HomeMy WebLinkAbout2014-09-15 Workshop Meeting Agenda and Reports.pdfCity of Maple Ridge
1.ADOPTION OF THE AGENDA
2.MINUTES –September 8, 2014
3.PRESENTATIONS AT THE REQUEST OF COUNCIL
4.UNFINISHED AND NEW BUSINESS
4.1 Transportation Plan
Presentation by John Steiner, Urban Systems
Staff report dated September 15, 2014 recommending that the 2014 Draft
Strategic Transportation Plan be finalized and forwarded to a Regular Council
Meeting and that staff be directed to prepare an implementation plan.
COUNCIL WORKSHOP AGENDA
September 15, 2014
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
September 15, 2014
Closed Council 10:15 a.m.
Committee of the Whole Meeting 1:00 p.m.
September 16, 2014
Public Hearing 7:00 p.m.
Council Workshop
September 15, 2014
Page 2 of 3
4.2 Housing Action Plan
Presentation by Noha Sedky, CitySpaces Consulting
Staff report date September 15, 2014 recommending that the Housing Action
Plan be endorsed and that staff be directed to prepare an Implementation Plan.
4.3 Industry Canada Cell Tower Presentation
Presentation by Michael Krenz, Director Coastal Offices, Spectrum Management,
Coastal BC District
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 Amendment to Regional Growth Strategy, City of Port Moody
Letter from Metro Vancouver inviting comment on the request of the City of Port
Moody to amend the Regional Growth Strategy to change the regional land use
designation for the Moody Centre Transit-Oriented Development Area and Murray
Street Boulevard Area.
Recommendation: a) Receipt of correspondence
6. BRIEFING ON OTHER ITEMS OF INTEREST/QUESTIONS FROM COUNCIL
7. MATTERS DEEMED EXPEDIENT
8. ADJOURNMENT
Checked by: ___________
Date: _________________
Council Workshop
September 15, 2014
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 by the 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 enactm ent;
(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;
(j) 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 proposed 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;
(l) 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 negotiations with First Nations, where
an agreement provides that the information is to be kept confidential.
District of Maple Ridge
COUNCIL WORKSHOP
September 8, 2014
The Minutes of the Municipal Council Workshop held on September 8, 2014 at 9:00
a.m. in the Blaney Room of the Municipal Hall, 11995 Haney Place, Maple Ridge,
British Columbia for the purpose of transacting regular Municipal business.
PRESENT
Elected Officials Appointed Staff
Mayor E. Daykin J. Rule, Chief Administrative Officer
Councillor C. Bell K. Swift, General Manager of Community Development,
Councillor J. Dueck Parks and Recreation Services
Councillor A. Hogarth P. Gill, General Manager Corporate and Financial Services
Councillor B. Masse F. Quinn, General Manager Public Works and Development
Councillor M. Morden Services
C. Marlo, Manager of Legislative Services
ABSENT A. Gaunt, Confidential Secretary
Councillor C. Ashlie Other Staff as Required
S. Wheeler, Director of Community Services
D. Fleugel, Superintendent, Ridge Meadows RCMP
S. Rutledge, Manager of Collections and Revenue
C. Carter, Director of Planning
Note: These Minutes are posted on the Municipal Web Site at www.mapleridge.ca
1.ADOPTION OF THE AGENDA
The agenda was adopted as circulated.
2.MINUTES
R/2014-386
Minutes It was moved and seconded
August 25, 2014
That the minutes of the Council Workshop Meeting of August
25, 2014 be adopted as circulated.
CARRIED
2.0
Council Workshop Minutes
September 8, 2014
Page 2 of 3
3. PRESENTATIONS AT THE REQUEST OF COUNCIL – Nil
4. UNFINISHED AND NEW BUSINESS
4.1 Vibrant Downtown Pilot Project Recommendations
Staff report dated September 8, 2014 providing recommendations on the
learnings and outcomes of the Vibrant Downtown project.
The General Manager of Community Development, Parks and Recreation
Services reviewed the report. The Director of Community Services and Ridge-
Meadows RCMP Superintendent Fleugel provided further clarification.
Note: The meeting was recessed at 9:56 a.m. and reconvened at 2:32 p.m.
4.2 Property Tax Collection Period
The Manager of Revenue and Collections gave a PowerPoint presentation
providing information on the 2014 Property Tax Collection period.
4.3 Job Incentive Program
The Manager of Sustainability and Corporate Planning gave a PowerPoint
presentation providing information on job creation incentives program and
possible considerations as to what form such a program will take. She
requested feedback in terms of the types of incentives Council would like to
support.
Note: Mayor Daykin excused himself from the meeting at 2:55 p.m. Councillor
Dueck assumed the Chair.
Note: Mayor Daykin returned to the meeting at 3:01 p.m. Councillor Dueck
remained as Chair.
4.4 RCMP Contract Update
The General Manager of Corporate and Financial Services provided an update
on the current RCMP contract.
Council Workshop Minutes
September 8, 2014
Page 3 of 3
5. CORRESPONDENCE
5.1 Municipal Insurance Association of British Columbia (MIABC) - Voting Delegate
E-mail dated August 8, 2014 from Lisa Storoshenko, MIABC requesting
confirmation of the District of Maple Ridge’s current voting delegation and two
alternates for the 27th Annual General Meeting.
R/2014-387
MIABC It was moved and seconded
Voting Delegates
27th AGM
That the General Manager of Corporate and Financial Services
be appointed as the voting delegate for the Municipal
Insurance Association of British Columbia’s 27th Annual
General Meeting and that Councillor Hogarth be appointed as
the alternate.
CARRIED
6. BRIEFING ON OTHER ITEMS OF INTEREST/QUESTIONS FROM COUNCIL
7. MATTERS DEEMED EXPEDIENT
8. ADJOURNMENT - 4:00 p.m.
_______________________________
E. Daykin, Mayor
Certified Correct
___________________________________
C. Marlo, Corporate Officer
City of Maple Ridge
TO: His Worship Mayor Ernie Daykin MEETING DATE: September 15, 2014
and Members of Council FILE NO: 11-5255-40-159
FROM: Chief Administrative Officer MEETING: Workshop
SUBJECT: Draft Strategic Transportation Plan
EXECUTIVE SUMMARY:
The City of Maple Ridge is one of the fastest growing municipalities within Metro Vancouver, growing
by 60% over the last twenty years and anticipated to grow from the current population of just over
80,000 to 110,000 residents by 2031. Such levels of growth present significant challenges to the
goal of developing an effective multi-modal transportation system within the City, exacerbated by an
existing incomplete road grid network and limited major east-west corridors.
The 2004 Draft Strategic Transportation Plan (STP) focused on improving highway connections in
and out of the City, specifically to the west and south, including improvements on the Lougheed
Highway approaching and across the Pitt River as well as a new tolled crossing over the Fraser River.
Since the original 2004 Draft STP was prepared, the Pitt River Bridge has been replaced with a new
six-lane structure and the Golden Ears Bridge has been constructed, both structures also
incorporating extensive associated roadwork improvements. In addition, the Lougheed Highway in
Pitt Meadows from Dewdney Trunk Road west to Harris Road has been widened to six lanes,
incorporating a new HOV lane westbound to Harris Road.
Council has provided input into the development of the plan at the following meetings:
May 14, 2012
April 8, 2013
February 17, 2014
The Draft STP is now ready for finalization. The main focus of the Draft STP currently under
consideration by Council is to present a comprehensive review of the various transportation modes
throughout the City in order to shape and support planned growth twenty years into the future,
namely the Road Network, the Pedestrian Plan, the Bicycle Network Plan, and the Transit Strategy.
Each element of the STP outlines the challenges and opportunities, and outlines a number of actions
to achieve the stated goals of the STP. The components are:
Road Network: Identify improvements to both major and minor corridors, as well as identifying
new roadways, intersection improvements and neighbourhood traffic
management.
Pedestrians: Define facilities and programs to encourage walking as a viable transportation
option for all residents by enhancing walking infrastructure connectivity and
accessibility in both built areas as well as developing areas.
Bicycles: While there is a core of dedicated cyclists in the City the goal is to encourage
casual cyclists by providing bicycle facilities that are both safe and comfortable
and that incorporate different levels of facility depending upon the specific bike
route.
4.1
Transit Strategy: As transit is under the jurisdiction of TransLink, the intent of the strategy is to
support and guide TransLink’s service planning initiatives, outlining the need for
improving both local and regional connections.
The development of the current Draft STP included consultation with Council, staff, external agencies
and the public through a number of presentations, workshops and Open Houses.
The intent of the Draft STP, upon endorsement by Council is to provide long-term direction for the
development and maturation of the City’s transportation system. The Draft STP outlines, for each
mode of transportation, a list of priority projects for which conceptual cost estimates for each project
or program have been developed to provide guidance on the level of investment for the overall STP.
The level of investment required to implement all the stated improvements is considerable – in the
range of $156M. As such a range of suggested strategies are included for consideration to guide
implementation of the STP, some of which are location-specific projects while others would be
annual programs with projects across the municipality. The next step is the completion of an
Implementation Plan that would seek to prioritize the strategies included in the plan for incorporation
into future Business Plans.
RECOMMENDATION:
THAT the 2014 Draft Strategic Transportation Plan be finalized and forwarded to Regular Council
Meeting for consideration for endorsement; and
THAT staff be directed to complete an Implementation Plan prioritizing the strategies identified
within the Draft Strategic Transportation Plan.
DISCUSSION:
a) Background Context:
As one of the fastest growing municipalities within Metro Vancouver, the City of Maple Ridge faces
considerable challenges in continuing to expand and improve a multi-modal transportation system
that improves access throughout the City as well as regional destinations given that a significant
number of residents work outside the City. An increase in population in excess of 35% over the next
20 years, along with the creation of additional employment opportunities, will burden the existing
road network so it is necessary to work toward building and strengthening an interconnected and
multi-modal system that will improve existing developed areas as well as servicing emerging growth
areas. The goal is to provide a transportation system where residents and employees can use
various modes – walk, cycle, automobile or transit - to get to their destinations. To address the
challenge of providing that desired multi-modal transportation system, the City has updated the
2004 Draft STP, recognizing that the original document focused more on improving highway
connections out of the City, specifically to the west and south including improvements on the
Lougheed Highway approaching and across the Pitt River as well as a new tolled crossing over the
Fraser River.
Council input into the development of the plan has been provided at the following meetings:
May 14, 2012
April 8, 2013
February 17, 2014
The 2014 Draft STP is guided by four overarching goals:
Access & Mobility – Provide for safe, convenient and accessible movement of people, goods and
services throughout the City, offering a variety of mobility choices and accommodating diverse
needs.
Transportation Choice – Provide attractive choices for moving around the City and connecting to
regional destinations.
Community & Environment – Provide infrastructure that enhances the quality of life for residents as
well as preserving the natural environments.
Affordable Transportation System – Provide infrastructure and services in a cost-effective and
efficient manner.
The main focus of the Draft STP currently under consideration by Council is to present a
comprehensive review of the various transportation modes throughout the City in order to shape and
support planned growth twenty years into the future, namely the Road Network, the Pedestrian Plan,
the Bicycle Network Plan, and the Transit Strategy. Each element of the STP outlines the challenges
and opportunities, and outlines a number of actions to achieve the stated goals of the STP. The
components are:
Road Network
The Road Network Plan addresses a range of improvements to the overall road network, ranging
from major corridor projects through to neighbourhood traffic management improvements. The
Road Network Plan identifies six strategies:
1. Major Municipal Roads
Long-term improvements to key corridors to improve network connectivity and accommodate
increasing traffic growth. Examples include 128 Avenue, from 210 Street to 240 Street, and
232 Street from Abernethy Way to 132 Avenue.
2. Regional and Provincial Corridors
The widening of Lougheed Highway and the Haney Bypass are important corridors for inter-
regional traffic as well as for residents travelling across the City.
3. Completing the Road Network
This refers to connections to rural or emerging growth areas such as the Albion Industrial
Area Connector.
4. Intersection Improvements
There are a number of major intersections, largely on the Lougheed Highway that face
operational and safety issues around which the City will continue to advocate with the
Province.
5. Neighbourhood Traffic Management
This is based upon the Traffic Calming Policy developed in 2012 with the goal of improving
safety and preserve neighbourhood liveability.
6. Network Classification
The existing network has been reviewed and amended as necessary to support the land uses
stated in the Official Community Plan.
Pedestrian Plan
Within the Pedestrian Plan there are facilities and programs identified to enhance walking as a safe
and convenient option for residents of all ages and abilities, based upon five strategies:
1. Enhanced Network Coverage
A large number of roadways in the City, especially in older areas lack sidewalks but where
sidewalks would benefit many users as well as six pedestrian areas where priority should be
given to provide sidewalks.
2. Interim Strategies for Growth Areas
Growth areas such as Silver Valley or Albion, while having new developments provide fronting
sidewalks often have portions of roadway where there are discontinuous or limited sidewalks
and the Draft STP identifies approaches to provide temporary sidewalks as needed until full
standard sidewalks may be constructed.
3. Enhanced Treatments in the Town Centre
This focusses on streetscapes within the Town Centre to enhance walkability and create an
attractive walking environment.
4. Safer Crossings
This strategy seeks to improve pedestrian safety at major intersection crossings.
5. Support Programs
Information, education and awareness initiatives complement the previous strategies with
the goal of making pedestrians feel more safe and comfortable when walking on City streets.
Bicycle Network Plan
The intent of the Bicycle Network Plan is to encourage both casual and serious cyclists to utilize City
bike facilities, a goal that is a primary driver for TransLink in achieving a shift in mode-share away
from the single-occupancy vehicle. Three strategies are covered:
1. Comfortable Facilities
This strategy identifies a range of cycling facilities for consideration under different
conditions within the City, from bike lanes through to off-street facilities.
2. Crossings
Providing treatments such as green painted bicycle boxes at intersections, pavement
markings create a safer crossing environment for cyclists.
3. Support Strategies
These are complimentary measures to increase awareness and educate riders.
Transit Strategy
TransLink controls the provision of transit facilities and routes in the City but the Draft STP can
provide direction to TransLink on City priorities through the following four strategies:
1. Enhanced Local and Regional Services
TransLink has considerable funding limitations and faces a challenge in maintaining current
levels of service while contemplating expanding services. The need for local connections to
the Town Centre is recognized as is the necessity of providing at least a B -Line service to the
planned Evergreen Line in Coquitlam.
2. Comfortable and Accessible Passenger Facilities
Improvements to bus shelters and amenities increase the likelihood of residents using the
transit system as they improve customer safety and comfort.
3. West Coast Express Expansion
The West Coast Express is a tremendous service to regional destinations but should be
expanded to include additional service in non-peak periods as well as evenings and
weekends. The consideration of a station at Albion is considered a valuable asset tot pursue
with TransLink.
4. Transit Priority Strategies
Improvements along transit corridors and at intersections will enhance the level of service
and allow the transit system to compete with driving.
The development of the current Draft STP included consultation with Council, staff, external agencies
and the public through a number of presentations, workshops and Open Houses.
The intent of the Draft STP, upon endorsement by Council, is to provide long-term direction for the
development and maturation of the City’s transportation system. The Draft STP outlines, for each
mode of transportation, a list of strategic projects for which conceptual cost estimates for each
project or program have been developed to provide guidance on the level of investment for the
overall STP. The level of investment required to implement all the stated improvements is
considerable – in the range of $156M. As such a range of suggested strategies are included for
consideration to guide implementation of the STP, some of which are location-specific projects while
others would be annual programs with projects across the municipality. Should Council endorse the
plan, then the next step would be the development of an Implementation Plan. An Implementation
Plan will prioritize the strategies and form the basis for future Business Plan considerations.
b) Desired Outcome:
The desired outcome is a long-range Transportation Plan that meets the needs of the City of Maple
Ridge.
c) Strategic Alignment:
The City’s Mission states the goal of a “Safe, livable and sustainable community for our present and
future citizens”. The development of a true multi-modal transportation system will assist in the
realization of that stated Mission.
d) Citizen/Customer Implications:
A series of Open Houses were held to seek input from residents and stakeholder groups. A survey
was utilized to gain feedback on transportation issues and priorities for residents.
The goal of the Draft STP is to develop a long range plan to implement a multi-modal transportation
system but given the overall costs, there are challenges and implications of executing such a
significant plan.
e) Interdepartmental Implications:
There has been considerable consultation and discussion amongst the various City departments
including Planning, Operations, Bylaws as well as Parks & Leisure Services. A series of internal
stakeholder workshops were held to solicit feedback on proposed strategies in the Draft STP.
f) Business Plan/Financial Implications:
The Draft STP, upon endorsement by Council will provide long-term direction for the development
and maturation of the City’s transportation system and outlines, for each mode of transportation, a
list of priority projects for which conceptual cost estimates for each project or program have been
developed to provide guidance on the level of investment for the overall Draft STP. The level of
investment required to implement all the stated improvements is considerable – in the range of
$156M. Some of the projects and initiatives such as the four-laning of 128 Avenue are included, at
least in part within the current approved Financial Plan but a large proportion of the STP is not yet
funded.
As such a range of suggested strategies are included for consideration to guide implementation of
the STP, some of which are location-specific projects while others would be annual programs with
projects across the municipality. The next step is to complete an Implementation Plan that would
seek to prioritize the strategies for incorporation into future Business Plans.
g) Policy Implications:
There are no specific policy implications in endorsing the Draft STP.
h) Alternatives:
Not endorsing the Draft STP would result in an un-coordinated approach to transportation planning
within the City.
CONCLUSIONS:
The Draft STP provides an update to the 2004 document and maps out what infrastructure
improvements are required to develop a truly multi-modal transportation system within the City to
accommodate the continued growth in what is one of the fastest growing municipalities in the Lower
Mainland. It presents a comprehensive review of the various transportation modes throughout the
City in order to shape and support planned growth twenty years into the future, namely the Road
Network, the Pedestrian Plan, the Bicycle Network Plan, and the Transit Strategy. Each element of
the Draft STP outlines the challenges and opportunities, and outlines a number of actions to achieve
the stated goals of the Draft STP.
“Original signed by David Pollock”
_______________________________________________
Prepared by: David Pollock, PEng.
Municipal Engineer
“Original signed by Frank Quinn”
_______________________________________________
Approved by: Frank Quinn, MBA, PEng.
General Manager: Public Works & Development Services
“Original signed by J.L. (Jim) Rule”
_______________________________________________
Concurrence: J.L. (Jim) Rule
Chief Administrative Officer
DP:mi
District of Maple Ridge
Strategic Transportation Plan
2 September 2014 Page 1
District of Maple Ridge
Strategic Transportation Plan
2 September 2014 Page i
Contents
1.0 Executive Summary .............................................................................................................................. 1
1.1 Strategic Transportation Goals ..................................................................................................... 2
1.2 Directions of the Plan .................................................................................................................... 3
1.3 Implementation ............................................................................................................................. 9
2.0 Introduction ............................................................................................................................................... 11
2.1 Purpose of the Plan .................................................................................................................... 14
2.2 Study Process ............................................................................................................................. 16
3.0 Directions .................................................................................................................................................. 17
3.1 Municipal Directions .................................................................................................................... 18
3.2 Regional & Provincial Directions................................................................................................. 19
3.3 Goals & Objectives – Directions for the Strategic Transportation Plan ...................................... 20
4.0 Road Network Plan ................................................................................................................................... 23
4.1 Shaping Influences and Challenges on the Road Network ........................................................ 24
4.2 Long-term Road Network Plan ................................................................................................... 33
4.2.1 Major Municipal Roads ................................................................................................................. 34
4.2.2 Inter Municipal and Provincial Connections .................................................................................. 44
4.2.3 Completing the Network ............................................................................................................... 47
4.2.4 Intersection Operations & Safety .................................................................................................. 50
4.2.5 Neighbourhood Traffic Management ............................................................................................ 51
4.2.6 Long-term Network Plan ............................................................................................................... 54
4.3 Capital Costs & Priorities for Major Road Improvements ........................................................... 55
5.0 Pedestrian Plan ......................................................................................................................................... 60
5.1 Shaping Influences and Challenges ........................................................................................... 61
5.2 Long-Term Pedestrian Plan ........................................................................................................ 66
5.2.1 Enhanced Network Coverage & Accessibility ............................................................................... 67
5.2.2 Interim Strategies for Growth Areas ............................................................................................. 71
5.2.3 Enhanced Treatments in the Town Centre ................................................................................... 72
5.2.4 Safer Crossings ............................................................................................................................ 73
5.2.5 Support Programs ......................................................................................................................... 74
5.3 Capital Cost and Priorities .......................................................................................................... 74
6.0 Bicycle Network Plan ............................................................................................................................... 76
6.1 Shaping Influences and Challenges for Cycling ......................................................................... 77
6.2 Long-Term Bicycle Plan .............................................................................................................. 79
6.2.1 Comfortable Facility Standards ..................................................................................................... 80
6.2.2 Network Plan ................................................................................................................................. 83
6.2.3 Crossings ...................................................................................................................................... 89
6.2.4 Support Strategies ........................................................................................................................ 90
6.3 Capital Costs & Priorities ............................................................................................................ 91
District of Maple Ridge
Strategic Transportation Plan
2 September 2014 Page ii
7.0 Transit Strategy ........................................................................................................................................ 94
7.1 Shaping Influences and Challenges for Transit .......................................................................... 95
7.2 Long-Term Transit Strategy ...................................................................................................... 100
7.2.1 Enhanced Network of Local and Regional Services ................................................................... 101
7.2.2 Comfortable and Accessible Passenger Facilities ...................................................................... 101
7.2.3 Expanding West Coast Express Services (daytime & weekend) and Station ............................ 104
7.2.4 Transit Priority Strategies ........................................................................................................... 104
Appendix A Detailed Sidewalk Network Priorities
Appendix B Detailed Bicycle Network Priorities
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 1
1.0 Executive Summary
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 2
Maple Ridge is a dynamic and vibrant community of more than 80,000 residents, with a distinct agricultural
and small-town character, along with a vibrant, well-developed urban core that continues to serve a growing
local population. The District is known for its rural and natural landscapes, and the outdoor recreational
opportunities afforded by lakes, mountains, and numerous regional and provincial parks that are very popular
with both residents and visitors to the area.
As one of the fastest growing municipalities in Metro Vancouver, Maple Ridge will need to continue to
accommodate a diverse and growing population into the future. Between 1991 and 2011, the population of
Maple Ridge increased by almost 60% to 76,000 residents. Over the next 20 years, the District’s population is
anticipated to grow to nearly 110,000 residents by the year 2031, with thousands of additional jobs also
expected. The Town Centre and surrounding areas will likely accommodate most of this future population and
employment growth in Maple Ridge; however emerging growth areas, such as Silver Valley, will also
accommodate significant growth in the coming years . With this significant growth and development, providing
a more interconnected and multi-modal transportation system where residents and employees can
conveniently drive, walk, cycle, or take transit to their destinations is becoming increasingly important.
To address the challenges and opportunities facing the transportation system now and into the future, the
District of Maple Ridge has developed an updated Strategic Transportation Plan (STP). The development of
the STP update involved a detailed review of the existing transportation system in Maple Ridge, along with
consultation and engagement with District staff and community members to identify key transportation issues
affecting the community. Through this process, a framework was established for the STP to define how Maple
Ridge will address its future transportation needs. This framework provides guidance to District staff and
Council on transportation-related decisions and investments over the next 20 years. The framework is based
on four strategic goals which define the vision for transportation in Maple Ridge. These goals align with the
overarching directions contained in the District’s Official Community Plan (OCP) and other policy documents,
and will guide the District’s policies and directions on how to best manage the transportation system into the
future. Together, these goals, and their supporting objectives, contribute to creating an efficient, affordable,
safe, economically robust, and sustainable transportation sys tem.
1.1 Strategic Transportation Goals
The goals and objectives for the STP are designed to provide the foundation for planning the District’s
transportation system based on historical work with the residents of the District. The overall goals are briefly
summarized below.
Access & Mobility
Provide for safe, convenient and accessible
movement of people, goods and services
throughout the District. To provide a variety of
mobility choices and accommodating diverse
needs, the District seeks a transportation
network with strong multi-modal connections,
supported by an efficient and safe road
network.
Transportation Choice
Provide residents and visitors with attractive choices
for moving around the District and connecting with
other areas of Metro Vancouver. This includes the
provision of an integrated network, supporting
connections locally and regionally, with more
opportunities for transit, cycling and walking.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 3
Community & Environment
Provide transportation infrastructure and
services that enhance quality of life in Maple
Ridge and the quality of the natural
environments in the District. This includes
integrating land use and transportation
systems, preserving natural areas, and
minimizing impacts through supporting
alternative travel modes.
Affordable Transportation System
Provide transportation infrastructure and services in
a cost-effective and efficient manner that makes best
use of existing facilities and projected resources.
