base for business development in the community. This report explores these issues
further to outline an appropriate process for undertaking a Commercial/Industrial Strategy for the
District of Maple Ridge.
BACKGROUND:
Official Community Plan
In 2006 Council adopted the Maple Ridge Official Community Plan. Chapter 6 of the Plan contains
the Commercial and Industrial policies and identifies that the demand for Commercial and Industrial
Lands will greatly expand in the future. The policies also note that the future location of these lands
must be addressed in a comprehensive manner to ensure that the resulting development is
reflective of community goals and character. These policies are as follows:
6-1
6-2
CA
Maple Ridge will:
a) undertake an ongoing review of the Municipal economic development strategy;
b) identify goals and objectives to enhance investment and business opportunities
within the community;
c) investigate alternative forms of incentives to stimulate local business initiatives;
d) work cooperatively with the Economic Advisory Commission to foster employment
generation within the community, and
e) pursue clean, high pay, low environmental impact, manufacturing and high tech
industries.
Maple Ridge will support and facilitate opportunities for local job creation, and
identify and promote local strengths to a global market.
Maple Ridge encourages private and public sector businesses and residents to
purchase locally and will promote the diversification of the range of goods and
services available in the community for that purpose.
Establishing a New Baseline
In 2003, the District of Maple Ridge Commissioned GP Rollo & Associates to provide background
research in the District's Commercial and Industrial Lands, to forecast trends, and to make policy
recommendations suitable for inclusion into the Official Community Plan. Since that time, some
significant events have occurred that need to be assessed in terms of baseline information. They
include but are not limited to:
1. The completion of the Golden Ears Bridge and Pitt River Bridge which have provided
unprecedented access to and from Maple Ridge.
2. Population ,growth since 2003.
3. Agricultural Land Commission have commented that it is prepared to exclude the lands on
the south side of the Albion Flats.
4. The ALC decision on the Pelton Properties.
5. The changes in the global economy.
6. The adoption of Metro Vancouver's Regional Growth Strategy.
7. The implementation of the Town Centre Area Plan including
• The commitment of major commercial interests to locate in the Town Centre - Target
and Thrifty Foods
• The introduction of the Town Centre Incentives project
• Development of greater arts and entertainment facilities in the Town Centre, such as
the Haney Farmers Market and the Community Gaming Facility
• The expanding downtown population base
• The District initiative to purchase several contiguous, strategically located Town
Centre properties
8. The adoption of the Agricultural Plan.
9. Proposed shopping centre on the Kwantlen Lands, further east in Maple Ridge.
10. The impact of new industrial/commercial lands in neighbouring municipalities.
In addition, it is anticipated that greater clarity on the lands on the north side of Albion Flats will
emerge prior to the completion of the Commercial/Industrial Strategy.
Undertaking the Commercial/Industrial Strategy at this time provides an opportunity to review
previous forecasts, and to test, where possible, the efficacy of policy changes made with the
adoption of the 2006 Official Community Plan. This clarified information on land supply can be used
to refine policy recommendations for accommodating long term commercial and industrial growth
that meets community objectives. A key component of this research will be to establish a baseline of
current employment statistics, develop indicators to measure progress, and establish targets to work
towards. As background for the Regional Growth Strategy, Metro Vancouver has provided population
and employment forecasts for the District. These forecasts will be key references in developing
these indicators and targets.
Metro Vancouver
As a member municipality of Metro Vancouver, the District of Maple Ridge is required to respond in a
consistent manner to the Regional Growth Strategy. The Regional Growth Strategy consists of goals
aimed at reducing the overall impacts on growth on the natural environment, the consumption of
energy, and regional infrastructure. Within two years of the adoption of a new Regional Growth
Strategy, the role of each member municipality is to update its Regional Context Statement.
Contained within the Official Community Plan, the Regional Context Statement sets out the
relationship between the Regional Growth Strategy and the Official Community Plan, and identifies
the consistent approach the municipality will take in achieving Regional Growth Strategy objectives.
The Regional Context Statement is submitted to the Regional District Board for acceptance.
3
The Commercial/Industrial Strategy will assist in the completion of the Maple Ridge Regional Context
Statement by providing updated employment statistics, targets, and a rationale for proposed land
use changes that may arise from the Strategy.
COMMERCIAL AND INDUSTRIAL USE STRATEGY - PROPOSED PROCESS
Based upon the above discussion, the intended scope of the Strategy is as follows:
1. Establish Baseline Measures for local employment, business activity, and available land
base; and develop indicators along with targets to improve the jobs to housing ratio in the
community;
2. Respond to community values and needs for local shopping and employment opportunities;
3. Outline a desired direction for commercial and industrial growth with feasible short, medium,
and longterm goals;
4. Recognize emerging trends and evaluate the District's ability or potential to seize new
opportunities; with a goal towards fostering a creative class attracted to synergies in lifestyle,
career, and recreational possibilities.
5. Consider the impacts of population growth and evaluate its potential to create a more
equitable distribution of jobs within the District;
6. Respond to the District's commitment to manage its growth as a member municipality of
Metro Vancouver.
7. Engage the public and other stakeholders in a consultation program to reaffirm the desired
direction of the community;
8. Recommend policy changes and bylaw amendments to guide the District as it seeks feasible
strategies for local shopping and quality employment close to home;
9. Identify strategic and feasible locations for employment generating lands, and required
infrastructure needs (including accessible bandwidth) for servicing these lands.
The District and its residents will be critical in defining what community direction should be. This will
involve reiterating the values that been identified through extensive public consultation within the
Maple Ridge community. These values are reflected in the principles, objectives and policies of the
Official Community Plan.
Strategic Economic Development Initiatives
It is important that work done through the Strategic Economic Development Initiatives Department
be recognized and incorporated into this process. The Manager of Strategic Economic Development
Initiatives will be part of the staff team working with the consultant throughout the process to provide
input and advise and ensure that the priorities established for economic development are consistent
with the Commercial/Industrial Strategy as it advances.
Process
A 3 step process is advised for conducting the Strategy:
WORK ITEM
COMMENT
COMPLETION
DATE
Step 1
Establishing Baselines, Evaluating Information, and Notifying the Community
Process Report to
Council endorsement of project
February 2012
Council
Preparation of
Using District resources, prepare
February -June
Communications
communications materials to engage
2012
Materials
stakeholders during the public consultation
process.
Public Engagement
Notification that the strategy process has
March 2012
commenced. Contact information to be
provided
Presentation of initial
Once background studies have been
May 2012
findings
completed, this information will be
presented to Council prior to proceeding to
Step 2.
Step 2
Commercial/Industrial Study
Development of
Utilizing baseline information, prepare
June 2012
Strategy options
options for Council's consideration.
Public Open House
Council endorsed Strategy options
June 2012
presented in an open house format with
opportunities for input.
Council endorsement
Council review of input received and
September
of Strategy
approval to move to Step 3.
2012
Step 3
Finalization of Commercial/Industrial Strategy
Recommended bylaw
Following Council endorsement,
October 2012
amendments
preparation of recommended policy
changes and bylaw amendments will
commence.
Agency Liaison
Notification to appropriate agencies such
October 2012
as Metro Vancouver and ALC (if required)
Final presentation
Council acceptance. (The timing of this
November /
final step will be dependent on the
December
response and timing of other agencies.
2012
FINANCIAL IMPLICATIONS:
It is understood that the Commercial/Industrial Strategy will involve securing qualified consultant
services, who will be able to assist the District in moving towards a desired direction for the future.
The role of the consultant will be to review, update, and augment existing background research on
land supply. The consultant will be able to provide a market analysis based on emerging trends and
demographic changes taking place in the community. An overall goal will be to establish the
District's unique vantage point and suitability for attracting specific industrial sectors. Towards this
end, the consultant will be expected to:
1. Establish baseline measures, develop indicators, and introduce targets to measure and
improve employment numbers in the community;
2. Identify suitable locations for generating employment growth;
3. Make policy recommendations to assist the District in achieving its desired direction.
The approved Financial Plan includes $75,000 for this work.
CONCLUSION:
Creating a District wide Commercial/Industrial Strategy is the culmination of several years of policy
work in the District of Maple Ridge. Further work is needed to establish targets and provide
indicators to measure progress. Due to recent events, a new baseline will need to be established
along with clear policy statements for the desired direction of the community. Community direction
is reflected in the principles, objectives and policies of the Official Community Plan.
A process has been outlined for proceeding with the Strategy. If endorsed, the anticipated
completion date for the Strategy is November 2012.
Prepared by LDGnia Hall
Planner
Approved by: Christi Carter, M.PL, MCIP
D' r of Plannin
Approved by: Frank Quinn, MBA, P.Eng
7: P blic Wor Dev opme ervices
Concurrence: J. L. Jim) Rule
Ch' f Administrative Officer
MAPLERIDGE
Deep Roots District of Maple Ridge
Greater Heighten
TO: His Worship Mayor Ernie Daykin MEETING DATE:
and Members of Council FILE NO:
FROM: Chief Administrative Officer MEETING:
SUBJECT: Traffic Calming Practices - Update
EXECUTIVE SUMMARY:
February 20, 2012
Workshop
The population in the Metro Vancouver area has significantly increased over the past decade and
that trend will continue. Along with that growth is a resultant increase in the number of registered
vehicles. The Provincial Government, TransLink and municipalities have invested heavily in
Transportation initiatives in an effort to address this increase in traffic. The Gateway Program
currently being constructed is estimated to cost in excess of $3.3 billion. In the Maple Ridge/Pitt
Meadows area alone over $1.5 billion have been invested to improve traffic circulation in and out of
this area with the addition of the Golden Ears Bridge, the new Pitt River Bridge, the construction of
the Abernethy Connector and additional lanes on the Lougheed Highway. Maple Ridge Councils have
also invested significantly in transportation related projects. In the past decade alone over $30
million has been expended to upgrade and improve the transportation system in Maple Ridge and
this does not include private investment through development.
Notwithstanding these investments motorists will seek to find the path of least resistance which can
lead to an impact on local streets and neighbourhoods. In Metro Vancouver this manifestation has
led to municipalities adopting and implementing traffic calming measures. These measures are
intended to slow or reduce motor -vehicle traffic in order to improve the living conditions for local
residents as well as to improve safety for pedestrians and cyclists and in some cases equestrian
traffic.
According to Census Canada the population in Maple Ridge has increased by approximately 13,000
people over the past decade. ICBC report an additional 18,000 registered vehicles in this area over
the same period of time. In recognition of the potential challenges managing traffic demand the
District prepared the Neighbourhood Traffic Management Practices document in 2004 and has used
that document to guide requests for traffic calming requests throughout the District.
The Neighbourhood Traffic Management Practices document identifies a range of approved
measures for traffic calming and sets out a process to facilitate requests from neighbourhoods that
starts with education, then enforcement and finally the consideration and development of
engineered, physical measures. The document has provided a reasonable framework since its
inception although at that time certain measures such as vertical deflection (for example, speed
humps) were not included in the document. In the intervening period, traffic calming approaches in
municipalities have increasingly utilized vertical deflection measures. Through the spring of this year
staff will work with representatives from the emergency response services to review the most
appropriate vertical deflection measures for consideration within the District.
4.2
- 1 -
In 2011 Council received reports on three areas within the municipality that had brought traffic
related issues to the District's attention. Copies of the staff reports are attached for reference.
These include
• 124 Avenue
• River Road
• 132 Avenue.
In the 2012 Business Plan, Council approved funding to work with these neighbourhoods to pursue
appropriate methods to address the traffic -related issues. This report outlines the overall traffic
calming process as well as the proposed process for working through those issues with the local
residents.
RECOMMENDATION:
That the report entitled "Traffic Calming Practices - Update" dated February 20, 2012 be received
for information.
BACKGROUND:
Traffic calming originated in Europe in the 1970s and is now an accepted, if not fully understood
field of study throughout Canada and the USA. In 1998 the Transportation Association of Canada
published the "Canadian Guide to Neighbourhood Traffic Calming" to provide consistent guidelines
for the consideration and implementation of traffic calming measures in Canada. The Guide defines
traffic calming as:
..the combination of mainly physical measures that reduce the negative effects of motor
vehicle use, alter driver behavior and improve conditions for non -motorized street users.
In 2004 the District of Maple Ridge developed, as part of the Safer Cities initiative the
"Neighbourhood Traffic Management Practice" document as a framework to evaluate, administer,
prepare and implement neighbourhood traffic calming requests. The Neighbourhood Traffic
Management Practices identifies a range of approved measures for traffic calming and sets out a
process to facilitate requests from neighbourhoods that starts with education, then enforcement and
finally the consideration and development of engineered, physical measures.
Whilst the 1998 Canadian Guide to Neighbourhood Traffic Calming document includes some 25
traffic calming measures it is important that the correct measure be implemented to address the
specific issue in the neighbourhood as the installation of popular, but unsuitable traffic calming
measures can exacerbate the issue by polarizing the neighbourhood or displacing the issue onto
adjacent streets. In some instances other communities within the Lower Mainland the use of
improperly designed traffic calming measures or lack of neighbourhood involvement has resulted in
the ultimate removal of traffic calming devices.
The District's overall transportation network is based on a hierarchy of local, collector and arterial
roadways: locals that allow vehicles to move through neighbourhoods, arterials that move large
volumes of traffic through the community and collectors that act as the bridge between the other two
classifications. Traffic calming is implemented to address neighbourhood concerns and thus
focused upon local and collector roadways. Typically traffic concerns on arterial roadways are more
adequately addressed through a transportation -based corridor analysis.
-2-
DISCUSSION
1. District Neighbourhood Traffic Management Practice (NTMP)
The District's Neighbourhood Traffic Management Practices document was created in 2004 through
the Safer Cities initiative with ICBC to provide a framework to evaluate, develop and implement
traffic calming plans as requested by residents. To ensure that traffic calming is warranted the
NTMP lays out a process that focuses on education, enforcement and lastly engineering evaluation
before proceeding on to design and physical installation of traffic calming devices if deemed
appropriate.
Phase I
Education
Upon receipt of a request for traffic calming in a neighbourhood the District will first consider a
community education campaign that may be undertaken with neighbourhood groups or school
PACs and may include utilizing the Speedwatch program. The intent is to raise awareness of the
potential issue within the affected neighbourhood.
Enforcement
Having raised awareness in the community, and if the issue remains then the District will work
with the RCMP on an enforcement program. The benefits of speed enforcement are somewhat
short term and can be costly if undertaken on an extended basis. If the problem persists then it
is necessary to advance the process through to consideration of physical devices.
Engineering, Evaluation
Before commencing a detailed investigation and design it is necessary to ascertain if the traffic
surpasses a threshold above which traffic calming would be considered, based upon vehicle
speed, volume and cut -through traffic. Data on traffic volumes and speeds is gathered by
installing traffic counters on site for approximately one week. Having determined that there is a
valid concern then that information is forwarded to the neighbourhood to confirm or evaluate
their interest in further considering traffic calming by moving to the plan development phase.
Phase II
What is the Issue?
Case studies of failed traffic calming installations often point to an underlying problem that has
not been addressed or actually made the situation worse. Vehicle speed and volume are the
most common issues that neighbourhoods seek to address but a measure suitable to resolve
speed concerns may not work if applied in an effort to reduce traffic volumes. Likewise,
improperly applied traffic calming measures may push vehicles onto adjacent streets in the
neighbourhood.
The neighbourhood concern may be rooted, not necessarily in traffic but around a lack of
roadway continuity, lack of sidewalk connectivity or personal safety. Any such issues if drawn out
will better ensure that an appropriate solution is developed.
-3-
Develop potential Solutions
The District will retain a design consultant to develop a preliminary plan, with options as required
for specific locations if deemed appropriate.
Public Consultation
Seeking input from the affected neighbourhood is critical to the successful development of traffic
calming installations to build the sense of inclusiveness. Where possible options or suggestions
can be incorporated into the design.
It is also necessary to seek feedback from external agencies such as emergency services and
Translink if on a bus route.
Phase III
Design and Implementation
The design will be developed based upon the supported concept. A temporary installation may
be constructed for a trial period to confirm they are appropriate for the location before the final
device is installed.
2. Proposed Review and Update for Neighbourhood Traffic Management Practices
The current Neighbourhood Traffic Management Practices document was developed in 2004 and it
is appropriate that the document be updated to reflect changes in certain elements and constraints
such as the Fire Department structure, available funding and recent advances in traffic calming
practices. As an example, speed humps were not included in the original Neighbourhood Traffic
Management Practices, in part due to the largely volunteer Fire Department at that time and
concerns around slower response times associated with the speed humps. This is still a valid
concern but staff would work with emergency services personnel to consider possible alternatives
such as speed cushions. In addition, the District's 2012 - 2016 Financial Plan does include annual
allocations for traffic calming.
The District has retained a traffic engineering consultant to update the Transportation Plan and since
the same company authored the Neighbourhood Traffic Management Practices in 2004 it is
envisaged that they would also be able to undertake the revision of the Neighbourhood Traffic
Management Practices document.
3. Specific Locations for Consideration
Currently there are three sites within the District where traffic calming interest has been expressed:
• River Road, from 207 Street to Carshill Street
• 124 Avenue (Shady Lane), from Laity Street to 216 Street
• 132 Avenue, from 224 Street to 232 Street.
3.1 River Road
Classified as a collector road, the portion of River Road under consideration extends east
from 207 Street to Carshill Street. A report to Council dated September 19, 2011 outlines
the detailed history of the River Road Storm Sewer Project and a copy of that report is
attached for reference.
IL!
The September 19, 2011 report outlines the actions to be undertaken to address the
concerns on River Road as:
• Appropriate traffic calming measures, based upon the District's practices to be
designed for River Road;
• 'These measures are to be developed with and communicated to the residents for
input and feedback.
• Traffic calming measures to be brought forward as part of the 2012-2016
Business Plans for consideration.
3.2 124 Avenue
The history of the work completed on 124 Avenue in 2011 was detailed in a report to
Council on October 24, 2011, a copy of which is attached for reference. In that report it is
noted that traffic calming for 124 Avenue cannot be examined in isolation of other
adjoining streets in the neighbourhood. It is foreseeable that traffic calming measures
introduced on 124 Avenue could result in the manifestation of traffic issues on 123
Avenue. In other words, the examination of traffic calming on 124 Avenue must take into
account a broader area.
The October 24, 2011 report identifies the actions to be undertaken to address the 124
Avenue concerns as:
• Construct sidewalk and drainage improvements. (Completed)
• Initiate and develop a process for a comprehensive neighbourhood traffic
calming plan;
• Staff will be reviewing the funding of possible traffic calming measures as part of
the 2012-2016 Business Plan.
3.3 132 Avenue
A report was presented to Council on November 7, 2011 outlining the issues identified by
residents along the 132 Avenue corridor and adjoining streets from 216 Street to 232
Street. The Alouette Valley Association has developed a recreational roadway proposal and
staff has committed to working with the residence to examine this proposal and develop
short medium and long term projects that could be realistically implemented within the
context of the District's overall financial plans.
The November 07, 2011 report summarizes the next steps to address the concerns on
132 Avenue as:
• Continue to meet with the Alouette Valley Association to discuss concepts for a
multi -use path and traffic management measures;
• Staff will develop a plan initiating a comprehensive traffic analysis followed by
appropriate traffic management strategies and measures.
• Staff will be reviewing the funding of possible traffic calming measures as part of
the 2012-2016 Business Plan.
Of the three locations listed above 124 Avenue and River Road are candidates for considering traffic
calming given their respective local and collector road classifications and the process would follow
the stages identified in the Neighbourhood Traffic Management Practices document as broadly laid
out above.
-5-
The 132 Avenue roadway is an arterial classification and as such will be considered from a corridor -
management perspective where different measures may be considered to reflect the different
functionality. A range of strategies will be developed to consider the short-term, medium -term and
ultimate configurations of the 132 Avenue corridor.
Upon consideration and development of the traffic management strategies for the three locations
noted the findings will be brought back to Council.
4. Schedule
The intent is to review and update of the existing Neighbourhood Traffic Management Practices
document by the end of April, 2012 for presentation and subsequent adoption by Council. In
addition staff will begin the process of engaging the residents on the three streets listed above in
March, 2012.
5. Financial Implications
The 2012-2016 Financial Plan identifies $500,000 for traffic calming in 2012 with $90,000
annually thereafter.
CONCLUSION:
The existing Neighbourhood Traffic Management Practices document prepared in 2004 is still a
viable document but should be updated to reflect changes that have occurred in the intervening
period. Likewise there have been a number of significant transportation elements constructed since
the creation of the original Transportation Plan in 2003 so that plan should be updated accordingly.
Prepared by: David Pollock PEng.
wunicigal Ender
Approved Frank Quinn, MBA, P.E
CWi: Public WQrks & evel mentServices
Concurrence: J. (!im) Rule
Chief Administrative Officer
Attachment -
Appendix A -Neighbourhood Traffic Management Practice (2004)
Appendix B - Previous Reports to Council
River Road Storm Sewer, September 19, 2011
-124 Avenue Construction Update and Traffic Calming, October 24, 2011
-Alouette Valley Association Proposal for 132 Avenue (216 Street to 232 Street), November
07, 2011
III
I_190101117EI_1
NEIGHBOURHOOD TRAFFIC MANAGEMENT PRACTICE (2004)
-7-
NMPLE RIDGE
Incoqx)rated 12) Septemh'--r, 187/4
EIGHBOURHOOD
TRAFFIC MANAGEMENT PRACTICE
1880.0010.IG / May 2004
URBAN".'-
#2353 13353 Commerce Parkway
Richmond, BC, V6V 3A1
Phone: (604) 273-8700
Fax: (604) 273-8752
District of Maple Ridge
MAPLE .RIDGE
I
in.j) xgrr1L.J 1I:x!�,[enoNr,1k74
TABLE OF CONTENTS
Neighbourhood
Traffic Management Practice
SUMMARY................................ 9-1mv......... ...,.... ................................................. II
1.0 INTRODUCTION....................................................................................... ff.. 1
2.0 WHY CONSIDER NEIGHBOURHOOD TRAFFIC MANAGEMENT? ................. 4
3.0 SCOPE OF NEIGHBOURHOOD TRAFFIC MANAGEMENT ............................. 7
4.0 ADMINISTRATION OF NEIGHBOURHOOD TRAFFIC MANAGEMENT....,... 11
4.1 MANAGING REQUESTS...............................................................................I......11
4.2 DEFINING AND PRIORIMING AREAS....................................................................13
4.3 FUNDING......................................................................................................15
4.4 STAFF RESOURCES..........................................................................................16
5.0 DEVELOPING TRAFFIC CALMING PLANS ................................................. 18
5.1 PRINCIPLES OF TRAFFIC CALMING.......................................................................18
5.2 THE PROCESS................................................................................................20
5.3 AGENCY CONSULTATION IN THE TRAFFIC CALMING PROCESS,.....................................25
5.4 SCHEDULE....................................................................................................26
5.0 IMPLEMENTATION.................................................................................... 28
6.1 ❑ESIGN, CONSTRUCTION & MONITORING.............................................................28
7.0 TRAFFIC CALMING MEASURES................................................................. 30
7.1 MEASURES CONSIDERED FOR USE IN MAPLE RIDGE.................................................30
7.2 MEASURES NOT RECOMMENDED FOR USE IN MAPLE RIDGE........................................36
7.3 DESIGN NOTES..............................................................................................37
APPENDICES
Appendix A Expanded Traffic Calming Process
Appendix B Data Collection Guidelines
This report is prepared for the sole use of the District of Maple Ridge. No representations of any
kind are made by Urban Systems Ltd. or its employees to any party with whom Urban Systems
Ltd. does not have a contract.