This will include maximizing opportunities to make
beneficial investments, improving existing
infrastructure, and prioritizing transit.
1.2 Directions of the Plan
Building on the four goals described above, t he STP presents a comprehensive review of all aspects of the
transportation system in Maple Ridge, in order to shape and support planned growth 20 years into the future.
Although the goals of the Plan and the investment strategies are integrated, t he STP document is presented
for each mode of transportation: a Road Network Plan; Pedestrian Plan; Bicycle Network Plan; and a
Transit Strategy - each addressing a distinct part of the District’s transportation system. Each of the modal
plans is supported by several themes, which describe how the District and other agencies and stakeholders
can take action to achieve the STP goals. The four core topics of the STP, as well as their strategies are
briefly summarized below:
1. The Road Network Plan is designed to address a combination of major and
minor road improvements. The Road Network Plan identifies the District’s long-
term approach to improvements ranging from major corridor projects, such as
widening and new roadways, to local area initiatives including neighbourhood
traffic management and minor intersection improvements. The six key strategies
that shape the Road Network Plan are:
a) Major Municipal Roads outlines long-term improvements to key corridors to increase road
network connectivity and accommodate increasing traffic growth pressures. Major municipal
road projects contained in this strategy are:
128 St/Abernethy Way: Widening from two to four lanes and extension of the 128
Avenue/Abernethy corridor between 210 Street and 240 Street.
232 Street: Widening to 4 lanes from Abernethy Way/124 Avenue to 132 Avenue
(east). There are two proposed concepts set out as part of t his strategy, with different
laning configuration options.
Fern Crescent Realignment / 128th Avenue Extension: Realign Fern Crescent and
extend 128th Avenue as two lane roadways with pedestrian and cycling facilities, and
reclassify Fern Crescent south of 128th Avenue to a local road.
East Dewdney Trunk Road: Widening to four lanes between 240 Street to 248
Street.
240 Street: A proposed crossing of 240 Street over the Alouette River is identified as
the secondary north-south alternative between Abernethy Way and Fern Crescent.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 4
b) Regional and Provincial Corridors focusses on improvement opportunities for Lougheed
Highway and Haney Bypass, as well as opportunities for connections with Pitt Meadows via
the North Lougheed Connector. These improvements are:
a. Haney Bypass: W idening to 4 lanes.
b. Lougheed Highway: W idening east of 272 Street.
c. Support further review of the east-west North Lougheed Connector in Pitt
Meadows, and explore optional connections to Abernethy Way.
c) Completing the Network focusses on providing long-term access to rural and emerging
growth areas of the District, through road connectors. In particular, these improvements are:
a. 112 Avenue - 108 Street Connector would consist of a new roadway between 252
Street and 268 Street along the slope of Grant’s Hill. The road would provide a
complete east-west route between Lougheed Highway at the Haney Bypass (via
Kanaka Way) and 272 Street.
b. Thornhill Connector which would connect between the Thornhill area and Lougheed
Highway. One option is to extend Jackson Road southward over the escarpment to
Lougheed, whereas another option would be to extend 256 Street southward to the
highway.
c. Albion Industrial Area Connector. In an effort to support industrial activity and
future growth in Albion, the District will examine alternative access strategies
between Lougheed Highway and River Road on the south side of the CP Rail
corridor.
d) Intersection Improvements focuses on locations where further review is needed to address
operational and safety issues. The majority of intersections identified in this strategy are
located on Lougheed Highway (provincial jurisdiction), and the District will continue to
advocate with the Province on planning shorter-term improvement strategies to reduce delays
and improve safety at these locations. Types of improvements may include the provision of
turn lanes and/or signal optimization.
e) Neighbourhood traffic management speaks to the District’s policy (developed in 2012) on
maintaining quality of life and safety on local and collector streets through various traffic
calming measures and treatments.
f) Network Classification captures the projected role and function of roadways within Maple
Ridge. The roadway classification system generally provides guidance to planning land uses
along the corridor as well as the physical design characteristics based on the intended
functions for each class as briefly highlighted below. The long-term road network
classification recommended in this strategy is shown in Map E-1.
Map E-1: Long-Term Road Network Classification
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Strategic Transportation Plan
2-Sep-14 Page 5
2. The Pedestrian Plan identifies facilities and programs needed to make walking within
the District a more attractive, safe and convenient option for people of all ages and
mobility levels. The Pedestrian Plan seeks to enhance infrastructure and connections in
the areas of highest pedestrian activity within Maple Ridge, and to ensure pedestrians
connections to future areas of growth. The Pedestrian Plan has five key strategic areas,
which are:
a) Enhanced Network Coverage seeks more sidewalk coverage to provide more attractive
walking conditions, particularly in the urban areas of Maple Ridge. The ultimate goal is to
provide sidewalks on both sides of collector and arterial roads in the urban area, as well as on
at least one side of local roads. This strategy identifies six pedestrian areas (see Map E-2)
where sidewalk improvements can benefit many users, and where the District should prioritize
increasing sidewalk coverage. In addition to these six pedestrian areas, bus routes (within the
urban area) are also identified as a priority for sidewalk provision, to enable passengers to
safely access transit. Within the six pedestrian areas of the District as well as nearby transit
stops and exchanges, pedestrian facilities should be designed for people of all ages and
mobility levels through universal design standards.
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Strategic Transportation Plan
2-Sep-14 Page 6
Map E-2: Pedestrian Areas of Maple Ridge
b) Interim Strategies for Growth Areas focusses on improving walkability in future growth areas
of Silver Valley, Albion, and Thornhill, in order to attract more residents to walk in these areas.
This strategy provides approaches to improve pedestrian facilities in these three areas,
including providing sidewalks as growth occurs, constructing temporary sidewalks where
needed, and striving towards a full sidewalk standard in the long-term.
c) Enhanced Town Centre treatments is a strategy that focusses on enhancing walkability in
the core of Maple Ridge, building off successful streetscape initiatives such as those on 224
Street. This includes providing pedestrian realm enhancements such as boulevards, street
furniture, wayfinding, and street lighting to make an attractive walking environment in the Town
Centre. Particular corridors that are identified within this strategy include Lougheed Highway,
Dewdney Trunk Road, 222 Street, 223 Street, 226 Street, 119 Avenue, Edge Street, and
Selkirk Avenue.
d) Safer Crossings is a strategy that seeks to enhance pedestrian safety, accessibility, and
visibility at crossings within the Town Centre, West Coast Express station areas, employment
centres, and around schools and parks. The range of crossing treatments identified includes
curb extensions, crosswalk treatments, accessible signals, countdown timers, and curb ramps.
e) Support Programs complement the infrastructure-based strategies, through encouraging
softer measures such as information, education and awareness initiatives to enable people to
feel more safe and comfortable using active modes to get around.
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2-Sep-14 Page 7
3. The Bicycle Network Plan recommends changes to the local bicycle network in
order to meet the needs of Maple Ridge’s cyclists. Attracting more people to
bicycle in and around Maple Ridge necessitates infrastructure and safety
measures, including bicycle routes and lanes, bicycle parking, crossing
improvements, and supportive programming. The main strategies in the Bicycle Network Plan that will
guide the development of the bicycle network over the next 20 years are summarized below:
a) Comfortable Facilities. Recognizing that attracting more people to cycle in Maple Ridge will
require bicycle facilities that are both safe and comfortable, this strategy identifies a range of
different bicycle facilities that can be considered under different conditions in Maple Ridge. The
proposed bicycle network is shown in Map E-3, with proposed bicycle routes in the following
locations:
Off-Street Pathways are recommended to address network gaps and to provide
more comfortable east-west routes in Maple Ridge. Pathways are identified
adjacent to 132 Avenue (216 Street to 232 Street), Lougheed Highway (west of
Laity), and 128th Avenue / Abernethy Way (interim). Consideration for enhancing
the existing 128 Avenue / 210 Street Dyke Trail is also recommended.
Neighbourhood Bikeways are low cost and low-stress routes designed to connect
the District’s residential neighbourhoods, and are recommended on: 206/207
Streets, Skillen Street / Wicklund Avenue, Foreman Drive, 105 Avenue / Tamarack
Lane, 236 Street / Creekside Street, 227 Street. Within the Town Centre, bikeways
are recommended on 116 Avenue, 224 Street, 227 Street, and Selkirk Avenue.
Bicycle Lanes (painted) provide a higher degree of separation between cyclists
and motorists, and providing direct on-street links. The recommended routes for
bicycle lanes in Maple Ridge include 124 avenue, 207 Street, 232 Street, and
Kanaka Way.
Shoulder Bikeways are also proposed for several rural roads within Maple Ridge,
including 256 Street, 272 Street, 280 Street, 100 Avenue, and 112 Avenue.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 8
Map E-3: Recommended Long-Term Bicycle Network
b) Crossings are important to ensuring cyclist safety and comfort, particularly when crossing
major streets. This strategy recommends crossing treatments such as the use of bicycle
boxes, enhanced pavement markings, and bicycle loop detectors to create safer crossings for
cyclists.
c) Support Strategies are important complementary measure to spread awareness about the
bicycle network and educate residents on cycling skills and road safety. Some key
recommended initiatives include establishing more bicycle parking, wayfinding and events and
awareness activities that promote active transportation.
4. The Transit Strategy within the STP provides broad direction on provision of transit
services within the District to support and guide TransLink’s service planning
initiatives. The Strategy outlines the need for more local and regional transit
connections, improved passenger amenities at transit stops, and transit priority
treatments along congested areas of the network. In particular, the four transit
strategies set out in the STP include:
a) Enhanced Network of Local and Regional Services focusses on better local transit
connections to the Town Centre, the Haney-Hammond Area and to emerging areas of growth
including Silver Valley. Regionally, emphasis is placed on transit connections between Maple
Ridge’s Town Centre, Coquitlam City Centre, and the planned Evergreen Line.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 9
b) Comfortable and Accessible Passenger Facilities seeks the provision of amenities and
accessibility features at bus stops and transit exchanges to improve passenger safety and
comfort (and attract new customers). Short-term improvements include sidewalk
improvements or construction of concrete pads for wheelchairs at bus stops. Longer-term
initiatives include achieving 100% accessible bus stops, and provision of more seating, lighting
and customer information at all bus stops, rapid transit stations, and transit exchanges .
c) Expanding West Coast Express Service focusses on supporting TransLink to provide an
Albion Station in addition to expanding West Coast Express services to include reverse peak,
midday and weekend service. These service expansions can serve to increase travel choices
to and from the District.
d) Transit Priority Strategies along corridors and at intersections can enhance the customer
experience, reduce bus travel times, improve reliability, and ultimately make transit competitive
with driving. In particular, strategies such as queue bypass lanes or queue jumpers may be an
effective form of transit priority along some of Maple Ridge’s more heavily congested
intersections.
1.3 Implementation
The STP is intended to provide long-term direction for the District’s transportation system. To achieve the
goals of the STP, an implementation strategy is necessary to provide a framework for advancing specific
transportation improvements. The recommended improvements of the STP considers projects over the short-
term (0-5 years), medium -term (5-10 years), and long-term (10 or more years).
Conceptual order-of-magnitude cost estimates were developed for each of the capital investments identified in
the STP to provide guidance on the overall transportation investments in current dollars. These order-of-
magnitude costs are for comparative purposes only, and are based on a conceptual level of design
and should be refined to establish funding requirements and project budgets. Actual costs for
implementation could vary significantly for each initiative as costs change over time and are typically not used
for project budgeting purposes.
The level of investment required to implement all improvements recommended in the STP is estimated to be
in the range of $156 million (approximately $5 million per year for the first 10 years), as summarized below in
Table E-1. It should be noted that these cost estimates do not include item s such as property costs,
environmental mitigation costs, and utility relocations which can be significant in most projects. Costs to the
District can be significantly reduced by pursuing external funding sources and partnership opportunities for
many of the identified projects and by leveraging other funding sources within the District.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 10
Table E-1: Projected Capital Costs and Implementation Phasing
Category of Capital
Improvement
Short-Term
(<5 yr)
Medium-Term
(5 to 10 yr)
Long-Term
(10-20 yr) Total
Road Network Plan $25.5 million $16.7 million $99.5 million $141.7 million
Pedestrian Plan $1.5 million $1.8 million $2.1 million $5.4 million
Bicycle Network Plan $1.0 million $3.2 million $4.6 million $8.8 million
Transit Strategy $0.25 million $0.25 million $0.5 million $1.0 million
Total $28.25 million $21.95million $106.7 million $156.9 million
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility relocation, earthworks, driveway reconstruction, landscape restoration, property and legal
cost.
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2.0 Introduction
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Strategic Transportation Plan
2-Sep-14 Page 12
Maple Ridge is a dynamic and vibrant community of approximately 83,000 residents (source: District of Maple
Ridge), with a distinct agricultural and small-town character, though a modern well-developed urban core that
continues to serve a growing local population. The District is known for its rural and natural landscapes, and
the outdoor recreational opportunities afforded by lakes, mountains, and numerous regional and provincial
parks that are very popular with both residents and visitors to the area.
Located on the northeastern
corner of Metro Vancouver, the
District faces a number of unique
transportation issues due to the
fact that it is bounded by the
Fraser River to the south and
mountains to the north.
Lougheed Highway is the primary
route connecting the District to
Pitt Meadows and other the
municipalities to the east and
west. The widening of Lougheed
Highway over the Pitt River
Bridge in 2009, has also
improved east-west connections
between Maple Ridge and the
northeast sector municipalities.
Constructed in 2009, the Golden
Ears Bridge replaced the Albion
Ferry, and opened up a critical
north-south connection between Maple Ridge and the Township and City of Langley, Surrey and other
communities south of the Fraser River. The Golden Ears Bridge has changed travel patterns in the
municipalities it connects, but it has also brought increased economic and growth opportun ities.
Despite these external transportation investments, rapid population growth in recent years is placing
increasing pressure on the District’s transportation system. Since 1991, the District’s population has increased
by almost 60% - from 48,400 in 1991 to
76,000 people in 2011. Over the past 10
years, employment growth within the
District has increased by approximately
5,000 jobs. Looking ahead, the District
continues to be a high growth area in
Metro Vancouver. Over the next 20 years,
the District’s population is projected to
increase by over 30,000 people to 109,000
residents by 2031. At the same time,
employment within the District is expected
to increase to approximately 48,000 jobs.
48,400
56,170 63,170 68,950
76,050
96,000
109,000
0
20,000
40,000
60,000
80,000
100,000
120,000
1991 1996 2001 2006 2011 2021 2031Population
Year
Historical & Forecast Population for Maple Ridge
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 13
Within the District, this planned growth will continue to preserve the agricultural land base, protect the
District’s natural features and maintain the community character. Growth will be shaped by goals and
principles being used to update the Official Community Plan that include:
Create a compact urban area;
Support a sustainable economy;
Protect the environment and respond to climate change impacts;
Develop complete communities;
Support sustainable transportation choices
In particular, the Town Centre and surrounding areas will accommodate the majority of the population and
employment growth in the District. Growth within this area is designed to be supported by an attractive and
frequent transit service to connect to other areas of the District as well as communities north and south of the
Fraser River. The Silver Valley area is also planned to accommodate significant growth over the next 20
years.
Data Source: Regional Travel Model
Distribution of Population & Employment Growth
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 14
2.1 Purpose of the Plan
The Strategic Transportation Plan (STP) presents a comprehensive review of all aspects of the transportation
system in Maple Ridge in an effort to shape and support planned growth over the next 20 years. In this
regard, the Plan provides a clear vision of the multi-modal transportation system to serve local and inter -
municipal travel for residents and businesses of the District in the long -term. The Plan also provides a strategy
in which to get there over the next two decades.
The STP is separated into distinct parts for each mode of transportation as follows:
Road Network Plan identifies the District’s long-term network strategy and improvements based on a
comprehensive evaluation of long-term options and input received from stakeholders. These
improvements range from new roadway corridors through to minor intersection improvements to
address localized operational issues.
Bicycle Plan includes a review of existing and proposed bicycle routes and identifies potential
changes to the long-term cycling network to meet the needs of the District’s cyclists.
Pedestrian Plan identifies facilities and programs needed to make walking within the District an
important component of the transportation system. The Plan is designed to augment the existing
sidewalk system by defining key pedestrian areas of the District where sidewalks are needed and the
general level of treatments needed to make walking attractive and comfortable in the highest activity
areas.
Transit Strategy provides broad direction on long-term services within the District to support and
guide TransLink’s service planning initiatives. In addition to outlining the overall structure of services
that will be desirable to support compact urban growth within the core areas of the District, the
Strategy outlines support facilities needed to enhance the customer experience at transit stops an
through transit priority treatments along congested areas of the network.
Within each strategic area of the Strategic Transportation Plan, there are specific themes that are presented
to support the goals and objectives of the Plan as illustrated on the following page in Figure 1.
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Strategic Transportation Plan
2-Sep-14 Page 15
Figure 1: Key Features of the Plan
Major
Municipal
Roads
Intermunicipal
and Provincial
Connections
Intersection
Operations &
Safety
Enhanced
Network
Coverage
Interim Strategies
for Growth Areas
Enhanced Town
Centre
Treatments
Safer Crossings
Support Programs
Comfortable
Facility
Standards
Complete
Connections
Crossings
Support
Strategies
Enhanced
Network of
Local &
Regional
Services
Comfortable &
Accessible
Passenger
Facilities
ROAD NETWORK
PLAN
PEDESTRIAN
PLAN
BICYCLE
PLAN
TRANSIT
STRATEGY
Completing the
Network
Neighbourhood
Traffic
Management
Long-Term
Network and
Classification
District of Maple Ridge
Strategic Transportation Plan
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2.2 Study Process
The development of the Strategic Transportation Plan has involved an in-depth review of the existing
transportation system in Maple Ridge, and consultation with District staff and community members to identify
key issues affecting the District. These issues have been used to direct the identification and ev aluation of
various improvement strategies for all modes of travel, which have been refined through further consultation to
develop the long-term plan. Further, the Strategic Transportation Plan contains an implementation and
phasing strategy to identify priorities and a timeline for completion of the improvement strategies, taking into
consideration the financial resources available to the District.
Key consultation activities included:
Public ‘open houses’. The first open house was held at
the Haney’s Farmers Market on Saturday, September 8th
2012, where a booth was set up, allowing residents to
directly engage with consultants and view panel boards on
the transportation system. The purpose of hosting the
booth was to gather input on key transportation issues
facing the community from residents, and to solicit ideas
on potential improvements. Dozens of people circulated
through the booth, and surveys were also available at the
booth to provide community members an additional opportunity to provide feedback. A second open house
was held on May 22, 2013 at the Municipal Hall, with boards and panels presenting the key features of the
Draft Strategic Transportation Plan. In addition to meetings with the broader community, extensive input and
guidance was provided by the Bicycle Advisory Committee from the outset of the process. A meeting was also
held with the Bicycle Advisory Committee in May 2013.
Survey. An online survey was available through the District’s website from September to October 2012, in
order to gather feedback on existing transportation issues and priorities from Maple Ridge residents. A total of
100 survey responses were received, and over 92% were from residents or business owners in Maple Ridge.
Staff Workshops. Two interactive workshops were held with District staff, representing several municipal
departments. The first workshop was held on September 25, 2012 and focussed on walking and cycling. The
second workshop was held on October 3, 2012 and focussed on tran sit and the road network. The purpose of
the workshops was to review the 2004 Transportation Plan findings, and then to explore ideas and
opportunities with staff for the Strategic Transportation Plan update, as well as key improvement and
transportation priorities for the future.
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Strategic Transportation Plan
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3.0 Directions
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Strategic Transportation Plan
2-Sep-14 Page 18
The District has made significant advancements and commitments to livability and sustainability policies and
practices through a variety of initiatives in recent years. There are a number of overarching loca l, regional
and provincial plans and policies that have shaped the overall direction of the Strategic Transportation Plan as
well as specific initiatives at the neighbourhood level that have influenced the plan, as described below.
3.1 Municipal Directions
The District’s Official Community Plan (2006), provides
an overarching vision for growth and development and
speaks to the District’s transportation priorities, with an
emphasis on with more active and
sustainable transportation options for local
trips. The OCP policies emphasize an
integrated and multi-modal
transportation network, supported by
active transportation corridors, better
transit, and strong regional road
connections.
The Corporate Strategic Plan (2007)
includes transportation as a strategic focus
area, and with a 2025 vision supported by
multi-modal accommodation, alternative travel
options, transit-oriented development,
improved road and rail movements, and a walkable downtown.
Following up on this corporate initiative, the District’s Sustainability Action Plan (2007) builds on the
transportation vision for 2025 and identified next steps in increasing transportation choices, including the
initiative to create an Active Transportation Plan and a community-wide Smart Commute Program. In general,
since the adoption of many of these documents, several major projects have been completed that impact the
transportation network in and around the District. These major projects include the Golden Ears Bridge, th e
new Pitt River Bridge, and the Port Mann / Highway 1 improvements and South Fraser Perimeter Road
project.
The District surveys citizens every three years to gain input on municipal services, with the most recent being
the 2012 Citizen Survey. The District has been able to identify key themes on transportation from resident’s
feedback, which also provides direction into the Strategic Transportation Plan process. In particular, residents
indicated that public transit improvements between Maple Ridge and other areas of Metro Vancouver were
identified by almost 70% of residents as a high priority when planning for the future.
There have been several initiatives at the neighbourhood level on transportation and road safety. This
includes the Neighbourhood Traffic Calming Program which focuses on the use of traffic management
measures to slow, reduce and/or re-route traffic on local neighbourhood streets. The Neighbourhood Traffic
Safety Campaign is a resident-run program aimed to inform motorists to slow down and bring education
around local street safety. Likewise, the Speed Watch Program involves the use of portable radar equipment
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 19
and electronic signs to remind drivers of their speed and to bring awareness of traffic safety. The Safer City
Program, which is a partnership between the District, RCMP, School District No. 42, ICBC, and residents to
incorporate road safety into District initiatives , making road safety a priority in the community. The program
focuses on achieving safer roads for all road users including motorists, cyclists, and pedestrians. The District
also administers the Safer School Travel Program to assist parents in developing safer school travel plans
for schools, identifying traffic issues and developing a range of tools to reduce p roblems around school areas.
3.2 Regional & Provincial Directions
In addition to key municipal plans and policies, the Strategic Transportation Plan is also influenced by several
other provincial and regional planning initiatives, including:
Provincial Government’s Climate Action Charter (2007) was developed with the Union of BC
Municipalities, with almost all BC municipalities pledging to be carbon neutral by 2012, committing to
measuring and reporting on their community GHG emissions profile, and working to create compact, more
energy efficient communities. The subsequent Climate Action Plan (2008) sets targets for the province to
reduce its GHG emissions by 33% from 2007 levels by 2020, and by 50% by 2050. As on-road transportation
is the largest contributor of community GHG emissions in Maple Ridge, the Strategic Transportation Plan
update can play a key role in helping to achieve significant GHG reductions.
The Provincial Transit Plan (2008) seeks increased transit ridership by increased travel choices, with new
fleets, green technology, new rapid transit lines, and new innovative services. The Evergreen Rapid Transit
Line is part of this Plan, which would enhance regional connections for Coquitlam and a djacent municipalities
such as Port Coquitlam, Pitt Meadows, and Maple Ridge. Lastly, the 2003 Gateway Program was
established by the Province to address regional
congestion, and to improve the movement of people,
goods and transit throughout Metro Vancouver.
Relevant projects within the program that broadly
impact the Maple Ridge transportation network
include the Pitt River Bridge & Mary Hill
Interchange, the South Fraser Perimeter Road, and
the Port Mann/Highway 1 Improvement Project.
Metro Vancouver’s 2011 Regional Growth Strategy
(RGS), provides a framework on how to accommodate
an additional one million people and 600,000 new jobs
expected in Metro Vancouver over the next 30 years. The framework of the
RGS is focussed on the five key goals to create a compact urban area,
support a sustainable economy, protect the environment and respond to
climate change; develop complete communities; and support sustainable
transportation choices. The RGS focuses on land use policies to guide the
future development of the region and to support transportation networks. The
transportation-related directions of the RGS focus on coordinating land use
and transportation to support sustainable modes, and the safe and efficient
movement of vehicles for people, goods and services. Identified as a regional city centre, the role of Maple
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 20
Ridge is as a regional transportation hub within TransLink’s Frequent Transit Network strategy. Transit
priority measures include enhanced serve between the centres of Maple Ridge and Langley, and additional
transit-supportive infrastructure. For all Metro Vancouver member municipalities, including Maple Ridge, the
strategies and actions of the RGS require land use planning and collaborative action to ensure the safe and
efficient movement of people and vehicles throughout the region.