Page i p R �.,. .—
1880.0010.1G /May 2004 i{ g .i .CtB�#.iN -.l ?�,__; ........, . . `
\\mr.corp\dots\Eng\01-Admin\0340-Ciro -Manuals-Policy-Templates\50-Policies-Procedures\Traffic_Management\Neighbourhood_Trafflc_Mai
District of Maple Ridge
MAPLE RIDGE
iru�ir}Y�retrK3 L-`•-C�iemi�a,1�•9
SUMMARY
Neighbourhood
Traffic Management Practice
Neighbourhood traffic issues — such as high traffic volumes, short -cutting, and speeding —
are a growing concern for many residents in the District of Maple Ridge. To demonstrate
its commitment to providing effective and successful traffic management plans for its
neighbourhoods, and as part of the ICBC Safer City initiative, the District chose to
develop a comprehensive strategy to address neighbourhood traffic management through
a Neighbourhood Traffic Management Practice. The Practice provides the District with a
"made -in -Maple Ridge" approach to developing and implementing traffic management
plans that are requested and initiated by the community. These plans generally include a
range of initiatives and physical measures, such as awareness, education, enforcement,
and traffic calming. The Practice is tailored to meet the community's needs and reflects
the current scope of issues within the municipality. It is anticipated that this approach
may evolve over time as residents' experience with traffic management grows.
The Neighbourhood Traffic Management Practice describes the District's approach to:
• Administration of traffic management to ensure a fair and equitable approach to
managing this issue that also reflects the available resources of the District. The
Practice outlines the District's approach to dealing with key issues, such as resident
requests for traffic management, defining and prioritizing neighbourhoods in which to
prepare plans, and funding the development and implementation of traffic
management. The Practice also outlines several approaches to traffic management
that could be used within the District, such as awareness, education, and enforcement.
In most cases, these approaches emphasize the involvement of community members
as key players in the traffic management process.
• Development and implementation of successful traffic management plans,
based on the experiences of other communities and what will work best for Maple
Ridge. The Practice outlines the District's approach to the preparation and
implementation of traffic management plans, and describes what devices will and will
not be considered in the District.
Administration
The following discussion highlights the District's approach to administering the process
of traffic management.
• Responding to public requests. Even with a commitment to developing
neighbourhood traffic management plans, the District has chosen to define a
customer -friendly process for informing the community on how neighbourhood
traffic issues are to be dealt with and on the process of traffic management. In
general, the recommended process provides residents with a clear means of defining
Page ii
1880.0010.1G /May 2004 U R B A N S`61 I :+S.
\\mr.Corplda[sLEng1S11-14dmin1D34p�rCs-Manuals-PoIKyT4mp]a�15i}PWI[les-Pr4rRdureslTralfl�ManagemenSl�Fh��� Ti21fr_hfa�
District of Maple Ridge
E .. Neighbourhood
RIDGE12ISLvi ihT,1V4
�` Traffic Management Practice
neighbourhood traffic issues and monitoring how and when these concerns may be
addressed. Figure 1 below illustrates this process.
Figure 1: Administering Public Requests for Traffic Management
Respond to
Initiate Traffic
Receive & Traffic Yes Request &
Consider
Management
Record Managemenr Provide
Other
Process over
Request lssue7 Informational
Approaches
time
Materials
No Identify those responsible
to address
Respond to
• Operations
Request
• Planning
• Other
• Defining and prioritizing study areas. Upon consideration of all identified
traffic -related concerns and requests, the District will define neighbourhood study
areas, as necessary, in which to undertake full traffic management studies. Study
boundaries will be carefully defined to include those identified neighbourhood traffic
issues and any corresponding areas that will also be impacted by a potential traffic
management plan. As the number of requests grows, the District will want to
objectively prioritize neighbourhoods on an annual basis according to the evaluation
system outlined in Table 1 below. Those neighbourhoods with the highest overall
points will be considered highest priority for traffic management projects.
Table 1: Ranking of Neighbourhood Traffic Management Projects
Criterion
Points
Basis for Point Assignment
Speed
0 to 50
9 -percentile speed of traffic on the primary road. Two points
will be allocated for every kilometre per hour that the 85th-
percentile speed is over the posted speed limit, based on speed
reader board information supplied by applicant and/or police, up
to 50 points.
Volume
0 to 50
Average daily traffic volume on the primary road. One point will
be allocated for every 100 daily vehicles, based on traffic count
data from the speed reader program or municipal collection, up to
50 points.
Vehicle Collisions
0 to 25
Average number of vehicle collisions per year over the past three
years, based on police reports. Five points will be allocated for
each collision in an average year, up to 25 points.
Elementary Schools
0 to 10
Five points assigned for each school zone along the primary
street up to 10 points.
Road rehabilitation
0 to 10
Ten points assigned if rehabilitation project is planned for the
projects
primary street, during which traffic management measures could
be implemented.
Pedestrian Generators
0 to 15
Five points assigned for each public facility (such as parks,
community centres, libraries, and high schools) that generates a
significant number of pedestrians on the primary street, up to 15
points.
Page Hi s �[
1880.0010AG /May 2004 V RBAN - ] i ; .: I_ i`;` I _
\\mr.corp\das\Eng\01-Ad min\0340Lires-Manuals-Policy-Tenuplaces150-PoletiPS-PIOCedweslTrdffi�MerWgemin[uJelghFrourhaaA_T�afR� Mai
District of Maple Ridge
Neighbourhood
MAPLE RIDGE i_- Traffic Management Practice
fri�vIl.vFJW L'_�temlm'.]574 g
Criterion
Points
Basis for Point Assignment
Safe Route to School
0 to 5
Five points assigned for a designated safe route to school on the
rima street.
Bicycle Routes
0 to 5
Five points assigned if the primary street is a designated bicycle
route.
Transit Routes
0 to 5
Five points assigned if the primary street accommodates transit
service.
Pedestrian Facilities
0 to 5
Five points assigned if there is no continuous sidewalk (wide
shoulder in rural areas) on at least one side of the primary street.
Roadway Geometry
0 to 5
Five points assigned if locations of poor road geometry are known
to exist on the primary street.
Total Points Possible
185
Funding. As the District does not currently have a Traffic Management Program,
additional staff and financial resources will be needed for:
— Plan development using internal and/or external resources that will involve the
community in addressing neighbourhood traffic concerns.
— Implementation of approved measures, which includes design and construction of
neighbourhood traffic calming measures.
-- Monitoring programs to measure the effectiveness of the traffic management
solutions that are implemented, and to make adjustments as necessary.
— Operations and maintenance requirements that may increase slightly as a result of
traffic calming measures.
The District of Maple Ridge does not currently fund traffic calming projects. Based
on experiences in other communities, personnel and funding requirements can be
extensive, and the District's commitments need to be managed in this regard. The
additional costs to develop, implement, monitor, and maintain neighbourhood traffic
management in the Maple Ridge will be supported through the appropriation of
general tax revenues, which will be reviewed on an annual basis. Consistent with the
Community Charter, there may be opportunities to use the local improvement
program and the specified area approach in the event that neighbourhood groups
come forward willing to partially fund the implementation of traffic management
measures within their communities.
Development and Implementation
The recommended approach to developing and implementing traffic calming in the
District of Maple Ridge is briefly described below.
• Study process. Recognizing the extent of neighbourhood traffic issues today and
the resources of the municipality, the District will use a streamlined process with
community involvement for developing plans. This three-phase process is illustrated
in Figure 2 and briefly highlighted below.
Page iv p h
1880.0010.1G /May 2004 V �T RB-A-lr �r , 1 Y � T [I'JI�,
\\mr.corpldoc5lEnglaf �minlp349-Gr�S•h7anaa15-Policy-Templates154�'dir:ies-YrocedureslTraftl�ManagcmentlNeughuovrhoed_TraRl[_hfOF
District of Maple Ridge
Neighbourhood
MAPLE RIDC_ Traffic Management Practice
Figure 2: Neighbourhood Traffic Calming Process
STAGE 1 - Gauging
I STAGE 2 - Developing I
STAGE 3 - Plan
Community Interest
i
the Plan
i
Approval
Initiate Traffic
I
I
Collect
I
l
Submit Plan to Refine Plan
Calming Plan
I
�
Data
1
Council
Community
{
i
Potential
I
i
Letter)
Solutions
Questionnaire
I
I =
Collect
I
I
I E
Council
Approval? No
l
Community
Preliminary
I
Letter
I
Data
I
I
t
I
I
Yes
Community Yes
I
I
I i
Community
I
I
YeS I
Interest?
I E
I
Support?
I E
I
I
i Major
I
Minor ;
No
I Changes
I
No
Changes;
Respond to
I[
I ..............
Refine Plan
I [
F""
Request(s)
I
I
— Gauging community interest — This phase of the process involves preparatory
activities and initiatives to increase awareness of the study, as well as gauging
community interest in developing a plan.
— Developing the plan — This phase of the process involves a thorough review of all
identified neighbourhood traffic concerns, data collection, and plan development
with input and feedback from the community.
— Plan approval — The final plan is presented to Maple Ridge District Council for
approval and funding. Additional revisions may be necessary to address
outstanding concerns.
• Traffic calming measures that may be considered for Maple Ridge are
identified based on experience in other communities and the desires of staff and
Council. Table 2 below summarizes the potential applicability of desired traffic
calming measures, as well as other considerations, such as transit and emergency
response routes. As shown in the table, some measures may be suitable for local
and/or collector roads, but may not be suitable for use if those roads are designated as
emergency response routes and/or transit routes.
Page v 1880.0010AG /May 2004 V Rsr -- �r
-
\\mr.corp\dots\Eng\01-Admin\0340-Cires-Manuals-Policy-Templates\50-Policies-Procedures\Traffc_Management\Neighbourhood_Traffc_Mai
District of Maple Ridge
~t! Neighbourhood
NIA.PLE RIDS Traffic Management Practice
Il o xrrrlod l19N
Table 2: Applicability of Traffic Calming Measures in Maple Ridge
Road Classification
Other Considerations
Local
Collector
Emergency
Response
Transit Routes
Roads
Roads
Routes
Vertical Deflection
• Sidewalk Extension
✓
X
X
✓
• Textured Crosswalk
✓
✓
✓
✓
Horizontal Deflection
• Chicane (one -lane)
✓
X
X
X
• Curb Extension
✓
✓
✓
✓
• Curb Radius Reduction
✓
✓
✓1
X
• On -Street Parking
✓
✓
✓
✓
• Raised Median Island
✓
✓
✓
✓
• Traffic Circle
✓
✓
X
X
• Road Diets
✓
✓
✓
✓
Obstruction
• Directional Closure
✓
✓
X
X
Raised Median Through Intersection
✓
X
X
X
• Right-In/Right-Out Island
✓
X
X
X
Signage
• Right -/Left -Turn Prohibition
✓
✓
✓
✓
• Traffic Calmed Neighbourhood
✓
✓
✓
✓
• Information Signage
✓
✓
✓
✓
Key
✓ - suitable X — not suitable
I Only where traffic volumes are low.
Implementation of the approved plan involves the phasing and design of traffic
calming measures, as well as defining a monitoring program subsequent to the
installation of measures. It is recommended that temporary measures be considered
where possible to confirm their effectiveness and that monitoring programs be put in
place to examine the performance and impact of the measures.
Page vi 7
1880.0010.1G /May 2004
\\macorp\do \Eng\O1-Ad min\0340Lires-Manuals-Policy-Templates\50-Policies-Procedures\Traffc_Management\Neighbourhood Traff¢_Mai
District of Maple Ridge
Neighbourhood
f Traffic Management Practice
1.'. `_H't�tetn lkr. 3 hi1
1.0 INTRODUCTION
As the population of the Maple Ridge continues to grow, resident concerns regarding
neighbourhood traffic issues are increasing. In particular, residents in some areas of the
District have become concerned about the impacts of frequent occurrences of speeding
and short -cutting traffic on the quality of life within the community.
In an effort to discourage undesirable traffic patterns and/or unsafe travel behaviour,
many municipalities have responded by implementing traffic management strategies, one
component of which is typically traffic calming. Other components that form an overall
neighbourhood traffic management strategy include community awareness, education,
and/or enforcement programs. Consideration of these other components is an important
aspect of an overall traffic management strategy for the municipality.
Although traffic calming is viewed as a favourable and effective strategy to manage
neighbourhood traffic issues in most communities, some municipalities have only created
more problems for themselves in the process of trying to apply traffic calming on their
streets. These problems may stem from not verifying or fully understanding the nature of
the problems or implementing traffic calming measures on a street -by -street basis, which
can have negative impacts on adjacent streets due to spillover effects.
In conjunction with the Safer City initiative being undertaken by the District and ICBC,
Maple Ridge has chosen to develop a Neighbourhood Traffic Management Practice as a
proactive means of administering, preparing, implementing, and maintaining
neighbourhood traffic management. Other communities have found that the Practice lays
the framework that may evolve as the District's experience with (and potentially the
community's demand for) neighbourhood traffic management grows. Without a clear
Practice, fundamental issues are difficult to manage, ranging from which neighbourhoods
are considered for traffic management to dealing with issues of liability through standard
design of traffic calming measures. It is important to emphasize, however, that the traffic
management program will generally be driven by the community through the
identification of issues and potential solutions.
This document is separated into seven sections, as follows:
• Section 1.0 — Introduction. This section identifies the primary rationale for the
preparation of the Neighbourhood Traffic Management Practice and highlights the
contents of the document.
• Section 2.0 — Why Consider Neighbourhood Traffic Management?
This section of the Practice describes the common reasons why most municipalities
choose to implement neighbourhood traffic management, as well as some of the
specific objectives of such a program.
Page 1 j �.-.F �..:.
1880.0010AG / May 2004 URBANLY -- -1'
1�mrcorpldoCSlErig101-Admin1434tl-Llres•i"lanuals-Policy-Templat�l5g-PoliCks•Procedures%Trsffk_Managemen"eighbourhood Traffic_Mai
District of Maple Ridge
C;
Neighbourhood
Traffic Management Practice
Section 3.0 — Scope of Neighbourhood Traffic Management. The third
section of this Practice outlines the range of approaches to traffic management that
could be used within the District. In some cases, traffic calming devices may not be
the preferred or most appropriate solution to traffic -related concerns within a given
neighbourhood. This section identifies three "alternative" approaches to
neighbourhood traffic management.
Section 4.0 — Administration of Neighbourhood Traffic Management.
This section provides the administrative framework for the management of the traffic
management process in the District of Maple Ridge. It identifies an approach for
dealing with residents' requests for traffic management, presents a framework for the
identification and prioritization of areas for traffic management, and suggests how
traffic management planning and implementation should be funded within the
District.
Section 5.0 — Developing Traffic Calming Plans. This section outlines a
three -stage process for the preparation of neighbourhood traffic calming plans in the
District of Maple Ridge, based on a number of guiding principles set out in Section
5.1.
• Section 6.0 — Implementation. This section describes the activities involved
in the implementation and monitoring of traffic calming measures.
Section 7.0 — Traffic Calming Measures. This section of the Practice
discusses the applicability of various traffic calming measures to meet the needs and
conditions of the District of Maple Ridge. The section also includes a discussion of
those traffic calming measures not recommended for use in Maple Ridge.
The Canadian Guide to Neighbourhood Traffic Calming was prepared for the
Transportation Association of Canada and the Canadian Institute of Transportation
Engineers in 1998, and provides consistent guidelines for the implementation of traffic
calming measures throughout Canada. Rather than replicate the information contained in
the Guide, the Neighbourhood Traffic Management Practice provides additional
information specific to conditions in Maple Ridge, such as objectives for traffic
management, the applicability of various traffic calming devices to conditions in Maple
Ridge, approaches to implementing traffic calming measures, and a means of soliciting
community input regarding traffic management. The Neighbourhood Traffic
Management Practice is also intended to update some of the information from the Guide
pertaining to recent innovations and the latest treatments.
Although the Practice contained within this document has been developed for the
successful planning and implementation of traffic management solutions specifically
Page 2 —,
1880.0010.1E / May 2004 V RBA- S" f ..J l _ =�v �a
\\mr,[nrpldq[51Eng101-Adminld34g-Clr[5•Manvals-Policy-Templa[e5150•Poll�s-ProCetlureS iYrettle ManagementlNeignLpuMppd_Traffc_MBi
District of Maple Ridge
!F
MAPLE MIDGE l
jnur Vcatni ]-2'X'PUMItr ,PEG'
Neighbourhood
Traffic Management Practice
within Maple Ridge, it was developed based on a review. of similar traffic management
policies and programs in the following BC and US communities:
• Kamloops
• Whistler
• Vancouver
• North Vancouver City
• North Vancouver District
• Delta
• Coquitlam
• Saanich
• Kelowna
• Seattle, WA
• Bellevue, WA
• Portland, OR
• Berkeley, CA
• Ventura, CA
• Boulder, CO
• Fairfax, VA
The emergency service providers in Maple Ridge (police, fire, ambulance) were fully
involved in the development of this Practice and provided important input to the final
document. With fire services in particular, Maple Ridge is in a unique position in that
many of its fire fighters are volunteers. The current Practice reflects the fact that response
times for Maple Ridge fire fighters include time for volunteers to get to the fire stations
and time to drive to an alarm, and that overall response distances are generally higher
than in other municipalities. As such, specific measures that would significantly effect
response times for fire services are excluded at this time.
The Practice also reflects the difficulties in educating a broad range of volunteers on the
location of traffic management devices throughout the municipality, particularly
considering that different people may be driving the District's fire trucks from day to day.
To address this in future and to allow a broader range of traffic calming devices to be
considered for local streets, the District may wish to develop a network of designated fire
response routes along which certain physical traffic management devices that would
significantly affect response times would not be considered.
Page 3
1880,0010.1G / May 2004 �+ RB N J,�S ��IfS^
llm+.mrp`doc51Eng1D1-Adndni0340-Gres-Manua3s-policy-temp]aia154Po3icles•Prxedur�lTralfl[_M19anagemen[1�+9T�urhood Tra1FC_Mer
District of Maple Ridge
MAPLE RIDC"LNeighbourhood
lmxtr}x�r.i1� 1 I-' SVtan*'%u',1Kv�4 Traffic Management Practice
2.0 WHY CONSIDER NEIGHBOURHOOD TRAFFIC MANAGEMENT?
Before undertaking neighbourhood traffic management, the District should consider the
reasons that it is being considered. As well, the District will need to set out where traffic
management strategies will be considered. This section describes the primary reasons that
neighbourhood traffic management is undertaken in many communities, and describes
several specific objectives of it. This discussion provides the basis for other components
of the Neighbourhood Traffic Management Practice, described in subsequent sections.
In many communities, neighbourhood traffic management is undertaken for two primary
reasons that are of concern to residents, District staff, and other community members:
• Safety. Traffic management can make the streets safer for everyone, including all
road users — pedestrians, cyclists, motorists and others. Many neighbourhood
conflicts are the result of excessive speeds and motorist inattention the very
problems that traffic management can correct. For example, research has shown that
specific traffic calming devices can reduce collision rates significantly.
• Livability. Neighbourhood traffic management can help to preserve and enhance the
livability of the community by minimizing the negative impacts of traffic — noise,
pollution and visual intrusion. Attractively designed and landscaped traffic calming
devices can also enhance the streetscape, enhancing livability as a result.
It is intended that these broad goals be pursued in a manner that is consistent with the
new Transportation Plan. This means that neighbourhood traffic management would be
applied to improve safety and livability, while maintaining the effectiveness of the road
network — particularly arterial and collector roads — for transporting people and goods.
To address the above community issues, the specific objectives of neighbourhood traffic
management include:
• Minimize conflicts. Reducing conflicts between road users reduces the likelihood
of a collision occurring, thereby improving safety, particularly for pedestrians,
cyclists and other vulnerable road users.
• Reduce vehicle speeds. Speeds that are suitable for one type of road — a major
arterial road, for example — may be considered excessive on a residential collector
road or local street. Measures that decrease vehicle speeds help to reduce the
likelihood of a collision occurring, as well as the severity of collisions. Reducing
vehicle speeds also helps to improve the livability of a community by reducing noise
and other negative impacts of traffic.
Page �•
6 RBANE'Y pp I�
1880.0010.1G /May 2004 �-• � EII'' �L7r.
Ilrra.mrpldxslEnplpl•Adminli134L]-Cuts-Manuals�olicy Tempiatc5150-PWldeS-PrCCe6urc51Trdffr.,M2nageriYhilNe�ghLpurTiood_7re11i[_hta�
District of Maple Ridge
Neighbourhood
MAPLE RIDGE
12',-ptenAvr.1K%4 Traffic Management Practice
Discourage through traffic on local residential streets. Local streets are
primarily intended for access to properties, rather than for accommodating through
traffic. Reducing through traffic helps to improve safety by reducing the potential for
conflicts, and helps to improve livability by reducing noise and other negative
impacts of traffic.
■ Establish an ongoing process to address problems. New roads, additional
development and other changes may result in changes in traffic patterns and may
contribute to new traffic problems in the future. Establishing municipal policies and
procedures to monitor and review conditions will help to ensure that problems are
corrected as they occur. The Neighbourhood Traffic Management Practice also
provides an opportunity to address neighbourhood aesthetic needs through a
community -driven process.
■ Allocate funds cost-effectively. Ensuring that the costs of neighbourhood
traffic management are minimized and that the most cost-effective solutions are
implemented will mean that initiatives can be pursued as quickly as possible
throughout the community and that other transportation improvements will not be
unnecessarily deferred as a result of neighbourhood traffic management plans.
In general, there are two levels at which traffic management can be undertaken to
enhance safety and livability. First, as described above, traffic management may be
implemented within defined neighbourhoods. This generally involves programs and
measures to discourage speeding and short -cutting on local streets. In many cases, this
involves the installation of physical devices that force motorists to slow down. Secondly,
traffic management may be undertaken on major roads on the periphery of
neighbourhoods. This approach is usually designed to address different issues than those
found within neighbourhoods, but typically involves the implementation of corridor
management techniques to preserve or enhance mobility along the arterial and collector
road network. Although the ultimate goal may be slightly different, corridor management
on the major roads often discourages motorists from using the local road network for
short -cutting, which is one of the specific objectives of neighbourhood traffic
management.
To date, neighbourhood concerns with safety and livability are a more pressing issue in
Maple Ridge, although there is some interest in traffic management on a few arterial
roadways. The Neighbourhood Traffic Management Practice for Maple Ridge provides a
process for undertaking traffic management programs within local neighbourhoods of the
District, but does not provide a process with regard to major roadways (i.e., Major Road
Network and municipal arterials).
Maple Ridge is a growing community. As the municipality grows, there will be
opportunities to incorporate traffic management features into the design of new
Page 5 ri
V RBA S T S E
1880.0010.1G /May 2004
\\mr,Carpldocs�Enplpl-Adm1n1p39p�Jres-Manuals-Poliry Templates150•Pollries�rocetEureSlYraTilc_ManayemeM.WeiphhCurTPDd Tralilc.Mar
District of Maple Ridge
Neighbourhood
MAPLE RIDGE Traffic Management Practice
Iri�s)r} ,ikd In Seplembcr I 4 9
neighbourhoods from the outset. In this regard, this Practice focuses on traffic
management within existing neighbourhoods, rather than within new developments. In
terms of traffic calming, this will generally involve retrofitting existing local streets with
calming devices. This Practice does not preclude the provision of traffic management in
new neighbourhoods. Instead, there will be opportunities to incorporate features at the
outset in new areas subject to the development of appropriate roadway design standards.
Page 6 L _•. ,Cp cam
1880.0010.1G / May 2004 URBAN-1 i _,I L : '.Da
llmr.mrDWps1En410i-,4drr:n�4340-Gros-nfanuaK-adicvTemWa[es150PWi[ies•prat-e�ureslTraff[_Mane9emen[�NerQhbolrrhoa�7ratti[_hSaV
District of Maple Ridge
MAPLE RIDGE
Irks.,t}t,r,t�+l I_' k-plrmltr.l! %•I
Neighbourhood
Traffic Management Practice
3.0 SCOPE OF NEIGHBOURHOOD TRAFFIC MANAGEMENT
Neighbourhood traffic management encompasses a range of initiatives and measures that
may be implemented to enhance the safety and livability of neighbourhood streets. Only
one component involves the installation of physical measures to slow vehicles and
discourage through travel.
As illustrated below in Figure 3.1, the first stage of traffic management involves a range
of measures intended to make motorists more aware of their speed and the impacts of
short -cutting on the community — awareness, education, and enforcement. This stage is
typically undertaken before physical devices are considered and is often initiated and led
by the community itself in cooperation with municipal staff and police.
In addition, although not necessarily a component of traffic management in and of itself,
a preliminary evaluation of existing traffic conditions should be conducted to confirm the
issues being raised through the community. This evaluation will typically be undertaken
by District staff in cooperation with local residents.
Undertaking non -engineering measures first offers an opportunity for the community and
District to better understand the traffic issues within local neighbourhoods and to address
them in other ways before the District undertakes the preparation of a traffic calming
strategy. The following discussion highlights the primary components of neighbourhood
traffic management in more detail.
Figure 3.1: Stages of Neighbourhood Traffic Management
Stage 1
Stage 2
Awareness. In combination with educating the community, awareness can be a
significant factor to mitigating some neighbourhood traffic concerns. In particular,
where neighbourhood traffic issues are known to be associated with local residents
(e.g., speeding on local streets and cul-de-sacs), increasing awareness of the broader
community's concerns can help to discourage undesirable driving behaviour.
Page 7 1880.0010AG / May 2004 V RBpN SYSTEMS,
S,
��mr.[orp�tfo[SLfAg101•Admin1Q340-Gr[S'Flanuals•Pali[Y Yemplates�So-Palities�mtt�dureS�TralTlc_Manager nt%NeighboutoCO Traffic -Ma,
District of Maple Ridge
Neighbourhood
MRI APLE DGE Traffic Management Practice
Irk%gx�;:ilLzt i_ cxl�nLir 1�74 g
In some areas, local residents have developed lawn signs that encourage drivers to
slow down to protect children playing within the neighbourhood. As well, community
groups or volunteers have worked together with the local police force to implement
temporary neighbourhood speed display ("speedwatch") stations where volunteers
help monitor and display passing drivers' speeds.
Although there are currently few organized neighbourhood associations in Maple
Ridge, the District could encourage the formation of neighbourhood traffic advisory
groups as more complaints about traffic issues are brought forward. These groups
would be formed to monitor traffic -related concerns at a local level and to undertake
activities to increase awareness within the community. Although such groups would
be initiated and led by community members, the District could assist these groups in
undertaking awareness campaigns by preparing samples of informational material
that could be distributed through the community to raise awareness of residents'
concerns.
• Education. For some neighbourhood traffic concerns, embarking upon a
community education campaign may prove to be an effective means of control.
There are already many public education initiatives through the RCMP and ICBC's
Safer City Program related to traffic and road safety that may prove to be effective for
some neighbourhood concerns. For some areas, targeted educational campaigns may
be undertaken to educate drivers on certain traffic rules. For example, in areas where
crosswalk safety is a concern, the police, District, and/or ICBC may embark on a
campaign to educate motorists about priority rules for crosswalks.
Education campaigns may also be undertaken in cooperation with neighbourhood
groups. These neighbourhood groups could be used as an avenue for disseminating
educational materials. Volunteers from the neighbourhood could work with
authorities to design and implement educational programs.
The District may want to work with the RCMP and ICBC on the development of
educational materials and programs that could be used as part of Maple Ridge's
neighbourhood traffic management program. The District could then distribute these
materials as needed to neighbourhood groups that wish to undertake an educational
campaign to encourage motorists to drive responsibly.
• Enforcement. In some areas where neighbourhood traffic issues are associated
with external traffic (e.g., speeding through neighbourhoods), enforcement may be a
positive first step in traffic management. Although enforcement may have a positive
effect on speeding, it has two primary challenges. First, it is costly to implement and
resources may not be available to commit the level of enforcement desired by the
community. Secondly, it is not a permanent solution. Enforcement campaigns may
Page 8 ; r �7 A �►T T'l'f�TC A
1880.0010.1G / May 2004 LJ R B'l"1'i�l iJ i 57 i E E� ,
L Vnr-mrg5nocs1Eng161-Ad*nm103a0-C�rcs-ManuaPS-Pallry-7emp4les156Fnlf[ias-Piocedural7rat13C_NlsnapementlNeighOavrhpod_Traffc_Ma i
District of Maple Ridge
t., Neighbourhood
MAPLE RIDGE Traffic Management Practice
11'lllll}�C?1 �ami 12 - k'RIc yK 1.L.74 g
deter motorists from speeding for a short time during and after the program, but
problems will likely persist. In such cases, traffic calming devices are a permanent
solution and are also self -enforcing.
If enforcement is going to be undertaken as a first step, neighbourhood groups may
want to work with District staff and the RCMP to identify those locations where
speeding is perceived to be a problem and to develop an enforcement strategy to
discourage undesirable driver behaviour. The District may facilitate discussions
among the interested parties.
• Preliminary evaluation. An important component of the overall traffic
management process is to develop a preliminary understanding of the issues raised by
the community. In this regard, a preliminary evaluation should be prepared before
planning for any engineering measures is undertaken. This will ensure that traffic
management is justified before significant effort is invested in the process.
The following quantitative measures may be considered during the preliminary
evaluation. This following discussion is provided as general information on when
traffic management measures may be justified based on experiences in other
communities. It is important to note, however, that the values provided are not
intended to be prescriptive and should not be considered as guidelines or standards
for the evaluation of traffic management issues.
a. Speeding. Vehicle speeds should be collected over several days to determine
the 851h-percentile speeds within the neighbourhood. If the 85th-percentile
speeds are at least 5 km/h over the posted speed limit, then traffic
management may be justified. In rural areas of the District, higher thresholds
may be considered more appropriate.
b. Traffic volumes. Traffic volumes may be counted at the same time as speeds
are collected. Again, volumes should be collected over several days
(preferably at least a week) to ensure sufficient data are available. Generally,
traffic management may be considered if volumes are greater than 1,500-
2,000 vehicles per day on local streets and greater than 5,000-6,000 vehicles
per day on neighbourhood collectors.
c. Through traffic. Through traffic volumes may also be used to evaluate the
need for traffic management. The proportion of traffic travelling through a
neighbourhood is typically determined through license plate surveys at key
locations within a community. Generally, traffic management may be justified
if greater than 30% of traffic on local streets and 50% of traffic on collector
roadways is identified as through traffic (origin and destination outside
neighbourhood).
Page 9
1880.0010.1G / May 2004 URBAN
5YJ I � 1,' 5'
\\mr. corp\dots\Eng\01-Ad mi n\0340-Ci res-Ma nua Is-Policy-Templates\50-Policies-PrxLd ures\Traffic_Management\Neig hbou rhood_Traffic_Ma I
District of Maple Ridge
s: L
Neighbourhood
MAPLE RIDGE Traffic Management Practice
balgxnaled !_ Stvientm .1�:A g
• Traffic calming measures are the most permanent form of neighbourhood traffic
management because it involves the installation of physical devices on the road
network to discourage speeding and short -cutting through communities. Once all
other avenues of education and awareness have been undertaken by the community
and the problems identified could potentially be addressed by traffic calming, the
District will begin the process of developing a traffic calming plan with the
community.
Traffic calming can be highly effective at reducing speeds, discouraging short -
cutting, and improving safety within neighbourhoods. With some devices, it also
represents an opportunity to enhance neighbourhood aesthetics through landscaping.
Although this form of traffic management is the most requested by the public, it is not
without its challenges. In particular, traffic calming measures may not be the most
appropriate solution for all perceived traffic concerns. For this reason, a detailed
analysis of speed and volume data needs to be undertaken prior to implementing a
traffic calming plan. This analysis will give District staff the opportunity to evaluate
the potential effectiveness of traffic calming measures at addressing the real problems
that are occurring within the neighbourhoods. Much of this Practice outlines a
strategy for undertaking traffic calming in a fair and equitable manner that is
understandable to the residents of Maple Ridge.
Page 10 f
1880.0010.1G / May 2004 U R �T��,. Bh•N CjY_c, ' F 1' %'.
llrrx.[orpldaas>Fnglal-Atlmin1U740{�r[s-M17an�ak-pWicy-Template5159•Pall[Ies Pro[edureslTra�[_Hanagem tlNe4ibaurhood Tratf[_Ma�
District of Maple Ridge
J.
MAPLE IUD"E '
EnGnrE �rtuttl 12} temEir `: .1
Neighbourhood
Traffic Management Practice
4.0 ADMINISTRATION OF NEIGHBOURHOOD TRAFFIC MANAGEMENT
Prior to the preparation of any neighbourhood traffic management strategies, the District
will want to establish a clear administrative process that provides guidance on:
• Managing requests. How the District deals with requests for traffic management
from residents has an important effect on the success of the overall program. The
District will want to have a process for managing requests that is clear and fair, and
ensures that requests are handled promptly and objectively.
• Defining and prioritizing areas. The municipality will not be able to
implement traffic management strategies District -wide all at once. Over time, the
District will receive requests for traffic management from residents around the
community and will need to allocate funds to implement plans within specific areas
of the community based on priorities that are equitable and objective.
• Funding. The District will need to establish clear policies on how traffic
management strategies and measures will be funded as the program is undertaken.
As one of the important ingredients in the overall Neighbourhood Traffic Management
Practice, a clear and consistent administrative process that addresses all of the above
topics will contribute to the long-term success of the traffic management program in
Maple Ridge. This section addresses each of the above issues in more detail.
The administration of a Neighbourhood Traffic Management Program requires a
commitment of staff resources by the municipality. Section 4.4 briefly highlights those
aspects of the program in which staff will be involved.
4.1 Managing Requests
One of the biggest frustrations for residents can arise after they submit a request for
improvements, and the District does not acknowledge that request. Because not all
residents will be familiar with the traffic management process, the District needs to
establish a process for dealing with public requests for traffic management that is fair,
prompt, and objective. This will ensure that the process is:
• Oriented to customer service
• Clear on the status of residents' requests
• Designed to ensure that the issue(s) being raised can be addressed through traffic
management, or that the issue can be dealt with through other programs
Figure 4.1 outlines the recommended process for the District to follow when handling
incoming neighbourhood concerns that are traffic -related.
Page it
1880.0010.1G / May 2004 U RBA N-SYSTR ",_ ,
%lMr.corp�docs�Eng�91-Rtlm1n10340{5ra•Manuag�Polrcy TempWteSL50-Polldes-P[ocedu7s17rxlfle_M1WnapementlNe;9 hbnwhood_TraMc_Mar
District of Maple Ridge
MAPLE I~ZOGE >� E
Neighbourhood
Traffic Management Practice
Figure 4.1: Administering Public Requests for Traffic Management
Respond to
Initiate Traffic
Receive & Trafllc Yes Request &
Consider
Management
Record managemenr Provide
Other
Process over
Request Issue? Informational
Approaches
time
Materials
No Identify those responsible
to address
Respond to
• Operations
Request
• Planning
• Other
The first step in the process involves the identification of traffic problems or issues within
the District. In all cases, this action will be initiated by one or more concerned residents
requesting that a specific traffic problem be addressed by the District, potentially through
the installation of traffic calming devices. Although residents may make their concerns
known in a number of ways, the District should encourage residents to document them in
a written letter or a standard request form that would ensure all issues are clearly
described.
For each request, the following information should be collected:
• Resident's name
• Resident's address
• Contact information (phone, fax, e-mail)
• As accurately as possible, the location of the problem (street(s) name, nearest street
address, intersection, etc.)
• Detailed description of the issue
• Typical time(s) of occurrence of the issue(s) (peak period(s), night, all day, specific
season, weekend/weekday, etc.)
As well, any related information regarding the conditions or potential solutions may be
identified by the individual(s) and should also be documented.
District staff should maintain a database or spreadsheet of traffic -related concerns that
would allow the issues to be sorted by geographic location (e.g., street, neighbourhood,
school catchment, etc.), type of issue, or date of request.
As requests are received, the District will need to evaluate each concern to determine
whether the issue(s) is best addressed through the traffic management program or through
other programs or agencies (e.g., Operations, Planning, TransLink, Police, etc.). It is
important that each concern be considered carefully so that only problems that can
actually be addressed through traffic management solutions are referred to the program.
Page 12 1880.0010.1G / May 2004 URBAN R Bf =•+�N SYST F L �,J 11 ,
\\mr.corpldoCslEnglfll•Admin10340{Ires•Manuals-PGIiCyTemplafes150-PDII[u:S-Proczdure5172ff�_Managementl�elghhaurrinotl 7raffc_Mad
District of Maple Ridge
MAPLE I�DGE;
IrowgxvrxLL J 12 kPhA—.IF,4
Neighbourhood
Traffic Management Practice
For example, residents often identify the lack of sidewalks or transit operations as traffic -
related issues. However, both of these concerns may be able to be addressed through
other programs or agencies. Table 4.1 below summarizes some of the common issues
raised by residents during previous traffic management reviews in other municipalities
and categorizes them according to whether they should be considered as traffic
management issues. The task of distinguishing traffic management issues from other
concerns will not always be easy. Some issues may require discussions with other
agencies or departments to determine the appropriate course of action.
Table 4.1: Examples of Issues Raised Through Traffic Management Studies
Traffic Management Issues
Non -Traffic Management Issues
• Speeding on neighbourhood streets
• Lack of sidewalks or crosswalks
• Short -cutting on local streets
• Roadway geometry
• Intersection safety for pedestrians and
• Intersection safety
cyclists
• Incompatible land uses
• Transit operational issues
Once an issue has been identified and the appropriate course of action has been
determined, the next step in the process is to:
• forward the concern to the appropriate department or outside agency and respond to
the request, or
• respond to the request and add the concern to the traffic issues database, and
potentially move forward with a traffic management plan.
In either case, it is important that the District respond to each submission and inform the
resident of the process and the status of their concern. This will reassure residents that
their concerns are being taken seriously and will be addressed in some form. Maintaining
open lines of communication with residents will contribute to the long-term success of
the traffic management program.
4.2 Defining and Prioritizing Areas
Over time, traffic issues will be identified by residents of the District on a given street or
in a given area. In some cases, several streets within a given neighbourhood may be
problematic. Alternatively, the solutions for a given location may affect conditions on
adjacent streets and the people living within the immediate area. In simple terms,
neighbourhood traffic issues can rarely be treated in isolation.
In this regard, the District will want to collect, monitor, and combine traffic issues as
appropriate at a neighbourhood level. The definition of these neighbourhood areas should
be based on the issues identified, as well as the potential streets and residents that would
be affected by addressing those neighbourhood issues. In some cases, traffic management
may be considered throughout the defined area. In others, it may be simply a matter of
Page 13 1880.0010.1G / May 2004 URBhNr�.JYJ LTr
ME—)
\\mr.corp\dots\Eng\OI-Ad min\0340-{ires-Manuals-Policy-Templates150•?ollncs-PrpcedureslTraTrK_ManagementlNelghbourhpo6 7rdlflr*Ma�
District of Maple Ridge
MAPLE RIDE # l: Neighbourhood
Traffic Management Practice
identifying a smaller area of residents that could be affected by the solutions to involve
them in a traffic management process.
Although the number of neighbourhoods/streets where traffic management exists in
Maple Ridge today is small, the District should be prepared for increased demand for
measures through greater awareness of traffic management and after the implementation
of additional measures in some neighbourhoods.
Rather than dealing with the "squeaky wheel" in terms of prioritizing neighbourhood
concerns, the District will want a means of selecting priorities — i.e., which
neighbourhood gets traffic management first — through objective evaluation criteria.
Accordingly, the District should consider the following criteria and evaluation system
(Table 4.2) for ranking neighbourhood traffic management projects. The information
required by these criteria should be collected for the primary road being considered for
traffic management within a given neighbourhood.
Table 4.2: Ranking of Neighbourhood Traffic Management Projects
Criterion
Points
Basis for Point Assignment
Speed
0 to 50
85t -percentile speed of traffic on the primary road. Two points
will be allocated for every kilometre per hour that the 85th_
percentile speed is over the posted speed limit, based on speed
reader board information supplied by applicant and/or police, up
to 50 points.
Volume
0 to 50
Average daily traffic volume on the primary road. One point will
be allocated for every 100 daily vehicles, based on traffic count
data from the speed reader program or municipal collection, up to
50 points.
Vehicle Collisions
0 to 25
Average number of vehicle collisions per year over the past three
years, based on police reports. Five points will be allocated for
each collision in an average year, up to 25 points.
Elementary Schools
0 to 10
Five points assigned for each school zone along the primary
street up to 10 points.
Road rehabilitation
0 to 10
Ten points assigned if rehabilitation project is planned for the
projects
primary street, during which traffic management measures could
be im lemented.
Pedestrian Generators
0 to 15
Five points assigned for each public facility (such as parks,
community centres, libraries, and high schools) that generates a
significant number of pedestrians on the primary street, up to 15
points.
Safe Route to School
0 to 5
Five points assigned for a designated safe route to school on the
orimary street.
Bicycle Routes
0 to 5
Five points assigned if the primary street is a designated bicycle
route.
Transit Routes
0 to 5
Five points assigned if the primary street accommodates transit
service.
Pedestrian Facilities
0 to 5
Five points assigned if there is no continuous sidewalk (wide
shoulder in rural areas) on at least one side of the primaDLLtreet.
Roadway Geometry
0 to 5
Five points assigned if locations of poor road geometry are known
to exist on the primary street.
Total Points Possible
185
Page 14 —
ti.+i�
1880.0010.1G / May 2004 URBAN Y'L —''
��mr,mrg�dce51Eg41d1-Mdmin�6390-CrtC5•M7nlwk-Pdky Tpmyiales`So-PotiCleS-PrG[eduras�Traffi�Managem0.n[1NelghtxiurhGtld TreTCr�Mai
District of Maple Ridge
0341 h ,
MAPLE RIDGC �''i' Neighbourhood
u �og-os. W l2k}tem}ir..W4 Traffic Management Practice
The street with the highest score among those eligible for traffic management will be
considered the highest priority for implementation.
4.3 Funding
There are four main funding strategies that the District of Maple Ridge could consider for
planning and implementation of traffic management. There are however, significant
advantages and disadvantages to each of these options, some of which are described
below. The following funding strategies were considered in the development of this
Practice:
1. Appropriation of funds from General Revenues. This strategy would
require Council's vote to allocate funds from general tax revenues to fund traffic
management in a particular area as part of the District's annual budget. The clear
advantage of this Practice is that the traffic management plan is funded in a way that
is similar to other road and transportation improvements throughout the District.
However, the District should be prepared to move forward with implementation of
measures shortly after approval of a traffic management strategy so that the
community's expectations are addressed promptly. This approach is generally
accepted by most communities as a fair and equitable method for funding
neighbourhood traffic management improvements.
2. Dedicated Reserve Fund. Council members would vote to establish a traffic
management program extending through their mandate to which they would allocate
reserve funds. This strategy still makes use of general tax revenue to fund the
improvements, yet involves the allocation of monies towards a special reserve fund
that is available only to fund traffic management priorities.
3. Specified Area (Initiative Plan). Adopting a specified area initiative plan,
Council would vote on a bylaw that would establish an annual specified area tax on
properties deemed to benefit from the implementation of a traffic management plan.
Under this approach, only if more than 50% of property owners in the area oppose the
tax is the bylaw to adopt a traffic management plan defeated. This approach is similar
to the concept of "negative billing", where residents will pay for something unless a
majority oppose the plan.
4. Specified Area (Petition Plan). The petition plan would see Council implement
a project based on a petition that is organized and presented by property owners. If a
majority of the property owners, representing more than half of the assessed value,
were in favour of paying for the traffic management plan, then the petition would
succeed. In this funding strategy, benefiting property owners are still bearing the cost
Page 15 raj A �y/�Tr
1880.0010.1G / May 2004 Li RB,A-N% 1 S i lam.
\\mr.corp\dots\Eng\01-Ad min\0340-Cires-Manuals-Policy-TempWteslSO•Ppkdes-Pru�zdureSlTratflLMa�gmen[1NeIphDSufhead_Tr-dRk Mar
District of Maple Ridge
MAPLE RIDGE �11 Neighbourhood
i_'x-PL LxT, IK,4 Traffic Management Practice
of the improvements. However, the difference in this case is the clear support of the
community that is needed in order for the project to be approved.
Although the method of funding may vary between communities, most municipalities
that have District -wide traffic management policies fund their programs through the
appropriation of general revenues, as described in #1 above. The basic rationale for this
practice is that most other road and transportation improvements are typically funded in
this way and, often, the traffic problems experienced in a neighbourhood are the result of
District- or region -wide traffic issues and are not necessarily specifically tied to a
particular community alone. It should be recognized that a specified area approach for
large-scale neighbourhood traffic management has not been successful in those
communities that have attempted this funding approach, but is more commonly used for
street -specific strategies.
To best meet the needs of the Maple Ridge community, it is recommended that the
development of neighbourhood traffic management plans and the implementation of
measures be funded through the District's general tax revenues. The allocation of funding
for neighbourhood traffic management strategies should accommodate both planning and
implementation so that measures can be installed within a relatively short timeframe
following Council approval of the final strategies.
The District should note, however, that funding through the specified area approach is
always available under the Community Charter as part of a local improvement program.
This approach could be used in the event that a neighbourhood group comes forward
willing to partially fund neighbourhood traffic management in the community. In such a
case, the implementation of traffic management measures could be accelerated.
Based on the history of requests received in Maple Ridge, it is not anticipated that the
demands for the development of neighbourhood traffic management strategies will be
significant in the short term. It should be noted, however, that the implementation of a
District -wide Neighbourhood Traffic Management Practice in other municipalities has
raised the community's awareness and, as a result, requests for improvements have
increased substantially.