TransLink has a long-range transportation strategy, Transport 2040, for the Region, which provides a
framework to accommodate growth. Transport 2040 lays out the challenges facing Metro Vancouver over the
next 30 years and contains a set of goals for the future, including that the majority of trips (>50%) are by
transit, walking, and cycling. These goals and other supportive land use and transportation goals can only be
met through collaboration with municipalities throughout the region. TransLink recently updated Transport
2040 with the Regional Transportation Strategy (RTS). Further, TransLink’s Regional Cycling Strategy
(2011) provides guidance on how cycling can contribute to realizing the goals of Transport 2040. The Strategy
focuses on the functionality of the cycling network, bicycle parking, end -of-trip facilities, education initiatives,
encouragement strategies, enforcement and legislative approaches. Ultimately, the Regional Cycling Strategy
provides a unified regional framework from which all partners and Metro Vancouver members can draw
relevant strategies and actions for incorporation into their own transportation plans and programs.
3.3 Goals & Objectives – Directions for the Strategic Transportation Plan
The goals and objectives for the Strategic Transportation Plan are designed to provide the foundation for
planning the District’s transportation system. Goals are broad statements of general direction, whereas
objectives are more precise statements of how a goal is to be achieved. Generally, goals may be considered
as longer term and objectives as shorter term. The four goals for the plan highlighted below outline the
broadest aspirations for the transportation system and are supported by more specific expectations and
intentions in the form of objectives.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 21
Figure 2: Transportation Plan Goals and Objectives
GOAL #1 - ACCESS & MOBILITY
Provide for safe, convenient and accessible movement of people, goods and services
throughout the District.
1.1 Move People, Goods
& Services
Evaluate the performance of the transportation system in terms of
people movement rather than just vehicles.
1.2 Promote Accessibility Ensure that the transportation system is accessible to individuals of
all ages and physical abilities.
1.3 Develop multi-modal
networks
Develop networks of streets, trails and pathways suited to each
mode of travel and for people of all abilities.
1.4 Enhance Safety Continue to address long-term safety of the District’s roadway
network.
1.5 Support Regional
Connections
Support development of efficient connections between Maple Ridge
and other municipalities to enhance regional mobility.
1.6 Develop Efficient
Roadways
Maximize efficiencies of the existing roadway network where
possible and plan for new corridors to serve growing areas of the
District.
1.7 Maintain Emergency
Access
Maintain and improve access for emergency vehicles to all
neighbourhoods.
GOAL #2 - TRANSPORTATION CHOICE
Provide residents and visitors with attractive choices for moving around the District and
connecting with other areas of Metro Vancouver.
2.1 Integrate Travel
Modes
Plan for the integration and balance for all modes on most urban
streets within the District.
2.2 Promote Regional and
Local Transit
Connections
Ensure that the long-term transit system provides attractive options
to connect Northeast Sector communities and those South of the
Fraser, in addition to meeting needs for local travel.
2.3 Promote Cycling Expand the network of cycling routes within the District and
connections to nearby municipalities.
2.4 Enhance Walking Provide attractive pedestrian facilities in key pedestrian areas and
provide for safe facilities along corridors for growing areas.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 22
Figure 2 (Cont’d): Transportation Plan Goals and Objectives
GOAL #3 - COMMUNITY & ENVIRONMENT
Provide transportation infrastructure and services that enhance quality of life in Maple Ridge
and the quality of the natural environments in the District.
3.1 Maintain the Road
Network Hierarchy
Confirm the long-term classification of roadways that will support the
movement of inter-municipal travel, trips between communities within
the District and local serving roads that will discourage non-local
travel.
3.2 Coordinate with
Growth Plans
Ensure that the transportation system serves and supports growth
plans within the District and work with the Ministry and TransLink to
support regional travel demands.
3.3 Preserve Natural
Areas
Minimize impacts on and even enhance natural environments within
the District.
3.4 Minimize Emissions Develop a transportation system that minimizes impacts on the air
quality within the District by supporting walking, cycling and transit.
3.6 Support Healthy
Lifestyles
Promote walking and cycling where possible to enhance overall
quality of urban areas within the District and support healthy living.
GOAL #4 - AFFORDABLE TRANSPORTATION SYSTEM
Provide transportation infrastructure and services in a cost-effective and efficient manner that
makes best use of existing facilities and projected resources.
4.1 Minimize
Infrastructure
Identify cost-effective investments in transportation where the
benefits will support the costs.
4.2 Maximize Efficiency Maximize opportunities to improve existing infrastructure before
investing in new facilities.
4.3 Prioritize Transit Prioritize investments in transit services and facilities that will
enhance the overall experience for customers.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 23
4.0 Road Network Plan
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 24
The most prominent mode of transportation for
residents of Maple Ridge is the private
automobile. As is the case in most other
communities in Metro Vancouver, over 85% of all
trips generated from the District are made by car.
Maintaining an efficient and well planned road
network to serve local travel as well as inter-
municipal connections is a priority for Maple
Ridge. The Road Network Plan is designed to
support all modes of travel, including general
purpose traffic, goods movement, transit, walking
and c ycling. In most communities in North
America however, motor vehicles are often
given preferential treatment on the roadway
network, sometimes at the expense of walking,
cycling or even transit. In general, roads in
Maple Ridge serve two primary objectives, which
are to provide accessibility to individual parcels of
land and to offer efficient mobility to road users.
This section of the Strategic Transportation Plan
(STP) presents long-term directions for the multi-modal road network in Maple Ridge.
4.1 Shaping Influences and Challenges on the Road Network
There are many issues facing the District’s roadway network today and over the next 20 years. Discussions
with community stakeholders and a technical review of current
and forecast traffic conditions provides insights into the shaping
influences on the road network as well as the long-term
challenges as briefly highlighted below.
The network of arterial, collector and local roads within the
south-west areas of the District is dense, while the northern
and eastern areas are less established (see Map 1). The
roadway network within the District consists of one Highway
along with several major arterial roadways, collectors as
well as local streets serving and connecting
neighbourhoods. Within the urban areas of the District, the
network is generally well developed. In the eastern and
northern areas such as in Silver Valley and Cottonwood, the
network is concentrated on a few primary roadways and is
discontinuous in several locations as a result of significant
natural and topographical barriers.
Auto Driver
80%
Auto,
passenger
7%
Public
transit
7%
Walk
3%
Bicycle
1%
Other
(taxis, etc)
2%
Shaping Influences and
Challenges on District Roads
Network classification and
continuity
Neighbourhood traffic
conditions and impacts
Existing delays and
congestion
Growth in east-west traffic
Operational and safety at
major intersections
Silver Valley growth and
network expansion
Town Centre area network
congestion
Waterfront access
Trucks on rural roads
Daily Travel Mode Choice from Maple Ridge
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 25
The Ministry of Transportation and Infrastructure (MoTI) is responsible for the primary east -west route
through Maple Ridge – Lougheed Highway / Haney Bypass – which is generally a two to four lane corridor
connecting Highway 11 in the east to the Mary Hil l Bypass and Highway 1 in the west. The Haney Bypass
is part of the Provincial Highway system through Maple Ridge, connecting Lougheed Highway on the east
and west sides of the Town Centre area. Dewdney Trunk Road, 128/Abernathy, 232 Street, 132 Avenue,
Fern Crescent and portions of Lougheed Highway are all part of the Major Road Network (MRN) that
serve regional traffic, transit and goods movement. These roadways are owned by the District and jointly
operated with cost-sharing on maintenance and rehabilitation from TransLink. The east-west major
roadways serve a large portion of inter-municipal travel between the District and other Northeast Sector
communities and South of the Fraser River via the Golden Ears Bridge.
With a majority of local and regional travel being accommodated on a select number of major roads today
and in the long-term, the STP will explore and identify potential improvements and new corridors to
accommodate overall growth and development.
The majority of daily vehicle trips generated from within Maple Ridge stay within the District
(see Map 2). On average, over 60% of vehicle trips that originate within Maple Ridge have a
destination within the District, while 20% have a destination in the Northeast Sector including Pitt
Meadows, Port Coquitlam and Coquitlam. Approximately 8% of daily vehicle trips are destined for
Surrey/Langley and Burnaby, and the remaining trips are distributed between Vancouver, Richmond,
Abbotsford and New Westminster.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 26
Map 1: Existing Roadway Classifications & Signalized Intersections
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 27
Map 2: Daily Travel Patterns from District of Maple Ridge
East-west roadways carry the majority of traffic. As expected, the predominant flow of traffic across
the District is concentrated on the east-west corridors of Lougheed Highway and Dewdney Trunk Road as
well as 128 Avenue / Abernathy Way to lesser degree. As highlighted in Map 3, all three corridors carry
up to 4,700 vehicles per hour in the peak directions in the western areas of the District. Peak directional
traffic is slightly lower on the east side of the District where Lougheed Highway, Haney Bypass and
Dewdney Trunk Road collectively carry less than 3,000 vehicles per hour in the peak directions.
Externally, it is estimated that over 70% of all vehicle trips entering and leaving the District to the west
using Lougheed Highway and Dewdney Trunk Road and approximately 30% are going to and from the
south across the Golden Ears Bridge. Although the Golden Ears Bridge can serve more than 4,000
vehicles per hour per direction, the capacity of east -west corridors is obviously very critical for externally
generated vehicle and transit travel.
Within the STP, long-term growth along these major roads within the District will be forecast along and
potential improvement strategies will be explored to address areas of significant delay and congestion .
(Data Source: 2008 Regional Household Travel
Survey)
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Strategic Transportation Plan
2-Sep-14 Page 28
Map 3: AM (PM) Peak Hour Corridor Traffic Volumes
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 29
Lougheed Highway intersections have the highest collision rates in the District. ICBC collects
and maintains statistics for all reported collisions in British Columbia. The collision are classified based
on the type of collision as follows: fatality, injury, or property damage only, and also include reported
collisions involving pedestrians or cyclists. As shown in Figure 3, the highest collision rates
throughout the District are generally found at intersections with moderate collision rates on the
Lougheed Highway and Dewdney Trunk Road (with rates of anywhere from 1.0 to over 2.0 collision
per million vehicles). These corridors and intersections also accommodate the highest traffic volumes
in the District.
Figure 3: Collision Rates of Top Collision Prone Intersections
(Data Source: ICBC Safety Data 2007 to 2011)
Local and regional growth will influence travel patterns and traffic conditions. Over the next 20
years, population and employment growth within the District and externally will result in increased
traffic and congestion. Map 4 illustrates the percent increase in the morning peak hour traffic crossing
key screenlines along major roads in the District. In the western areas where traffic volumes are
highest, peak directional traffic demands are projected to increase by 100% over the next 20 years. In
other words, westbound peak hour traffic volumes could increase from approximately 4,500 vehicles to
over 9,000 vehicles by 2031. In the eastern areas of the District, peak hour traffic is projected to
increase by 50% over the same timeframe, placing greater pressure on fewer east-west corridors.
Within the core areas of the District, north-south traffic demands are projected to increase by
approximately 45% over the next 20 years.
Without improvements to the major roadways in Maple Ridge, the projected growth levels will continue
to place greater pressure on a select number of existing roadways that are currently experiencing
moderate to more significant delays and congestion, such as along Lougheed Highway, Dewdney
Trunk Road and 128 Avenue/Abernethy Way.
0.0
0.5
1.0
1.5
2.0
2.5
Collision Rate (Coll/MeV)Intersection
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 30
Map 4: AM Peak Hour Traffic Growth by Screenlines Across Key Corridors
Signalized intersections along key east-west corridors will continue to experience increasing
delays during peak periods. Signalized intersections are the source of most delay experienced on
urban roadways and which are typically measured in terms of Level of Service (LOS). LOS A
suggests that there is no delay and LOS F indicates the intersecton is failing and that drivers will
experiences significant delay and vehicle queues. For planning purposes, a LOS D o r better is
generally used as the minimum target.
Today, most signalized intersections in Maple Ridge are operating at a LOS A to C during the PM
peak hour indicating that there are modest levels of delay at many intersections. The primary
exceptions occur along Lougheed Highway at 203rd Street, 222nd Street, and Haney Bypass and 232nd
Street where delays are more significant during the PM peak hour. Planned growth within and around
the District will place greater pressures on the existing roadway network, resulting in greater delays at
these and other signalized intersections. In particular, the delays and congestion will worsen along
Lougheed Highway and Dewdney Trunk Road. Map 5 summarizes the existing and forecast PM peak
hour intersection levels of service on the left and right sides respectively.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 31
Map 5: Existing and Forecast 2030 Intersection Levels of Service
Growth from the Silver Valley area is placing greater pressures on an evolving road network to
serve the area, and lack of facilities for pedestrians and cyclists make the experience of walking and
riding within Silver Valley uncomfortable. The Silver Valley area is approximately 40% developed and
is principally served by two lane major roadways such as Fern Crescent, 132 Avenue, 136 Avenue
and 224 Street. As of 2013, there were approximately 1,700 homes located within the Silver Valley
area of the 4,200 planned units. When Silver Valley is completely developed, the area will generate
approximately 3,500 vehicle trips – primarily from the areas east of 232 Street. The STP examines
growth pressures on existing major corridors and explores alternative routes to provide capacity and
access to the Silver Valley area such as the 240 Street crossing of the Alouette River in addition to
emergency vehicle access. In addition to the long-term road capacity needed to serve the area,
increased traffic on rural roadways serving the Silver Valley makes it challenging for pedestrians and
cyclists along these access routes where there are limited shoulders, lighting and separation from
increasing traffic volumes.
Traffic congestion within the Town Centre. As growth throughout the District occurs, the primary
corridors in the downtown areas of Maple Ridge are serving regional and city-wide travel as well as
vehicle trips to, from and within the Town Centre area. In particular, delays and congestion in the
downtown area has been a historical issue for residents and business owners. While there is a desire
to improve traffic in the core area, there are also concerns about the potential impacts that these
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 32
changes may have on the downtown area. For example, one way couplet systems along Dewdney
Trunk Road and either Lougheed Highway and Brown Avene have been identified in past as potential
strategies to address area delays and congestion. Although these strategies would potentially reduce
delays, the provision of one-way couplet system would generally make access to and driving around
the core area of Maple Ridge more difficult. In fact, business owners in some cities where one-way
couplets exist are trying to remove them because they make circulation within downtown areas more
difficult and can create barriers out of some roadways for pedestrians and cyclists. Rather than
examine potential couplet systems for the Town Centre area, improvements to alternative corridors are
explored as part of the STP in order to accommodate growth in regional and district-wide traffic.
Neighbourhood traffic concerns. With population and employment growth in the District over the last
decade, residents living on some collector and local roads are experiencing the impacts of increased
traffic volumes and in some cases speeding and short-cutting. For those areas without sidewalks, the
impacts of increased traffic volumes are more pronounced as comfort and safety of residents have
become a primary concern. In a parallel process to the STP, neighbourhood traffic management
strategies are identified to support and maintain quality of life for residents living on collector and local
roads. Additionally, pedestrian and cycling facilities are identified as part of the STP for major roads
throughout much of the District.
Limited alternatives to access the industrial areas along the waterfront south of the CPR
corridor. Some of Maple Ridge’s industrial areas – namely the Hammond and Albion areas – are
located south of the CPR Mainline, which traverses the District from west to east along the Fraser
River. Because there are no grade-separated crossings into and out of these areas, access can be
interrupted by passing trains. With increased train activity, the movement of people, goods and
services to the waterfront area are impacted.
Impacts of heavy truck traffic on rural roads. A majority of heavy truck trips are generally
concentrated on the Lougheed Highway, as it is the primary through route in Maple Ridge and
connection with the industrial areas along the waterfront. Beyond this east-west connection across the
District, the Major Road Networks within the District are also considered truck routes as regional
serving roadways. Although trucks generally utilize the arterial road system, gravel operations and
other light industrial uses at the north end of 256th Street impact comfort and safety of other modes
along the corridor and rural residential properties located south of 130th Avenue. Segments of the 256th
Street corridor contain a separated pathway facility for pedestrians and cyclists as well as equestrian
users.
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Strategic Transportation Plan
2-Sep-14 Page 33
4.2 Long-term Road Network Plan
The roadway network in Maple Ridge serves all modes of travel and forms the structure of the
transportation systems for cars, trucks, transit, cyclists and pedestrians. Over the next 20 years or so, the
roadway network challenges facing the District of Maple Ridge must be addressed with a combination of
major and minor improvement strategies that also consider and support other goals for walking, cycling
and transit for travel within and outside the community.
The long-term Road Network Plan and
network classification system is shaped
by the existing conditions and long-
term pressures previously described.
The Plan identifies a range of
strategies from managing
neighbourhood traffic to widening and
developing new corridors to support
growth and development. The
improvement strategies may be
examined in combination with
treatments for pedestrian and bicycle
facilities described subsequent
sections of the Strategic
Transportation Plan. The Road
Network Plan is presented in six parts
that progress from the major corridor
improvements through to the local
area initiatives. These improvement
strategies are integrated into the long-term network plan and
classification system as briefly highlighted below.
1. Major Municipal Roads will include improvements to the
District’s arterial and Major Roadway Network. These
improvement strategies include both corridor widenings as well as provision of new connections
that may be preserved for the very long-term (beyond 20 years).
2. Regional and Provincial corridors are principally focused on Lougheed Highway as a Provincial
responsibility. Although improvement opportunities for the Lougheed Highway are identified in
general terms, the District of Maple Ridge will want to support and work with the Ministry of
Transportation and Infrastructure (MoTI) to advance these potential projects. Additionally,
connections with Pitt Meadows are also identified to serve local needs and to support external
area transportation network improvements.
Major Municipal Roads
Regional & Provincial Corridors
Completing the Network
Intersection Operations & Safety
Neighbour-hood Traffic Management
Policy
Roadway Network Plan Themes
Long-term Network Plan &
Classification
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 34
3. Completing the network in what are now rural areas of the District, only if and when development
occurs, in order to provide access to areas such as to serve Thornhill and Kwantlen in the long-
term.
4. Intersection operational and safety improvement s located along the municipal and provincial
roadway system within Maple Ridge are identified for further review by the District in connection
with the MoTI as well as ICBC.
5. Neighbourhood traffic calming policy created in 2004 was revised in 2012 through a parallel
initiative to the STP in order to maintain quality of life and safety on local and collector streets.
6. Long-term Network Plan and Classification that captures the historical and projected role and
function of roadways within the District and highlights the new connections identified within the
Strategic Transportation Plan.
4.2.1 Major Municipal Roads
As part of the long-term Road Network Plan, several major municipal road improvement strategies are
explored and recommended as illustrated in Map 6. These improvements include both road widenings as
well as new corridor connections to serve growing areas of the District and to form the foundation of the
District’s major corridors for the long-term Road Network Plan.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 35
Map 6: Candidate Major Municipal Road Improvements
i. 128 / Abernethy Way
The 128 Avenue / Abernethy Way corridor is part of TransLink’s Major Road Network between the
Golden Ears Bridge and the Lougheed Highway through to 232 Street. Today, the western end of
the corridor accommodates 1,250 vehicles/hour and 1,350 vehicles/hour in the peak direction
during the morning and afternoon peak hours respectively. Between 224 Street and 232 Street,
the peak directional volumes are much lower with approximately 350 vehicles and 400 vehicles in
the morning and afternoon peak hours respectively.
As regional and district-wide vehicle travel continues to increase, other east-west arterial roadways
through the core areas of Maple Ridge will experience significant delays and congestion,
particularly in the western areas of the District. In an effort to ensure that the network can support
local and regional growth patterns, additional capacity and alternative routes across the District are
required. The 128 Avenue / Abernethy Way corridor provides a more northerly alternative
connection for existing communities and growth areas such as Silver Valley to access
municipalities to the west and south of the Fraser River. Map 7 illustrates the projected long-term
AM and PM peak hour directional volumes along the 128 Avenue / Abernethy corridor between
210 Street and 232 Street.
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Strategic Transportation Plan
2-Sep-14 Page 36
Map 7: Projected AM (PM) Peak Hour Corridor Volumes
128/Abernethy Widening (210 Street to 232 Street)
In order to accommodate the 100% increase in east-west travel projected across the western
areas of Maple Ridge, the widening from two to four lanes and extension of the 128 Avenue /
Abernethy corridor between 210 Street and 240 Street is recommended as part of the STP. The
extension of Abernethy Way beyond 240 Street to 256 Street was considered and is not identified
as part of the long-term strategy since the Official Community Plan does not anticipate
redevelopment of the area. Additionally, the costs and potential impacts would be greater than the
benefits of an alternative east-west route in this area of the District. If development were to occur
in the area as part of future planning, the District may wish to revisit this option and explore
potential alignments for extending the 128 Avenue / Abernethy corridor.
The order-of-magnitude cost estimate for the development of the entire Abernethy Way corridor is
estimated to be approximately $23.3 million for the section between 210 Street and 240 Street as
the ultimate four lane corridor. This estimate does not include significant property and other
servicing costs, and is based on conventional intersection design (including traffic sig nals at
major intersections) throughout the corridor.
The 128 Avenue/Abernethy Way corridor widening and extension project may be implemented in
three phases as illustrated in Map 8 leading toward a long-term four lane roadway with signals at
major intersections. Each phase of the project is briefly described below.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 37
Map 8: 128th Avenue/Abernethy Corridor Improvements
a. Phase 1: 210 Street to 224 Street
In the short-term (less than five years), this 3 km section of 128 Avenue / Abernethy Way
should be widened from 2 to 4 lanes between 210 Street to just east of 224 Street in order
to accommodate projected long-term traffic demands. At the same time, provisions for turn
lanes should be included as part of the widening at key intersections such as Laity Street,
216 Street and 224 Street. Traffic signals should be implemented at each of these
locations based on warrants and traffic operational analysis. Implementing signals in
advance of these warrants could reduce travel speeds and attractiveness of this east -west
corridor as an alternate to Dewdney Trunk Road to the south and 132 Avenue to the north.
The conceptual capital cost to widen this section along with intersection improvements is
estimated to be approximately $9.4 million, not including property, utilities and any
significant mitigation measures.
b. Phase 2: 224 Street to 232 Street
In the medium-term (5 to 10 years), 128 Avenue / Abernethy Way should be widened from
2 to 4 lanes between 224 Street to just east of 232 Street. The conceptual capital cost to
widen this section along with intersection improvements is estimated to be approximately
$6.7 million, not including property, utilities and any significant mitigation measures.
Phase 1
210 to 224 St
(widen to 4 lanes)
Phase 2 –
224 to 232 St
(widen to 4 lanes)
Phase 3 –
232 to 240 St
(extend as 2-4 lanes)
Phase 4 –
240 to 256 St
(extend as 2 lanes)
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 38
c. Phase 3: 232 to 240 Street
The widening and further extension of 128 Avenue / Abernethy to 240 Street is included in
the STP as a long-term improvement option and is more desirable should the 240 Street
crossing be implemented. Although the projected traffic demands do not support this scale
of investment (as discussed later) for District growth, it remains in the Plan as a long-term
possibility to provide an alternative access to the Golden Ears Provincial Park.
If the crossing were implemented, the third phase of the 128 Avenue/Abernethy corridor
improvement includes a four-lane extension from 232 Street to 240 Street as well as a new
signalized intersection at 240 Street. As illustrated in Map 9, this improvement would
accommodate approximately 1,400 vehicles in the peak directions during the morning and
afternoon peak hour by 2031 if the 240 Street extension and crossing is implemented. A
significant portion of this projected traffic would be diverted from Dewdney Trunk Road ,
with slightly less traffic generated from the 240 Street crossing. The diversion of traffic
from Dewdney Trunk Road would reduce some of the existing and long-term delays and
congestion along this east-west corridor through the Town Centre area.
Map 9: Projected AM (PM) Peak Hour Corridor, 128/Abernethy Widening (232 Street to 240 Street)
If the 128 Avenue / Abernethy extension was needed, the District will want to explore right-
of-way and alignment options east of 134 Street in order to manage community and
environmental impacts as well as overall costs. The conceptual capital cost for this 2 km
section of the 128 Avenue / Abernethy corridor is estimated to be approximately $7.5
million, not including property, utilities and any significant mitigation measures that may be
required. Provision of the 240 Street crossing and this 4 lane extension of 128 Avenue /
Abernethy are considered long-term improvement options (10 to 20 or so years).
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 39
d. Phase 4: 240 to 256 Street
Dewdney Trunk Road has the capacity to accommodate the projected traffic volumes for
the planning horizon. Beyond the next 20 to 25 years, the District may consider and wish
to preserve the option of extending 128 Avenue / Abernethy Way east to 256 Street as an
alternative access in future.
ii. 240 Extension and River Crossing (Abernethy Way to 132/Fern Crescent)
The long-term need for additional access routes to and from Silver Valley was identified in the
neighbourhood planning work. In addition to 232 Street widening, a 240 Street crossing of the
Alouette River was identified as the secondary north-south alternative between Abernethy Way
and Fern Crescent, as illustrated in Map 10. The connection was also identified as an alternative
route for emergency vehicle access to and from the Silver Valley area as well as the Golden Ears
Provincial Park.