4.4 Staff Resources
Undertaking a Neighbourhood Traffic Management Program requires a commitment of
staff resources to administer the program and to oversee the preparation of plans.
Although the preparation of plans can be undertaken by outside agencies, District staff
will still be involved throughout the process. The following table summarizes key aspects
of the Neighbourhood Traffic Management Program in which District staff will be
involved.
Page 16 T T p
1880.0010.1G / May 2004 1J R B t�1 N MT E I , •.
11mr.corpldoC51Eng1Q1 •Rdnrn1434PGres-hSanuarsPolky TerrgM70eS15mF'ollcles-Prvicedure517rafilc_h}anapemenlllde�9hbourhooi�Trdlrx_Ma�
District of Maple Ridge
�z Neighbourhood
MAPLE RIDGE + Traffic Management Practice
Table 4.3: Staff Involvement in Traffic Management
Pre -Study I
During Studies
•
Respond to requests
• Manage process
•
Screen requests
• Collect data
•
Initial review
• Public consultation
•
Confirm issues
• Review and approve plans
•
Respond to requests
• Present plans to Council
•
Initiate plan process
Implementation
Monitoring
•
Review and approve designs
• Collect data
•
Secure funding
• Identify issues/problems
•
Monitor construction
• Correspond with public/stakeholders
•
Ensure and approve completion
• Address issues if necessary
Page 17 r T p s
1880.0010.1G / May 2004 V RB'=/l N 7 i'IJ I EI��.
\\mr.mrpiOm lEn Wl�4dminllS340-Gars-Manuars-PoI¢y-TempaleslSU lyd1[les-Prucedures�7rdfflc_hSanagemenSlHeigh6aurhood_Tralri�Mxi
District of Maple Ridge
E RIDGE
12 S.-Member-,1874
5.0 DEVELOPING TRAFFIC CALMING PLANS
Neighbourhood
Traffic Management Practice
As described in previous sections, neighbourhood traffic management typically involves
a range of strategies to discourage speeding along and short -cutting through local streets.
In many cases, awareness, education, and enforcement campaigns are a precursor to the
installation of traffic calming measures, which are a more permanent and self -enforcing
solution. Once it has been decided by the District that traffic calming is a desirable
solution, a neighbourhood traffic calming plan must be prepared.
The process of developing neighbourhood traffic calming plans is typically dependent on
the size of the neighbourhood, as well as the scope of traffic -related issues. In general,
however, the principles that guide the development of those plans should remain
consistent. As well, most of the activities involved in preparing a plan will remain
consistent regardless of the scale of the study. The scope of the tasks, as well as the scope
of community involvement, will be tailored to suit the neighbourhood being reviewed.
This section describes the principles that should guide the traffic calming process, as well
as the key activities that would be undertaken in the preparation of a "typical" traffic
calming plan, whether the plan is prepared by District staff or consultants.
5.1 Principles of Traffic Calming
This section of the Practice outlines the overall principles that the District of Maple Ridge
should follow when undertaking the traffic calming process for its neighbourhoods and
streets. The approach that is outlined below does not attempt to define any `rules' or
`thresholds' that can be used to establish when speeds, traffic volumes and other
conditions are no longer acceptable and become a problem that must be addressed. The
problem with this type of approach is that it is difficult to define thresholds that would be
applicable to all conditions within the community. Inevitably a problem would arise that
may not exceed the specified thresholds, but that would genuinely be a problem or be
perceived to be a problem by residents and members of the community.
There are several general principles that the District should follow when developing a
traffic calming plan for any of its neighbourhoods. The application of these principles
will help to ensure that a thorough and objective process is followed, and that appropriate
traffic calming measures are selected to meet the needs of the community and minimize
the negative impacts of traffic in the area.
• Involve the community. Residents, business operators, and others who live and
work in a community must have input in the identification of traffic problems and the
selection of traffic calming measures. Involving the community builds support for
traffic management, and enhances the credibility of the resulting recommended
measures. It also minimizes the potential influence of special interest groups who
Page 18 /�
1880.0010.iG / May 2004 �1 TT RBANc�/El F—M5.
\\mr.corp\dots\Eng\01-Admin\0340-Cires-Manuals-Policy T mplafes\SO-Policies-PtOmdur25 TrafRo_ManagementUNelghbourhnOd_Tr frK_Mai
District of Maple Ridge
.� Neighbourhood
MAPLE RTUDGE LV.11)
frmul ,r'lled 12 rtr.1S%4 Traffic Management Practice
might otherwise unduly influence the outcome. If the community is not adequately
involved, residents and others in the community might oppose the traffic calming
measures — regardless of their technical merit — because they feel that they were not
properly consulted, or that the recommended measures do not recognize the unique
circumstances of their neighbourhood.
• Identify the real problem. Frequently, the perceived nature of a traffic problem is
substantially different from the real problem. In some cases, the difference is so great
that a solution intended to eliminate the perceived problem might make the real problem
worse. For example, residents often mention `traffic volume' and `speeding' as
problems on their streets, but in many cases the problem is one or the other. It is
important to identify the real problem, so as to select the appropriate measure. If the real
problem is speeding, for example, a measure that significantly reduces the traffic volume
on a street might inadvertently encourage speeding if fewer cars remain on the street to
slow traffic.
• Quantify the problem. Some problems are more significant than other problems.
Some problems are all -day problems, whereas other problems occur only at certain
times, in certain seasons, or in certain directions. Some reported problems are not really
problems that can be addressed by traffic calming. For example, two or three speeders a
day would not be addressed through traffic calming. In order to ensure that appropriate
traffic calming measures are implemented, it is essential that the extent of each problem
be quantified. This means collecting data, including traffic volumes, accident data,
counts of pedestrians and cyclists, measures of delay and other data as appropriate.
• Use self -enforcing measures. Unless police enforcement is a feasible and
preferred solution for traffic management, measures that maintain a 24-hour presence
and that do not require police enforcement to be effective should be used. For example,
traffic circles should generally be used instead of four-way stops, and directional
closures should be used instead of turn prohibitions. Measures that can be circumvented
— such as a turn prohibition or a directional closure — should be used only at
intersections with major roads, where visibility and the presence of traffic discourage
motorists from circumventing these measures.
• Minimize access restrictions. Generally, residents and other members of the
community will be more supportive of traffic calming measures that do not restrict their
access into and out of a neighbourhood. Diverters, barriers, and closures restrict access
for people who live or work on a particular street, and support for such measures is
directly related to the severity of traffic problems. Where problems can be addressed
with other traffic calming measures that are not as restrictive to access, these should be
considered instead, or residents should at least be given a choice of measures.
Page 19 URBAN 1880.0010.1G / May 2004 �+ R B%[ N SY l J����'
\\mr.corp\docs\Eng\01-Ad min\0340-Cires-Manuals-Policy-TemplaWSO-PPHrJ s-Prmcedule5lYralBc_ManagernenLlNci9hhourhooC TrgliK„Mai
District of Maple Ridge
Neighbourhood
MAPLE R DGE i i g
frKxq�cital l..`_r^Aemh,�.1�74 Traffic Management Practice
• Consider effects on other streets. In considering measures to resolve a traffic
problem in one location, the District should also consider any potential effects on
adjacent streets. These effects might be caused by traffic diverted to other streets,
motorists who speed up further down a street from a traffic calming measure, or changes
in turning movements that increase delays at an intersection. If these effects are not
considered in advance, a traffic calming measure might fail to solve a problem and at the
same time create new problems or exacerbate existing problems elsewhere in the
neighbourhood.
• Target automobiles and trucks only. The purpose of implementing traffic
calming measures is to affect automobiles and trucks, not other modes. Consequently,
traffic calming devices should be designed to permit transit buses, cyclists, and
pedestrians to pass through, while obstructing automobiles and trucks. Similarly, traffic
calming devices should be located and designed to minimize impacts on emergency and
service vehicles.
5.2 The Process
This section lays out a general process for undertaking traffic calming plans within the
District of Maple Ridge. As stated in the introduction, the process partly depends on the
size of the neighbourhood under consideration, the scope of the traffic problems, and the
resources available to develop and implement traffic calming plans.
In the District of Maple Ridge, the current scale of issues, neighbourhoods, and resources
available are modest compared to some other communities. Consequently, a more
streamlined process for developing traffic calming plans in the community is outlined in
this section. A similar streamlined approach is successfully used in several other
communities in BC. It is important to recognize that this Practice will likely evolve as the
District gains experience in traffic calming and that the process used to develop traffic
calming plans may change to meet the needs of the community.
Figure 5.1 below illustrates the various activities involved in developing a traffic calming
plan from study initiation through to approval. The public involvement activities that are
shown are typical for a more streamlined approach. A larger -scale plan would generally
involve more extensive public consultation. A process involving additional consultation
is presented in Appendix A.
Page 20
1880.0010.1G / May 2004J
.a
\\mr. corp\dots\Eng\01-Admin\0340{ires-Man uals-Policy-Templates\50-Policies-Procedu res\Traffic_Ma nagement\Neigh bourhood_Traff c_Ma i
District of Maple Ridge
E RIDGE � Neighbourhood
MAPLE
In�rnlxnals�i l��pteml��•.l Traffic Management Practice
i74
STAGE 1 — Gauging
Community Interest
Initiate Traffic
Calming Plan
Community
Letter/
Questionnaire
Collect
Preliminary
Data
Community
Interest?
No
Respond to
Request(s)
Figure 5.1: Undertaking the Plan
STAGE 2 — Developing
the Plan
Collect
Data
Potential
Solutions
Community
Letter
Community
Support?
c Major
Changes
.............�
No
Refine Plan
STAGE 3 — Plan
Approval
Submit Plan to Refin7PIan
Council
E Council
Approval? No
1
Yes
Implement
Plan
Yes
Minor
Changes
I
I
Stage 1— Gauging Community Interest
Upon initiation of a traffic calming plan for a neighbourhood, the District will want to
canvass the broader community early in the process to determine whether there is interest
in the preparation of a plan. This is a critical stage in the traffic calming process, as it
determines early on whether others in the community have similar concerns and whether
they want to consider traffic calming measures. In some communities, this early gauging
of community support was not undertaken and significant effort and resources were
invested in plans that were ultimately defeated because the majority of residents in the
neighbourhood were not supportive of traffic calming in the first place.
To determine the community's opinions early in the process, it is recommended that the
District develop a newsletter/questionnaire to be distributed to all residents in the
neighbourhood that describes:
• The study area for the plan
• The traffic -related issues that have been identified by members of the community or
District staff
Page 21 Lp
1880.0010.1G / May 2004 *ter R B L'WY,) 1
\\mr.corp\dots\Eng\Ol-Pominlp3ap-arcs-Manuais•Polky•7empiat%I50•Rdicles-Praedvre517ra1fl�Managefr�enl\fdeiphhaurhvod_iraKl[_Ma�
District of Maple Ridge
PLE RIDGE 150r
L%d 12 ,viol- l:r.IKd
Neighbourhood
Traffic Management Practice
• The purpose of traffic calming and some potential measures that could be
implemented
• The process to be undertaken to develop a plan, if the community chooses to proceed
The questionnaire should ask residents to respond to a direct question, such as "Do you
want the District to consider traffic calming for your neighbourhood?" As well, residents
should be given an opportunity to identify additional traffic -related issues that are of
concern to them. In addition, residents should be requested to provide their name and
address for confirmation that they live within the study area.
If two-thirds of the respondents wish to proceed with a traffic calming plan, then the
preparation of the plan can move forward to Stage 2. If this level of support is not
achieved, the District will want to respond by sending a letter to all residents outlining the
results of the survey and confirming that a traffic calming plan will not be undertaken
without community support.
Stage 2 — Developing the Plan
With community support established early in the process, preparation of the traffic
calming plan can be undertaken. Once a study has begun, it is essential that all traffic and
transportation issues in the area be identified and quantified. The list of issues will
include those already identified through the District's recorded concerns and requests, but
also any additional issues identified during Stage 1 of the process. The objective at this
stage is to ensure that the most comprehensive list of issues has been compiled to
minimize the potential for significant concerns to arise late in they study process.
As discussed in Section 4.1, many issues will be identified during Stage 1 that do not
necessarily fall within the scope of a traffic calming plan. Regardless, all of the issues
should be documented as part of the traffic calming process, and the appropriate ones
forwarded to other agencies as necessary for further action.
Specific activities to be undertaken during this stage of the process include:
• Collect data. To verify the nature and magnitude of reported problems, and to
ensure that the real problems are addressed, data must be collected. These data
include reported collisions, vehicle speeds, traffic volumes, pedestrian volumes and
other data relevant to the reported problem. Where possible, traffic data should be
collected using automatic counters, for a minimum of 168 hours (seven complete
days), and should be collected during times when problems are reported to occur. .
Similarly, manual data collection efforts (such as traffic counts and licence plate
traces) should be undertaken at times when problems are reported to occur.
Page 22
1880.0010.1G/May 2004 URBAN SYJ •-
��mf•Nrpldoc51�9101-Rdm1n10340{Ir�-Manuals-PCIiCyTempla}e515f3•Foil[les-Pruredur�lTrelfl[_Managerr�rtilNe�gh�urhoDd Traffc_Mai
District of Maple Ridge
MAPLE RTDGE Neighbourhood
"� Traffic Management Practice
Existing data may be available from a variety of sources for many locations
throughout the municipality. Additional information will need to be collected at
locations for which municipal data are not available (such as speed data and vehicle
classification counts). Detailed information regarding the level of data collection that
may be required for traffic calming studies is included in Appendix B.
• Develop potential solutions. Potential traffic calming measures that would
address the neighbourhood's concerns should be identified and incorporated into a
preliminary plan. It is recommended that only a single preliminary traffic calming
plan be developed, with optional measures for specific locations as required. Options
should only be considered where two or more measures would be equally effective.
Neighbourhood preference would then determine the preferred option, based on the
relative advantages and disadvantages of each (unless cost differences are of such
magnitude that District staff should also have input). Optional measures should also
be considered where a specific measure might be controversial — this permits
residents and others who might oppose the specific measure to indicate support for
the entire plan without supporting the specific measure.
• Community letter/survey. The purpose of the community letter/survey is to
determine the level of support for the proposed plan, and to select optional measures.
Words such as `ballot' and `vote' should be avoided when describing the community
survey. It is important that residents and other community members understand that it is
a survey intended to measure community support for the proposed plan, and is not a
binding referendum. Consequently, it is important to explain that, following the survey,
there will still be an opportunity to refine and improve the plan if there are any
significant outstanding concerns.
The proposed neighbourhood traffic calming plan and any optional measures should
be explained clearly, in non -technical language and with as much visual material as
possible. The letter should include a map of the neighbourhood, illustrating the plan
and options, and sketches of various traffic calming measures. Where appropriate,
background information should be included describing the nature of specific
problems (such as observed traffic volumes or speeds on specific streets).
Respondents should be given three choices for each question. They should be asked
to indicate whether they support the plan, do not support the plan, or are neutral. The
`neutral' choice is important. Some people might hesitate to actively support a plan,
but might not want to condemn it either with a vote of no support. A third option
allows them to say, in effect, "I do not care strongly one way or another." Without the
`neutral' option, the number of persons who do not support a plan might appear to be
significantly higher than the actual number, and might make it difficult to identify
those who have legitimate concerns with the plan. .
Page 23 a
1880.0010.1G / May 2004 URBAN E3YSTF[,-/G,
\\mr,carp]tivC51En9101-Admin\0340-0rrs�+lanvals-PGlkyiemplates150-PGlle�es-Proredu*e51Yra}fc, ManagementlNeJghhaurllnad Traffc_Ma�
District of Maple Ridge
t �: Neighbourhood
MAPLE RIDGE� Traffic Management Practice
Uxxu}niaWd L'_ 1 77
The letter should be distributed to every residence (property owners and tenants) and
business in the neighbourhood. One response is permitted per address. To maximize
response rates, convenient locations in the neighbourhood should be designated for
people to drop off their completed questionnaires. These can include community
centres, schools, and stores. Although response rates will typically vary with the size
of community, it is recommended that the District expect response rates that are in
line with the typical voter turnout for municipal elections.
The key consideration for the Practice is to set a minimum level of support for
finalizing the traffic calming plan and seeking Council support during Stage 3.
Although this minimum level could be as low as 50% plus one, it is recommended
that a higher level of support be required to ensure solid support for — and minimum
opposition to — the plan. A minimum of 67% support is recommended. As well, it is
recommended that an upper limit be established for `do not support' responses.
Ideally, fewer than 20% of respondents would not support the plan. Typically, many
respondents who do not support a plan do so because of a single concern, and it is
often possible to make minor changes to the plan to address these outstanding
concerns, thereby reducing the proportion of opposition within a neighbourhood.
If the required level of support is not achieved, the plan should be revised in an attempt
to address the concerns of residents. If the public's concerns and the resulting changes
are significant, a second community letter/survey should be distributed to canvass the
public for the opinions on the revised plan. If the changes are less significant, a revised
plan can be submitted to Council for approval in Stage 3.
Stage 3 — Plan Approval
The third stage of the planning process is intended to get District Council's approval of
the final traffic calming plan. The following activities are included in Stage 3:
• Present the plan to District Council. The refined plan should be presented to
Maple Ridge District Council for approval and allocation of funding. It may also be
desirable to invite members of the public to attend the presentation to speak on behalf
of the plan. In general, the plan will be approved by Council based on the support
received from the community through the survey process in Stage 2.
• Revise the plan if necessary. In some cases, Council may request minor
revisions to the plan. Typically these revisions can be made without returning to the
community for support by way of a letter/survey.
Upon approval of the traffic calming plan, the District can move forward with
implementation, which is described in Section 6.0.
Page 24
1880.0010. iG / May 2004 U R. BAN 5-YSTRAC.4,
Ilmr.wrylduc5lEngltll-Admfn�p39p-Orrs•Manuals-Pofiry•7empfat�l50-PoloCes•ProttdureSlTraff¢_ManagementlJJelghbpurlmpd Traffic Mai
District of Maple Ridge
J ` Neighbourhood
MAPLE Traffic Management Practice
lntr}Yci[�tf 1'J �ptemLir. V:•� I
5.3 Agency Consultation in the Traffic Calming Process
A successful Neighbourhood Traffic Management Practice is not only dependent on the
support of local residents, but also on the support of agencies and other stakeholders that
may be impacted by the installation of traffic calming measures. These agencies are
primarily emergency service providers such as police, fire, and ambulance services, but
also transit and school bus operators, and municipal operations staff. Although it may be
challenging to generate support from all stakeholders, the best way to achieve support is
to be aware of the respective goals of all parties. Not all agencies may be interested in
participating; however, it is important to provide an opportunity for them to do so. Figure
5.2 summarizes the opportunities for engaging external agencies in the consultation
process. Each opportunity is further detailed below.
Figure 5.2: Opportunities for Agency Consultation
Phases Plan
Of Development Design Implementation
NTM I and Approval
---------------- +-------------- ------------- t--------
opportunities
for
Agency
Consultation
A. Notification of
Intent
B. Draft Plan
Circulation
C. Approved Plan
Circulation
A. Confirm Design
Vehicles
B. Field Visit
C. Review Design
Drawings
A. Field Test
Temp. Devices
B. Field Test Final
Devices
Plan Development and Approval
A. Notification of Intent: The earlier that stakeholders are informed of the traffic calming
planning process, the more opportunity those agencies have to participate and provide
input. Although notification at this stage may not be intended to engage discussion
with regard to planning and design, any response may flag potential issues of
concern. In cities such as Portland and Seattle, this consultation typically occurs prior
to any commitment being made to neighbourhood residents.
B. Draft Plan Circulation: At the planning stage, various agencies' goals must be heard
and incorporated as much as possible into the plan to increase the chances of reaching
a successful outcome. Circulating the draft plan allows the agencies to comment and
provide further information. In Boulder, Colorado, emergency services maintain an
active role in developing the draft plan and, in conjunction with all other parties, must
accept the plan before it can proceed.
Page25 p r'
1880.0010.1G / May 2004 �+ TT RBAN SYS I �I��G
llmrmrpldecslEnglgl-ndmin10340-Gra�anuals-Polity Templatesl5g•Policix?s-Prooeduresl7raiflc_ManagemenilHetgh�aumopd 7ramc_Mai
District of Maple Ridge
MAPLE RTDGT-
ITKIIJ Mr-ftL i 2 jc'pIL'1A%i'. IS74
Neighbourhood
Traffic Management Practice
C. Approved Plan Circulation: Once the plan is approved it is necessary to inform all
agencies and operators who may be impacted that the traffic calming plan will be
proceeding. This will prepare operators for any new devices that will be constructed.
Design
A. Confirm Design Vehicles: When designing traffic calming devices, it must be ensured
that all vehicles, namely emergency vehicles, buses, and garbage trucks, can be safely
accommodated. The designers will want to ensure that these measures support a
design vehicle that would commonly use the specific neighbourhood streets.
B. Field Visit: If requested, or if there is any doubt about accommodating particular
vehicles, municipal staff should meet with concerned agencies on -site and conduct a
drive -through with traffic cones. For example, agencies may request additional
parking restrictions to ensure sufficient manoeuvring space in the vicinity of traffic
calming devices.
C. Review Design Drawings: Once designs have been completed, agencies should have
the opportunity to review those designs prior to construction.. In Boulder, all parties
must accept the terms of the design before the project can proceed.
Implementation
A. Field Test Temporary Devices: Temporary traffic calming devices may be
constructed to determine whether or not they are appropriate for achieving the desired
result of calming traffic. Field tests may be conducted to ensure that vehicles such as
fire trucks can adequately manoeuvre through the devices. The size and shape of
devices can be modified to achieve the best compromise between the goals of
concerned agencies and the needs to manage traffic.
B. Field Test Final Device: Once the trial period for temporary devices has ended and
any necessary modifications have been incorporated into the design, construction of
permanent traffic calming devices may proceed. Although agencies will have had
several opportunities to confirm that the traffic calming devices are acceptable, they
should be invited to field test the permanent devices upon completion to ensure that
the final design is also successful.
5.4 Schedule
The preparation of a traffic calming plan using this process will likely require a period of
four to five months. A longer time period may be necessary where the work occurs
around Christmas or the summer months, as public consultation is not advisable when a
Page 26
1880.0010AG / May 2004 URB _NSY5TE[,Y�`-�•
Ilmr,[nrpitl9a1Enp101•.4tlmin�D740;ro-NVanuRls-Polley-TemplaiCSl aeies-ProCeduralTraffi�Fkmagervwn[INeiQhdou rhnnd_TmMr -Mal
District of Maple Ridge
MAPLE RTDGE r� � t Neighbourhood
IrkxljxP.11Ud125-- teenbm',IC4 Traffic Management Practice
large number of residents may be on vacation. For this reason, it is generally best to
initiate a traffic calming plan in September or January, as it can then be concluded and
approved before Christmas or the summer.
The more extensive process outlined in Appendix A would require a time period of six to
eight months.
Following this schedule, design and construction of traffic calming devices can be
undertaken in the spring and summer, respectively, when schools are not in session and
traffic volumes on neighbourhood streets are often lower. If temporary devices are used,
construction of permanent devices can occur the following spring or summer.
Page 27
1880.0010.1G / May 2004 UREA-N�1Y�''
\\mr.corp\dots\Eng\01-Admin\0340-Cirr. -Ma nuals-Policy-Templates\50-Policies-Procedures\Traff¢_Management\Neighbourhood Traffic Mai
District of Maple Ridge
�~ J Neighbourhood
MAPLE RIDGE r�
Traffic Management Practice
6.0 IMPLEMENTATION
This section of the Practice outlines the recommended approach to the implementation of
traffic calming plans after they are approved by Council.
6.1 Design, Construction & Monitoring
Once approved, traffic calming measures can typically be implemented immediately
following design, but may be phased over time. As well, temporary measures may be
installed to test their effectiveness and to identify potential adjustments to the plan or the
measures themselves to reflect actual conditions. Implementation activities are illustrated
in Figure 6.1 and are discussed below.
Figure 6.1: Implementation Process
Install
Temporary
Devices
implement Yes
Plan
Monitor
Effectiveness
7 Consider
No Construct
Phasing if
Design Temporary
H
Permanent
necessary Devices?
Devices
Monitor
Effectiveness
Design. To ensure that traffic calming measures are constructed properly, designs
should be prepared for most devices based on accurate survey information. However,
it is usually not necessary to prepare designs for individual speed humps and raised
crosswalks — instead, a standard design can be used and a map prepared illustrating
the exact location. Designs should be implemented based on information in the
Canadian Guide to Neighbourhood Traffic Calming, and supplementary design
information contained in Section 7.3 of the Practice.
Phasing. Desirably, traffic calming measures should be implemented all at once.
However, in some cases it may not be possible or desirable to implement all traffic
calming measures at the same time. Instead implementation might be phased over a
Page 28
1880.0010.1G / May 2004 iJ RBA L Y .�'• 1-1,,/5'
\\mr.corp\dots\Eng\0I-Ad min\0340-Cires-Manuals-Policy-Templates\50-Policies-Procedures\Traffic Management\Neighbourhood_Traffic_Mai
District of Maple Ridge
iIft
MAPLE P.1DGE '�` Neighbourhood
Traffic Management Practice
period of two or more years. If implementation is to be phased, priorities for
implementation should be determined using the following criteria:
Safety improvements should be given priority. These might include traffic
calming measures to reduce vehicle speeds and reduce conflicts at intersections,
as well as pedestrian and bicycle facility improvements.
Low-cost measures should be given priority. Generally, it is preferable to
implement several low-cost measures rather than one higher -cost measure. Low-
cost measures might include signage, pavement markings, speed humps and
crosswalks, for example.
Measures should be implemented in groups. For example, measures on two
parallel local streets should be implemented at the same time, so as to avoid
diverting traffic from the street with a measure to the street without a measure.
Measures incorporated as part of a neighbourhood beautification strategy should
be given priority. In some cases, traffic management devices incorporate
plantings that are identified as part of a broader strategy to beautify
neighbourhoods.
• Temporary devices. Where possible, traffic calming devices should be first
implemented on a temporary basis. After a period of six months to a year, if it has
been determined that a device has achieved the intended results, it should then be
constructed on a permanent basis. This avoids the risk of removing or modifying a
permanent installation that was constructed at a much higher cost than a temporary
installation. It also provides an opportunity to alter the geometrics of a device or
make other changes prior to permanent installation. Guidelines for temporary devices
are included in Section 7.3.3 of the Practice.
• Monitoring. Data collected during the preparation of the traffic calming plan
represents `before' data. Following implementation of temporary measures, `after' data
should be collected at the same locations and in the same conditions to determine
whether desired results have been achieved and to confirm that permanent devices
should be installed.
• Construction. Guidelines for the construction of traffic calming devices are also
included in Section 7.3.
• Monitoring. Following implementation of permanent devices, monitoring of the
traffic management strategy should continue to ensure that the plan is meeting its
objectives and whether additions and/or modifications should be considered.
Page 29
1880.0010.IG / May 2004 URBAN SYS p
� EME—).
Ilmr.wrpldnc51En0101-Adminl�3'W Gr[5-Manuals-Paliry-Templatpsl5�d�allcEes-Prpcedwws Trefra. Ma napementlNeigli aurhoM_Traffic_Mai
District of Maple Ridge
MAPLE IZIDU`C
11asn}r�r.�tcti 1-.:vplmilti . Err •i
n�
7.0 TRAFFIC CALMING MEASURES
Neighbourhood
Traffic Management Practice
This section of the Practice identifies which traffic calming measures are appropriate for
use within the District of Maple Ridge, and also identifies which measures should not be
used. Information regarding the applicability of traffic calming measures is also provided
to supplement existing published information.
7.1 Measures Considered for Use in Maple Ridge
The Canadian Guide to Neighbourhood Traffic Calming identifies a total of 25 measures
that are commonly used in Canada for traffic calming, as listed in Table 3.1 of the Guide.
However, the Guide notes that not all of these 25 measures are appropriate as traffic
calming measures. Some measures — such as stop signs and maximum speed signs, for
example — should not be used for traffic calming purposes. Although effective for other
purposes, these measures have proven to be less effective for traffic calming purposes.
This section of the Practice identifies those measures that are appropriate for the District
of Maple Ridge based on input from staff and experience in other municipalities.
The traffic calming measures identified in Table 7.1 below are recommended for use in
Maple Ridge. Based on discussions with District staff, some traffic calming measures
may be considered for both locals and collectors, whereas others should be used only on
one type of roadway.
Other factors affecting the applicability of traffic calming measures in Maple Ridge
include access for emergency vehicles, transit service, and ongoing maintenance of
roadways. Measures that should are not suitable for primary emergency response and
transit routes are identified in the table.
Page 30 ij u _ �r,--
1880.0010.1G / May 2004 V %t�-A-1' -'3Yc F '
\\mr.corp\dots\Eng\Ol•Admfn\0394�1rC5.11anuaLS-ry-Tem01aCe515p-Polities-Pfn[edu�eslTrafCManapemer+tlNelghhaurhppd 7raffc_Mai
I �� ►ter �, . � �,
MAPLE RIDGE ��''
fri�rnlxsl �11tKi L; � h:mbr-K, lii:�{
District of Maple Ridge
Neighbourhood
Traffic Management Practice
Table 7.1: Applicability of Traffic Calming Measures in Maple Ridge
Road Classification
Other Considerations
Local
Collector
Emergency
Response
Transit Routes
Roads
Roads
Routes
Vertical Deflection
• Sidewalk Extension
✓
X
X
✓
• Textured Crosswalk
✓
✓
✓
✓
Horizontal Deflection
• Chicane (one -lane)
✓
X
X
X
• Curb Extension
✓
✓
✓
✓
• Curb Radius Reduction
✓
✓
✓
X
• On -Street Parking
✓
✓
✓
✓
• Raised Median Island
✓
✓
✓
✓
• Traffic Circle
✓
✓
X
X
• Road Diets
✓
✓
✓
✓
Obstruction
• Directional Closure
✓
✓
X
X
• Raised Median Through Intersection
✓
X
X
X
• Right-In/Right-Out Island
✓
X
X
X
Signage
• Right -/Left -Turn Prohibition
✓ ✓
✓
✓
• Traffic Calmed Neighbourhood
✓ ✓
✓
✓
Information Signa e
✓ ✓
✓
✓
Key
✓ - suitable X — not suitable
Only where traltic volumes are low.
Those traffic calming measures recommended for use in Maple Ridge are briefly
summarized as follows:
7.1,1 Vertical Deflection
This section describes traffic calming measures that cause a vertical deflection of the
vehicle. The following measures are recommended for use within the District of Maple
Ridge as summarized in Table 7.1.
• Sidewalk extensions are intended for use on
local streets. The primary purpose of a sidewalk
extension is to indicate that pedestrians on the
sidewalk have priority over vehicles approaching
on the roadway. Sidewalk extensions are only
considered along or crossing a local road.
Page 31 1880.0010.1G / May 2004 �J p� RIB J� ='N (�TEIi IIS-
\\mr.corp\dots\Eng\O1-Ad min\0340-Cires-Manuals-Policy-Te Plates1SO-{'Dudes-ProceciLrm\Tmffi�.-Ma nagemCntftlghbourhuor-reffk_Mai
District of Maple Ridge
Neighbourhood
MAPLE RTDGE f y ! Traffic Management Practice
irkxis�trrrkl I_ ti�ltniiYf, 16:4
Textured crosswalks are appropriate for use
on all roadways. A textured crosswalk
incorporates a textured and/or patterned surface
that contrasts with the adjacent roadway surface.
The primary benefit of textured crosswalks is that
they better define the crossing location and can
further enhance other measures such as raised
crosswalks and/or curb extensions.
7,1,2 Horizontal Deflection
� `�' ' •t4 � to
This section describes traffic calming measures that cause a horizontal deflection of
vehicles. These types of measures discourage short -cutting or through traffic to varying
degrees and may also reduce vehicle speeds, reduce conflicts and enhance the
neighbourhood environment.
One -lane chicanes discourage speeding by
requiring motorists to weave around two offset
extensions of the curbs and to yield to oncoming
traffic. One -lane chicanes have proven to be
somewhat effective at reducing vehicle volumes.
Chicanes are used in limited applications,
primarily on local streets where driveway spacing
and on -street parking allow for the installation of
the chicane. They cannot typically be used where
on -street parking is heavily used. They are generally designed to accommodate
surface drainage along the gutter, and can incorporate landscaping. In the District of
Maple Ridge, one -lane chicanes will only be considered for local streets.
Curb extensions improve pedestrian safety by
reducing the distance that pedestrians must cross
a roadway, and by improving the visibility of
pedestrians for approaching motorists, and the
visibility of approaching vehicles for pedestrians.
Curb extensions can be used at intersections and
at midblock locations, and can be used alone or in
combination with a raised crosswalk and/or a
median island. In addition to their pedestrian
safety benefits, curb extensions on one or both sides of the roadway also help to
reduce vehicle speeds. For this purpose, curb extensions may be built on either urban
or rural roadway cross sections. In the District of Maple Ridge, curb extensions may
be considered along all road classes including transit and emergency response routes.
Page 32
1880.0010.1G / May 2004 U R B A N SYSTE1-,,AS,
\\mr.[nrplgoc Wm9%01-A4 Minjn340{r�s-Man�alsfolicy TenlWatesl5¢Pdieies•ProCedureslTraff[_ManagementlNeighdnurhocd_TraR�IKar
District of Maple Ridge
Neighbourhood
MAPLE R.IDG ILI, Traffic Management Practice
IncruX,n11 rt 12 1,zptennitr. VR74
Curb radius reduction is the reconstruction
of an intersection corner to a smaller radius. This
measure effectively slows down right -turning
vehicle speeds by making the corner `tighter'
with a smaller radius. A corner radius reduction
may also improve pedestrian safety to a certain
degree, by shortening the crossing distance. This
type of measure is acceptable on most classes of
roadway, but its use is often limited to specific
situations where the existing intersection geometry would allow the reconstruction. In
addition, curb radius reductions should not be used on transit routes.
On -street parking is a practical way of
decreasing the effective road width by allowing
vehicles to park adjacent and parallel to the road
edge. This type of measure is applicable on most
classes of road, but may not be that effective on
rural cross -sections, unless obstructions are
placed at the roadside to prevent vehicles from
parking too far off of the roadway. In addition,
continuous on -street parking along longer streets without intermediate passing
opportunities may be inappropriate. The primary benefit of allowing on -street parking
as a traffic calming measure is the reduction in vehicle speeds due to the narrowed
travel space.
Raised median islands are installed in the
centre of an arterial or collector road to slow
traffic without affecting the capacity of the road.
Raised median islands are particularly useful at
unsignalized crosswalks on higher -volume roads,
as they increase motorists' awareness of the
crosswalk and permit pedestrians to cross half
the road at a time. Raised median islands can be
combined with curb extensions and/or raised crosswalks to further improve pedestrian
safety. These measures may be considered on all classes of roadway.
■ Traffic circles should only be used at
intersections of local residential streets, and
intersections of local streets and minor collector
roads where traffic volumes are balanced. They
should not be used on industrial collector or
arterial roads, even where these roads intersect
local residential streets. Experience in other
Page 33 1880.0010.1G / May 2004 U R BA ■j�]
llmr.curyltlacslF�u1101•Adrr�n1634P6rrs-hFanual5-Policy-Terr�pW[cs150•P7GNec-Pracedures�7rafflc_hlana9err�enllNelghbw�rhaad Tra�r_Mai
District of Maple Ridge
SO�"` .:
tit Neighbourhood
MAPLE RIDGEi :.
yr tul 12 ti�4Nmz� .IhE1 Traffic Management Practice
llm
communities has shown that, where traffic circles are located on major roads, traffic
entering the traffic circle from the major road often fails to yield to traffic that has
already entered from the local street, creating a safety concern. Traffic circles should
not be confused with a similar traffic control device — the modern roundabout
Road diets are a new technique used to better rX`
y ."1 �i;.. R
define roadspace for various users and to
encourage motorists to slow down. In many
cases, wide local and collector streets do not a
have pavement markings (other than a centre
line in the case of collectors) to clearly indicate��
where motorists should drive. Road diets involve -�
the addition of pavement markings to define
driving space, parking space, and, in some cases,
bicycle facilities. More clear definition of 1M
driving space can induce drivers to reduce their I parking Two Marked
speed. Road diets also refer to the technique of Lane Travel Lanes
reducing four -lane arterial roads to two- or three -lane arterials with bicycle facilities
and/or on -street parking. Road diets can apply to any type of road in Maple Ridge.
Z 1.3 Obstruction
This section describes those traffic calming measures that obstruct specific vehicle
movements. These types of measures are typically implemented at intersections, but may
also be applied at some mid -block locations. The primary benefit of obstruction measures
for traffic management is that they effectively calm traffic behaviour without
compromising bicycle or pedestrian movements. Although these types of measures are
effective at discouraging short -cutting and through traffic to varying extents, they are
only recommended for use when horizontal or vertical deflection measures would not be
effective or appropriate. The following obstructions are appropriate for use in Maple
Ridge, as per Table 7.1.
Directional closures are applicable for use
only on local residential streets, but at
intersections with other road classes such as
collectors and arterials. A directional closure is a
curb extension or other barrier that extends into
the roadway, approximately as far as the
centreline. This device obstructs one side of the
roadway and effectively prohibits vehicles
travelling in that direction from entering.
Directional closures are especially useful for controlling non-compliance of one-way
road sections and are compatible with other modes such as bicycles. At all directional
Page 34 n
1880.0010.1G / May 2004 URB.A-NSY,nr 1 ! /'S'
]1mr,[arp]�fecsl€nQ1Ui•Rdm�n]0340-GrCs-Man�aisdmlicy TempCates150.�cies�la[0duralTraiT�_ManagemenCllte�ghbvurnald Yrat45�_hWk
District of Maple Ridge
-�- Neighbourhood
MAPLE RIDGE r' ti
I�is�gz'ratuct 1_��mmLir. iti:•I Traffic Management Practice
closures, bicycles are permitted to travel in both directions through the unobstructed
side of the road, however, some directional closures have a pathway built through the
device specifically for bicycles.
Raised median through intersection. -
These devices are used on the centrelines of two -
and four -lane roadways to prevent left -turn and
through movements to and from intersecting �.__41ic_
streets. This type of device is appropriate for use
on all classes of road in Maple Ridge and is
especially effective at preventing short -cutting _ Y
and through traffic while providing some
secondary pedestrian safety benefits. In the -�. 7
District of Maple Ridge, raised medians through
intersections are appropriate where local roads intersect higher classes of road.
• Right-in/right-out islands are raised
triangular islands located on an intersection
approach to limit the side street to right turn in
and out movements. Similar to a raised median
through an intersection, this device is used
primarily to restrict movements to and from an
intersection roadway. In Maple Ridge, right-
in/right-out islands may be considered only for
use in locations where local residential streets
intersect another roadway of any class.
7,1,4 Signage
Signage prohibiting turns and through movements should only be used as an alternative
in situations where appropriate traffic calming measures cannot be used. The use of
signage without accompanying physical traffic calming devices should be avoided where
possible, as this can create an enforcement problem and, as a result, can be costly in
terms of police resources. There is, however, one type of signage that can be used to
complement the physical devices installed through a traffic calming plan.
• Traffic -calmed neighbourhood signage
is used to notify motorists and other road users h
that they are about to enter a neighbourhood that
has been `calmed' by the installation of various >~
traffic calming measures. Although this Signage ?
alone does not have any significant impacts on
driver behaviour, it aims to make the motorist
Page 35 [ /C �`i'`
1880.0010AG f May 2004 URBANE i S EIS` S
��nx.corp�docsLEngl9k-Atl�n19340� ro•Manua�s-�Iky Templale515PPaNcles-Prvwdure517raRlc_Managem0ntl�'�Rhhourhood_7r3Ni�„Mar
MAPLE RIQGE
STkDljkmpl l 12'uP L-1— W4
District of Maple Ridge
Neighbourhood
Traffic Management Practice
aware of the conditions they are about to enter and could potentially act as a
`deterrent' for motorists looking for a short-cut.
• Information signage may be used to raise awareness about neighbourhood
traffic issues. Although signage may help to increase the awareness of motorists to
undesirable driving behaviour, it will not generally have any significant impacts on
speeding or short -cutting.
7.2 Measures Not Recommended for Use in Maple Ridge
Through discussions with District staff and the emergency service providers in Maple
Ridge (RCMP, ambulance service, fire service), the following traffic calming measures
are not recommended for use:
• Speed humps. Speed humps are not the same as speed bumps used in parking lots
and designed in many communities. Speed humps are used throughout the Lower
Mainland for traffic calming purposes, but create delays and inconvenience for
emergency services in particular. District staff and the emergency services do not
recommend speed humps for use within Maple Ridge because of potential delays to
emergency vehicles, as well as safety concerns for passengers/patients in fire vehicles
and ambulances. As well, because there is a large contingent of volunteer fire fighters
in Maple Ridge, there is also an issue with educating drivers on the location of speed
humps and preferred response routes throughout the District.
• Raised crosswalks. A raised crosswalk is essentially a speed hump combined
with a crosswalk. For reasons similar to those for speed humps, the District and
emergency services prefer not to consider raised crosswalks for use in Maple Ridge.
• Raised intersections are not readily visible to motorists and other roadway users.
Consequently, their effects on vehicle speeds and traffic volumes are minor, at best.
Given the high cost of retrofitting raised intersections on existing roadways, it is
recommended that raised intersections not be used in Maple Ridge as a traffic
calming measure.
• Rumble strips are typically used on high-speed rural roadways at approaches to
unsignalized intersections. Because this situation does not exist within the District,
and because rumble strips create concerns for maintenance, snow clearing, and
particularly cyclists, they are not recommended for use in the District of Maple
Ridge.
• Diverters are only used where significant short -cutting problems exist and should
only be considered in extreme circumstances, as they severely restrict access for
residents and transit and emergency vehicles, unless pass -through facilities are
Page 36 1880.0010.1G / May 2004 U R '•
F3AN C L'5. I STFi 15,:
\\mr.Cprp\docslEnQ\Ol•Admin103.10{IrCs•Manval5-Foli[y 7emplatz413d•pollC�s-PrucedurW%TtafCx_ Mana"nvntlNeighhaurfiwd TreftlrMa3
District of Maple Ridge
Neighbourhood
MAPLE RIDGE
Inge r�x ril��1 L �temicr. [r , Traffic Management Practice
provided. Given the existing scope of traffic management issues being raised within
the District, diverters are not recommended for use at this time.
• Intersection channelization is used to delineate specific movements at or
through an intersection. They typically restrict access to and from cross -streets and
therefore impact access to neighbourhoods for residents and emergency vehicles. In
addition, they are costly to implement. For these reasons, intersection channelization
is not recommended as a traffic calming technique at this time.
• Full closures are typically only considered as a last resort, as they completely
restrict access for residents and others travelling to and from locations within a
neighbourhood. They also restrict emergency and transit access. Less restrictive
measures should be considered first, as in most cases these can achieve the same
results, without the severe impacts associated with a full closure.
• Signage. As mentioned in the previous section, signage that prohibits turning and
through movements should only be considered when other methods of traffic calming
are not effective or appropriate. Experience in other communities has shown that
signage alone — to prevent vehicle movements, control traffic, or restrict speeds — is
generally not effective. For example, the addition of unwarranted stop signs may in
fact lead to reduced compliance by some drivers, which in turn affects safety for other
motorists, cyclists, and pedestrians. In this regard, signage must generally be
combined with significant enforcement activities or other physical traffic calming
measures to meet the objectives of neighbourhood traffic management. In the District
of Maple Ridge, it is not recommended that speed limit, stop signs, and prohibition
signage alone be considered as an appropriate traffic calming device.
7.3 Design Notes
The following information regarding the design of traffic calming devices is intended to
supplement or replace information presented in Section 4 of the Canadian Guide to
Neighbourhood Traffic Calming. These guidelines reflect experience and new techniques
developed since the Guide was published.
7.3.1 Design Guidelines
This section presents improved and modified designs for several traffic calming
measures. These changes address deficiencies of the designs presented in the Guide, and
reflect proven practices in BC.
■ Curb extensions. The minimum dimensions indicated in the Guide for curb
extensions (Section 4.3.2 of the Guide) are excessive, and might unnecessarily reduce
opportunities for on -street parking. Figure 7.1 indicates minimum dimensions
Page 37 �'j
1880.0010.1G / May 2004 ;+ RB•� N,'J ,c - - ^
\\mr,corp�G8�1Fnp101-+sdmin�p;40JLlrrs-Manua3s-Policy-TemplateslSO•PP1ICIes-ProcedureS�TrafTk_Managerripni�Heiph4aurhohe 7ra71� M9i
District of Maple Ridge
MAPLE IRTDGE s ti
frle.l�r}�c�rl[itii l�k'�#mLtir.ly:�l
Neighbourhood
Traffic Management Practice
appropriate for conditions in Maple Ridge — these dimensions are used for curb
extensions in Vancouver and other municipalities in BC.
Figure 7.1: Minimum Dimensions For Curb Extensions in Urban Areas
60 degrees
6.0 min.
1 max. -- --
R=1.2 m min. 6.0 m
min.
Traffic circle. Landscaping should be included in the centre of a traffic circle to
enhance visibility and aesthetics, rather than a hard surface or a planter. Specific
guidelines regarding landscaping include:
— Asphalt should be removed from the centre of the traffic circle prior to
landscaping. 150mm of pavement should be left along the inside edge of the
traffic circle curb, so as to provide stability for the concrete curb.
— The traffic circle should be filled with clean fill material. This should be covered
by 75mm of topsoil, which should in turn be covered with 50mm of planting
mulch.
— A maximum slope of 3:1 should be used for material within the traffic circle.
— Plant material should be selected which requires minimum irrigation during
summer months, and minimum maintenance.