Projected peak hour directional volumes of approximately 350 vehicles in the morning and
afternoon peak hours as illustrated in Map 10 suggest that only a portion of the overall traffic
generated by the Silver Valley area at build-out would utilize the 240 Street connection. In this
regard, 232 Street and 132 Avenue are much more direct between Silver Valley and the Town
Centre as well as areas west of Maple Ridge. At best, the 240 Street crossing could provide
emergency vehicle access to the Silver Valley area and serve as an alternative access the Golden
Ear Provincial Park for visitors. Considering the significant cost for this project (estimated to be
$40 million), the traffic demands for the crossing do not warrant this level of investment and should
only be partially supported by the District. The District may wish to explore potential interests of
senior levels of government to provide a long-term alternative access to the Park and in cost-
sharing on the project.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 40
Map 10: Potential 240 Street Extension and River Crossing
Recognizing the significant cost of the 240 Street connection, alternative and perhaps more
affordable emergency vehicle access alternatives are identified and as illustrated in Map 11. The
first option is an extension of Birch Avenue to 233 Street across the Alouette River. A single lane
connection located approximately 500m north of 132 Avenue East would provide a parallel east-
west route for emergency vehicles into the Silver Valley area. Alternatively, a short emergency
route could be planned immediately north of 132 Avenue East as areas are developed in the
northeast corner of 232 Street/132 Avenue East. This emergency access would connect through
to internal roads and to 132 Avenue East. A third alternative for emergency vehicles that may be
explored further includes a crossing of the Alouette River to connect Fern Crescent with Dogwood
Avenue. The conceptual alignments and costs of these and other emergency vehicle access
routes should be explored further by the District before identifying a preferred alignment and
configuration to incorporate into future capital plans .
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 41
Map 11: Potential Emergency Route Connections
iii. Dewdney Trunk Road Widening to 4 lanes - 240 Street to 248 Street
Dewdney Trunk Road is currently classified as an arterial roadway supporting east-west travel
across the District. West of 240 Street, Dewdney Trunk Road is a four-lane roadway that carries
approximately 1,200 westbound vehicles during the morning peak hour and 1,500 eastbound
vehicles during the afternoon. Over the next 20 years, the peak directional corridor volumes are
expected to increase to as much as 1,800 vehicles per hour. East of 240 Street, Dewdney Trunk
Road is a two-lane arterial and accommodates significantly lower volumes – approximately 300
vehicles per hour in the peak direction. By 2031, the peak hour volumes are expected to increase
to almost 1,000 vehicles per hour during the AM and PM peaks as illustrated below in Map 12.
The order-of-magnitude cost estimate for widening Dewdney Trunk Road from 240 Street to 248
Street is estimated to be approximately $5.3 million. This estimate does not include property
and other significant servicing and hydro relocation costs, and is based on conventional
intersection designs (including traffic signals at major intersections) throughout the corridor.
This improvement is recommended as a long-term project (10 to 20 years) within the STP.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 42
Map 12: Proposed Dewdney Trunk Road Widening – 240 Street to 248 Street
iv. Dewdney Trunk Road Widening to 4 lanes - 248 Street to 256 Street
The District will want to preserve options of widening Dewdney Trunk road from 2 to 4 lanes
between 248 and 256 Street should future growth in the eastern areas significantly increase east-
west travel demands.
v. 232 Street Widening to 4 lanes - Abernethy Way/124 Avenue to 132 Avenue (East)
The Silver Valley area is expected to accommodate approximately 12,600 residents and generate
as many as 3,500 vehicle trips during the afternoon peak hour by 2031. The majority of these trips
will be generated from the central and eastern areas of the development.
Today, access into Silver Valley is limited to a select number of arterial roadways that include 132
Avenue (east and west), Fern Crescent and 232 Street. Immediately to the west, 224 Street
serves as an alternate north-south collector route into the Silver Valley area from Abernethy Way
via 136 Avenue. As development continues in Silver Valley over the next 20 years, traffic demands
on these corridors will continue to increase along with delays and congestion.
Currently, 232 Street (north of Dewdney) and 132 Avenue (east of 232 Street) are both MRN
roads (with a recently widened bridge across the south arm of the Alouette River with the capacity
to accommodate four lanes). North of Silver Valley Road, 232 Street is classified as a collector
roadway. Under the full build-out of the Silver Valley area, peak directional volumes on 232 Street
south of 132 Avenue East are forecast to be as high as 1,600 vehicles per hour as illustrated in
Map 13. Between 132 Avenue east and west, 232 Street volumes are slightly lower and can
generally be accommodated on a two lane roadw ay, but intersection improvements such as a
roundabout will likely be required at 232 Street and 132 Avenue west. For this segment of 232
Street, two concepts highlighted below may be considered through a refined operational analysis
as well as a conceptual design and evaluation process:
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 43
Concept 1: 4 lanes between 132 east and west with signals at both intersections, or
Concept 2: 2 lanes between 132 east and west with roundabouts at both locations . It
should be noted that the forecast volumes on 232 Avenue east and from 132 Street
suggest that the existing roundabout at 132 Avenue east may need to be widened to two
lanes under this option.
The order-of-magnitude cost estimate for widening of 232 Street between 124 Avenue and 132
Avenue (east) is approximately $8.3 million. This estimate does not include property and other
servicing or mitigation costs, and is based on conventional intersection design (including
traffic signals at major intersections) throughout the corridor.
Map 13: Proposed 232 Street and 132 Avenue/Fern Crescent Widening
vi. 132 Avenue East widening to 4 lanes (232 Street to Fern Crescent)
132 Avenue east of 232 Street is currently a two lane MRN roadway and also expected to
experience significant pressure from the planned development within the eastern areas of Silver
Valley. In the long-term, peak hour traffic is projected to reach almost 1,600 vehicles in the peak
direction as previously illustrated in Map 13. The widening of 132 Avenue between 232 Street and
Fern Crescent is required to provide the necessary capacity needed to accommodate projected
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 44
growth in the Silver Valley area. The District will need to explore alternative alignments and
configurations in order to secure the right-of-way required to widening 132 Avenue through this
area.
The order-of-magnitude cost estimate for a widening of 132 Avenue is estimated to be
approximately $1.2 million. This estimate does not include property and other servicing
costs, and is based on conventional intersection design (including traffic signals at major
intersections) throughout the corridor.
vii. 132 Avenue West Corridor Improvements (232 Street to 224 Street)
The 132 Avenue corridor between 224 Street and 232 Street is classified as an arterial road. This
corridor provides the most direct route between Silver Valley and the south -western areas of the
District. As illustrated in Map 13, the projected long-term traffic volumes along this corridor are
projected to reach almost 1,000 vehicles in the peak directions during the morning and afternoon
peak hours.
The District has worked with residents along the corridor to develop a plan that addresses traffic
concern on the corridor and provides improved pedestrian, bicycle, and equestrian connectivity as
traffic volumes continue to grow. These improvements include the provision of a 3.0 m multi -use
pathway from 216 Street to 232 Street, and a series of lateral shifts with centre medians intended
to reduce 85th percentile speeds. The plan also includes improvements to the intersection of 224
Street & 132 Avenue and four community gateway features (east of 216 Street, east and west of
224 Street and west of 232 Street).
The order-of-magnitude cost estimate for improvements along 132 Avenue west between 224
Avenue and 232 Street is estimated to be approximately $3.8 million to $4.3 million. This estimate
does not include property and other servicing costs or costs for creek crossings.
4.2.2 Inter Municipal and Provincial Connections
The Lougheed Highway serves as the primary alternative to Highway 1 on the north shore of the
Fraser River. It provides an important connection for people, goods and services between
Highway 11, Golden Ears Bridge and the Mary Hill Bypass connection to Highway 1. The
Lougheed Highway corridor also serves an economic role providing connections to key trade and
industrial areas north of the Fraser River including the CP Rail yards in Pitt Meadows a nd Port
Coquitlam. As east-west traffic volumes grow, the District wishes to work with the MoTI on the
strategies for addressing mobility and safety throughout the corridor as well as those capacity
issues along two and three lane segments of the corridor as previously described (including the
Haney Bypass). In addition to supporting provincial mobility, the District is also working with the
District of Pitt Meadows and TransLink on a requested connection to Golden Ears Way to maintain
regional mobility.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 45
Map 14 illustrates the key projects where the District of Maple Ridge will want to work with other
agencies to preserve local, regional and provincial functions of these and other corridors.
Map 14: Inter-municipal & Provincial Connections
i. Haney Bypass Widening from 2/3 lanes to 4 lanes
The Haney Bypass is generally a two lane roadway east of 227 Street and three lanes to the west
(2 westbound and 1 eastbound). The Bypass connects with the Lougheed Highway on both the
east and west sides of downtown and serves as an alternative route for through traffic to avoid the
downtown area.
Today, directional volumes along the Haney Bypass range anywhere from 1,000 to 1,300 vehicles
during the morning and afternoon peak periods – the capacity of a two lane rural road. The delays
experienced along Haney Bypass are further exacerbated by the signals at either end. Delays
experienced by the westbound left-turns at the eastern intersection with Lougheed Highway and
the overall delays at the western intersection are s ignificant during peak periods (LOS E). This will
only worsen over time as east-west regional and district-wide travel continues to grow.
Improvements at both eastern and western intersections with Kanaka Way and Lougheed
Highway respectively along with the widening of the Haney Bypass to four lanes would result in
significant growth and diversion of traffic from the downtown area where congestion and delay will
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continue to increase. As shown in Map 15, peak directional volumes on the Haney Bypass are
projected increase to over 2,200 vehicles per hour in the next 20 years.
Map 15 also illustrates the general corridor lane geometry and new signalized intersections at
Callaghan Avenue, 227 Street and Burnett Street. Once again, the District will want to work with
the Ministry on improvement strategies to address these projected travel demands.
Map 15: Proposed Haney Bypass Widening
ii. Lougheed Highway Widening (east of 272nd Street)
Lougheed Highway is not only an important east-west connector within the District, but it also
serves as a vital inter-regional connection between the Fraser Valley and communities north of the
Fraser River. Today, the Lougheed Highway is a two lane rural highway with signals at 272nd
Street, 280th Street and 287th Street. During the peak hours, this eastern section of Lougheed
Highway within the District of Maple Ridge supports approximately 1,200 vehicles in the afternoon
peak direction. This section of the Lougheed Highway corridor is currently operating at the
functional capacity of a two-lane rural road.
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As regional growth continues in the Northeast Sector of Metro Vancouver as well as in the Fraser
Valley, this section of Lougheed Highway will continue to experience increased delays. By 2031,
projected traffic volumes are expected to increase to slightly more than 1,600 vehicles per hour in
the peak direction – beyond the capacity of the current Highway. The widening of Lougheed
Highway from two to four lanes would provide the additional capacity necessary to accommodate
projected growth. Map 16 highlights the projected 2031 traffic volumes for this segment of
Lougheed Highway.
Map 16: Proposed Lougheed Highway Widening
iii. North Lougheed Connector
A potential future connection from Abernethy to Harris Road in Pitt Meadows has been requested
by the City of Pitt Meadows to support development plans immediately west of Maple Ridge on the
north side of Lougheed Highway. This proposed north Lougheed connector would provide direct
link between Abernethy Way/Golden Ears Way and Lougheed Highway immediately west of Harris
Road. The proposed north Lougheed connector would also be designed to support east-west
movement between Maple Ridge and Pitt Meadows, influencing both commuter traffic and the
movement of goods. The District of Maple Ridge will want to review optional connections to
Abernethy Way as well as functional characteristics of the corridor within Pitt Meadows so that the
proposed connection does not adversely impact overall travel to and from the Golden Ears Bridge.
Additionally, the District will want to maintain connections to Old Dewdn ey Trunk Road as this
corridor is part of the MRN, and currently serves as an important alternative east-west route north
of Lougheed Highway (even with a north Lougheed connector).
4.2.3 Completing the Network
The District’s roadway network has evolved over time in response to growth and development.
Further, there are several discontinuities that remain in the network as some areas have not been
developed and/or topographical barriers make completing the network in some areas challenging. As
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growth occurs in the eastern areas of Maple Ridge, the District will want to complete the network in those
areas illustrated in Map 17. These network connections include: Thornhill connector, Industrial Area
connector, and 112 – 108 Avenue connector
The completion of these discontinuities would provide several additional benefits to the District, as follows:
Provide access for residents of the community.
Reduce travel distance, which influences air quality and road safety by reducing total vehicle -
kilometres travelled in the community.
Improve emergency access.
Enhance connections for alternative modes, such as walking, cycling, and transit.
Reduce congestion and delays at key bottlenecks by providing alternate connections to, from,
and within key areas of the District.
Support economic development within the community.
Improve access to the District’s Albion industrial areas.
Map 17: Completing the Network
i. 112 Avenue/108 Avenue.
There are currently few options for east-west travel in the Thornhill area between Lougheed
Highway and Kanaka Creek. The 112 Avenue/108 Avenue corridor has been identified as a
potential east-west route in this area. It would require the construction of a new roadway between
approximately 252 Street and 268 Street along the slope of Grant’s Hill. The road would provide a
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complete east-west route between Lougheed Highway at the Haney Bypass (via Kanaka Way)
and 272 Street. This route is supported by the District’s emergency services to enhance access to
existing and future development in this area of Maple Ridge. In addition, the route has been
identified as a future bicycle route, as it would provide a desirable east -west route across the
District that avoids Grant Hill when the area develops. Although there are three creek crossings
along this route that would require environmental remediation, the connection would be
relatively easy to complete.
The conceptual, order-of-magnitude cost estimate for this connection is approximately $10 million,
assuming a two-lane rural cross-section with paved shoulders for cyclists. This capital cost does
not include any bridge structures, property, servicing or any mitigatio n. Because this connection is
to correspond with any redevelopment in the areas, this network link is identified as a long-term
improvement.
ii. Thornhill Connector.
As the Thornhill area develops, there will become a need for new connections to support access to
and from the area. The District has identified a need for at least one new connection from the
Thornhill and Albion areas to Lougheed Highway. One option is to extend Jackson Road
southward over the escarpment to Lougheed, whereas another option would be to extend 256
Street southward to the highway.
The optional alignment would require a direct southward extension of Jackson Road beyond 100
Avenue. This roadway would be quite steep (up to 11%) in places and would require a culvert
crossing of Albion Brook. As such, significant earthworks would also be necessary to construct
this connection. Another issue that would need to be dealt with for this option would be crossing
the Kwantlen First Nation lands immediately south of 100 Avenue. This option would cost
approximately $5.2 million.
Both of these routes would present significant challenges in many areas, including geotechnical
feasibility, grades, environmental remediation, and property acquisition. Neither would be cost -
effective unless significant development pressure existed in the Thornhill area. From the
perspective of cost and environmental impacts, the second option would likely be pr eferred.
However, from the perspective of property issues in particular, the first option would likely be
preferred. The District would have to undertake a more detailed route selection analysis to
determine the preferred option.
iii. Albion industrial area connector.
The industrial area is located to the south of River Road and Lougheed Highway between
Tamarack Lane and 240 Street. The area is currently accessed by two connections with Lougheed
Highway, one at Tamarack Lane and the other at 240 Street. The issues associated with the
current access configuration include:
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The western access is restricted to right-in and right-out movements, meaning that
all vehicles leaving the area and wishing to travel westbound must go to 240
Street along River Road.
The Canadian Pacific Railway line runs parallel and adjacent to River Road
and trains often block access to and from the Albion industrial area.
In an effort to support industrial activity in the area and other growth that may occur, the District
will want to examine alternative access strategies that involve a grade -separated connection
between Lougheed Highway and River Road on the south side of the CP Rail corridor. Grade -
separated connections that may be investigated include directiona l flyover ramps located east and
west of 105th Street or a half diamond interchange with a rail overpass in this same area.
Depending on configuration and geotechnical conditions, this connection could cost as much as
$25 to $30 million.
iv. Fern Crescent Realignment / 128th Avenue Extension
South of 132nd Avenue and east of Balsam Street, Fern Crescent continues through the park
where the roadway narrows significantly and there is minimal space to accommodate pedestrians
and cyclists. Similarly, Fern Crescent south of 128th Avenue is also narrow with limited shoulder
width. As the area develops, the need for safe and comfortable pedestrian and bicycle facilities
along the primary roadways through the area continues to grow. In order to address these issues,
the District has identified the potential realignment of Fern Crescent and extension of 128th Avenue
east. In addition to accommodating the needs for pedestrians and cyclists through these
improvements, the new routes would be classified as arterial roads, and Fern Crescent south of
128th Avenue would be reclassified as a local road.
4.2.4 Intersection Operations & Safety
In urban areas such as the District of Maple Ridge, the performance of the roadway network is largely
influenced by signalized intersections. With the exception of the Lougheed Highway corridor, m ost
signalized intersections in Maple Ridge are currently operating at a level of service (LOS A to C) indicating
no or minimal delays. Over the next 20 years, several signalized intersections in the District will experience
increasing delays with the projected growth in traffic.
Map 18 below highlights intersections that are operating under failing levels of service (LOS E or F) in the
future and/or identified as one the top collision location in the District. As the majority of these intersections
are located on Lougheed Highway – a Provincial corridor, the District should continue advocate with the
Ministry on planning shorter-term improvement strategies to reduce delays and improve safety at these
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locations. While considering the optimal use of the existing network, some improvement s trategies may
inlcude, but not limited to:
Provision of turn lanes where adequate right-of-ways are available
Signal optimization at intersections to improve overall intersection efficiency and safety
Map 18: Candidate Safety and Operational Improvements
4.2.5 Neighbourhood Traffic Management
In 2012, the District updated the 2004 Traffic Calming procedures to address neighbourhood transportation
issues. The primary goal of traffic calming is to improve safety and livability along neighbourhood streets
(local and collector roads). Traffic calming measures are normally used to achieve these goals by
accomplishing one or both of the following objectives:
Reducing speed. When most traffic on a road is travelling faster than the designated speed
limit, it can negatively impact both livability and safety.
Reducing volume. Local roads are intended to serve the residents and businesses along that
roadway. Collector roads are intended to provide access to local roads. Both types of road are
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designed to operate best when traffic volumes are under a certain threshold. When traffic that
is not destined locally utilizes local or minor collector roads, the traffic volume may be higher
than what is generally intended for that roadway type. This generally impacts neighbourhood
livability, safety and quality of life.
Traffic calming is one measure for addressing neighbourhood and district wide traffic issues.
Understanding the localized issues and determining context specific traffic calming needs will lead to
appropriate implementation. Table 1 provides a list of various traffic calming measures that can be applied
to a variety of roadway types. The Traffic Calming Policy is a guide and the District should continue to
develop traffic calming plans on corridors with identified traffic speed and volume issues.
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Table 1: Types of Traffic Calming Measures Traffic Calming Measure Minor
Collector Local Lanes Transit
Route*
Emergency
Route* Vertical Raised Crosswalk
Raised Intersection**
Sidewalk Extension**
Speed Hump
Textured Crosswalk
Speed Cushion Horizontal Chicane (one lane)
Curb Extension
Curb Radius Reduction
On-Street Parking
Raised Median Island
Traffic Circle
Road Narrowing / Road Diets
Gateway Median1 Obstruction Directional Closure
Diverter
Full Closure
Intersection Channelization
Raised Median Through Intersection
Right-in / Right-out Island
*Potential measures pending consultation with these stakeholders.
** Unraised sidewalk extensions are suitable for transit routes and minor collectors.
*** Roadway not to exceed two lanes.
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4.2.6 Long-term Network Plan
The long-term network plan illustrated in Map 19 highlights the updated roadway classification system that
incorporates the recommended improvements described in Sections 3.2.1 through 3.2.5. The roadway
classification system generally provides guidance to pla nning land uses along the corridor as well as the
physical design characteristics of the road based on the intended functions for each class as briefly
highlighted below.
• Provincial highways accommodate regional and provincial through traffic. At-grade
signalized intersections are widely spaced, and direct access to provincial highways is
minimized so as to maximize capacity and minimize delays to through traffic. Posted
speeds are typically higher than other urban roadways – generally more than 60 km/h or
higher and parking is usually prohibited. Transit service is often limited to express services
with relatively few or no stops along the roadway. Within Maple Ridge, Hi ghway 7 is a
provincial facility, but it should be noted that the section of Highway 7 within the urban area of
the District provides a more local function.
• Arterial roads / Major Road Network. The Major Road Network (MRN) is principally
composed of municipal arterial roadways that serve a regional function and that accommodate
significant truck and/or transit traffic. TransLink has established criteria for designating
roadways as part of the MRN, which are eligible for cost-sharing between TransLink and
the municipalities for upgrades and maintenance. Although the MRN roads are
generally municipal arterials, there are many arterials that are not designated as part of the
MRN. The primary objective of arterial roads is to provide mobility. They usually serve
regional traffic – travel between major local destinations or between municipalities. Direct
access to arterial roads is often limited to commercial driveways, although many arterials in
Maple Ridge also provide residential driveway access. Speed limits are generally 50 km/h and
on-street parking is limited or not allowed. Arterials are often used for major transit corridors.
Examples of arterial roads in Maple Ridge include Dewdney Trunk Road (east of 232) and 216
Street. Dewdney Trunk Road west of 232, 128 Avenue / Abernethy and parts of 232 Street are
examples of the MRN within Maple Ridge.
• Collector roads typically serve a dual function. They provide mobility for travel between local
neighbourhood streets and munic ipal arterials, but they also offer a high level of access
to individual properties. There are many private driveways along collectors. On-street parking
is usually permitted if the road is wide enough and transit service is often provide d.
Posted speeds are usually 50 km/h, although they can be lowered to 30 km/h in school or
playground zones. River Road and Laity Street are examples of collectors in Maple Ridge.
The recommended road classification includes both a major collector classification for streets
with higher traffic volumes and which play an important role in the City’s road network, as well
as a minor collector classification for collector roads with lower traffic volumes and a limited
network contribution.
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• Local streets. The primary objective of local streets is to provide access to private properties.
They allow neighbourhood residents to travel to and from the arterial/collector road
network, but through traffic is generally discouraged fr om using them. Speed limits are
generally low – not more than 50 km/h – and can be lowered in school and
playground zones. Parking is usually permitted and transit service is not normally provided.
Traffic calming measures are now comm only used to discourage the use of local streets for
through travel.
4.3 Capital Costs & Priorities for Major Road Improvements
The capital costs, potential funding partners and overall priorities for all major road improvements
described in the road network section of the STP are summarized in Table 2. Although the priorities are
generally identified based on the overall assessment of existing conditions and planned growth, funding
partnership opportunities and property requirements may affect priorities during the timeframe of the Plan.
The order-of-magnitude (Class ‘D”) costs estimates are based on 2013 dollar unit prices and include a
35% contingency allowance, but do not include property acquisition, administration, legal, utility or
drainage costs as well as any mitigation that may be required. Allowances for grading and creek crossing
have been included as appropriate. Cost estimates provided in
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Table 2 should not be used for budgeting purposes until functional planning and design have been
undertaken.
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Map 20: Long-Term Road Network Classification
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Table 2: Summary of Major Capital Road Improvement Costs and Priorities
Project
Timeframe Potential Funding Partners
Short Term
(<5 Yr)
Medium
Term
(5-10 Yr)
Long Term
(10-20 Yr)
District
TransLink/
MoTI Private
Major Municipal Roads
128 Ave/Abernethy
Widening
210 – 224 St
224 – 232 St
232 – 240 St (Option)
$9.4
$6.7
$7.5
Dewdney Trunk Rd
Widening
240 St to 248 St
$5.3
232 St Widening
Abernethy to 132 Ave
$8.3
132 Ave East Widening
232 St to Fern Cr
$1.2
132 Ave West Calming
224 St to 232 St $4.3
240St Crossing (option)
Abernethy to Fern Cr
$40
Regional & Provincial Corridors
Haney Bypass Widening
Lougheed Widening
272nd St to 287th St
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Table 2 (cont’d): Summary of Major Capital Road Improvement Costs and Priorities
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility relocation, earthworks, driveway reconstruction, landscape restoration, property and legal cost.
Project
Timeframe Potential Funding Partners
Short Term
(<5 Yr)
Medium
Term
(5-10 Yr)
Long Term
(10-20 Yr)
District
TransLink/
MoTI Private
Network Connectivity
112th/108th Ave Extension
112th Ave to 108th Ave
$9.8
Thornhill Connector
Jackson Rd to Lougheed
$5.2
Albion Industrial Access
Lougheed to south
$25 - $30
Fern Crescent
Realignment / 128th
Avenue Extension
$2.5
Other Considerations
Intersection Operations
& Safety Improvements
$2.5
$2.5
$5.0
Neighbourhood Traffic
Management Strategies $1.0 $1.0
$2.0
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5.0 Pedestrian Plan
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Walking is the most fundamental form of transportation. Walking can be
the mode of choice for an entire trip, and it can comprise a portion of a
trip to connect with other modes such as an automobile or transit. Even
though walking is so prevalent in our everyday life, policies and designs
that encourage and facilitate walking as a mode of transportation within
a community have often received lower priority than other
improvements. By ensuring that a comprehensive network of sidewalks
and walkways is in place and sound planning and design principles
are followed, the District of Maple Ridge can provide an
accommodating environment for pedestrians and increase the range of
transportation choices for residents.
Throughout Maple Ridge, there are several key pedestrian areas and
generators where walking can and should be encouraged through the
provision of attractive and accessible facilities. The District is home to a well-defined and historic Town Centre
with a fine-grained, well-connected street network with densities and diverse land uses that support walking.
Maple Ridge also has several important commercial corridors, including Lougheed Highway and Dewdney
Trunk Road that include many destinations for pedestrians. Maple Ridge in general offers an abundance of
opportunities for walking, hiking, and sightseeing throughout both its urban and rural neighbourhoods.
The Pedestrian Plan provides a strategy to enhance connectivity and accessibility to, from, and within key
District-serving pedestrian activity areas, such as commercial areas, District-serving parks, and recreation
facilities. In this regard, people of all ages and levels of mobility should be able t o easily access the most
active areas of the District through pedestrian facilities that support universal design standards and
treatments. The Pedestrian Plan also seeks to improve walkability in and around emerging growth areas of
Silver Valley, Albion, and Thornhill. Overall, because sidewalks and walkways serve as the primary facilities
for accommodating pedestrian travel, steps must be taken to
ensure that a continuous network is in place throughout the
District. Ensuring linkages to commercial areas, schools, transit,
parks and recreation facilities is a top priority of the Pedestrian
Plan because these activity areas serve the widest range of
pedestrians, both young and old, providing maximum value for
residents.
5.1 Shaping Influences and Challenges
Beyond the role of pedestrian facilities in creating vibrant,
attractive, walkable communities and in supporting other modes
of transportation, there are many factors that influence the long-
term direction of the development of the Pedestrian Plan for
Maple Ridge. These shaping influences and challenges identified
by community stakeholders are briefly highlighted below and
used to shape the long-term direction for the Pedestrian Plan.
Shaping Influences and
Challenges on Pedestrian Plan
In Maple Ridge, walking
accounts for 3% of daily
commute trips and 10% of all
daily trips
Sidewalk coverage in some
areas is limited
Discontinuous trails and
pathways
Attractive and accessible
connections to key pedestrian
generators
Lack of sidewalks on
neighbourhood streets
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Walking Activity. The 2011 Census reports that 3% of daily commute trips in Maple Ridge are made by
walking. TransLink’s 2008 Regional Trip Diary Survey reports that 10% of all daily trips (not just commute
trips) in Maple Ridge are made on foot. The Trip Diary Survey also reports that most walking trips in
Maple Ridge are short, local trips within Maple Ridge’s boundaries, as the average walking trip distance is
2 km, with the majority of walking trips less than 3 km. In addition, the most common walking trip purpose
in Maple Ridge is to go to and from elementary or secondary school, followed by walking trips made for
shopping and recreation. In general, children and youth are responsible for the majority of daily walking
trips in the District, as approximately 70% of all walking trips are taken by this age group.
Sidewalk coverage is limited in some established areas and some growth areas of the District. As
is the case with most communities, the standards for providing sidewalks have evolved over time to where
local guidelines suggest that sidewalks should be located on both sides of all urban arterial and collector
roads; and on at least one side of all urban local streets. In addition, rural arterial and collector roads
should have a walkway on at least one side of the street, while rural local roads are not required to have a
walkway. Maple Ridge currently has approximately 250 km of sidewalks, including 35 km in the Town
Centre and 215 km of sidewalks elsewhere in the District’s defined urban area. Within Maple Ridge’s
urban areas that were developed long before the current standards evolved, approximately 65% of all
streets have a sidewalk on at least one side of the street. Map 21 shows the presence of sidewalks on
Maple Ridge’s roads, whether they are located on one side, both sides, or none at all.
Discontinuous trails and pathways. The District’s trail network is popular with local residents and
visitors alike. The trail network is used by walkers, hikers, cyclists and equestrians with popular routes
such as the Trans-Canada Trail, Golden Ears Provincial Park, Malcolm Knapp Research Forests, Maple
Ridge Park, Kanaka Creek, Whonnock lake trails, and Port Haney Heritage Walk. Trails in Maple Ridge
are integrated with Pitt Meadows’ trail system, with the dyke trail along the North Alouette River providing
a connection to trails in north Pitt Meadows along the Alouette and Pitt Rivers. These region al
connections also facilitate access to the Pitt River Bridge and Port Coquitlam’s trail systems. While the
District has an established trail system, the pedestrian network is not very continuous through the
community, as trails tend to be limited to park boundaries.
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Map 21: Existing Sidewalk Coverage (Collector and Arterial Roads)
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Key pedestrian generators require attractive and accessible connections. There are several
important pedestrian destinations within Maple Ridge, including commercial areas, institutions, schools,
parks, and transit facilities. These destinations generate a significant amount of pedestrian activity and
represent those areas that should be the focus of enhanced and accessible pedestrian treatments. In
particular, the Maple Ridge Town Centre generates significant walking activity in Maple Ridge, with
businesses, services, amenities, and civic spaces and places all located in close proximity, along with a
fine-grained and well-connected street network that supports walking. In addition to the Town Centre, the
Port Haney and Maple Meadows West Coast Express stations also generate significant pedestrian traffic
at peak hours, as do institutions such as Ridge Meadows Hospital, as well as the five secondary schools
and 17 elementary schools, and numerous community parks throughout the District. Each of these areas
must be designed to be accessible for a growing population of seniors in Maple Ridge as well as other s
with physical and cognitive disabilities.
Map 22 shows the pedestrian walksheds modelled on walking distances from the key commercial areas.
This map highlights areas of the community that are within a 400-800m (approximately 5-10 minute walk
respectively) radius of key commercial areas in the District. As is apparent, the neighbourhoods within
short walking distance of the commercial hubs are found mainly around Dewdney Trunk Road and
Lougheed Highway. The most walkable distances are found in and around the Town Centre. This analysis
illustrates that residents living in and around the already urbanized areas of Maple Ridge have options to
walk short distances to local services and amenities. However, neighbourhoods further north or south are
located a much longer walking distance from these key areas, and the use of private vehicles is likely far
more convenient to access these services.
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Map 22: Walksheds to Key Pedestrian Generators
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More people can be encouraged to walk in high activity areas through coordinated land use planning,
urban design, and other supportive initiatives. Beyond the provision of attractive and accessible
pedestrian facilities, the design of streets in urban areas can be an incentive or disincentive for people to
walk. The Town Centre area of the District is planned and designed as a walkable community where
streets and the design of buildings provide strong connections for pedestrians. A t the peripheral areas of
the Town Centre and in other parts of the District, the character of land uses and their design can
discourage people from walking as many sites are designed for vehicles.
In addition to the planning and design of
pedestrian friendly land uses, support programs
can also be used to encourage people to walk in
pedestrian areas of the District such as the Town
Centre. The District supports and encourages
walking through a variety of events and
programming including walk/run clubs, self-
guided walking tours as promoted through the
Maple Ridge and Pitt Meadows Tourism Office,
trail maps and resources, and the Safer School
Travel program to assist parents in developing
safe routes to school plans.
A lack of sidewalks on collector roadways in
neighbourhoods can contribute toward
concerns about pedestrian safety. In many
areas of the District, and as in the case in other
communities, a lack of sidewalks can often create perceptions about the lack of safety and comfort due to
traffic volumes, speed and short-cutting on neighbourhood streets. While the District’s Traffic Calming
Policy described in the Road Network Plan section of the Strategic Transportation Plan can be used to
address quality of life issues associated with traffic, the lack of sidewalks on neighbourhood collector or
arterial streets can often address many of the safety concerns being raised by residents.
5.2 Long-Term Pedestrian Plan
The Pedestrian Plan identifies the need to support walkability in key areas of Maple Ridge. It also recognizes
that the needs for sidewalks far exceed the financial resources available to the District even with a very
aggressive capital program.
In this regard, the focus of the District’s efforts in the coming years will be on implementing key elements of
the sidewalk network that will support and encourage local trips. The Plan recognizes that certain areas of the
District generate more pedestrian activity than others, and there are different levels of priorities and
treatments in the areas that will benefit the most. As such, the focus will also be on enhancing pedestrian
facilities in areas of higher pedestrian demand. In some areas of the District, such as the Town Centre, where
walking is and will continue the priority mode of transportation , special treatments are required to make
walking an even more attractive experience. Streetscape treatments within and leading to those areas can go
Enhanced Network Coverage &
Accessibility
Interim Strategies for Growth Areas
Enhanced Treatments in the Town
Centre
Safer Crossings
Support Programs
Pedestrian Plan Themes
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beyond the minimum standard and provide accessibility for all levels of mobility. In areas of growth and some
established areas, interim strategies for wider shoulders or separated facilities may be considered along the
busier collector and arterial corridors.
The following discussion highlights the range of pedestrian strategies that are recommended within each of
the pedestrian areas to help make the District more walkable. The focus of the District’s efforts in the coming
years will be on providing an enhanced sidewalk network, improved interim strategies for growth areas,
enhanced treatments in the Town Centre, safer crossings, and walking support programs. The primary
features of the Pedestrian Plan are described below:
5.2.1 Enhanced Network Coverage & Accessibility
The ultimate goal of the District should be to provide the following level of sidewalk covera ge throughout the
municipality:
Urban Arterial: Both Sides
Urban Collector: Both Sides
Local Streets in Pedestrian Areas: Both Sides
Other Local Streets: One Side
The long-term Pedestrian Plan provides direction on the implementation of sidewalk facilities. This is in
addition to ongoing pedestrian improvement initiatives, such as accessibility and crossing improvements. The
following discussion identifies the approach that was taken to prioritizing pedestrian improvements throughout
the District.
Pedestrian Areas. Six key pedestrian areas have been identified throughout the District , as shown in
Map 23. These are District-servicing pedestrian areas that represent major community facilities that
have the potential for generating significant pedestrian traffic from a broader area of the District. The
six pedestrian areas include:
Town Centre;
Port Haney Station;
Ridge Meadows Hospital;
Westridge Centre and Westgate
Shopping Centre;
Maple Meadows Station; and
Thomas Haney Centre.
Within each of these areas, a high priority is assigned for all roads, including local streets that
currently lack sidewalks on at least one side of the road. Additionally, all pedestrian improvements
must utilize universal design standards to support access for people with mobility challenges.
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Map 23 Pedestrian Areas in Maple Ridge
Bus routes. Because all transit passengers are required to walk at both ends of their trips, it is very
important to provide pedestrian facilities (i.e. sidewalks or walkways) on both sides of all bus routes
within Maple Ridge. This enhances the safety of pedestrians on bus routes, and makes transit more
attractive as a transportation mode. For the purposes of assigning priority within the STP, pedestrian
facilities along bus routes are considered medium-term and long-term priorities.
Other urban arterials and collectors. This category includes all other gaps in the sidewalk network
along urban arterials and collectors and that do not fall into the preceding categories. Within the
Transportation Plan, these gaps were identified as a ‘low’ priority. This is not to imply that they should
be deferred indefinitely. On the contrary, all gaps in the sidewalk network should be completed as
soon as possible. However, it is recognized that, given the financial constraints, priorities for
completion must be assigned.
Developing areas. In addition to the six pedestrian areas notes above, there are a few
neighbourhoods in Maple Ridge identified as current and future growth areas by the District, including
Silver Valley, Thornhill, and Albion. The Pedestrian Plan recognizes the need to ensure that attractive
and safe pedestrian facilities are provided as development occurs over time within these areas.
As described above, the District should have as its ultimate goal the installation of sidewalks on both sides of
all urban arterials and collectors in the District, and on one side of all local streets. Ideall y, this standard would
incorporate boulevards between the curbs and sidewalks to provide a more comfortable walking environment.
It is recognized that it would likely take longer than 20 years to upgrade all local roads in the District to meet
this standard of having at least one sidewalk. For this reason, segments of local roads that do not meet these
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standards have not been identified as part of the STP. However, there may be opportunities throughout the
20-year time horizon of the Plan to upgrade local roads to meet the sidewalk standards in locations that have
not been identified through the Plan. In this regard, this standard should be considered when local roads are
being upgraded through the Local Improvement Program or through other programs or aspec ts of the
Transportation Plan. For example, sidewalks could be installed to meet these standards as part of projects to
widen roadways for bicycle facilities.
A high priority has been assigned for the provision of sidewalks within the six identified pedestrian areas. The
following discussion identifies the sidewalk needs within these six locations, as well as along collectors and
arterials within 500m of these areas. Table 3 below summarizes the recommended sidewalk provision
guidelines, organized by facility type, requirements, and material type (asphalt or concrete).
Table 3: Sidewalk Provision Guidelines
Pedestrian
Areas Bus Routes
All Other Urban
Arterials +
Collectors
Roads
All Other
Urban
Local
Roads
Rural
Arterials +
Collector
Roads
Rural Local
Roads
Type of facility Sidewalks Sidewalks Sidewalks Sidewalks Walkway Walkway
Sidewalk
requirements Both sides Adjacent to
stop Both sides At least one
side
At least one
side N/A
Material Concrete Concrete Concrete Asphalt or
Concrete Asphalt N/A
i. Pedestrian Areas
A high priority has been assigned for the provision of sidewalks within the six District-serving
pedestrian areas identified above. The following discussion identifies the sidewalk needs within the
six areas. Further details about specific locations, costs and priorities are provided in Table 4.
a. Town Centre
The Town Centre supports a diverse mix of higher-density land uses that attract multi-purpose
trips, where people can walk between several loc ations for a variety of needs, such as work,
shopping, or day-to-day business. Due to the presence of the many commercial services and
amenities (such as 224 Street, Valley Fair, and Haney Place Mall), civic areas and spaces,
schools, the Haney Place Transit Exchange, and Port Haney Station, the Town Centre area
experiences the highest level of pedestrian demand in Maple Ridge and will continue to be an
area of high pedestrian activity. Improvement priorities focussed within this area will benefit a
considerable number of pedestrians and further enhance the ability of the Town Centre to
attract walking trips. Within the Town Centre area, there are several streets where there are
presently no sidewalks. Sidewalks are recommended on both sides of all streets throughout
the Town Centre area to support and encourage walking and to enhance the image of the
area as the commercial centre of the District. The following streets currently have no
sidewalks along at least a portion of the roadway:
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117 Avenue
119 Avenue
223 Street
224 Street
225 Street
Brown Avenue
Callaghan Avenue
Edge Street
Fraser Street
Garden Street
McIntosh Avenue
Plaza Street
Selkirk Avenue
b. Port Haney Station
There are no critical gaps in the sidewalk network around Port Haney Station to support
walking to and from West Coast Express. However, connections between the Port Haney
area and the Town Centre should be reinforced. Although there is currently a connection
between these areas via the pedestrian tunnel at the Haney Bypass, there are other
connections that could be improved. For example, a sidewalk should be developed along 223
Street between Lougheed Highway and the Haney Bypass (included in Town Centre section)
and along the north side of River Road.
c. Ridge Meadows Hospital
There are relatively few gaps in the sidewalk network around the Ridge Meadows Hospital. In
the longer term, the District should pursue the development of sidewalks on both sides of
Laity Street between River Road and Lougheed Highway to support pedestrian movements
around the hospital. Sidewalks should also be provided on both sides of 117 Ave.
d. Westridge Centre and Westgate Shopping Centre
The sidewalk network in areas around the Westgate Shopping Centre is well developed, but
there is a need for pedestrian facilities along 119 Avenue between 203 Street and 207 Street.
As well, there is no sidewalk on the north side of Lougheed Highway between 119 Avenue
and 210 Street. Although this is provincial jurisdiction, the District should pursue improved
pedestrian facilities along Lougheed Highway for Maple Ridge residents.
e. Maple Meadows Station
The sidewalk network around Maple Meadows Station is relatively well developed, but there
are several key gaps in the network that should be pursued. These will support pedestrians
walking to and from West Coast Express and the commercial area at the Lougheed
Highway/Dewdney Trunk Road intersection. For example, there is limited sidewalk coverage
on portions of Dunn Avenue. More importantly, however, there is no sidewalk along
Hammond Road between West Street and 203 Street. A sidewalk or a wide paved shoulder to
accommodate both pedestrians and cyclists should be developed.
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f. Thomas Haney Centre
There are sidewalks along at least one side of most roads around the Thomas Haney Centre.
However, sidewalks are presently not provided along Adair Street, 117 Avenue, and 232
Street north of 116 Avenue.
ii. Bus Routes
It is the District’s objective to provide sidewalks along both sides of all existing and proposed transit
corridors within Maple Ridge. The following streets have gaps in the sidewalk network that need to be
complete in order to support pedestrian travel to and from bus routes . Further details about specific
bus route locations, costs and priorities are provided in Table 5.
117 Avenue
123 Avenue
203 Street
240 Street
Ditton Street
Laity Street
Lorne Avenue
Maple Crescent
Princess Street
River Road (216 St – River Bend)
iii. Other Urban Arterial and Collectors
In the longer term, the District should strive to provide a sidewalk on at least one side of every urban
collector and arterial roadway in the municipality. The following discussion identifies other gaps in the
District’s sidewalk network that do not fall within the preceding categories. Further details about
specific locations, costs and priorities are provided in Table 6.
121 Avenue
122 Avenue
124 Avenue
126 Avenue
203 Street
206 Street
228 Street
230 Street
232 Street
Cottonwood Drive
Laity Street
Lorne Avenue
River Road (207 St – Laity St)
5.2.2 Interim Strategies for Growth Areas
Three future growth areas have been identified for special consideration within the Pedest rian Plan, and are
identified as Development Areas Precincts. The Silver Valley, Albion, and Thornhill areas are all in areas
identified to accommodate portions of future growth in Maple Ridge. While the majority of these developing
areas do not currently have many key pedestrian generators, it is recognized that as development occurs over
time, more parks, schools, and neighbourhood commercial centres may arise that will require sidewalks and
treatments to enhance walkability for current and future residents.
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Improving the walkability in the areas of Silver Valley, Albion and Thornhill will serve new and existing
residents and will attract more people to these areas. In general, there are three strategies to improving
pedestrian facilities in these Developing Areas:
Provide sidewalks as growth occurs. This minimizes the cost to the District, but results in reduced
comfort and safety for pedestrians over the short-term and also limits pedestrian access to these areas.
Construct temporary sidewalks. This involves constructing lower cost, temporary sidewalks within the
road right-of-way to provide separation for pedestrians, typically using asphalt. This results in moderate
to high cost for the District and a lower quality of pedestrian facility, bu t at least ensures there is a
pedestrian facility in place, although it may not be continuous.
Provide ultimate sidewalk. This provides separation for pedestrians as development progresses of a full
sidewalk standard, including meeting minimum standards f or sidewalks and concrete construction. This
results in a higher capital and property cost and may require land acquisition.
Among these strategies, it is recommended that the District examine the potential for temporary shoulder
widenings or separated pathways to pedestrians from traffic on arterial and collector roads as growth occurs.
This should consist of a flexible design around existing constraints and integrate with equestrian trails. It is
also recommended that the District consider integrating bicycle and pedestrian facilities along shoulder areas
were moderate amounts walking and cycling occur. This will ensure that these growth areas can support
active transportation choices.
5.2.3 Enhanced Treatments in the Town Centre
As noted previously, the Town Centre supports a diverse mix of higher-density land uses that attract multi-
purpose trips, where people can walk between several locations for a variety of needs, such as work,
shopping, or day-to-day business. The District has made significant efforts in recent years in improving the
walkability of the Town Centre area, with specific emphasis on improvements on 224 Street. The District
should continue to focus on enhancing the pedestrian realm in the Town Centre in addition to the provision of
sidewalks noted above. Streetscape and pedestrian realm
enhancements should be considered on additional corridors
throughout the Town Centre, including Lougheed Highway,
Dewdney Trunk Road, 222 Street, 223 Street, 226 Street, 119
Avenue, Edge Street, and Selkirk Avenue. Building upon the OCP
Town Centre Area Plan, features that should be considered in the
Town Centre include:
Boulevards between the curb and sidewalk. Adjacent to
commercial uses, sidewalks should generally extend from the
curb to the property line/building face to maximize pedestrian
space and to accommodate other amenities, such as street
furniture and bicycle parking that can comfortably accommodate demands and do not interfere with
walking aids. Street trees may be incorporated into the sidewalks with high pedestrian demands and
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where parking does not provide a buffer between the road and sidewalk, as street trees can play an
important role in increasing pedestrian comfort and safety.
Street furniture and other pedestrian amenities outside of the travelled portion of the sidewalk are
essential to making people places and creating environments within the Town Centre that are comfort able
and interesting for pedestrians.
Enhanced wayfinding to guide people to and around the Town Centre. Enhanced wayfinding signage
can benefit residents and visitors, to help orient pedestrians to key destinations and commercial areas
within the Town Centre. Enhanced signage also benefits all users, and helps to ensure a sense of place
at key destinations. Signage standards may support a theme, and should be designed to meet the needs
of visually impaired.
Accessible bus stops consistent with TransLink’s design guidelines will be implemented to enhance
comfort of all transit passengers and to ensure accessibility for all customers.
Street lighting to ensure pedestrian comfort as well as safety and security at all times of day. Street
lighting can also be designed to support a particular theme for a given area.
Pedestrian safety will be enhanced with greater application of Crime Prevention Through
Environmental Design (CPTED) audits and design practices.
5.2.4 Safer Crossings
Improving the safety and visibility of crossings is an important way to improve walkability and enhance
conditions for pedestrians. The potential range of crossing treatments should be considered in all key activity
areas, however more extensive crossing treatments should be considered for major pedestrian destinations
such as the Town Centre / WCE and Key Employment Area Precincts, and more modest treatments in the
Schools & Parks Precincts. The range of crossing treatments include:
Narrower crossings using curb extensions, bus bulges, and median islands wherever feasible in
pedestrian precincts. Curb extensions extend the sidewalk across the curbside parking lane. They benefit
pedestrians by improving visibility and reducing crossing distances. They also offer opportunit ies for
pedestrian amenities, such as landscaping and benches.
Enhanced crosswalk treatments may include flashing lights which are activated by pedestrians. The
flashing lights alert motorists that pedestrians are crossing, and increase visibility of the crosswalk. A
flashing light treatment offers advantages over a signalized pedestrian crossing, as there is no delay for
pedestrians waiting to cross, and delays to motorists are minimized because as soon as pedestrians clear
the crosswalk vehicles can proceed. The District should follow guidance within the TAC Pedestrian
Crossing Control Guide to determine when enhanced crossings are warranted.
Accessible pedestrian signals at signalized intersections are increasingly being used and desired in
high pedestrian areas to assist pedestrians with disabilities Research has shown that these treatments
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provide a higher degree of confidence to pedestrians crossing major streets and have generally received
positive support among all age groups.
Countdown timers at key intersections to provide timing information to all users.
Curb letdowns at all intersections. Where possible, separate curb letdowns should be properly aligned
with crosswalks. Designs which incorporate a single ramp that is positioned between the crosswalks will
also be considered depending on the intersection configuration.
5.2.5 Support Programs
It is not enough to simply provide pedestrian infrastructure, as programs must also be in place to encourage
people to walk in Maple Ridge. Education is a considered a ‘soft’ measure for promoting walking, as it
involves no engineered features or design mechanisms, but involves promoting awareness and informational
material about walking in the community. Education initiatives can include providing i nformation promoting
alternative modes of transportation, local walking networks (such as trail maps that show recommended
routes and facilities), and programs that teach road safety skills. In addition, with a relatively compact Town
Centre, education and awareness initiatives by the District can emphasize this fact to encourage residents to
walk for trips to, from, and within the Town Centre. Often, supportive programming targeted at walking is
combined with information for cycling, as the two modes provide alternatives to driving for short-distance and
local trips. Through spreading information and awareness about walking and cycling, the District can use
cost-effective education initiatives to enable people to feel more safe and comfortable using active modes to
get around, while encouraging increased use of pedestrian infrastructure and facilities. As such, specific
support programs targeted at walking can include:
Walking Education & Awareness such as Safe Routes to School/Safer School Travel programming,
partnerships i.e. ICBC, RCMP, and continuing to support and work with TransLink’s TravelSmart
Program.
Events: Host and/or promote events such as Open Streets / Sunday Street Closures, World Walking Day,
iWalk, Move for Health, and Active Month
Parklets, converting on-street parking spaces into temporary public spaces as a way to bring people out
on the streets and sidewalks, it can build community and engage residents and visitors in a fun urban
design activity, i.e. within the Town Centre.