— Trees may be placed within the centre of traffic circles. Circles less than 5m in
diameter should include one tree placed in the centre of the circle. Circles larger
than 5m in diameter can incorporate up to three trees, each of which is located at
least 1.25m back from the curb face of the circle. Trees must be watered weekly
for one hour during the first two years after planting.
Page 38 J,..,T.._ ` , .,
B ;-.
1880.0030.1E /May 2004 �); % �--� V
\\mr.corp\dots\Eng\01-Admin\0340-Cires-Manuals-Policy-Templates\50-Policies-Procedures\Traffic_Management\Neighbourhood Traffic -Mal
District of Maple Ridge
TD�E " f'�` Neighbourhood
MAPLE R
Traffic Management Practice
Raised median islands. The minimum dimensions indicated in the Guide for
raised median islands and raised median islands through intersections (Sections 4.3.5
and 4.4.5 of the Guide, respectively) are excessive, and might unduly impact traffic
operations and on -street parking on some streets. Figure 7.2 and Figure 7.3 indicate
minimum dimensions appropriate for conditions in the District these dimensions
are used for raised median islands in Vancouver and other Lower Mainland
municipalities.
Figure 7.2: Minimum Dimensions For Raised Median Islands
2.0
min-
Page 39 r_-
1880.0010AG / May 2004 U R BANi � - E 1.. D
llmr.corp]d6[51E�IlQI-hdrrin193Aa-C�r<s-Man�dk-Polity-Tert�1a[es15RPo6[Ie5•Prpcedaresl7rarflc_frtarragr�rrcnClTkighbourhDotl_Traffic_Ma i
District of Maple Ridge
� u
MAPLE RIDGES Neighbourhood
iTltTll}KrI;,cr.L 12 .F.,t�,,,,t i.,1 Traffic Management Practice
Figure 7.3: Dimensions for Raised Median Islands Through
Intersections
ied
, Route
Major Street Rolled Curbs Distance
Varies
T
2.sm
1.5 m y
1,5 .
Median Refuge Taper
Varies with Road Width
Curb Ramps Rs-25
Directional closure. The designs for directional closures illustrated in the Guide
(Section 4.4.1) can cause problems for cyclists where vehicles are parked against the
back side of the closure, and can increase maintenance efforts as a result of debris
accumulated in the bicycle channel. An alternative design of directional closure was
developed in Vancouver to address these problems, as illustrated in Figure 7.4 and
Figure 7.5, and is recommended for use in Maple Ridge.
Page 40
11880. 0110.1G / May 2004 V RBA S T -1-P-/,
%%lm -tor u Wou%F.ng 1p1-ndmin�Q340•Grcs-Manuak-Pafcy-Tempiales�59-FnAdes-praedores�Traff�_hsanagemen[1NekhbOurryovd?ra65C_Mar
District of Maple Ridge
Neighbourhood
MAPLE P.IUGE Traffic Management Practice
111kT)gX)T-•1TL4;1 L
Figure 7A Directional Closure (No Entry)
Figure 7.5: Directional Closure (No Exit)
Right-in/right-out island. The design of a right-in/right-out island should be
based on two design vehicles — a passenger car and an SU-9 single -unit truck. As
illustrated in Figure 7.6, the width of the roadway through the device should only be
sufficient to accommodate the design passenger car. A sloping concrete apron
(similar to that used on traffic circles) should be incorporated at a width sufficient to
accommodate the design truck. This approach to the design of right-in/right-out
islands helps to discourage motorists in passenger cars from attempting to circumvent
the device by turning left or travelling straight through the intersection. If the width of
the roadway through a right-in/right-out island is constructed so as to accommodate a
Page 41 - --.
1880.0010AG / May 2004 URBAN ' .'�•—' C ' �`
\\mr-[pp�lEng101•AOmIn10390-{le[5•hlanualsR7iiLyTempla1�5150•PallQes-FrGcedurcSlE��4MenagernentlNelghbpurhopd Tra�K_Mai
District of Maple Ridge
L- Neighbourhood
MAPLE IUDC.�E � ' Traffic Management Practice
I n�.c rr} a �r i lnl 1� :�l�ir:'mL;r.:.;• a
■
single -unit truck, it is very easy for a motorist in a passenger car — particularly a
compact car to circumvent the device. This reduces the effectiveness of the device
and creates an enforcement problem.
Figure 7.6: Right-In/Right-Out Island
n
a
y
Section A -A
Passenger Car
Single Unit Truck
■ Roads without curbs. In most cases, all traffic calming measures can be
implemented along roads with rural cross -sections without special provisions —
recognizing that site specific provisions for drainage, grade and other factors are
always required. Traffic circles, however, do require special provisions along roads
without curbs. Constructing traffic circles on roads without curbs requires
constructing short sections of curb on all four corners of the intersection, to force
motorists to slow down as they travel around the traffic circle through the
intersection. As illustrated in Figure 7.7, the gravel area on the back side of the curb
should be at the same elevation as the surface of the road, and should not be
backfilled to the height of the curb. This discourages motorists from driving over the
curbs.
Page 42
1880.0010.1G / May 2004
\\mrxoryv=%Eng101-Adrrvnitl3'�4L7rcs-Manua6•Pallry-TempWEe5150•PGl�cles-ProcedureSlYra(G� ASarwperrrenClHei9hbourhvod Traf��_Mai
District of Maple Ridge
Neighbourhood
MAPLE RIDGE Traffic Management Practice
InL%)r}x1r.OW l_ g
Figure 7.7: Traffic Circle Construction on Roads Without Curbs
: GrJuel .
P
P
Concrete or
asphalt curb
7.3.2 Signage and Pavement Markings
Section A -A
Curb pinned to road
...
Asphalt Gravel
This section describes additional or modified signage for traffic calming devices, to
supplement information contained in the Guide.
Object markers with curb extensions. The Guide indicates that object
markers (WA-36R) should be used with curb extensions. Although appropriate and
necessary on arterial and collector roads, the use of object markers is optional on
local streets. Residents often consider object markers to be `visual pollution' and
consequently their use on local streets should be minimized or avoided altogether.
Traffic circle signage. Yield signs should not be used with traffic circles. Rather,
traffic circles should be identified in advance with a `Traffic Circle' warning sign, as
illustrated in Figure 7.8. This sign not only alerts motorists and other road users to the
presence of a traffic circle, but also illustrates how persons should travel through the
intersection. If desired, the Traffic Circle sign can be modified as shown in Figure 7.8
for installations at three-way intersections.
Page 43 _'
1880.0010.1G / May 2004 �✓ BA E-' YE '
\\mr.corp\dots\Eng\01-Admin\0340-Ciro -Manuals-Policy-Templates\50-Policies-Procedures\Traffc_Management\Neighbourhood_Traffc_Mai
LO
MAPLE JUDGE
I; a trt} n:tt�el 1�'vtemti7',1 "i 4
District of Maple Ridge
Neighbourhood
Traffic Management Practice
Figure 7.8: Traffic Circle Sign
(with modifications for three-way intersections)
7.3.3 Construction and Temporary Measures
The Guide does not provide information regarding construction techniques or the use of
temporary measures. Consequently, key guidelines are provided in this section.
Where possible, traffic calming devices should initially be constructed on a temporary
basis. For a period of at least six months, the performance of the device should be
monitored to ensure that the desired effects are achieved. Once the device has proven
successful, it can be constructed on a permanent basis. This avoids the risk of removing
or modifying a permanent installation that was constructed at a much higher cost than a
temporary installation. If changes to the configuration of the device are necessary, these
can be incorporated prior to permanent construction.
Page 44 r'
URBAN S •-
1880.0010.1G /May 2004 �; �-� � 5"
1 ,cerpldocs np10i-AA mn10340�res- 7anuak•Pol cry -Temp ate5159 Pafcies P r[eduralTra c_Management M1ie ghhtlu rhoDd Tra[fl[_"aP
District of Maple Ridge
Neighbourhood
MAPLE DOGE Traffic Management Practice
Ina+ t+rrl�tii E' ii'}rczriL�•, k�%4
APPENDIX A
Expanded Traffic Calming Process
1880.0010.1G / May 2004
\\mccorp\dots\Eng\01-Admin\0340-Cires-Manuals-Policy-Templates\50-Policies-Procedures\Traffc_Management\Neightrourhood Traffc_Ma�.�4;t
District of Maple Ridge
0. mom
Neighbourhood
MAPLE Ii1 Traffic Management Practice
11 E} nr :.1 1' krtonLzr.1.4;.1
A EXPANDED TRAFFIC CALMING PROCESS
This Appendix presents a process for undertaking a traffic calming plan when additional
consultation with residents is considered necessary. An expanded process may be
desirable when:
• The whole system of streets within the larger area needs to be considered.
• Potential spillover effects from the application of traffic calming measures on one
street may occur.
• Broader community involvement is needed.
• Significant economies of scale can be achieved by considering traffic calming on a
broader scale.
The expanded process is illustrated below in Figure A.0.1.
Figure A.0.1: Process with More Extensive Consultation
STAGE 1 — Gauging I
STAGE 2 — Developing
I STAGE 3 — Council
Community Interest !
I
the Plan
I Approval
I
Initiate Area -Wide I
Walkabout
i Submit Plan to Refine Plan
Council
Traffic Calming
Plan
!
Information
!
Meeting
I
Community I
I
I
Letter/
Collect
Questionnaire
Additional Data
I Council
I
I Approval? No
Potential
Collect i
Solutions
Preliminary Data
I
!
Yes
I
......•••••• Open House
I
Implement Plan
Community I
I
Interest? Yes
Community>Yes
Support?
I
I
No I
E Major
I
Minor
I
Changes No
Changes
Respond to
Request(s) I
I
I
= ....... • Refine Plan
I
I
I
This process incorporates the same three stages as for the more streamlined process
outlined in Section 5.2. As for any traffic calming plan, it is important to gauge
community interest in traffic calming early in the process to determine whether there is
1880.0010AG / May 2004
��mr.Wrp�dorslEngi01•AAmIn�0340-ilres'lanual5•Pokiry-Templafe515�•Pnikres-Procedures}Ttaf6t_ManagenentWeigftbGurhpgd_7rafrr�.Ma -' � 'pc-
LTRBI�N,Lt��TFI
District of Maple Ridge
� MAPLE
RIDS Neighbourhood �[gi
�1,,,.r}.�,«.11_k•1+tumlvr s� a Traffic Management Practice
justification for proceeding with the preparation of a plan during Stage 2. The approach
to gauging that interest is similar to that outlined in Section 5.2.
The primary differences between this process and the streamlined process occur during
Stage 2. In particular, the following consultation activities are unique to this expanded
process:
Walkabout. In larger neighbourhoods or where the number of traffic issues is more
significant, the community involvement process may be initiated with a public event
known as a Walkabout. A Walkabout is typically a two- to four-hour walk led
through the study neighbourhood by District staff and/or consultants, where members
of the community are invited to attend and point out or discuss traffic issues firsthand.
It should be noted that, at this event, it is advisable not to discuss potential solutions —
this discussion is best left until after the data has been collected and more information
is known about specific problems. It is generally advisable to hold Walkabouts on
weekends, when attendance is likely to be higher. Notice about the Walkabout and
the intended route (including intermediate meeting locations) should be distributed to
residents more than a week in advance of the event.
Information Meeting. A public meeting is often held around the same time as
the Walkabout to give the community a chance to learn about traffic calming, its
potential outcomes, the plan development process, and to meet and discuss
neighbourhood traffic issues and opportunities. It is often useful to have a
questionnaire or comments sheet at this meeting that attendees can use to provide
feedback.
Community Open House. After potential traffic calming solutions for a
neighbourhood are developed, and after distribution of the community survey occurs
(see Section 5.2), a community open house should be held to provide residents and
other members of the community the chance to speak with members of the planning
team about the proposed plan. This open house is a good opportunity for residents to
ask questions about the plan and review applicable background information.
Residents can also be encouraged to return their completed surveys at this event.
Once community support for the traffic calming plan is established, the process continues
as described for the streamlined process.
1880.0010.1G / May 2004 �1�L {
\\m�•m��ldocsl�ng��l-AdminL03�G•Clres-hlanual5•Poii[yYempfates150•FGliaes•PrcxedareslTra��Mana4e�r�ent�Neighbo�rNuou_TrdTC�Ma URBAN '• �'-1
District of Maple Ridge
MAPLE RIDGE
ITILv F-r liA IZ tiwrternlxr.]h+4
Neighbourhood
Traffic Management Practice
APPENDIX B
Data Collection Guidelines
1880,0010.IG / May 2004
11rnr.CGrp�docs�Enq��l•Atlmin10.3g0{'irs-Manuals•Pal�cy-Template515D•Pollcles-?rxedur�l7rdffk_ManagementlNyyhhaurhood TraITIC_Ma v R B.�.N � I `�7TC r:� �.� :�
District of Maple Ridge
MAPLF RTDCT `
Irm ri:ptc4 1:.-,—i mbr iti,-1
B DATA COLLECTION GUIDELINES
Neighbourhood
Traffic Management Practice
This section provides an overview of data collection and monitoring needs, as part of the
Maple Ridge Traffic Management Program.
B.1 Data Collection Activities
Data are needed at three different stages of neighbourhood traffic management, as
described below:
• Determining priorities. In order to determine neighbourhood priorities for
developing traffic calming plans, data needs include traffic management requests,
collision data, sidewalk inventories, roadway geometry (topographic mapping) as
well as scheduling for other District programs. These data should be collected on an
annual basis for the purpose of updating priorities.
• Preparing plans. During the preparation of a neighbourhood plan, data are
collected to verify reported problems, and to determine the extent and nature of a
problem. These data may include (but are not be limited to) traffic volumes, speeds
and classifications, intersection counts, parking utilization, licence plate traces and
pedestrian and bicycle volumes. New data are typically collected only in locations
where problems are reported and where data are not already available.
• Monitoring. Following the implementation of a neighbourhood traffic calming
plan, data may be collected to monitor the performance of the measures, and to
identify any new problems. Data collected during the preparation of a traffic calming
plan represents `before data. Following implementation of the plan, `after' data
should be collected at the same locations and in the same conditions as `before' data.
Data should also be collected at other locations where new problems are identified,
and data collected through the municipality's annual data collection program should
be reviewed to identify potential problems which might arise as a result of changes in
travel patterns.
B.2 Types of Data
As part of the development of neighbourhood traffic calming plans, three principal types
of data are typically collected as follows:
• Traffic volumes. Traffic volume data provide an indication of the total traffic
travelling along the neighbourhood streets during a given period (e.g., 24-hour or peak
period). The primary purpose of collecting traffic volume data is, not only to provide an
indication of the overall number of vehicles or mixture of traffic during a given period,
1880.0010.1G / May 2004 ``L
lLmr.[orpldo�lErlg�dl•AorriIt1Q344CnC5•Ffdwais-Po11cy7CRtGl2les`5RPo5cie5�lelCCdures�TCa€f�h1bn292nrJt[�NLigh�OurhDOd TfdffC_Ma URiJR A—N 5 V5 T Ei\/15,
District of Maple Ridge
MAPLE RIDGE
l���nt}x+�.ucYl i,' k�Fir•.n�lxr. kh;�l
Neighbourhood
Traffic Management Practice
but also to identify the extent of non -local traffic (which may be supported with through
traffic surveys). While the District's desired level of traffic along a local roadway may
be on the order of 1,500 vehicles per day, for example, experience suggests that the
expected volumes should be more related to the area land uses and network
characteristics. For example, a neighbourhood with mixed -use developments on the
fringe may generate almost 2,000 vehicles per day along the street system. Similarly, a
long cul-de-sac supporting significant residential development may carry well over
1,000 vehicles per day. In both cases, very little could or should be done to address
traffic volumes if generated by uses within the community. Conversely, roadway
volumes of 1,000 vehicles or more per day along a roadway with 50 homes may be
considered high for the land use characteristics and road network, and indicative of a
short -cutting problem. In this regard, specific actions may be taken to address volumes
and / or through traffic problems.
• Travel speeds. The travel speed data provide the means of assessing the degree to
which speeding is a problem along a particular street. Speed studies are ideally
conducted over a 24-hour period using automatic traffic recorders. The primary
measure of interest with respect to speed is referred to as the 85`"-percentile. In other
words, if 85% of the drivers along a particular street are driving at or below the
posted speed, this is generally within an acceptable range. In this circumstance, one
would conclude that the identified problem might be attributed to a few speeding
drivers in which traffic calming would not be the appropriate solution. However, if
the 85"-percentile speed is greater than the posted speed, traffic calming measures
could be very effective in reducing speeds.
• Through traffic. The proportion of through traffic simply refers to the amount of
traffic along a neighbourhood street that is not generated by the community. Through
traffic patterns can be determined through various sources such as intersection counts
and licence plate surveys. Once again, there is no threshold of through traffic that is
acceptable. Similar to the traffic volume issues, the lack of an adequate road
hierarchy or land use patterns can result in short -cutting traffic. In these
circumstances, traffic calming may not redirect traffic to more desirable roads, but to
neighbouring community streets. Since through traffic can often be the source of
speeding vehicles within a community, and in the absence of alternative roads to
divert non -local traffic, traffic calming solutions may be concentrated on addressing
driver behaviour within the neighbourhood.
6.3 Methods of Collection
This section provides guidance for conducting specific data collection activities. These
guidelines are intended to ensure that data are appropriate for traffic calming study purposes,
are meaningful, and are collected in the most cost-effective manner.
1880.0010.1G J May 2004 [. [
\\mr.corp\dots\Eng\Ol•Rdmin\039�rY5-Marwals-Paliry•Templates\5aPotcieS-Proced�n eslTrafrie_ManagementlNei5hbeurhood Tra c_Md URBANSY�NTEV ,,
District of Maple Ridge
Neighbourhood
MAPLE RIDGE "',L - j Traffic Management Practice
Guzn}'eritcxl 1., tiPtendnr, i��4
• Traffic volume and speed data should be collected for a minimum 24-hour period, and
desirably for 48 or 72 hours. This ensures that no time periods are overlooked when
problems might occur, and avoids the need to repeat data collection activities if residents
indicate that data were not collected at the time that problems occur.
• Traffic volume and speed data are best recorded through the use of automatic counters,
ideally one that can also record speeds. Radar guns are not an effective tool for
collecting speed data, as observers are often visible to motorists, and can bias results by
selecting only lead vehicles in platoons. Speeds should be recorded in mid -block
locations, as far from intersections as possible.
• Intersection movements can only be recorded manually — automatic counters are not
useful for this purpose. Intersection counts should be undertaken during time periods
when problems are reported to occur, and for a minimum of two hours at a time. If
problem time periods are not known, intersection counts should be undertaken for a total
of six hours — two hours during the a.m. peak period (typically 7:00 to 9:00 a.m.), two
hours in the midday (typically 11:30 a.m. to 1:30 p.m.), and three hours in the evening
(typically 4:00 to 6:00 p.m.). Observers should also record pedestrian and cyclist
volumes.
• Licence plate traces should only be conducted in areas with a small number of access
points, so that through traffic can be conclusively identified. A minimum 90-minute
time period is required, which results in one hour's worth of useful data. The cost of
conducting licence plate traces can be reduced by using volunteers from the community.
1880.0010.1G / May 2004 ::
ll+rr-��PW IE^41flt-Rdm1n�0346Grt5•Manuals�Clr[y YemplaialSQ-Pali[ies•VroCedureslTrarfl�Management�Neigh�aufhGOd_Tra L_M1fB URBA ' Y L. L .i •._i.
APPENDIX B
PREVIOUS REPORTS TO COUNCIL
River Road Storm Sewer, September 19, 2011
- 124 Avenue Construction Update and Traffic Calming, October 24, 2011
- Alouette Valley Association Proposal for 132 Avenue (216 Street to 232 Street), November 07,
2011
MAPLE RIDGE
Deep Roots
Greater Heights
TO:
FROM:
SUBJECT:
District of Maple Ridge
His Worship Mayor Ernie Daykin MEETING DATE: October 24, 2011
and Members of Council FILE NO: E02-010-164
Chief Administrative Officer MEETING: Workshop
124 Avenue Construction Update and Traffic Calming
EXECUTIVE SUMMARY:
This report provides a status update on the improvements to 124 Avenue currently under
construction. 124 Avenue is known as Shady Lane and is a street that has historic and cultural
significance in Maple Ridge. The street is part of the Trans Canada Trail and is designated as a
heritage tree area.
In the past number of years concerns from area residents have been raised with regard to
pedestrian safety, The most common reasons cited for this are the lack of pedestrian facilities, traffic
volume and traffic speed. In 2009 further concerns were raised after the Golden Ears Bridge and the
new Pitt River Bridge were completed. Area residents cited an increase in "rat running" and requests
for pedestrian facilities were repeated. In response, Council approved as part of the 2011 capital
budget the installation of a sidewalk to provide a separation of traffic and pedestrians. The design
also required the installation of a storm sewer.
The District held an Open House on February 24, 2011 to present the conceptual design. About 30
residents attended the Open House. The comments at the Open House appear to have supported
the proposed improvements. There were no concerns raised with regard to the sidewalk.
Council awarded the work in late June 2011 and Construction commenced in August 2011. After
construction some residents raised concerns that the sidewalk would not address the issues of
traffic volume and speed. A meeting was held with area residents in September 2011. At that
meeting residents requested that further traffic calming measures be pursued. District
representatives committed to reporting these issues to Council. This commitment was reinforced in
a letter dated September 29, 2011 which was hand delivered to residents on September 30, 2011.
As discussed with the area residents, the installation of a sidewalk is one of the measures being
implemented to address safety in the area. The street is on the Trans Canada Trail, is a school route
option, and has families with young children living on it. The separation of pedestrians and traffic is
therefore seen as a key safety measure but does not preclude other traffic calming measures from
being pursued.
As the population in Maple Ridge grows, the issues related to traffic calming have emerged and are
becoming more prominent. In response the District developed and adopted a Neighbourhood Traffic
Management Policy in June 22, 2004. This policy identifies a number of traffic calming options that
can be implemented depending on the nature of the street. It is intended to examine further traffic
calming measures for this neighbourhood and that the budget implications for these measures be
brought forward as part of the upcoming Business Plan discussions.
RECOMMENDATION:
That this report be received.
DISCUSSION:
a) Background Context
By way of background, 124 Avenue is a street that has historic and cultural significance in
Maple Ridge. The street is part of the Trans Canada Trail and is designated as a heritage tree
area. The large heritage trees mean that the street cross-section is constrained. Pedestrians
currently are required to walk on a gravel shoulder which despite repeated maintenance is
subject to ponding during rain events. To avoid the ponds that occur on the gravel shoulder
pedestrians move onto the asphalt driving surface resulting in a potentially unsafe condition.
To address this, a design was completed to provide for a sidewalk that would be separated
from the driving surface by way of a raised concrete curb. To address the drainage concerns
a storm sewer pipe also formed part of the design.
The contract was awarded in June of 2011 and has progressed through the summer. At the
time of writing the storm sewer has been installed as well as the concrete curb. It is
anticipated that the work will be substantially complete by the end of October/early
November, depending on weather conditions.
b) Design Standards
In designing roads the Transportation Association of Canada (TAC) Geometric Design
Guidelines for Canadian Roads is used. The TAC guidelines state the following;
"in the design of local residential streets it is desirable to encourage low operating speeds.