5.3 Capital Cost and Priorities
The tables below summarize the sidewalk facilities that are recommended in the STP. The recommended
improvements include preliminary capital costs for the sidewalk facilities, based on a unit cost of $150 per
metre of sidewalk. This includes curb and sidewalk construction, but does not account for significant driveway
rehabilitation or landscaping.
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The table also identifies needs-based priority for each treatment. As described in previously, the highest
priority is assigned to addressing the sidewalk gaps on roads within pedestrian areas. A medium-term priority
is given to sidewalks along bus routes, and the longer-term priority is assigned to gaps along collectors and
arterials that are well outside of pedestrian areas and are not located along bus routes.
The total cost to implement the sidewalk priorities is approximately $5.4 million as shown in the tables below.
This includes approximately $1.5 million for sidewalks in pedestrian areas, $1.8 million for sidewalks along
bus routes, and $2.1 million for sidewalks along other urban arterials and collectors. It should be noted that
the ultimate cost of meeting the District’s sidewalk requirements would be much higher. Th ese improvement
priorities do not include sidewalks along local roads that are adjacent to schools, parks or community centres
and the District should work to identify additional local road sidewalk priorities. The costs for constructing
sidewalks are summarized below in Table 4 and detailed further in Appendix A. These costs do not include
sidewalk construction on urban local roads (outside of pedestrian areas) and r ural road walkways, as these
are not identified as priorities and would be constructed over time as development opportunities occur.
Table 4: Sidewalk Priorities
Location Short-term
(<5 yr)
Medium-term
(5-10 yr)
Long-term
(10-20 yr) Total Cost
Pedestrian Areas $1.5 - - $1.5
Bus Route Sidewalks - $1.8 - $1.8
Urban Collector and
Arterials - - $2.1 $2.1
$1.5 $1.8 $2.1 $5.4 million
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes.
They do not include any allowance for significant utility relocation, earthworks, driveway
reconstruction, landscape restoration, property and legal cost.
Recognizing the total capital investments required for cycling and pedestrian facilities identified in the MTP,
the District may also consider strategies for integrating facilities for these modes in some areas in order to
increase coverage in a shorter period of time and to managed resources.
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6.0 Bicycle Network Plan
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Cycling in the District of Maple Ridge has gained increasing prominence over
the past 20 years. Within the context of the transportation system, the role of
the bicycle has changed dramatically. Once considered a vehicle
predominantly used for leisure and recreation, the bicycle is now seen
as a viable mode of transportation for many trip purposes, particularly
those within the community.
Developing a safe and comprehensive bicycle network is an important way to
support healthy lifestyles and to recognize the positive environmental aspects
of cycling as a viable and attractive mode of transportation. Further, cycling is
an effective mode particularly for short-distance trips, but a range of facilities
are required to support different cyclists’ needs. As such, supporting cycling
in and around Maple Ridge requires infrastructure and safety measures , such as bicycle lanes, trails, bicycle
parking, and safe crossings, as well as support programs to encourage cycling.
6.1 Shaping Influences and Challenges for Cycling
Over the past two decades, the joint Maple Ridge/Pitt Meadows Bicycle Advisory Committee has been
actively advising on cycling issues and providing guidance on the implementation of District’s bicycle network,
based on previous plans developed in 1994 and 2004. Looking ahead,
the District wants to ensure that investments in cycling facilities and
programs continue to increase comfort and safety for people that may be
interested in riding their bicycles to work, school and other travel. This
section of the Plan examines some of the more significant influences
that shape the bicycle plan as well as the challenges to increasing
investments in cycling facilities.
Cycling makes up a small portion of the overall travel in the
District today. Less than 1% of commute trips in Maple Ridge (i.e.
trips to work) are by bicycle, according to the 2011 Canadian
National Household Survey. TransLink’s 2008 Regional Trip Diary
Survey reported similar findings, stating that less than1% of all daily
trips in Maple Ridge are by bicycle. The Trip Diary Survey also found
that the majority of bicycle trips in Maple Ridge are made for going to
and from work, followed by trips made to go to elementary or
secondary school, and shopping. Nearly 75% of bicycle trips in the
District are less than 5 kilometres in length, indicating short, local
bicycle trips. The opportunity for the District is to focus on targeting
shorter distance trips for cycling purposes, including shorter-distance
trips that are currently made by automobile and that could be made
by bicycle instead. In addition to focusing on short, local trips, the
District should continue to focus on regional connections for longer-
distance communing trips, particularly to communities to the west
including Pitt Meadows and the Northeast Sector.
Shaping Influences and
Challenges for Cycling
Cycling makes up a small
portion of the overall travel
The bicycle network includes
a basic network of east-west
and north-south routes
The bicycle network can be
comfortable for a broader
range of the population
Existing bicycle facilities
provide direct connections to
other communities
There are several
intersections that are difficult
for cyclists to cross
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The bicycle network in Maple Ridge includes a basic network of east -west and north-south bicycle
routes. Maple Ridge’s existing bicycle network consists of several east -west and north-south routes that
provide access to the Town Centre and to surrounding neighbourhoods. North -south bicycle routes
include 203 Avenue, Laity Street, 216 Street, 224 Avenue, and 240 Street. East-west bicycle routes
include 123 Avenue, 124 Avenue, 122 Avenue, and 100 Avenue. The bicycle network also contains off-
street pathways, which are used by both commuter and recreational cyclists. Although a basic network is
in place to accommodate east-west travel across the municipality along with some north-south
connections, there is an opportunity to provide increased network coverage. Research has shown that a
dense bicycle network is required to make cycling an attractive option, so that cyclists can access routes
quickly. A recent study found that cyclists are unlikely to detour more than about 400 metres to find a
route with a bicycle facility. As such, a bicycle route network with facilities spaced at least every 500
metres should be the goal in urban areas where there is a desire to increase bicycle ridership.
The District’s bicycle network can be comfortable for a broader range of the population. Research
has shown that a significant segment of the population in Metro Vancouver is interested in cycling more
often, but is concerned about the safety of cycling, particularly interacting with automobile traffic. This
group, referred to as the “interested but concerned” segment of the population, would cycle more if
comfortable facilities were provided, with a preference for off -street pathways, physically separated
bicycle lanes, and bicycle routes on low volume street. The District’s bicycle network is currently made up
primarily of on-street bicycle lanes and shared road bikeways. Some of these have minimal or no
separation between cyclists and vehicle traffic, requiring bicyclists to share the road with vehicles. The
District can make cycling a more attractive transportation choice by focusing on developing more off -
street pathways, separated bicycle lanes, and local street bikeways.
Existing bicycle facilities provide direct connections to other communities. As noted above,
although the majority of bicycle trips are short distance trips, a significant proportion of Maple Ridge’s
bicycle trips are made for commuting to work, and involve travel beyond the District’s boundaries. The
Golden Ears Bridge opened up a major connection via its separated multi-use path, allowing cyclists to
connect to the Township of Langley, City of Langley and the City of Surrey. For connections to Pitt
Meadows, the shared routes along Lougheed Highway and Dewdney Trunk are currently the most direct
route between the two municipalities, with less direct route options on Hammond Road, Golden Ear s
Way, and Old Dewdney Trunk. There is a need for the District to work with neighbouring municipalities
and other agencies such as TransLink and MOTI to ensure regional bicycle connections are provided
across municipal boundaries.
Bicycle-Transit Integration. All of TransLink’s buses are equipped with bicycle racks on the front of
busses, with a limit of two bicycles per bus. Bicycles are also allowed on the West Coast Express trains
for a fee, with each train having tie-downs for two bicycles. There is an opportunity to provide enhanced
bicycle parking at key transit stations and exchanges as deemed necessary.
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End of Trip Requirements. The District’s Off-Street Parking and Loading Bylaw contains requirements
for bicycle parking in the Town Centre, applicable to all properties in the area excluding heritage buildings,
churches, and child care centres, as shown in Table 5. The bylaw distinguishes between short and long-
term bicycle parking requirements. Short-term bicycle parking areas are typically at the main or public
entrance to a building, suitable for visitors or patrons. Long-term bicycle parking requirements refer to
secure storage facilities in buildings that are intended for resident or employee use. The District of Maple
Ridge bicycle parking requirements are as follows:
Table 5: Existing Bicycle Parking Requirements
Building Type Long-Term Bicycle
Parking
Short-Term Bicycle
Parking
Townhouse, Rowhouses Storage provided inside
individual units 3 spaces per 20 units
Low, Medium, High –
Rise Residential 1 per 4 units 6 spaces per 20 units
Senior Independent
Living / Assisted Living 0.1 space per unit 2 spaces per 20 units
Care Facility 0.05 space per unit /
room 2 spaces per 20 units
Commercial / Office Use 1 per 750m2 GFA 6 spaces per 1,500 m2 GFA
Hotel 1 per 30 rooms 1 space per 20 rooms
Institutional 15% of required number
of automobile spaces 6 spaces per 1,500 m2 GFA
6.2 Long-Term Bicycle Plan
The Bicycle Plan identifies the recommended long-term bicycle network throughout Maple Ridge. The Plan
includes both on-street and off-street cycling facilities that will fill various gaps in the existing network, provide
access to a range of community
destinations and neighbourhoods, and
provide safe and comfortable
connections. The Plan also provides
guidelines for bicycle facilities and
signage, and identifies priorities for
implementation. The Bicycle Plan
focusses on connecting Maple Ridge
neighbourhoods with each other and the
Town Centre. The District’s OCP
envisions the Town Centre as an area
with increasing density and land use mix
over time, and where more people will
choose to walk, cycle or take transit to in
the future. As such, the STP Bicycle Plan
Comfortable Facilities (Standards)
Network Plan
Safe Crossings
Support Strategies
Bicycle Plan Themes
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builds off the bicycle network envisioned in the OCP for the Town Centre area, and seeks to provide
interconnected bicycle routes to surrounding neighbourhoods and destinations. The primary features of the
long-term Bicycle Plan are described below.
6.2.1 Comfortable Facility Standards
As noted previously, there is a significant opportunity to increase bicycle use by targeting improvements
towards the segment of the population that may be interested in cycling more often, but is concerned about
the safety of cycling. To attract these individuals, bicycle facilities should be safe and comfortable so bicyclists
of all ages and abilities can feel safe using their bicycle for transportation.
The Bicycle Plan includes a range of different bicycle facilities that can be considered
under different conditions as described below:
Off-Street Pathways are physically separated from the roadway and are
comfortable for the interested but concerned segment of the population.
Examples in Maple Ridge include the paved pathway on the north side of
Lougheed Highway (216 Street to Laity Street), the paved path parallel to
Abernethy Way, 122 Avenue (216 Street to 222 Street) and on 227 Street (116
Avenue to Haney Bypass. Off-street pathways are generally intended to be
shared among multiple users and should be designed to accommodate a range
of types of users, with different trip purposes, speeds, and experience levels.
This includes ensuring that off-street pathways are hard-surfaced, preferably
using asphalt, to comfortably accommodate the range of users. Off -street
pathways should be a minimum of 3.0 metres wide, and 4.0 metres or more in
width in high-use areas. Off-street pathways can also have other amenities,
including benches, lighting, and garbage cans.
Neighbourhood Bikeways are located on local streets with lower
traffic volumes and speeds, and where cyclists and motor vehicles
can comfortably share the road. Neighbourhood bikeways in Maple
Ridge currently include 123 Avenue and 124 Avenue. These
bikeways may be shared with traffic calming treatments to lower
vehicle volumes and speeds and to improve the safety and comfort
for cyclists sharing the road with motorists. Neighbourhood
bikeways provide a broad level of appeal to a variety of cyclists,
including commuter cyclists and less experienced cyclists (who may
not be comfortable cycling on higher volume roads). For less
experienced cyclists, neighbourhood bikeways can also serve as
“stepping stone” facilities that help increase their comfort level using
on-road facilities.
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As part of Neighbourhood Bikeways, shared use lanes
may also be used as on-street bicycle facilities with a
shared bicycle and motor vehicle travel lane that includes
signage and pavement markings to indicate where cyclists
should position themselves in relation to the curb or
parked cars. Shared use lanes are typically located on
arterial and collector roads with higher traffic volumes and
speeds, and where there is insufficient space to provide a
painted bicycle lane. Shared use lanes should be a
minimum 4.3 metres wide, which is 60 cm to 80 cm wider
than a typical travel lane. This allows sufficient width for
an automobile to safely overtake a bicycle, without
crossing into the adjacent or oncoming travel lane. Shared use lanes should include “sharrow” markings,
which consist of a bicycle stencil with chevron markings, to indicate to cyclists and moto rists where
cyclists should position themselves in the travel lane, and to raise awareness to motorists that they may
expect to see cyclists. In general, many interested but concerned cyclists do not feel as comfortable on
shared use lanes as compared to off-street pathways, bicycle lanes, or local street bikeways. As such,
applications of shared use lanes should be limited to short sections where there are physical constraints
that do not provide the space required for painted bicycle lanes, but where a facility is required for network
connectivity and wayfinding purposes.
Painted Bicycle Lanes are separate travel lanes
designated exclusively for bicycles. Painted bicycle
lanes are typically located on arterial and collector
roads with higher traffic volumes and speeds. In
Maple Ridge, bicycle lanes are on many north-
south streets including 203 Avenue, 216 Street,
232 Street, and Laity Street. Bicycle lanes in Maple
Ridge are located adjacent to motor vehicle travel
lanes, with bicycle flow usually one-way and
typically in the same direction as traffic. Some
communities have placed bicycle lanes adjacent to
curbside parking lanes. Bicycle lanes should be a
minimum of 1.5 metres wide, with a desired width
of 1.8 metres. Bicycle lanes are typically identified by signage and pavement markings along with a
painted with a solid white line.
On busier roadways with higher traffic volumes and speeds, the District may consider enhanced bicycle
lane treatments, including buffered bicycle lanes with parked vehicles separating cyclists from traffic as
well as physically separated bicycle lanes.
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Shoulder Bikeways are most appropriate for roadways
that have higher motor vehicle traffic volumes and
speeds and which are located on highways and roads
without curbs and gutters. Similar to bicycle lanes,
shoulder bikeways are separate travel lanes designated
for the shared use of bicycles, separated from travel
lanes by a painted line. In areas where adjacent ditches
make it difficult to extend shoulders, separated pathways
may be provided to manage costs and impacts.
These on and off-street bicycle facilities can be considered throughout the District, recognizing the different
markets attracted to each type. As conceptually illustrated on the next page, each type of bicycle facility can
be considered along a hierarchy based on user comfort . Facilities that are physically separated from vehicle
traffic, such as off-street pathways and separated bicycle lanes, are the most comfortable and attractive to
both existing and potential cyclists. The least comfortable facilities are shoulder bikeways (typically found on
high-speed roads) and shared use lanes, which typically only the most confident cyclists feel safe using.
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6.2.2 Network Plan
The existing bicycle network in Maple Ridge has several important gaps, including a need for more east-west
connections, improved access to rural areas and neighbourhoods, and more options to connect with the
District of Pitt Meadows’ bicycle network. The long-term Bicycle Plan identifies a comprehensive District-wide
network of facilities that link local destinations throughout Maple Ridge as well as regional connections to
surrounding municipalities. The recommended bicycle network plan has been developed based on previous
plans identified in the 1994 Bikeways Plan and 2004 Transportation Plan . However, the network plan has
been refined based on public input to provide increased emphasis on facilities that are more comfortable for
the “interested but concerned” segments of population by including off-street pathways and local street
bikeways.
A number of guiding principles were considered in establishing the updated bicycle network plan. In
particular, bicycle facilities must be direct and prov ide adequate connections to key destinations within the
community, including connections to key commercial areas, schools, parks and community facilities. In
addition, streets on which traffic volumes are lower and provide adequate width to safely accommo date
cyclists were typically favoured over streets with higher traffic volumes or narrower width that would not
provide the necessary space requirements for bicycle travel. In some cases, however, higher volume streets
with adequate pavement width provided the only available link between two areas of the District. In these
situations, appropriate measures were proposed to ensure that both cyclists and motorists would be able to
share the roadway safely and effectively. Where t he on-street bicycle network does not provide connections
to some areas of the District, the off-street pathway network provides the necessary linkages. The bicycle
network plan connects with or parallels both the Trans-Canada Trail within the built-up area of the District, and
the equestrian trail network within the rural area of the community.
The layout of the on-street bicycle network ensures that cyclists from almost all areas of the District can easily
access a bicycle route. It is important to note, however, that the designation of a street as a bicycle route
does not exclude the use of other streets by cyclists. In fact, all District roads should be considered bicycle
streets, and all road users should be educated to share the road with each other in a safe manner.
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Furthermore, when roads are upgraded to urban standard or widened, and when any new roads are
constructed, bicycle facilities should be incorporated.
The bicycle network plan described below identifies a broad framework of alignments for bicycle routes and
does not identify site-specific improvements that may be required to effectively connect individual routes with
each other and major destinations. Although alignments have been identified within the bicycle network plan,
final route selection and design (including key connections and crossings) will be considered in greater detail
through corridor specific strategies. The implementation of corridor -specific initiatives will offer more
opportunities for members of the public, as well as the Bicycle Advisory Committee, to provide input on the
District-wide cycling network. These routes, however, identify an optimal series of alignments for providing
direct access to all areas of the District and other parts of the region. From this core network, the District can
specifically address operation and design issues through subsequent bicycle facility design to complete the
on-street bicycle network – in coordination with off-street facilities – and maximize connections to major
destinations.
The existing and proposed bicycle network in Maple Ridge is shown in Map 24 and described in further detail
below.
Off-Street Pathways are primarily recommended to address network gaps, to provide more comfortable
east-west routes through Maple Ridge.
132 Avenue. A Corridor Management Study for 132 Avenue identified a long-term plan for 3m multi-
use pathway, between 232 Street and 216 Street. The pathway is to be separated from the roadway
by a 0.5 m buffer, and is intended to accommodate cyclists, pedestrians, and equestrians. While
surface material is yet to be determined, road cyclists may also choose to use the road if the pathway
is not paved. The District will be constructing a crushed-gravel pathway along the general alignment
of the future pathway, to accommodate users in the interim.
Lougheed Highway. The primary off-street pathway connection is proposed along Lougheed
Highway, extending between 216 Street and Haney Bypass. The MoTI and District recently
constructed a 650m off-street pathway on the north side of Lougheed Highway between Laity Street
and 216 Street. This off-street pathway forms a critical link, enhancing east/west connectivity for
cyclists through the existing neighborho od cycle routes on 117 Avenue. The District should work with
MOTI to consider the extension of this off-street pathway further east on Lougheed Highway to the
urban centre of Maple Ridge.
128 Avenue / Abernethy Way. An extension of the pathway along Abernethy Way can provide a
continuous cycling route across Maple Ridge and Pitt Meadows, providing an attractive alternative to
cycling on Lougheed Highway. Currently, an interim off-street pathway already exists on the north
side of Abernethy Way between 224 Street and 232 Street. A 3km extension of this pathway
westward to 210 Street along 128 Avenue can provide a continuous connection, and link into the
existing bicycle lane at the west end of the corridor. The District intends to provide an interim pathway
before final completion. This connection also would link up to several north-south bicycle routes,
providing access to the Haney-Hammond area and to the Silver Valley area.
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Map 24: Long-Term Bicycle Network
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Ospring Street / South Bonson. An off-street pathway is recommended to connect between Ospring
Street in Hammond to South Bonson in Pitt Meadows. There are already informal pathways in this
area adjacent to the Golden Ears Bridge; however the Golden Ears Bridge prevents complete
connectivity between these two nearby neighbourhoods. Establishing an east-west pathway can
facilitate connectivity for cyclists between south Maple Ridge and south Pitt Meadows and can allow
cyclists in these areas an alternate access to Airport Way.
128 / 210 Street Dyke Trail. Currently an existing gravel trail along the dyke connects between 128
Ave and 210 Street. Future consideration should include enhancing this existing trail through the
provision of a paved surface.
Neighbourhood Bikeways. The majority of proposed bicycle network improvements are in the form of
neighbourhood bikeways, which are low cost and low-traffic routes designed to connect the District’s
residential neighbourhoods to each other and to key destinations in the Town Centre.
Skillen Street / Wicklund Avenue bikeway, provides a 1.2km alternate route off the 123rd Avenue
bikeway, providing access to Westview Secondary School and Westview Park, connecting with the
bicycle lane on Laity Street.
Foreman Drive bikeway, between 136 Avenue and 232 Street provides a 1.4 km bicycle route within
the heart of Silver Valley’s residential neighbourhoods.
105 Avenue / Tamarack Lane bikeway provides a 2.2km key link and alternate route to Lougheed
for cyclists through the Albion area. With future development anticipated in southeast Maple Ridge
this route can facilitate cyclists to connect between neighbourhoods in the south and the Town
Centre.
236 Street / Creekside Street is identified as a bikeway to connect Kanaka Way to Dewdney Trunk
Road in the north. This provides a quieter alternative to 240 Street and connects directly to both
Kanaka Creek Elementary and Alexander Robinson Elementary schools .
227 Street north of Abernethy Way is identified as a neighbourhood bikeway to connect between the
proposed bicycle lanes in the south to the bicycle facilities on 128 Avenue in the north.
Town Centre Bikeways. Several neighbourhood bikeways are proposed in the District’s Town
Centre to provide frequent and low-stress connections between the adjacent residential
neighbourhoods and the centre. Bikeways in the Town Centre are spaced approximately every 400-
500m to provide a higher degree of access to the bicycle network. Some of the primary bikeways in
the Town Centre include:
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- 116 Avenue between Haney Bypass and Lougheed Highway is recommended as a bikeway,
to provide a low-stress east-west route, and to connect the low to medium density residen tial
neighbourhoods in the south to the Town Centre. Bisected by north-south bikeways on 224
Street and 227 Street, this route on 116th Ave forms the southern edge of the bikeway grid
around the Town Centre.
- 224 Street south of Dewdney Trunk Road is identified as bikeway to bring the north-south
bicycle link on 224 Street as far south as Haney Bypass. Previous streetscaping
improvements along this corridor have resulted in a more calmed traffic environment, with a
combination of measures such as landscaped boulevards, street trees, wider sidewalks, and
curb extensions creating a ‘slow zone’ effect. As 224 Avenue supports many services and
amenities of the Town Centre, providing cyclists a facility on this corridor can improve the
ease and convenience of accessing key destinations by bicycle in Maple Ridge.
- 227 Street to connect to Haney Bypass, allowing users to make a complete north-south
connection between Haney Bypass to 128 Ave in the north. 227 Street is a bikeway in the
southern residential neighbourhoods, and transitions to a bicycle lane through the Town
Centre, and then reverts back to a bikeway north of Abernethy Way.
- Selkirk Avenue bikeway provides an east-west route and transitions from a primarily
residential neighbourhood to a service road for commercial destinations within the Town
Centre, providing convenient access to many Town Centre services and amenities.
Bicycle lanes have the benefit of providing a higher degree of separation between cyclists and moto rists
than bikeways, while still providing direct on-street links between residential areas, community
destinations, and commercial services and amenities throughout Maple Ridge. Bicycle lanes are
proposed on District roads including:
124 Avenue, east of 232 Street, to bring an extension of the Abernethy Way bicycle facilities further
east. This facility would be contingent on if future development activity on 124 Avenue would provide
a roadway to connect 124 Street to 237 Street.
207 Street, south of Lougheed Highway provides a north-south route though Hammond and Haney in
addition to the 203rd Street bike lanes. This route directly provides cyclists access to key destinations
such as Hammond Stadium, Hammond Community Centre, and also Maple Ridge Elementary School
on River Road.
232 Street between Abernethy Way and 116th Avenue bisects many east-west routes and enhances
network connectivity between the areas of Yennadon, the Town Centre, and Kanaka Creek. South of
Abernethy Street, the 232 Street corridor has an elementary school, secondary school, recreational
club, and a church, and a dedicated bicycle facility can allow a more comfortable connection for
cyclists traveling north to south through east Maple Ridge.
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Kanaka Way provides an east-west link between 240 Street and Lougheed Highway, connecting the
bicycle facilities on each of these corridors, and providing access to Kanaka Creek Elementary
School.
Shoulder bikeways are proposed for several rural roads within the District. There are numerous rural
roadways throughout the District that should accommodate cyclists, including Dewdney Trunk Road
east of 256 Street, 256 Street, 272 Street, 280 Street, 100 Avenue, 240 Street, 112 Avenue, and
Lougheed Highway, among others. These routes are attractive for both commuting and recreational
cycling because they tend to be less busy and more scenic than urban roads. In most cases, shoulder
bikeways are the most appropriate treatment for accommodating cyclists. It is recognized that
widening all of the identified roadways to accommodate 1.5-m (posted speed less than 70 kph and
daily traffic less than 5,000) or 2.0-m (posted speed 70 kph or higher and daily traffic in excess of 5,000)
shoulder bikeways would require significant capital and that the District would likely develop this
network of rural bicycle facilities over a longer period of time. Where significant ditches restrict the
widening of shoulders – such as along 240th Street and 216th Street north as well as 232nd Street,
separated pathways may be considered as an alternative to shoulder bikeways as previously indicated.