One means to effectively accomplish this is to minimize travel and parking lane widths".
The introduction of a curb and sidewalk to 124 Avenue will have the effect of narrowing the
road widths which according to the road design guidelines will slow down traffic. This is only
one measure to address concerns with speeding. The District's adopted Neighbourhood
Traffic Management Policy has identified other measures that potentially could be
implemented.
c) Heritage Trees
Of primary concern to the District throughout the design and construction of the project is to
maintain the health of the large heritage trees that border 124 Avenue. Throughout the
construction period a certified arborist has been onsite providing professional advice. A
status report has been completed in October 2011, which concludes that all precautions and
measures are being taken to protect and maintain the health of the trees. The District's
Legal Counsel has also confirmed that the work is not in contravention of the District's Tree
Protection Bylaw No. 5896-2000.
d) Traffic Issues
With the amount of traffic volume growing in Maple Ridge's transportation system, Council
approved improvements in the neighbourhood including stop controls at the intersections of
124 Avenue at 216 Street, and 216 Street at 121 Avenue, as well as a new signal at 128
Avenue at 216 Street. With the completion of the re -alignment of the intersection of 224
Street at Abernethy Way, and these changes, traffic is still re -adjusting.
Notwithstanding these measures that have been implemented area residents remain
concerned about traffic on 124 Avenue.
The primary concerns raised at the September 2011 meeting include
• The speed of traffic;
• The volume of traffic;
• The lack of regard by drivers using 124 Avenue for local residents;
• The inability to egress driveway at certain periods of the day.
e) Response to Traffic Concerns - Traffic Calming
The District has received correspondence from area residents requesting different forms of
traffic calming. These range from a total street closure except for local traffic, speed humps,
traffic circles, chicanes etc.
The District's current Traffic Calming Policy identifies a number of potential traffic calming
measures that could be utilized on 124 Avenue. A copy of those measures is attached to this
report. The following actions are planned with regard to addressing traffic concerns on 124
Avenue (between 216 Street and Laity Street):
• Appropriate traffic calming measures, based on the District's policy, to be examined
for this neighbourhood (which will include adjacent streets);
• 'These measures to be developed with and communicated to the residents for input
and feedback;
Traffic calming measures to be brought forward as part of the upcoming Business
Plan discussions for consideration.
it is recognized that the current road cross-section is constrained and that measures will
have to be developed and designed with that in mind. While a similar action plan is in
process for River Road, it is important to note that any traffic calming measures
contemplated for 124 Avenue must also consider the impact on neighbourhing streets.
The District has also been collecting traffic data in the area which will be used as input.
Further data collection may be necessary once the street re -opens following completion of
the new pedestrian improvements.
f) Desired Outcome
The desired outcome of this report is to update Council on the construction of sidewalk and
drainage improvements, and to update Council and the public on the proposed actions to
address issues raised by residents including those issues raised at the resident meeting in
September 2011.
g) Strategic Alignment
The Corporate Strategic Plan has directed staff to manage municipal infrastructure including
roads and sewer through infrastructure plans. The plan to upgrade this road reflects the
District's commitment to the residents and community.
h) Citizens/Customer Implications
The District held an Open House on February 24, 2011 to present the conceptual design,
and sent letters to residents on the following dates:
• February 10, 2011
• May 9, 2011
• July 28, 2011
• September 29, 2011
As well, the May 9, 2011 letter included drawings for each of the properties showing the
exact length of the driveway works as well as other works fronting the properties.
In September 2011 at the request of area residents a meeting was held on 124 Avenue to
discuss residents concerns. The traffic related concerns are identified and addressed above.
i) Business Plan/Financial Implications
Council has approved the rehabilitation of the pavement in the 2011 Business Plan. As part
of the upcoming Business Plan, funding for installing additional traffic calming measures will
be discussed.
j) Next Steps
The next steps for this project include the following:
• The construction of the sidewalk and drainage improvements is scheduled for
completion over the next few weeks;
• Concurrently, staff will be developing a plan initiating a comprehensive
neighbourhood traffic calming process;
• 'Finally. staff will be reviewing the funding of possible traffic calming measures as part
of the 2012 - 2016 Business Plan.
CONCLUSIONS:
The 124 Avenue pedestrian and drainage improvement project is near completion.
Residents have asked that the development of traffic calming be implemented. Staff will continue
working with the neighbourhood to advance this and funding for these initiatives needs to be
examined as part of the upcoming Business Plans.
Co -prepared by: Richard Wo g, Eng
Manages of besidn & Construction
_ITy
Co -prepared by, Michaeling, AW
Traf it arid T.ransportation Technologist
Approved by: , Frank Quinn, MBA, PEng. - %
General Manager: Public Works & Development Services
' r-
Concurrence: J.L. (Jim) Rule
ghief Administrative Officer
Attachments: 'Excerpt of Traffic Calming Measures (from District Neighbourhood Traffic Management Practices)
Letters to residents dated February 10, 2011; May 9, 2011; July 28, 2011; September 29, 2011
4
Deep Roots
Ent W NOod
TO:
FROM:
SUBJECT:
District of Maple Ridge
His Worship Mayor Ernie Daykin MEETING DATE: November 7, 2011
and Members of Council FILE NO: E02-132-001
Chief Administrative Officer MEETING: Workshop
Alouette Valley Association Proposal for 132 Avenue (216 Street to 232 Street)
EXECUTIVE SUMMARY.
The Alouette Valley Association (AVA) has in recent years promoted a "Recreational Roadway" for the
section of 132 Avenue from 216 Street to 232 Street. Representatives have met with and made
presentations to staff, Council Committees and most recently made their presentation to Council at
the Committee of the Whole Meeting on October 17, 2011. At that meeting, Council directed that a
report be prepared for Council Workshop.
The focus of the AVA's presentation is to create a roadway that in addition to motorized vehicles
provides for pedestrians, cyclists, equestrians, wildlife and all users. The desire for some form of
traffic calming has also been identified.
Engineering staff have met with a number of their representatives to discuss their concepts for a
multi -use path and traffic calming measures. Preliminary concepts have been prepared and are
attached to this report. In addition, these discussions have resulted in a number of road safety
enhancements that have been implemented over the past two years along 132 Avenue.
ICBC has reported that over the past decade there has been an increase in over 18,000 registered
vehicles in Maple Ridge. The District of Maple Ridge has a very close working relationship with ICBC
and together developed the Safer Cities Program for Maple Ridge. In 2004, in anticipation of future
traffic increases and corresponding traffic related issues, the District of Maple Ridge adopted its
Neighbourhood Traffic Management Policy. Within this policy are a number of traffic calming
measures that can be used to address traffic related issues.
This report outlines the anticipated next steps with regard to 132 Avenue. Staff will continue to meet
with the AVA to discuss concepts for the multi -use path and traffic calming measures. As well, input
from all stakeholders will be included for consideration together with an analysis of the surrounding
traffic network. Appropriate traffic calming measures can then be developed based on the District's
current Traffic Calming Policy. This traffic calming action plan for 132 Avenue is similar to that
proposed for other neighborhoods in the municipality and will be included in the upcoming Business
Plan discussions.
RECOMMENDATION:
That this report be received.
171-14 a1i-AS 1L•1211
a) Background Context
The AVA has concerns with speed and traffic volume on 132 Avenue from 216 Street to 232
Street. They are proposing that this section of roadway be improved to enhance the safety
and usage by all users and to preserve the wildlife and environment in the area. Their
PowerPoint presentation entitled "Recreational Roadway Proposal" by the AVA and Silver
Valley Neighbourhood Association has been presented at a number of different forums
including:
• Economic Advisory Committee
• Agricultural Advisory Committee
• Bicycle Advisory Committee
• District Staff
• Parks and Leisure Services Commission
• Council at Committee of the Whole
The presentation proposes potential attractions and recreation opportunities in the area, and
the need to create a roadway that preserves the settings and be a showcase for Maple
Ridge. Their goals for 132 Avenue from 216 Street to 232 Street are summarized below:
• Enhanced safety for pedestrians, cyclists, and other users by providing a 3.0m multi-
use trail separated from traffic.
• Enhanced safety for equestrians by providing a 3.Om separated path.
• Traffic calming using current techniques such as chicanes, curb extensions and
medians.
• Provide areas for parking.
• Promote recreation, fitness, tourism, equestrian events, and farms.
• Promote the attractions such as dykes, parks and wildlife all within minutes from
downtown Maple Ridge.
b) Safety Enhancement Measures Implemented To -Date
Through discussions with residents in the area a number of measures have been
implemented:
• "Share The Road" signs were placed on 132 Avenue between 216 Street and 232
Street in 2010.
• Centerline was changed from dashed yellow to single solid yellow line in 2011.
• Signs directing traffic to Abernethy Way were placed in 2011.
• Directional signage to keep Provincial Park traffic on Abernethy Way were posted in
2011.
• Enhanced RCMP traffic enforcement.
• Improvements on Abernethy Way at 216 Street and 224 Street to improve traffic flow
on Abernethy Way.
Currently a road survey.is under way to review if sufficient road width is available to paint a
double yellow line on the roadway.
c) Design Considerations
The Parks Master Plan identifies 136 Avenue as a recreational corridor. The District of Maple
Ridge has invested in this corridor through projects such as the recent completion of the
North Alouette River Greenway (NARG) Bridge at a cost of approximately $400,000.00. This
has provided a link over the last barrier, the North Alouette River, for an alternative route to
the north.
The Parks and Leisure Services Department has been working on developing an alternative
equestrian route to the existing road shoulder on 132 Avenue. This alternative equestrian
route starts at 232 Street and follows west through the Silver Maples subdivision, an off road
trail, a separated boulevard trail, a road shoulder trail on 136 Avenue, and onto the
dedicated trail in the unconstructed 136 Avenue right of way to the NARG Bridge. A network
of trails are being designed and implemented through development and municipal capital
projects.
Abernethy Way is designated as a major four lane arterial route from 232 Street to the
Lougheed Highway. It is designated as a TransLink Regional Road through which TransLink
provides funding for capital upgrades. The intended cross section for Abernethy Way is four
traffic lanes (two in each direction) as well as a multi -use pathway for cyclists and
equestrians.
To minimize replications and redundancies, the design of 132 Avenue must take into
account the Parks Master Plan for trails including 136 Avenue and future improvements
along Abernethy Way.
There are existing constraints on the 132 Avenue roadway alignment and cross section that
may prove challenging when considering proposed multi -use path and traffic calming
measures. There are deep ditches on both sides of the existing roadway and may require
sections of retaining wall to widen the cross-section. Additional right-of-way may be
necessary to accommodate a continuous multi -use path and traffic calming measures.
In advancing a design for 132 Avenue the overall network along with local constraints need
to be taken into account.
d) Desired Outcome
The desired outcome is to report to Council on the AVA proposal for a "Recreational Roadway"
for 132 Avenue and include in the upcoming Business Planning sessions discussion on
actions and funding to address the issues raised by the residents.
e) Strategic Alignment
The District of Maple Ridge's Strategic Plan recognizes the need to balance all modes of
transportation. The design of 132 Avenue will be in accordance with these strategic goals.
f) Citizens/Customer Implications
Engineering staff have met with a number of resident representatives to discuss the concept
of a multi -use path and traffic calming. A public consultation process will ensure that all
stakeholders are represented with respect to the proposed improvements on 132 Avenue.
g) Interdepartmental Implications
The design of 132 Avenue will require input from many departments including Engineering,
Parks, RCMP and Fire.
h) Business Plan/Financial Implications
As part of the upcoming Business Planning process, funding for installing a multi -use path
and additional traffic calming measures will be discussed.
i) Next Steps
The next steps for 132 Avenue from 216 Street to 232 Street include the following:
• Staff will continue to meet with the AVA to discuss concepts for a multi -use path and
traffic calming measures.
Concurrently, staff will be developing a plan initiating a comprehensive traffic
analysis followed by appropriate traffic calming measures based on the District of
Maple Ridge's Traffic Calming Policy.
• Finally, staff will be reviewing the funding of possible traffic calming measures as part
of the 2012 - 2016 Business Plan.
CONCLUSIONS:
There are concerns raised by residents related to traffic speed and volume on 132 Avenue from 216
Street to 232 Street. The Aiouette Valley Association has proposed a 'Recreational Roadway"
concept for this section of roadway that will include a multi -use path and traffic calming measures.
Staff have implemented a number of safety measures and will continue working with the
neighborhood to develop a plan that addresses the concerns. Discussions and funding for these
initiatives needs to be examined as part of the upcoming 2012 - 2016 Business Plan.
Submitted by. Richard
Manager a DesiW4 Construction
Frank Quinn, MBA, P.Eng
General Manager, Public Works & Development Services
Concurrence: 1.L (Jim) Rule
Chief Administrative Officer
,mow
Deep Roots
Greater Heights
TO:
FROM:
SUBJECT:
District of Maple Ridge
His Worship Mayor Ernie Daykin
and Members of Council
Chief Administrative Officer
River Road Storm Sewer
EXECUTIVE SUMMARY:
DATE: September 19 2011
FILE NO: E05-010-J si-7
MEETING: Workshop
This report provides a status update on the River Road Storm Sewer Project. From the outset of this
project the number one priority has been the installation of the storm sewer to address concerns
about the stability of the Fraser River Escarpment. The report provides a detailed history about the
genesis of the project and the efforts of residents on River Road to see the storm sewer project
advanced.
The report also details traffic calming measures that have been implemented over the past few years
at the request of residents living on River Road.
In August 2011 staff met with residents primarily from River Road. At that meeting a number of
issues were raised. This report records those issues and discusses potential options on how they
could be addressed. Some of the options presented have business plans and financial implications.
The recommendation for Council's consideration is that this report be received. Council may also
wish to consider directing staff to forward those issues with financial implications to the upcoming
Business Plan discussions.
RECOMMENDATION:
THAT this report be received.
DISCUSSION:
a) Background Context: History of the Project
The issue of the effects of surface water runoff and groundwater along River Road on the
Fraser River Escarpment has been well documented. Historical and recent slides were
catalysts for a number of detailed geotechnical investigations and reports since 1979.
Within those geotechnical reports were consistent recommendations to reduce the potential
for storm water and subsequent groundwater entering directly into the escarpment, and thus
potentially destabilizing the escarpment. The recommended approach in the geotechnical
reports was the installation of a storm sewer along River Road. Directing storm water runoff
generated from rooftops, hard surfaces and driveways into a storm sewer reduces the risk of
further slides and erosion by reducing the amount of groundwater entering the escarpment.
In response to the geotechnical report's recommendations, the installation of a storm sewer
on River Road was included in the capital budgets through a phased approach.
Starting in 1996, the phased approach began to be implemented and sections of storm
sewer were installed moving from west to east along River Road on an annual basis, funding
(from General Revenue taxation) permitted. It should be noted that the annual capital budget
in total for capital from general revenue is approximately $2M. The phased approach allowed
smaller sections to be completed annually. The first phase started in 1996. Through several
phases the storm sewer was installed from 207th Street to Darby Street. Over $3.7M was
invested over ten (10) years on River Road, with most of it during the period from 1996 to
2002.
In 2002, the construction of the storm sewer stalled primarily due to funding constraints and
other priorities in the District. A number of events however brought the need to continue the
storm sewer installation back to the forefront. This includes events in other municipalities
such as a slide in North Vancouver where a fatality occurred. In 2007, during a significant
rain event, a number of slides occurred along the Fraser River Escarpment. The CP Rail line
was closed for a period of time due to a relatively large amount of material sliding onto the
tracks. One property owner lost a backyard deck. Several properties lost parts of their
backyards.
As a result of these incidents, further geotechnical work was initiated in 2007. A primary
recommendation from those geotechnical reports was the completion of the installation of
storm sewer from Darby Street to Carshill Street. In total, seventy (70) properties directly
front this project.
At the time Council received considerable and significant representation from residents along
River Road urging Council to install and complete the storm sewer installation (Appendix A
and Appendix B).
In early 2007, Council directed staff to pursue the construction of a storm sewer along River
Road between Carshill Street and Darby Street.
Budget Implications in2DQ7
In 2007, the existing five (5) year capital budget at that time had no funding identified for
River Road. In an attempt to accelerate the project two (2) potential funding sources were
identified. The first was a potential grant through the Federal/Infrastructure Program and the
second was through a local improvement with the residents paying a third of the costs
should the grant be successful.
As a result, an initiative to pursue a project to install storm sewers on River Road as a Local
Area Service (LAS) was developed and a grant application for funding assistance from the
Provincial and Federal Governments was submitted. Council also approved a detailed soils
investigation using piezo-cone penetration testing (CPT) that would be used to help design an
approach to installing the storm sewer. A letter was sent to the seventy (70) property owners
advising of these initiatives.
On June 18, 2007, Council received a petition from seventy five (75) percent of the area
residents requesting that municipal funds be allocated to the implementation of the
improvements (please see Appendix B). Ten (10) days later on June 28, 2007, the District
was advised that request for funding assistance from the grant program had been denied.
As a result, on July 5, 2007 Council passed the following resolutions:
• That upon receipt of a formal response from the Provincial Government in regard to a
infrastructure grant request for River Road, staff is to hold a public information
meeting for residents; and
• That the local improvement process previously directed by Council not be pursued;
and
• That the results of the Golder Associates study currently underway be used as input
to address future priorities for the area; and
• That the recommendations from the Golder Associates study be brought forward as
part of the 2008 business planning process; and further
• That this information be released to the public in the correspondence informing the
residents of the proposed meeting.
Letters were sent to all seventy (7 0) properties and on July 26, 2007, an information meeting
was held with residents. Eighteen (18) properties were represented by the attendees and
they were provided background on the:
• Grant application;
• Conclusion of the LAS process;
• District's capital works program;
• Phasing (past and potential) of storm sewer improvements on River Road, as well as;
• Information on the District's next steps.
During the 2008 Business Plans it was identified that General Revenue did not have the
funds available to support constructing the works in a single year. Council identified in its
2008 - 2012 Capital Works program two (2) separate components of work for River Road.
The first was the storm sewer component estimated at $2.675M funded from debt with the
annual repayments being covered by General Revenue. The second component was curbs,
gutters and sidewalks identified as funded from grants. This work was estimated at
$2.975M. At the time it was anticipated that there would be future rounds of the
Federal/Provincial grant program.
Tender and Awarl of =tra
In February 2008, Council was updated on the results of the geotechnical report and a follow
up meeting with area residents, was held on February 25, 2008, where the proposed River
Road drainage improvements and an update on recent soil investigation work results were
presented. Letters were sent to all seventy (70) properties, and sixteen (16) property owners
were represented at the meeting.
Finding a location for a large diameter storm drain within the existing River Road right -of way
in the section between Darby Street and Carshill Street was virtually impossible, as the very
narrow as little as ten (10) metres in some sections) ROW is already filled with utilities
(sanitary sewer, water, gas, hydro and telephone ducts, and 500 mm sanitary force main)
and the new storm sewer must be five (5) metres below the ground surface.
To compound this, the south side of River Road is lined with a combination of very tall
mature landscaping and high brick walls and fences. In order to determine an appropriate
alignment for the required storm sewer, consideration must be given at this time to the
ultimate development of the road as a whole.
In September 2008, as a follow up, the District's Chief Administrative Officer re -applied for
another grant (please see Appendix D). This was also unsuccessful.
On October 2, 2008, an open house was held with area residents to present design options.
Letters were sent to all seventy (70) property owners to attend the open house. At that open
house, the twenty eight (28) property owners present were advised that "each property
would be provided with a service connection and it will be the owner's responsibility to drain
the roof leaders, the lawn drains and perimeter drains into the new storm sewer at their own
expense."
The ultimate design included the construction of sidewalks, noting the need for property to
be dedicated to the District Twenty three (23) property owners were represented at the
meeting and provided feedback to a staff questionnaire, and another thirty three (33) mailed
in their responses.
Estimates for the work at that time identified approximately $2.5M for the storm sewer and
approximately $3M for the road improvements. If the road improvements were not
constructed, funding would be required to rehabilitate the pavement.
Residents were informed in February 2010 by letter that the District would be smoke testing
the system to determine if any properties were discharging storm water directly into the
sanitary sewer.
Based on feedback from the open house and Council, a final design approach was selected.
Subsequently, negotiations commenced to obtain the necessary property to advance the
construction of the sidewalks and bicycle lanes. As well, staff proceeded with the detailed
design for both the sewer and road projects. As well, negotiations were made with CP Rail to
cross the tracks as well as the necessary Right -of -Way to install the storm outfall from River
Road to the tracks. The property acquisitions were important for the District should another
grant become available and to allow the road improvements to be constructed when funded.
Because no other grant funding for the sidewalks was available and the road dedication was
not received from four (4) properties, staff proceeded to modify the tender redesign for just
repaving the road with the option to construct the full ultimate design when the properties
and funding is available.
As part of the final design, a section of forty five (45) year old sanitary sewer was deemed to
require replacement and a design was prepared as part of the project.
At its June 14, 2010 Workshop meeting, Council supported the final design option, approved
the tendering of the storm and sanitary sewer replacement and pavement rehabilitation and
directed that the funding for sidewalks, bicycle lanes and street lighting improvements be
examined as part of the 2011 - 2015 Business Plan.
During the capital works planning process, the project for the bicycle lanes, sidewalks and
street lighting improvements was identified, though the funding (from grants) was flagged for
future analysis, pending the completion of the sewer project and prevailing economic
conditions. This will also be reviewed in the 2012 - 2016 Business Plan
A final open house was held on June 23, 2010 to present to area residents the final detailed
construction design and the fact that the bicycle lanes and sidewalks would not be part of
the initial work but be scheduled in the five (5) year capital plan. Residents were informed by
letter mail on June 10, 2010 of the meeting and the attendees represented twenty eight (28)
properties.
Subsequently, the project was tendered in late July 2010. Because of tender prices and the
expected scheduling of the project, Council awarded construction of the storm and sanitary
sewer to Double M Excavating in July 2010 and approved additional funding for the
pavement rehabilitation ($300,000) for 2011.
Prgiect Status
During January 2011, residents were informed by letter that the construction would be
temporarily interrupted due to weather and construction conditions. In April 2011, residents
were advised that the construction would re -start on April 11, 2011.
During the course of construction, additional detailed and site -specific exploratory and
investigative work was carried out to determine how individual properties addressed their
storm water needs, including which of and the number of residences that had District
approved rock pits, CP Rail approved discharges to the drainage channel and culverts under
the CP Rail tracks, and if there were additional residential storm water connections to the
District's sanitary sewer system.
As the storm and sanitary sewer construction neared completion and the road surface
needed to be improved, the gravel base and first asphalt lift was placed between August 15
and 21, 2011.
What remains for the rest of the current project is the final layer of asphalt, a 0.8 metre
paved shoulder on the north side asphalt, a 0.9 metre gravel path on the south side and
asphalt curbs for drainage.
Considerable efforts have been made to solicit feed back from the public on this project. In
total six (6) public information sessions have been held on the following dates:
• July 26, 2007
• February 25, 2008
• July 10, 2008
• October 2, 2008
• June 23, 2010
• August 16, 2011
The following dates represent letters sent to the residents:
•
July 11, 2007
•
February 13, 2008
•
September 22, 2008
•
October 9, 2008
•
November 5, 2008
•
February 12, 2010
•
June 10, 2010
•
January 27, 2011
•
April 7, 2011
•
July 27, 2011
•
August 8, 2011
Please see Appendix C.