Ultimately, these shoulder bikeways and pathways create a large grid of routes for cyclists in rural areas,
capitalizing on the main spines in Maple Ridge’s rural road network.
When complete, the District’s bicycle network would more than grow from approximately 35 km today, to 160
km upon full build out. This includes approximately 40 km of facilities within urban areas and approximately
80km of shoulder bikeways in rural areas of Maple Ridge (to be developed in the long -term). These
improvements are detailed in Table 6 and in Map 23.
Table 6: Bicycle Network Improvements
Bicycle Network Improvements
Existing (km) Proposed (km) Total (km)
Off-street pathways 4 6.5 10
Local street
bikeways 16 22 36
Bicycle lanes 16 15 32
Shoulder bikeways
(widening required) 0.5 80 81
TOTAL 36 124 159
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6.2.3 Crossings
While bicyclists tend to cross in many of the same areas as pedestrians, there are less cyclist crossing
features currently available in Maple Ridge. Crossings improvements that can enhance the safety and comfort
for cyclists include:
Bicycle Boxes. These can be used at signalized intersections
to provide cyclists an opportunity to proceed through the
intersection when the signals turn green in advance of
vehicles. This reduces conflicts between cyclists and motorists
and improves safety for cyclists. Bike boxes are beneficial
where cyclists turn left from a traffic lane shared with left-
turning and through traffic, and where cyclists travel straight
through an intersection in a traffic lane shared with through and
right-turning traffic. Green is the preferred colour to be used,
and the standard surfacing material is methacrylate anti-skid.
Enhanced Pavement Markings. Bicycle lane markings may be provided through complex
intersections to guide cyclists through these locations and to
alert motorists to the presence of a bicycle route through the
intersection. Bicycle lane markings are dashed through the
intersection to connect with the far-side bicycle lane, either in
through movements or left-turning movements. Coloured
bicycle lanes can be used at intersections to position cyclists
appropriately with respect to other traffic, especially right
turning vehicles and motorists, and to highlight the area of
potential conflicts. As with bicycle boxes, green is the preferred colour to be used for pavement
markings, along with thermoplastic material.
Bicycle detection at signalized intersections. Bicycles should be able to active a traffic signal
using a range of technologies, such as bicycle loop detectors, bicycle pushbuttons, or video detection
at traffic signals. If bicycle loop detectors are used, they should be marked so that cyclists know
where to position their bicycles to activate the detector. In many cases, the same detector that is used
for automobiles can be used for bicycles. At intersection with bicycle lanes, additional detectors may
be required in the bicycle lane.
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6.2.4 Support Strategies
In addition to providing a complete, comfortable, connected network of bicycle facilities with attractive
crossings, support facilities are required to make cycling more convenient. Similarly, support programs are
required to spread awareness about the bicycle network and educate people on cycling skills and road safety.
Bicycle Advisory Committee. The joint Maple Ridge/Pitt Meadows Bicycle Advisory Committee
(BAC) had been in place since 1997, with the main task of implementing the recommendations of the
1994 Bikeways Plan although it was disbanded in 2013. Looking ahead, the District may consider the
ongoing role of an advisory committee that is also connected to other transportation matters in the
District.
Bicycle Parking. Every bicycle trip requires bicycle parking at the destination. The fear of theft or
vandalism is a significant deterrent to cycling, as is the lack of bicycle parking altogether. Thus, the
provision of safe and secure parking at key locations throughout the District is an important way to
encourage cycling, and has the added benefit of being cost-effective and a positive “quick win”. A mix
of both short and long-term bicycle parking facilities should be available. Short-term bicycle parking
is where bicycles are left for shorter time periods, such as a few minutes or hours. This type of
parking involves a high degree of convenience, with racks situated as close to destinations as
possible. Long-term bicycle parking is needed when bicycles will be left for longer periods of time,
such as for the duration of an entire work day, or overnight. This type of parking requires a high
degree of security and weather protection, with well-designed racks in covered areas, lockers, storage
rooms, or fenced areas with restricted access.
Additional and/or improved bicycle parking is recommended in both private and public realm areas of
Maple Ridge including the Town Centre, Lougheed Highway commercial areas, the transit exchange,
civic facilities and spaces, schools, parks, and trailheads. In the public realm, the District can work to
implement bicycle parking where possible within the road right-of-way. This can take place either on
sidewalks, while ensuring that sufficient clear width is provided for pedestrians or on-street by
considering replacing an on-street motor vehicle parking stall with an on-street bicycle corral. For
bicycle parking within the private realm, the District’s Off-Street Parking and Loading Bylaw contains
bicycle parking requirements for Town Centre developments. It is
important to explore opportunities for additional bicycle parking in private
developments outside of the Town Centre when possible, especially in
high activity areas and key cycling destinations. In most cases, long-term
parking facilities at employment centers are provided by employers,
whereas at transit facilities they are provided by TransLink.
Therefore, the District must work with these other agencies to
encourage the development of bicycle parking at these employment
centers, transit stations and bus exchanges.
Wayfinding is an important feature to integrate into the District’s network to improve conditions for
cyclists. Signage is a relatively cheap and effective measure to make cycling more con venient and
comfortable, through the provision of simple and consistent signs and wayfinding to assist cyclists
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navigating to their destination. Signage is especially important to make cycling more attractive and
convenient for two distinct types of cyclis ts, including the inexperienced cyclist who requires
information about how to make their cycling journey, and experienced cyclists who could ride further
and more often if better information is provided on route options. A clear sign and wayfinding system
can benefit cyclists through guiding them off heavy traffic routes and onto alternative, lower -volume
routes, can prevent cyclists from making a wrong turn and wasting time, and can help cyclists keep
momentum and make smooth manoeuvres. Wayfinding can inc lude direction signs, confirmation
signs, and turn signs. TransLink, recently released Regional Bicycle Wayfinding Guidelines for Metro
Vancouver, which provide a clear direction on how to approach signage and wayfinding, and it is
recommended that wayfinding approaches in the District align with these guidelines.
Support Programs. In addition to bicycle infrastructure development, the District should also promote
or have supportive programs for cyclists. This can include a range of educational and promotional
initiatives such as:
Continued promotion and support of Bike to Work Week & Month and TransLink’s TravelSmart
program;
Developing a bicycle user map and informational materials;
Implementing Ciclovia / Sunday Street Closures;
Encouraging cycling skills and education courses (i.e. encourage cycling skills incorporation into
school curriculum, promotion of training courses);
Create cycling campaigns aimed at District employees (which can include lending out bicycles,
electrical-assist bicycles, information on cycling network); and
Safe routes to school / School Safer Travel Programs .
6.3 Capital Costs & Priorities
The conceptual capital costs for the bicycle network plan were developed based on standard unit cost
assumptions summarized in Table 7 below.
Table 7 – Unit Capital Cost Assumptions
Facility Type Unit Rate
Bicycle Lane (no widening required) $30,000/km
Paved Shoulder (widening required) $300,000/km
Local bikeway (new route) $40,000/km
Off-Street Pathway (new route) $500,000/km
Table 8 on the following pages highlights the individual project segment costs as well as the overall priorities
for implementing bicycle facilities. It should be noted that the actual cost for the implementation of bicycle
facilities could vary significantly for each project, depending on various site-specific characteristics. For
example, the unit costs stated above allow for sub-base and base construction, as well as asphalt pavement,
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and they also include contingency and an allowance for engineering. F or urban cross-sections, they also
include the cost to relocate curbs and sidewalks. However, the unit costs do not include any
allowance for significant earthworks, driveway reconstruction, landscape restoration, property and legal
costs, significant utility relocation, administration, and taxes, all of which could add significantly to the
cost. These unit costs also do not include any allowances for crossing treatments, such as signals and/or
median refuges. As such, the cost estimates provided in this section are for planning purposes only and
should not be used for detailed budgeting.
Priorities are also assigned to bicycle facility projects for implementation in the short, medium or long-term.
Short-term priorities have been identified as all neighbourhood bikeways and bicycle lane projects that directly
serve the Town Centre. Short-term implementation indicates a horizon of approximately 1- 5 years, and it is
estimated that the highest priority projects for implementation in Maple Ridge over the short-term would cost
approximately $1.0 million, as shown in Table 8. This is equivalent to an annual investment of approximately
$200,000 over the next 5 years. Medium-term priorities are identified as bicycle lanes outside of the Town
Centre, and longer-term priorities are identified as all rural shoulder bikeways.
Order-of-magnitude cost estimates have been developed for the long-term bicycle network based on unit
costs and are summarized in Table 8 below. The total cost to complete the long-term bicycle network is
approximately $24 million. It should be noted that more than $15 million of this amount is for rural roadway
shoulder widenings in the eastern areas of the District. Although these facilities could potentially be
incorporated into any road rehabilitation project, investments in these facilities would be likely tied to any
growth in the eastern areas of Maple Ridge which is not planned within the next 20 years. Excluding the
paved shoulders in the eastern areas of the District, the total cost to implement the urban bicycle network is
approximately $8.8 million over the next 20 years.
Additional details on bicycle network are provided in Appendix B.
Table 8: Bicycle Network Cost Estimates ($ million)
Facility Type Short-term
(<5 yr)
Medium
- Term
(5-10 yr)
Long-term
(10-20 yr)
Long-term
(20+ yr) Total Cost
Bicycle Lane $0. 1 $0.2 - $0.3
Paved Shoulder - - $4.6 $15.2 $19.8
Local bikeway $0.9 - - $0.9
Off-Street Pathway - $3.0 - $3.0
TOTAL $1.0 $3.2 $4.6 $15.2 $24.0 Million
Note: Costs are conceptual in nature (Class D) and are not typically used for budgeting purposes. They do not include any
allowance for significant utility relocation, earthworks, driveway reconstruction, landscape restoration, property and legal
cost.
It should be noted at the time of preparing the Plan, that TransLink has been funding 50% of most bicycle
projects on the Major Road Network and some municipal arterial and collector roads. Recognizing the total
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capital investments required for cycling and pedestrian facilities identified in the MTP, the District may also
consider strategies for integrating pedestrian and bicycle facilities as well as on road widening projects in
order to increase coverage in a shorter period of time and to managed financial resources.
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7.0 Transit Strategy
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Public transit provides not only a travel choice for local and inter -municipal travel, but can also shape land use
patterns. For those who do not drive, transit may be the only option for getting to jobs, school, shopping areas
and recreational centres. Whereas choice riders that have access to a vehicle will be more inclined to use
transit where service is frequent, direct, fast, comfortable and reliable.
The existing transit system in Maple Ridge is made up of a variety of transit services that provide both local
and regional connections for Maple Ridge residents (see Map 25 below). The types of transit service in the
District include:
Local service, providing fixed-route local area service within the District. The majority of local routes in
the District are served by community shuttle vehicles suitable for local, neighbourhood streets.
Regional service, such as the Frequent Transit Network, provides fixed-route service using conventional
buses within Maple Ridge and connecting to surrounding municipalities such as Pitt Meadows, Port
Coquitlam, and the Langleys.
HandyDART provides door-to-door custom transit service for people with physical or cognitive disabilities
who are unable to use the conventional system.
West Coast Express commuter rail service provides Maple Ridge residents with service between
Vancouver and Mission. With two stations in Maple Ridge (Port Haney and Maple Meadows) West Coast
Express runs only Monday to Friday during peak hours, in the peak direction only. TrainBus, a
supplemental coach bus service to the West Coast Express, runs at select times outside of peak hours,
emulating the train route and serving all West Coast Express stations.
7.1 Shaping Influences and Challenges for Transit
There are several factors that shape the success of transit in Maple Ridge as briefly highlighted in this section
of the Plan.
The transit mode share for Maple Ridge is relatively low
at 4% of all daily travel (based on the Regional Trip Diary
Survey). The majority of transit trips originating in Maple
Ridge have a destination in the City of Vancouver (37%),
with other major destinations including Burnaby (10%), Pitt
Meadows (8%), and Coquitlam (6%). The 2006 Census
report indicate that 8% of all work-based commute trips from
Maple Ridge are by transit. Similarly, the 2011 National
Household Survey indicates a slight increase with 9% of
trips to work from Maple Ridge made on transit. Of the daily
transit trips originating in Maple Ridge, over half (52%) are
by bus (conventional bus and/or community shuttle), with
the remainder of transit trips on West Coast Express.
Shaping Influences and
Challenges for Transit
Transit mode share is
relatively low.
Network structure and
coverage in the core area is
effective.
Low density and mixture land
use patterns makes is a
barrier to attractive service.
Peak frequencies can be
modest along many corridors.
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Map 25: Existing Transit Service Structure
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Network Structure and coverage within the core area of the District is effective. Transit in Maple
Ridge generally has an east-west service structure, with Dewdney Trunk Road (and Lougheed
Highway to a lesser extent) as the spine of the network. The transit system is largely concentrated in
the Town Centre area and neighbourhoods south of Dewdney Trunk Road (see Map 26). Community
shuttle routes serve neighbourhoods north and south of Dewdney Trunk Road. There are transit
connections to the West Coast Express stations, Ridge Meadows Hospital, Meadowtown (in Pitt
Meadows), and the neighbourhoods of Albion and Cottonwoods. The most northern reach of transit
service in Maple Ridge is the Yennadon Loop, just west of 232 Street. In September 2012, TransLink
made service changes to the 595 bus route, eliminating service to Port Haney Station, requiring
passengers to transfer. This was also accompanied with a service extension to Route 701, which was
extended east along Dewdney Trunk road, instead of terminating at Haney Place.
Map 26: Key Land Use Patterns around Frequent Transit Service
Land use patterns, such as type, density, and form influence the overall pattern of travel in a
region and also the success of transit. For example, higher density mixed-use areas such as the
downtown area in Maple Ridge can generate more transit ridership, which supports attractive levels of
service. Conversely, low-density and single-use areas with curvilinear street patterns such as found in
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the Silver Valley neighbourhood typically generate single-purpose trip making and increased travel
times. These characteristics make transit more costly to provide and generate low ridership, which
can discourage providing high frequency service and use of transit overall.
Outside the core areas of Maple Ridge, residents identified concerns regarding limited network
coverage and frequency of transit service in areas such as Silver Valley. Alternative service models
may be considered for low density, suburban neighbourhoods of the District in order to encourage
early use of transit for growing populations.
Peak service frequencies can be modest along many corridors. Bus service in Maple Ridge is
provided seven days a week, with regular bus service typically commencing early in the morning
(typically between 5:00 am – 6:00 am) and continuing to early evening, with a few routes providing
evening service. Headways during peak hours are generally between 15 and 30 minutes for
conventional service, while more than 30 minutes for community shuttle routes, with headways
increasing in evenings and on weekends. Dewdney Trunk Road is part of TransLink’s Frequent
Transit Network, which indicates that it has transit service every 15 minutes or better at most times
seven days a week. The West Coast Express only has service Monday to Friday, during the morning
and afternoon peaks, with the TrainBus service providing a few off -peak runs. 27 illustrates the typical
transit frequencies for regular bus and rail routes serving Maple Ridge.
Transit ridership is largely concentrated in the core areas of the District. As noted previously,
several conventional bus and community shuttle routes converge at these exchanges, with the Haney
Place exchange as the central hub for residents in both east and west Maple Ridge. Transit usage, as
reported by estimates of daily board ings and alightings, is highest at the Haney Place and Maple
Meadows transit exchanges, which experience approximately 1,000 boardings and alightings per day,
as shown in Map 28. It is clear that Dewdney Trunk Road is the spine of the District’s transit ne twork,
as ridership activity is most active along this corridor, with smaller scale transit activity in the
neighbourhoods north and south of Dewdney Trunk.
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Map 27: Existing Transit Service Frequencies
Map 28: Daily Transit Passenger Boardings and Alightings by Stop
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Transit Accessibility. TransLink tracks the accessibility of all bus stops in Maple Ridge as well as
other communities in Metro Vancouver. An accessible bus stop is identified by a wheelchair
accessible decal on the bus stop ID sign or bus stop plate. In order for a stop to be designated as
wheelchair accessible, it must meet requirements specified under TransLink’s Transit Infrastructure
Design Guidelines. These include raised passenger landing area with specific minimum dimensions
that would allow busses in the current fleet to safely deploy a mechanical ramp or lift that drops from
the bus front or rear door to allow wheelchair patrons to board or alight busses. At the end of 2012,
approximately 50% (150 out of 306) of the bus stops in Maple Ridge were classified as accessible.
Passenger comfort and security at transit
stops is an important ingredient to make transit
an attractive alternative to driving. Amenities
such as seating, weather protection shelters,
lighting, customer information and other
amenities are required to make transit more
attractive. Transit stops with the highest
passenger activity – such as along the
Dewdney Trunk corridor – should be the focus
of transit supportive investments in the District.
Through the results of the online survey and the booth held at the Farmers Market, Maple Ridge residents
were able to provide input and feedback on transportation issues and opportunities. In addition to the above
noted shaping influences, residents also identified other barriers to using transit that include:
Limited West Coast Express service, only serving peak hour, weekday demands;
Overcrowding on the West Coast Express;
Lack of a park-and-ride lot in Maple Ridge;
Improved connections between neighbourhoods and major transit/West Coast Express
exchanges;
Improved local service coverage, including to neighbourhoods with no coverage such as Albion
and Silver Valley;
More transit service in the evenings and weekends.
7.2 Long-Term Transit Strategy
Transit represents an important part of the District’s transportation system by providing an alternative to
driving for persons that have the choice to drive, who choose not to drive for all or some trips, and for those
without access to a private vehicle. The District’s Official Community Plan calls for improvements to local
transit service and facilities, stronger transit connections to key community destinations, and better pedestrian
amenities.
As the existing transit system in Maple Ridge is funded and planned by TransLink, and operated by Coast
Mountain Bus Company, the long-term Transit Strategy provides guidance on the overall aspirations for transit
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 101
in Maple Ridge based on community input, and recommends facilities and support programs that may be
implemented by TransLink, the District of Maple Ridge and other agencies. The following discussion outlines
the strategic directions for transit in the District over the next 20 years.
7.2.1 Enhanced Network of Local and Regional Services
In the long term, the District will want to enhance and expand transit services and facilities to meet
the growing demands of the community. Within existing developed areas, the STP includes more
attractive service levels (frequencies) and a wider range of local and regional services and connections. In
new growth areas, such as Silver Valley, the District will want to ensure the provision of attractive
and cost-effective connections to the Town Centre and other regional bus services in the long-term,
and will want to provide attractive options to driving as the community expands. The structure of the long-term
services for Maple Ridge is illustrated in Map 29.
In general, the hub-and-spoke route structure serves regional travel relatively well, but is less able to
serve local trips between origins and destinations within Maple Ridge. For some short local trips,
transit riders would have to travel to the Haney Place exchange, then transfer to a second route, which
may not operate as frequently.
Planned growth and development of the District suggest that the existing regional route structure should
largely be maintained, as the regional services to and from other communities are well suited to competing
with the private automobile. In fact, Maple Ridge’s Town Centre should be connected to the Coquitlam City
Centre and Evergreen Line with a rapid transit service operating along the Lougheed Highway corridor. The
service should provide frequent, fast and direct access to rapid transit to other parts of Metro Vancouver.
Additionally, a rapid transit connection to the Highway 1 rap id bus services as well as Langley City Centre
should be accommodated in the long-term.
Additionally, as the community becomes more densely populated in the existing urban area, the District wants
to move toward a grid pattern of local transit services that reduce the need for circuitous trips via the Town
Centre exchange. The District will also want to encourage attractive service levels to ensure that transit is an
attractive alternative and also to support growth and development in the Haney-Hammond area.
7.2.2 Comfortable and Accessible Passenger Facilities
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 102
Although providing attractive bus services with connections to desired destinations both locally and regionally
is critical to the success of transit, passenger accessibility and facilities at bus stops and transit exchanges
can have a significant impact on passenger safety and comfort in addition to attracting new customers.
Improving customer information, seating, shelters and the accessible design of stops or exchanges provides
transit riders with a safe, pleasing and comfortable experience.
Currently, approximately 50% of the District’s 306 bus stops are deemed to be accessible. Over the long -
term, the District should strive to have 100% of its bus
stops fully accessible and this can be achieved by
improving approximately five or more bus stops per year.
In the short-term, and in order to maximize the
effectiveness of infrastructure improvements, non-
accessible bus stops should be prioritized according to
existing passenger activity as previously described. The
short-term improvements may include existing sidewalk
improvements or construction of concrete pads for
wheelchairs within boulevard space.
In addition to increasing accessibility of transit stops for all
customers, other passenger amenities needed at transit
stops include shelters, benches, trash receptacles, as well
as system maps and wayfinding. In the long-term, the
District should strive to provide seating, lighting and
customer information at all bus stops, rapid transit stations,
and transit exchanges in Maple Ridge. In addition,
shelters are desirable in areas of higher pedestrian activity such as in the Town Core, and at high activity bus
stops along Dewdney Trunk Road (a frequent transit corridor). An investment in five new bus shelters a year
would more than double the number of bus stops with shelters. The capital cost of improving five bus stops a
year is estimated to be approximately $35,000 to $40,000 per year, while the cost of providing five shelters a
year would require an annual budget of approximately $75,000 per year.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 103
Map 29: Long-term Transit Route Structure
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 104
7.2.3 Expanding West Coast Express Services (daytime & weekend) and Station
The West Coast Express provides a critical role in expanding travel choices for Maple Ridge residents,
particularly those travelling to downtown Vancouver. Today, over 2,000 daily trips originate from or are
destined to the two Maple Ridge stations.
In order to address overcrowding issues on West Coast Express identified by residents and to increase
flexibility of transit travel, there is increasing demand for expanded West Coast Express service.
Expanding midday and weekend West Coast Express services would capitalize on its success and make it
a more convenient alternative to commuting to and from downtown and other parts of Vancouver. In
support of the economic growth of the Maple Ridge, reverse peak service has also been identified as a
high priority to bring commuters from other parts of the region to the District, as well as midday train
services to augment TrainBus and weekend train service.
With increasing demands at park-and-ride facilities in Pitt Meadows and limited access to the W est Coast
Express Station in Maple Ridge, an eastern Albion Station should be examined in order to support the
long-term travel demands to the core areas of Metro Vancouver.
7.2.4 Transit Priority Strategies
In order to enhance the potential of rapid tra nsit services (and person capacity of the transportation
system), transit priority strategies should be considered within Maple Ridge and across the Northeast
Sector of the region. Transit priority treatments along corridors and at intersections can enhanc e the
customer experience, reduce bus travel times, improve reliability and ultimately make transit competitive
with driving. Although many of these treatments could impact vehicle travel, they are critical to supporting
long-term transit ridership by prioritizing transit over vehicles.
A wide variety of transit strategies have been implemented in North American to enhance transit travel
times. These strategies include changes to bus services as well as physical measures to allow transit to
bypass areas of congestion as graphically illustrated in Figure 4 below. In particular, queue bypass lanes
or queue jumpers are an effective form of transit priority at heavily congested intersections. Bus only
lanes may be used to enable buses to proceed through the i ntersection ahead of general purpose traffic.
Alternatively, right-turn lanes can be designated as ‘right-turn only except buses’ to allow buses to
continue straight through the intersection. Some geometric modifications may be required to facil itate the
through movement.