As a follow up to issues identified by River Road residents during the Spring of 2008, staff
collected and evaluated traffic data on River Road (from 207th Street to Carshill Street).
After traffic calming options were developed with RCMP, Ambulance and the Fire
Department, an open house was held on July 10, 2008 to obtain feedback from area
residents. It was recognized that because of the storm sewer and road improvements
contemplated by Council, additional follow up work would be required after the construction
was completed.
Subsequently, in the fall of 2008, the District installed traffic delineators along sections of
River Road to slow traffic down. In addition, key intersections were converted to 4-way
intersections again to slow traffic down. Also the first speed reader board in Maple Ridge was
installed on River Road.
Since these measures were installed there has been divergent feedback from residents on
River Road. Some have commented that the measures have been effective. Others have
commented that the measures have had little effect.
It is clear that future consultation with area residents, as well as analysis, is required.
b) Issues Raised By Residents
On August 16, 2011, in response to a request by residents, residents were invited to the
lobby of Municipal Hall where information boards were presented and staff were available to
respond to questions. A lengthy question and answer period resulted in a number of issues
being raised by the attendees at the meeting and attendees were advised that a report
would be presented to Council. Seventeen (17) attendees signed in. There were divergent
views expressed by the attendees. A number of attendees expressed appreciation to the
District for completing the installation of the storm sewer and gratitude to the District for
expending approximately $3M on River Road. Other attendees had specific concerns and
the following section identifies the primary issues and how they will be addressed.
Z• 1 - +ie-+s +i
As stated earlier in this report, the primary focus from the outset of this project is to reduce
the amount of surface runoff going into the escarpment. With the installation of the storm
sewer at a cost of $$3.4M (including the necessary pavement rehabilitation) it is clear that
connecting properties to the storm sewer is a primary objective.
At the public information meeting, some residents were concerned about the costs that they
would be required to pay to connect their storm water drainage pipes to the storm sewer. A
few of the residents in attendance favoured a mandatory requirement for property owners to
connect to the storm water system
As with the previous storm sewer projects along River Road, a connection has been provided
to the property line from the storm sewer at no -cost to the property owner. However, the cost
of the work on private property is at the cost of the property owner. This message has been
consistent throughout the public process on this project. The District has not paid for any
work on private property as part of any of the previous phases.
During the public information meeting, staff and the attendees discussed the construction
standards for property owners, including whether perimeter drains were required to be
connected (these are typically deeper and more effort is required to connect these to the
system). Because the work on each property is likely unique, and reflects the District's
approval of how storm water is treated on each property, property owners were advised that
the District's Plumbing Inspectors would determine the acceptability of approaches on a case
by case basis. Property owners suggested that the District Inspectors visit each property.
Residents also inquired about how CP Rail Approved Drainage Pipes would be considered, if
there was a deadline to complete their connections and if the District would provide financial
aid.
Addressing!s-swe
Staff will be addressing these issues by carrying out the following:
• Upon request the appropriate District staff will advise the property owner on an
appropriate method for connecting to the storm sewer service at the property line.
• Consistent with past and current practice the costs for work on private property will
be borne by the property owner.
• Properties having CP Rail approved discharges to the CP Rail drainage channel at
the bottom of the slope will not be required to connect to the storm sewer.
• Properties having District approved and permitted rock pits will not be required to
connect to the storm sewer, until such time when the rock pit requires rebuilding,
and which time the properties will be required to connect to the storm sewer. Staff
will prepare a bylaw at that time should there be any properties not connected.
• All remaining properties will be allowed five (5) years from December 31, 2011 to
connect to the storm sewer, and that at the minimum, roof leaders and lawn drains
would be required to be connected to the storm sewer system. This should allow
property owners to plan for the financing of the works required, and also reflect the
District's investment to the area.
• A bylaw will be introduced at the appropriate time to require owners to connect
based on the conditions detailed above.
The five (5) year window is intended to allow owners to plan and allow for short term or
medium term financing of the work. Alternately, they may also choose to construct the work
in phases. This approach allows the District to achieve its objective while mitigating the
financial impacts to property owners. At the fourth (4) year, staff will bring back a bylaw
requiring that the remaining properties connect by December 31, 2016.
r
Earlier in this report previous measures to address speeding and safety (implemented at the
request of residents) were discussed. A number of the attendees at the meeting, while
appreciative that the measures were undertaken, suggested that those measures have had
limited success.
Some residents reported that high vehicle speeds and non-compliance at the 4-way stops
have been observed. As well, concerns were voiced that commuters were using River Road
as an alternate route to Lougheed Highway. Some of the residents were of the opinion that
the volumes have increased since the opening of the Golden Ears Bridge.
A few of the attendees also expressed concern that the traffic volumes and speed affect their
ability to access their driveways.
Suggestions for traffic calming treatments included speed bumps, traffic circles, road
narrowing and specific line painting. A few attendees suggested blocking River Road at
Carshill Street. Another suggested that access be provided to local traffic only. As well, some
attendees expressed a need to advance sidewalks and curbs. One suggested that an asphalt
sidewalk be installed.
The District's current Traffic Calming Policy identifies a number of potential traffic calming
measures that could be utilized on River Road. A copy of those measures is attached to this
report as Appendix E. The following actions will be taken with regard to addressing speeding
on River Road:
Appropriate traffic calming measures, based on the District's policy, to be designed
for River Road.
+ These measures to be developed with and communicated to the residents for input
and feedback.
• Traffic calming measures to be brought forward as part of the upcoming Business
Plan discussions for consideration.
The District's current budget identifies the curbs and sidewalks on River Road as being
funded through future grants. The estimate to install concrete curbs and gutters and a
sidewalk from Darby Street to Carshill Street is between $2.5M-$3M. The District's annual
total budget for general revenue is $2M. In addition the repayments for the storm sewer will
now have to be accommodated within that $2M. Simply put there is not the level of funding
available to construct all of the curbs, gutters and sidewalks from Darby Street to Carshill
Street at this time. This issue needs to be re-examined through Business Planning. This could
include looking at a phased approach to the work, alternative construction materials, and
perhaps completing one side at a time similar to what was achieved during the late 1990's
to early 2000's. With regard to curbs, gutters and sidewalks the following is the strategy to
address this:
• Installation of curbs, gutters and sidewalks be referred to Business Planning for re-
examination, potential re-scoping and funding approaches.
r
Some residents expressed at the meeting that they were concerned about disturbed
and/damaged fences, driveways, etc. and they did not know when the restoration would be
completed. As well, one resident stated that they . could feel the vibrations from the
construction.
Staff have advised residents that the restoration work is still in progress and that the work
will be completed. Where the District will be required to work on private property with the
approval of property owners, the District will be seeking an agreement that the work is
completed (this assists with ensuring that the contractor completes the work satisfactorily
and qualifies for full payment).
Addressing Issue �+
The following action will be carried out to address this issue:
a Consistent with current and past practices, each property owner whose property has
been impacted by the construction will be contacted to discuss the finalization of the
restoration work on their property.
N= 5teos
The next steps for this project include the following:
Staff will complete the construction and ensure that all deficiencies, especially those related
to private properties, be addressed by the contractor.
At the public information meeting, some residents were concerned because of costs, that
they would be required to pay to connect their storm water drainage pipes to the storm sewer
system. Should Council support the direction set out` in this report, staff will advise the
property owners.
Concurrently, staff will be undertaking data collection as the traffic patterns settle and then
initiate a comprehensive neighbourhood traffic calming process.
In addition to the above the District staff will meet with the Contractor to debrief and discuss
lessons learned on this project.
Finally, staff will be reviewing the timing of the road improvements (i.e. the sidewalks, bicycle
lanes and street lighting) as part of the 2012- 2016 Business Plan.
c) Desired Outcome:
The desired outcome of this report is to update Council on the storm sewer and drainage
improvements, and to update Council and the public on the proposed actions to address
issues raised at the public information meeting on August 16, 2011.
d) Strategic Alignment:
The Corporate Strategic Plan has directed staff to manage municipal infrastructure including
roads and sewer through infrastructure plans. The plan to upgrade this system has been
developed over the years and reflects the District's commitment to protecting the residents
and community.
e) Citizens/Customer implications:
The project will improve storm water drainage in the area, but has cost implications for those
properties that are required to connect to the storm sewer system. As well, those properties
that are discharging storm water to the sanitary sewer system will need to correct their
connections.
The District has made considerable efforts to keep the residents informed as this project has
progressed. Five (5) public information sessions were held and eleven (11) letters issued
since July 2007. In addition, updated information was posted on the website.
Notwithstanding these efforts, it is apparent that some residents appeared well informed
while others less so. Engineering staff will work with the Manager of Communications to
pursue improvements where possible to the flow of information between residents and the
District.
f) Business Plan/Financial Implications:
Council has approved the rehabilitation of the pavement in the 2011 Business Plan. Data
collection and the initiation of the traffic calming process will also be included in the same
business plan.
Staff will be examining the road improvements (curbs, sidewalks, etc.) and the funding of
installing permanent traffic calming measures subsequent to the development and approval
by Council of a neighbourhood traffic calming plan.
CONCLUSIONS:
The River Road storm sewer project is near completion. As the project has progressed, staff have
discovered a range of practices used by properties to address their on -site storm water needs. An
approach for properties and their storm sewer connection is required. As well, residents have asked
that the development of traffic calming be implemented. Staff will continue working with the
neighbourhood to advance this. Funding for these initiatives needs to be examined as part of the
upcoming Business Plans. Finally, the development of funding and acquisition of property needed for
the longterm road improvements will continue.
Submitted by: Andrew Wood, PhD., PEng.
municipal ,Vrieer
Approved y: Frank Quinn, MBA. PEng .
4;I,Rul�lic WDrks & E7�ieinp ent Services
J
Concurrence: J.L. (Jim) Rule
Chief/Administrative Officer
VS/mi J
Schedule of Attached Appendices:
Appendix A Selected Photos and Newspaper Articles
Appendix B June 2007 Area Resident Petition
Appendix C Selected Correspondence between the District and residents, and Open House Display Information
Appendix D CAO Grant Re -application
Appendix E Excerpt of Traffic Calming Measures (from District Neighbourhood Traffic Management Practices)
Appendix F Selected Recent Council Reports
District of Maple Ridge
Deep Roots
Greater Heights
TO: His Worship Mayor Ernie Daykin MEETING DATE:
and Members of Council FILE NO:
FROM: Chief Administrative Officer MEETING:
SUBJECT: Customer Service Initiative - Status Update
EXECUTIVE SUMMARY:
February 20, 2012
Workshop
As part of a continuous effort towards customer service improvements, the Public Works and
Development Service Division in 2011, with the assistance of Lewco Consulting Group, embarked on
an initiative that included the development of a set of customer service standards along with a
number of implementation actions. Those standards and actions were presented in detail to Council
in November 2011 by Lewco Consulting Group. The standards and actions were built from the
ground up along with input from an external focus group of developers, builders and consultants.
Starting in 2012, work has commenced to implement the standards developed with a series of
actions completed and underway. This report details the actions taken to date, the work that is
underway and reaffirms the work that will continue to be implemented over the coming months.
RECOMMENDATION(S):
That this report be received for information.
DISCUSSION:
a) Background Context
The need for continuous improvement in all facets of service delivery goes without saying.
The old adage "but we've always done it like this" is no longer acceptable. This holds true for
both the private sector and the public domain. The District of Maple Ridge prides itself on
seeking new, efficient and effective means to provide services to its residents and
customers. Successive Councils and administrations have implemented many changes in
striving for continuous improvements to customer service delivery. This has become even
more pronounced in recent times as a result of the dramatic technological advances that
have occurred. Access to all levels of government is unprecedented. For example, Maple
Ridge receives on average about 60,000 (non-spam) emails a month. A citizen can now take
a photo on his or her phone, email it to Municipal Hall within seconds and often expects an
immediate response.
4.3
1
The word "continuous" means that there is never an end point. Customer service must
continue to adapt to the ever changing environment. It is in that context that the most recent
Customer Service Initiative is being advanced. This included a focus on:
• Building Dn existing customer service strengths
• Bridging service delivery gaps that are found
• Engaging; employees in the process
• Attention to all factors that affect service delivery
• Engaging an external focus group
• Developing a set of standards
• Implementing the standards
• Measuring the effectiveness of those standards
In 2011 a group of staff, with the assistance of Lewco Consulting, developed a set of
standards for implementation within the Division. The process used to arrive at those
standards was presented in detail by Lewco Consulting to Council in November 2011.
Customer Service Standards
The following set of standards has been developed and is being implemented through a series
of action items.
Individual: Within My Personal Control
• We greet the customer
• We use the customer's name and introduce our self as appropriate
• We have self-awareness and manage our emotions professionally
• We know our limits and ask for help when needed
• We maintain a friendly, helpful and approachable manner
Communication: Internal and External
• We acknowledge the customer.
• Immediately for in -person interactions
Answer telephone calls within 3 rings
• Return emails, website and telephone enquiries by end of business day
• We follow up email, telephone and website protocols including:
• Ensure "email out of office" is current
Ensure voice mail message is accurate and current (even if only away for 1 day)
• We maintain accurate and updated notes in the property computer system "Amanda",
showing date/comments/initials of who added these notes.
• We listen to understand:
• Ask questions
Ensure we have all the facts
• Paraphrase and confirm our accuracy
01
• We respond within 2 working days using one of the following options:
• Deal with it right away
• Defer, advise customer of the timelines
• Delegate, advise customer who will be looking after them and why
• We provide the right information, to the right person, at the right time
• We proactively ask "Is there anything else I can do?" and share other options available
• When referring a customer to another employee, we inform that employee of the "who,
what, when and why"
• We inform/educate customers on information tools available (e.g. website, checklists,
pamphlets, etc.)
• When dealing with complaints and concerns we provide explanations, solutions and/or
apologize
Knowledge: Know What's Going On
• We seek, source, and share information:
• We learn from other colleagues
• We provide timely updates to staff on proposed changes
• We take advantage of training
• We turn mistakes into experience and use our experience to improve the way we do
things
• We ensure the accuracy of information we share
• We recognize and ask for help if we do not have the expertise
• We know the roles and responsibilities of our department and other departments
ImDl mentation Process
It is one thing to develop a set of standards, but their true value can only be realized through
actively implementing them and then measuring the results to understand their effectiveness.
Since the presentation to Council in November 2011, the following actions have occurred:
• A series of sessions have been held with Customer Service staff and Lewco Consulting to
develop the implementation strategy.
• A customer comment card has been developed for implementation in March 2012 (copy
attached).
• A draft accountability Charter has been developed through the Supervisory Leadership
Group to be piloted by the Customer Service staff. This Charter will be required to be
signed by staff involved in this Customer Service initiative.
• The Human Resource Department is in the process of developing a customer service
training module and are interviewing perspective training providers.
3
The following actions will be implemented in the coming months:
Public Works and Development Service Division staff accountability meetings
Benchmarking with customers
Exit City Hall Survey
Annual external focus groups
Email surveys
Customer Service Recognition Program
Development of a Customer Service theme -brand that will be used for I future customer
service communications
Overall the implementation of this initiative is proceeding as planned.
Measuring Performance
One of the key considerations of this initiative is the requirement to measure performance. In
measuring performance, feedback can be provided and changes made where necessary.
Internal performance measurement will be through the use of an accountability charter which
will allow staff to hold each other accountable in an effort to ensure first class customer service
continues to be provided. External feedback will be through daily customer comment cards, exit
surveys, email surveys and an annual meeting with an external focus group to tell us how we are
measuring up.
Regulation Changes
There are facets of customer service that are relatively straight forward and require self
discipline to carry out, for example, the time to answer the phone and the time to respond to an
email. Other facets are more complex and can often depend on the quality of the policy,
regulation or bylaw being administered. In some cases customer service is being delivered in
accordance with regulations that may currently not be meeting community needs, and are not
clear or contradictory. To address this potential gap, a number of bylaws are currently being
reviewed, for example;
Zoning Bylaw
• Sign Bylaw
• Building Bylaw
• Business Licence Bylaw
Municipal Ticket Information Bylaw
Dog Control Bylaw
Developing a regulation that will satisfy everyone is a significant challenge if not impossible. A
one size fits all regulation is often impossible to craft. For example, the Sign Bylaw is currently
under review. As we work through this review there will be people who believe that sandwich
boards are an effective means of advertising. There will be others who contend that sandwich
boards clutter up the sidewalks and are a safety hazard. The discussion on the parking of
recreational vehicles on private property produced a wide and at times divergent view of what is
acceptable and appropriate. Laws created by the best legal minds are still open to interpretation
as witnessed in the courts.
When the desires of the individual marry with community goals the customer service decision is
easy. When the desires of the individual are in obvious and direct conflict with community goals
the decision is also often easy. Between these two there can be whole shades of gray that
require tact, diplomacy, empathy and understanding. The skills, training and consistent focus on
these traits are the hallmark of effective customer service.
4
b) Desired Outcome
A stated objective of the staff group developing the standards and working on their
implementation is to provide leading edge customer service and in their words "Knock it out
of the Park". This will not occur overnight but will require a continued commitment to the
Customer Service Philosophy.
c) Strategic Alignment
This initiative aligns will the Corporate Strategic Plan and specifically the Value Statements
contained in the Strategic Plan:
Leadership: To encourage innovation, creativity and initiative
Service: To be fair, friendly and helpful
Reputation: To stress excellence, integrity, accountability and honesty
Human Resources: To recognize that our people are our most valuable resource
Community: To respect and promote our community
Stewardship: To consider longterm consequences of actions, think broadly across
issues, disciplines and boundaries and act accordingly
All of these values are relevant in providing excellent customer service.
d) Citizen/Customer Implications
The provision of leading edge customer service will enhance the customer citizen experience
when interacting with Municipal Hall.
e) Interdepartmental Implications
At present this initiative is being implemented through the Public Works and Development
Division. There may be parts of this initiative that other departments may find helpful.
f) Business Plan/Financial Implications
This initiative is being funded through approved operating and training budgets.
CONCLUSIONS:
The Customer Service Continuous Improvement Initiative is being advanced and is on schedule. This
report provides a status of that initiative. Future reports will be provided to Council as the initiative is
further advanced.
5
Prepared by: E.S. (Liz) Holitzki
DirecW of LicencesRBirmits & Bylaws
/4� �'� aL --
Approved byl Frank Quinn, MBA, P.En
GenerWanager, Public arks,A Development Services
Concurrence: J.L. (Ji ) Rule
Chief dministrative Officer
Attachment: Customer Service Comment Card Sample
COMMENT CARD SAMPLE (POSTCARD SIZE}
DATE OF VISIT:
REASON FOR VISIT:
HOW LONG DID YOU WAIT?
❑ LESS THAN 5 MINUTES
❑
I WAS THE STAFF:
PROFESSIONAL
❑
KNOWLEDGEABLE
❑
EFFICIENT & THOROUGH
❑
COURTEOUS
❑
OVERALL, HOW WAS THE SERVICE YOU RECEIVED? ❑EXCELLENT
COMMENTS/SUGGESTIONS:
(OPTIONAL)NAME:
(OPTIONAL)EMAIL/PHONE:
5-10 MINUTES
YES
YES
YES
YES
❑VERY GOOD
❑ MORE THAN 10 MINUTES
❑ NO
❑ NO
❑ NO
❑ NO
❑AVERAGE
40
❑POOR
BUSINESS REPLY MAIL (pre -stamped)
District of Maple Ridge
Address
7
BC Hydro Smart Meters
That a letter be sent to Premier Christy Clark seeking support from the Provincial
Government for the District of Maple Ridge's motion in support of optional refusal of
installation of wireless smart meters for citizens of British Columbia; and
That the letter stress that there is an expectation of public engagement, transparency and
accountability related to decisions made by the Provincial Government and its crown
corporations and that decisions such as the installation of smart meters by BC Hydro involve
public engagement prior to the decision being made.
4A
BRIE 1 SH Ministry of Public Safety and Liquor Control and Licensing Branch
1111114W(-;Ol.,l'MBIA Solicitor General POLICY DIRECTIVE
No: 12 - 01
Date: February 8, 2012
To: All LCLB staff
All Industry Associations
All Local Government, First Nations, and Police Agencies
All live event theatre liquor primary licensees
Re: Amendment to the regulation respecting live event theatre liquor primary licences
The purpose of this policy directive is to announce amendments to the Liquor Control
and Licensing Regulation affecting live event theatre liquor primary licences. These
changes take effect immediately.
Background
Under the Liquor Control and Licensing Regulation, a motion picture theatre as defined
in the BC Motion Picture Act is not eligible for a liquor primary licence. The public policy
behind the prohibition on movie theatres having a liquor licence is that movie theatres
have always looked to family and youth for a significant proportion of their customers.
Prohibiting movie theatres from selling liquor promotes public safety due to the difficulty
of monitoring consumption and intoxication in a darkened theatre.
Amendment of the Regulation
Section 8 of the Liquor Control and Licensing Regulation has been amended in two
ways.
First, the regulation has been amended to allow a licensee of a live event theatre to
show films or broadcasts (e.g. television, cable, pay -per -view) outside of the hours of
liquor service of the establishment. In general, licensed establishments have liquor
services hours every day of the week. In that case, the licensee may apply the branch's
alternative use policy which allows unlicensed events, including showing films or
broadcasts, before the start of the liquor service hours for that day as long as the
unlicensed event ends at least an hour before the start of liquor service. A licensee with
only some days of the week with liquor service hours may show films or broadcasts on
the days without liquor service hours. A licensee may apply for a permanent change to
its liquor service hours if it wishes to have some days of the week as days without liquor
service so it can hold unlicensed events including films or broadcasts.
Once the days and hours of liquor service have been approved by the branch,
temporary changes to those liquor service hours will be approved only occasionally (in
the range of three or four times per year) for events such as a bona fide film festival.
Page 1 of 2 501
Second, the regulation has been amended to provide a definition of a "live event
theatre." This type of liquor primary establishment is one in which the events are
primarily presented by individuals who are physically present at the event, and include
an individual performer or presenter, a band or orchestra, a theatre, comedy or variety
show company or a dance troupe.
The regulation still prohibits the licensing of a motion picture theatre.
Liquor primary establishments, other than live event theatres, may show the occasional
movie, provided the primary focus of the establishment does not shift to that of a movie
theatre, and that all movies are shown in accordance with the Motion Picture Act and its
Regulations.
Because of the public policy that public safety is best served by ensuring that liquor is
not available at movie events, a special occasion licence will not be issued for any event
when the primary purpose of the event is the screening of films or broadcasts.
Further Information
Further information regarding liquor control and licensing in British Columbia is available
on the Liquor Control and Licensing Branch website at www. ss ov.bc.ca/Iclb. If you
have any questions regarding these changes, please contact the Liquor Control and
Licensing Branch toll free in Canada at 1-866-209-2111 or 250-952-5787 if calling from
the Victoria area.
Karen Ayers
General Manager
Page 2 of 2