District of Maple Ridge
Strategic Transportation Plan
2-Sep-14 Page 105
Figure 4: Strategies to Enhance Transit Travel Times
District of Maple Ridge
Strategic Transportation Plan
Appendix A
APPENDIX A
Detailed Sidewalk Network Priorities
District of Maple Ridge
Strategic Transportation Plan
Appendix A
Table A-1: Pedestrian Area Sidewalk Priorities
Street To - From Cost
Town Centre
117 Ave Haney Bypass – near 224 St $42,000
119 Ave 226 St – 227 St, 227 St – 228 St $87,000
223 St North Ave–117 Ave,117Ave –Haney
Bypass $52,500
223 St Dewdney Trunk Rd – Brown Ave $40,500
224 St Callaghan Ave – St. Anne Ave $15,000
225 St Brickwood Close – 116 Ave $15,000
Brown Ave 224 St – Edge St $37,500
Brown Ave Edge St – 227 St $78,000
Brown Ave 222 St – Plaza Ave $18,000
Callaghan Ave Haney Bypass – 224 St $15,000
Edge St Dewdney Trunk Rd – Lane $12,000
Edge St Lane – Brown Ave $6,000
Fraser St North Ave - mid-block $12,750
Fraser St Mid-block – end $25,500
Garden St Dewdney Trunk Rd – Brown Ave $39,000
McIntosh Ave 226 St – 227 St $42,000
Plaza St Dewdney Trunk Rd – Brown Ave $39,000
Selkirk Ave 225 St – 226 St $54,000
Selkirk Ave 226 St – 227 St $22,500
Total $653,250
Port Haney
River Rd West of 223 St $16,500
223 St River Rd – Haney Bypass $16,500
Total $33,000
Hospital
Laity St River Rd – Hospital access $25,000
Laity St South of Lougheed Highway $6,000
117 Ave Laity St – River Wynd $60,000
Total $91,000
Westgate / Westridge
119 Ave Lougheed Highway – mid-block $63,000
119 Ave Mid-block – 207 St $28,500
District of Maple Ridge
Strategic Transportation Plan
Appendix A
119 Ave Lougheed Hwy – mid-block $168,750
Total $260,250
Maple Meadows
Hammond Rd West St – 203 St $180,000
Dunn Ave Maple Meadows Way- West St $33,000
Total $213,000
Thomas Haney Centre
116 Ave Lougheed Hwy – 232 St $60,000
117 Ave Burnett St – 231 St $135,000
232 Ave 116 St – 117 St $57,000
Total $252,000
Grand Total $1,502,500
Table A-2: Bus Route Sidewalk Priorities (Medium Term)
Street To-From Cost
117 Ave 203 St – River Wynd $291,000
123 Ave 206 St – 208 St $49,500
123 Ave Laity St – 216 St $198,000
203 St Dewdney Trunk Rd – 123 Ave $150,000
240 St 110 Ave – 112 Ave $72,000
240 St 112 Ave – Kanaka Creek Rd $40,500
240 St Kanaka Creek Rd – McClure
Ave $87,000
240 St Hill Ave – 103 Ave $132,000
240 ST 103 Ave – 104 Ave $28,500
Ditton St Maple Cres – Princess St $66,000
Laity St Lougheed Hwy – 121 Ave $96,000
Laity St Campbell Ave – 123 Ave $39,750
Lorne Ave Maple Cres – Princess St $64,500
Maple Cres 203 St – Westfield Ave $42,000
Maple Cres Ditton St – Dartford St $22,500
Princess St Lorne Ave – Ditton St $27,000
River Road Laity St – 216 St $99,000
River Road 216 St – River Bend $336,000
Total $1,841,250
District of Maple Ridge
Strategic Transportation Plan
Appendix A
Table A-3: Urban Collector and Arterial Sidewalk Priorities (Long-term)
Street To-From Cost
Other Arterials
and Collectors
121 Ave Laity St – 216 St $198,000
122 Ave 216 St – 218 St $60,000
122 Ave Dover St – 224 St $270,000
124 Ave Edge St – 227 St $96,000
126 Ave 216 St – Blackstock St $78,000
203 St 123 Ave – Golden Ears Way $195,000
206 St Dewdney Trunk Rd –
Tyner Ave $147,000
206 St Tyner Ave – 123 Ave $18,000
228 St North of Dewdney Trunk Rd –
Abernethy Way $103,500
230 St Dewdney Trunk Rd – Storey
Ave $60,000
232 St 117 Ave – Stager Ave $70,500
232 St 112 Ave north $195,000
Cottonwood Dr 114a Ave – 116 Ave $96,000
Cottonwood Dr Cottonwood Dr – Dewdney
Trunk Rd $82,500
Laity St 123 Ave – 124 Ave $22,500
Laity St Douglas Ave – Thornton Ave $56,250
Laity St Thornton Ave – 128 Ave $96,000
Lorne Ave Maple Cres – 207 St $66,000
River Rd 207 St – Laity St $180,000
Total $2,090,250
District of Maple Ridge
Strategic Transportation Plan
Appendix B
APPENDIX B
Detailed Bicycle Network Priorities
District of Maple Ridge
Strategic Transportation Plan
Appendix B
Table B-1: Summary of Bicycle Facilities (Short-term)
Table B-2: Summary of Bicycle Facilities (Medium-term)
Project From To Conceptual Cost
Bicycle Lanes
227 Street Abernethy Way Lougheed Hwy $39,480
232 Street 124 Ave/ Abernethy 116 Ave $36,270
Neighbourhood Bikeways
Ospring / Lorne Street 205th Street Kingston Street $40,000
205th Street / Westfield Avenue Lorne Ave Westfield Ave $24,000
Princess Street Fraser Way Ospring St $26,040
207th / 206th Street Lougheed Hwy 123rd Ave $43,280
Wicklund Avenue / Skillen
Street 123rd Ave Laity Street $49,000
Donavan Avenue / Wicklow 216 Street 222 Street $51,400
Selkirk Avenue 222 Street 227 Street $38,000
222nd Street Selkirk Ave Church Ave $16,280
223rd Street Selkirk Ave North Ave $7,800
North Ave/Royal Crescent/226
Street 223 Street Edge Street $43,200
Edge Street Brown Ave 119 Ave $10,680
119 Ave Edge St 228 St $21,960
224 Street Dewdney Trunk Callaghan Ave $36,520
Callaghan Avenue/223 Street 224 Street River Road $12,320
116 Ave 224 Street Burnett Street $49,720
227 Street Haney Bypass Path $29,960
Burnett Street Path Lougheed Hwy $15,440
117 Avenue/231 Street/118 Ave Burnett Street 231B Ave $29,880
225 Street North Ave Haney Bypass $13,640
222 Street/Hillside Street 122 Ave 124 Ave $19,400
227 Street /128 Ave Abernethy Way 228 Street $35,680
Foreman Drive 136 Ave 232 Street $55,960
Tamarack Lane Lougheed Hwy 240 Street $88,720
236 Street/116 Ave/Creekside
Street Kanaka Way 118 Ave $72,000
236 Street (north) $15,400
118 Ave 236 Street 240 Street $19,760
240 Street Dewdney Trunk 121 Ave $12,520
TOTAL SHORT-TERM $954,310
District of Maple Ridge
Strategic Transportation Plan
Appendix B
Project From To Conceptual Cost
Bicycle Lanes
Maple Meadows Way Lougheed Hwy Golden Ears Way $19,410
Dunn Ave Maple Meadows Way Maple Meadows Way $15,540
113B Ave Kingston Street Airport Way $12,630
207 Street Westfield Ave Lougheed Hwy $26,640
Laity Street Lougheed Hwy River Road $13,560
216 Street Lougheed Highway River Road $10,110
124 Avenue 232 Street 240 Street $48,000
240 Street 124 Ave 121 Ave $15,150
240 Street 112 Ave 113 Avenue $8670
Kanaka Way / 112 Ave Lougheed Hwy 240 St $54,090
Off-Street Pathways
132 Avenue 232 Street 216 Street $3 million*
Lougheed Highway Laity Street Western boundary $1.3 million
Lougheed Highway 216 Street Haney Bypass $550,000
Abernethy Way 224 Street 210th Street $1.35 million*
Thorne Avenue 203rd Street Hammond $93,000
Ospring Street – South Bonson Ospring Street Golden Ears Way $385,000
128 / 210 Street dyke trail 128 Street 210th Street $553,000
227 Street Haney Bypass Lougheed Highway $73,000
TOTAL MEDIUM-TERM $3,177,800
District of Maple Ridge
Strategic Transportation Plan
Appendix B
Table B-3: Summary of Bicycle Facilities (Long-term)
Project From To Conceptual Cost
Paved Shoulders
1203 Street 128 Ave 132 Ave $330,000
132 Ave 203 Street 210 Street $369,900
210 Street 132 Ave 128 Ave $240,600
216 Street 128 Ave 132 Ave $241,200
224 Street 136 Ave 224 (South) $486,600
136 Ave 224 Street Foreman Drive $129,600
128 Ave 228 Street 232 Street $239,700
232 Street/ Silver Valley Rd 132 Ave North Silver Valley
Road $747,000
132 Ave/Fern Crescent 232 Street Fern Crescent $961,200
Haney Bypass Lougheed Hwy Lougheed / Kanaka
Way MoTI
Lougheed Hwy 227 St Mission MoTI
240 St 112 Ave River Road $810,600
TOTAL LONG-TERM
$4,556,400
District of Maple Ridge
Strategic Transportation Plan
Appendix B
Table B-4: Summary of Bicycle Facilities (20+ Years)
Project From To Conceptual Cost
Paved Shoulders
240 St 112 Ave River Road $810,600
112 Ave/Bosonworth Ave/108 Ave 240 St 272 St $2,056,800
Lockwood Street/249
Street/Jackson Road Bosonworth Ave 104 Ave $608,700
Jackson Rd/100 Ave 104 Ave 272 Street $1,840,200
272 Street Lougheed Hwy Dewdney Trunk $1,824,000
112 Ave 272 St 280 St $566,100
284 Street/280 Street Dewdney Trunk Lougheed Hwy $1,727,100
Dewdney Trunk 256 St 284 St $1,931,100
256 St Bosonworth Ave North $2,281,800
130 Ave/248 Street 256 Street 112 Ave $1,551,900
TOTAL LONG-TERM
$15,198,300
1
City of Maple Ridge
TO: His Worship Mayor Ernie Daykin MEETING DATE: September 15, 2014
and Members of Council
FROM: Chief Administrative Officer MEETING: Workshop
SUBJECT: Housing Action Plan
EXECUTIVE SUMMARY:
The purpose of this report is to provide Council with the finalized version of the Housing Action Plan
(HAP). The HAP has been reviewed by the Social Planning Advisory Committee (SPAC) on August 27,
2014. The following resolution was passed:
That the Social Planning Advisory Committee endorse the Final Housing Action Plan, and that the
Final Housing Action Plan be forwarded to Council for approval.
The final version of the Housing Action Plan is included as Appendix A.
Completion of a Housing Action Plan is a requirement of the Regional Growth Strategy. Following this,
the Regional Context Statement in the Official Community Plan will be updated to identify how the
policies align with achieving Regional Growth Strategy’s Goal Four to Create Complete Communities.
If endorsed, a draft Implementation Plan will be brought back to Council for consideration.
RECOMMENDATION:
1.That the Housing Action Plan, prepared by CitySpaces Consulting dated August 2014, be
endorsed.
2.That staff be directed to prepare an Implementation Plan for the Housing Action Plan based on
the framework outlined in the report dated September 15, 2014, and titled “Housing Action
Plan”.
DISCUSSION:
a)Background
The Housing Action Plan is a Council-endorsed process led by the Social Planning Advisory
Committee (SPAC), providing leadership and making recommendations on decision items to
Council. The Housing Action Plan began in September, 2013 with the hiring of CitySpaces
Consulting. Over the last year, the Housing Action Plan process has provided analysis on the
current housing situation in Maple Ridge and undergone comprehensive consultation with the
community. This produced a Working Draft of the HAP in the spring, which was further refined to
reflect input from SPAC, Council, staff and the community.
4.2
2
The following table shows the process over the last year for the Housing Action Plan.
HAP WORKPLAN LEVEL OF COMPLETION
Council Update July 21, 2013 Complete
Council Update September 9, 2013 Complete
Research and analysis of the current housing
context (September-November, 2013)
Situation Report (December, 2013)
Complete
Consultation program design and scheduled
events (October, 2013 – March, 2014)
Complete
Council Update February 3, 2014 Complete
Consultation Program report
(March-April 2013)
Complete
Council Update (April, 14, 2014) Complete
Draft Housing Action Plan (May, 2014) Complete
SPAC Workshop (May 22, 2014) Complete
Presentation of Working Draft HAP to Council
(June 16, 2014)
Complete
Public Open Review (June 24 - July 28, 2014) Complete
Final Edits (August, 2014) Complete
SPAC Review (August 27, 2014) Complete
Presentation of finalized HAP to Council September 15, 2014
b) Housing Action Plan Process:
There are three key milestones of the Housing Action Plan:
The Situation Report provides a baseline of information about the current status of housing
in Maple Ridge. It is a snapshot of the current demographics and financial information
related to housing in the City. It includes a community profile, information on both market
and non-market housing, and a summary of the current legislation and policy at the
municipal, provincial and federal levels that regulates and guides the provision of housing in
Maple Ridge. The Situation Report was finalized in January 2014 and reported to Council on
February 3, 2014.
The Consultation Summary Report presented the results from the consultation program that
was developed to engage with targeted stakeholders and the community about housing in
Maple Ridge. Outcomes include the identification of those groups in the City that are most in
need of housing. The groups identified as experiencing the greatest challenges finding
housing are:
o Renters
o Seniors
o Low-income and Single-Parent Families
o At-Risk Women
3
The issues that emerged as a result of the consultation program regarding housing issues
and opportunities in Maple Ridge were grouped into themes which are:
o Housing Mix and Homeownership
o A Mix of Housing Options
o Market Rental Housing
o Non-Market Housing
o Seniors
o Development Approvals Process
o Leadership Role
The Consultation Summary report was received in March 2014 and presented to Council on April 14,
2014.
The third milestone for the Housing Action Plan process is the final version of the Housing
Action Plan, which is the subject of this report. The finalized document was endorsed by
SPAC on August 27, 2014, and forwarded to Council for endorsement.
c) Working Draft Revisions
A working draft of the Housing Action Plan was submitted by the consultant in May, 2014.
Revisions were made to the Working Draft following a workshop with SPAC, and a staff workshop
on May 22, 2014, and the June 16, 2014 Council Workshop. The Working Draft of the HAP was
revised to reflect this input, revising some of the language to increase clarity. One substantial
change was the following:
A strategy was added to protect existing rental housing. Strategy #8 Minimize the Loss of
Existing Rental Housing was added to the Market and Non-Market category.
The revised document became the Draft HAP, and made available for Open Review from June 24
to July 28, 2014.
d) Open Review Process and Revisions
The Open Review consisted of an online questionnaire and community consultation activity at a
local community event on July 26, 2014. In each activity, community members were asked to
choose their top three priorities from the 18 strategies in the HAP framework, and provide
additional comments about the Housing Action Plan. The results of the online questionnaire are
attached as Appendix B.
There were 30 respondents to the online questionnaire and 52 respondents at the community
consultation event, which was held at the July 26, Haney Farmers’ Market. The top three
priorities for each consultation activity are listed below with the respective number of
respondents for each:
Online Questionnaire:
1. Strategy #4 - Create new rental housing opportunities -12
2. Strategy #11 - Introduce a community amenity policy for affordable housing – 9
3. Strategy #1 - Support the development of a mix of housing types - 8
4
HAP Community Outreach
1. Strategy #15 - Continue to support local community groups - 20
2. Strategy #1 - Support the development of a mix of housing types - 18
3. Strategy #6 - Expand the garden suites program - 15
Revisions
1. The top priorities selected by community members are reflected in the Actionable Timeline
(page 28), which is a general timeline for implementation of the HAP. It proposes short,
medium, and long-term time steps for the proposed strategies to be implemented. All of the
strategies identified as top priorities are now in the short-term time step to reflect their
importance based on community input.
2. The vision statement was changed to address concerns raised at the July 16, 2014 Council
Workshop and the July 2, 2014 SPAC meeting. The revised vision statement reads as follows:
Access to safe, affordable, and appropriate housing that meets the diverse and changing
needs of the community is a priority.
e) Housing Action Plan Framework
The Housing Action Plan framework is composed of a Vision, Goals, Principles, and Strategies to
support the development of market and non-market housing in Maple Ridge. The content of the
framework reflects gaps and opportunities that were identified in the Situation Report and the
Consultation program. For reference, the Vision, Principles and Goals and Strategies have been
provided here.
Vision Statement
Access to safe, affordable, and appropriate housing that meets the diverse and changing
needs of the community is a priority.
Key Principles
1. A community priority.
2. Achievable.
3. Incentive-driven.
4. Pragmatic and evidence-based.
5. Aligns with current policy and practice.
6. Housing issues are multi-faceted.
7. Partnerships are key.
8. Community support and understanding.
9. Responsive to change.
10. Relevant and effective.
Goals
1. To improve housing choice for all current and future households.
2. To encourage the provision of affordable, rental, and special needs housing in Maple Ridge.
3. To increase the opportunity for low income residents and those with unique needs to access
appropriate housing and supports.
4. To raise awareness and increase support for initiatives that improve housing choice and
affordability.
5. To build the capacity of the community to innovate and improve access and opportunity for
affordable housing and housing choice.
5
Strategies
Housing Mix & Innovation
1. Support the development of a mix of housing forms.
2. Incentivize medium density development.
3. Introduce an adaptable housing policy.
Market & Non-Market Rental Housing
4. Create new rental housing opportunities.
5. Continue to monitor secondary suites policies and bylaws.
6. Expand the garden suites program.
7. Maintain rental housing standards.
8. Minimize the loss of existing rental housing.
9. Support the non-market housing sector.
Financial Measures
10. Expand the density bonusing practice.
11. Introduce a community amenity policy for affordable housing.
12. Establish a housing reserve fund.
13. Use financial incentives to support housing goals.
14. Continue to review opportunities to lease land.
Information & Advocacy
15. Continue to support local community groups.
16. Continue to advocate to senior levels of government.
17. Continue to educate and create awareness.
18. Expand or enhance the roles of advisory groups to assist with HAP implementation.
NEXT STEPS:
Upon endorsement of the Housing Action Plan, the next steps will be the preparation of a draft
Implementation Plan for all of the strategies contained within the Housing Action Plan. This draft
Implementation Plan will be presented in a future report that will include a discussion on priorities,
timing and financial capacity for Council’s consideration.
CONCLUSION:
Under the leadership of SPAC, the Housing Action Plan has undergone a comprehensive process
including input from the community, technical assistance from staff, and Council feedback. This
process has resulted in a plan that is specifically designed to strengthen and enhance the existing
tools and practices that facilitate the development of market and non-market housing in Maple
Ridge.
6
With the endorsement of the HAP, the City will be able to update the Regional Context Statement in
the Official Community Plan to show how the City is meeting its commitment to the Regional Growth
Strategy’s Goal Four to Develop Complete Communities.
“Original signed by Siobhan Murphy”
____________________________________________
Prepared by: Siobhan Murphy, MA, MCIP, RPP
Planner II
“Original signed by Sue Wheeler”
_______________________________________________
Approved by: Sue Wheeler
Director Community Services
“Original signed by Jim Charlebois”
_______________________________________________
Concurrence: Jim Charlebois, MCIP, RPP
Manager Community Planning
“Original signed by Kelly Swift”
_______________________________________________
Approved by: Kelly Swift
General Manager, Community Development, Parks and Recreation Services
“Original signed by Jim Rule”
_______________________________________________
Concurrence: J.L. (Jim) Rule
Chief Administrative Officer
The following appendices are attached hereto:
Appendix A - Housing Action Plan, August 2014
Appendix B - Online Questionnaire results
Appendix C - HAP Consultation - Community Outreach July 26, 2014
Housing Action Plan
FINAL
AUGUST 2014
APPENDIX A
TABLE OF CONTENTS
.................................................................................................................EXECUTIVE SUMMARY 1
........................................................................................................................1 | INTRODUCTION 3
..................................................................................................................................................................OVERVIEW 3
............................................................................................FRAMEWORK FOR HOUSING ACTION PLAN 4
...............................................................................................2 | THE ROLE OF THE DISTRICT 7
.....................................................................................................................3 | RECAP OF ISSUES 8
..................................................................................................................AFFORDABLE HOMEOWNERSHIP 8
..............................................................................................................................MARKET RENTAL HOUSING 8
................................................................................................................................................SENIORS HOUSING 9
...........................................................................................NON-MARKET & SPECIAL NEEDS HOUSING 9
..........................................................................................................................................................OTHER ISSUES 10
........................................................................................................4 | PROPOSED STRATEGIES 11
......................................................................................................................HOUSING MIX & INNOVATION 11
........................................................................................MARKET & NON-MARKET RENTAL HOUSING 16
........................................................................................................................................FINANCIAL MEASURES 21
....................................................................................................................INFORMATION AND ADVOCACY 25
.................................................................................................................SUMMARY OF TOOLS & ACTIONS 27
...................................................................................................................5 | IMPLEMENTATION 28
.......................................................................................................................................APPENDIX A 30
.......................................................................................................................................APPENDIX B 33
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 i
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 ii
EXECUTIVE SUMMARY
This report represents the final stage of the development of a Housing Action Plan (HAP) for Maple Ridge.
The earlier stages, a Situation Report and Consultation Summary Report, involved background research and
community consultation that was intended to assess the local housing market conditions and identify
housing challenges and gaps. This HAP report outlines a framework and set of strategies and actions that
will guide decision-making related to market and non-market housing in the District of Maple Ridge.
HOUSING ACTION PLAN FRAMEWORK
The following framework outlines a vision, key principles, and goals upon which the Housing Action Plan
strategies and actions correspond.
VISION STATEMENT
Access to safe, affordable, and appropriate housing that meets the diverse and changing needs of the
community is a priority.
KEY PRINCIPLES
1.A community priority.
2.Achievable.
3.Incentive-driven.
4.Pragmatic and evidence-based.
5.Aligns with current policy and practice.
6.Housing issues are multi-faceted.
7.Partnerships are key.
8.Community support and understanding.
9.Responsive to change.
10.Relevant and effective.
GOALS
1.To improve housing choice for all current and future households.
2.To encourage the provision of affordable, rental, and special needs housing in Maple Ridge.
3.To increase the opportunity for low income residents and those with unique needs to access appropriate
housing and supports.
4.To raise awareness and increase support for initiatives that improve housing choice and affordability.
5.To build the capacity of the community to innovate and improve access and opportunity for affordable
housing and housing choice.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 1
STRATEGIES
A set of specific actions have been recommended to assist the District with implementing the following
strategies:
Housing Mix & Innovation
1.Support the development of a mix of housing forms.
2.Incentivize medium density development.
3.Introduce an adaptable housing policy.
Market & Non-Market Rental Housing
4.Create new rental housing opportunities.
5.Continue to monitor secondary suites policies and bylaws.
6.Expand the garden suites program.
7.Maintain rental housing standards.
8.Support the non-market housing sector.
9.Minimize the loss of existing rental housing.
Financial Measures
10. Expand the density bonusing practice.
11. Introduce a community amenity policy for affordable housing.
12. Establish a housing reserve fund.
13. Use financial incentives to support housing goals.
14. Continue to review opportunities to lease land.
Information & Advocacy
15. Continue to support local community groups.
16. Continue to advocate to senior levels of government.
17. Continue to educate and create awareness.
18. Expand or enhance the roles of advisory groups to assist with HAP implementation.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 2
FIGURE 1.1: Housing Action Plan Project Outline
1 | INTRODUCTION
OVERVIEW
APPROACH & PURPOSE
The District of Maple Ridge engaged CitySpaces Consulting Ltd. to prepare a Housing Action Plan. A Housing
Action Plan (HAP) assesses the local housing market conditions; identifies housing challenges and gaps
along the housing continuum; and outlines tools to address these issues. A Housing Action Plan also
provides the framework for the District of Maple Ridge to work with other levels of government, the private
sector, and non-profit organizations to facilitate the development of housing.
As the role of municipalities is to act as a facilitator, as opposed to a builder, it is further noted that a
Housing Action Plan assists municipalities to develop the tools, policies, and regulations that allow them to
effectively respond to development applications and to advocate to other levels of government towards the
development of affordable, rental, and special needs housing. When endorsed, the HAP will guide decision-
making related to market and non-market housing in the District of Maple Ridge.
Maple Ridge’s Housing Action Plan consists of three major phases:
1.THE SITUATION REPORT – Assessing the housing context in Maple Ridge by identifying and analyzing key
housing data and relevant information.
2.CONSULTATION REPORT – A series of workshops, a community questionnaire, and additional
engagement approaches to identify gaps in the housing continuum and identify issues affecting specific
population groups, such as seniors and young families.
3.HOUSING ACTION PLAN REPORT (Current) – In response to the issues and gaps identified in earlier
stages, a set of policy directions, strategies, and actions are recommended for review and consideration
by Council and the Community.
Figure 1.1 outlines the different phases of work in the Housing Action Plan and what stage the project is
currently at.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 3
REVIEW OF
STATISTICS
& POLICY
DOCUMENTS
SITUATION
REPORT
ONLINE
& POP-UP
QUESTIONNAIRE
STAKEHOLDER
WORKSHOPS
CONSULTATION
REPORT
IDENTIFY GAPS
IN HOUSING
CONTINUUM
PREPARING
TOOLBOX OF
POLICIES &
STRATEGIES
DRAFT HOUSING
ACTION PLAN
FINAL HOUSING
ACTION PLAN
FRAMEWORK FOR HOUSING ACTION PLAN
The following framework outlines the overall vision for the Housing Action Plan, as well as a set of principles
and five overarching goals. On the basis of this framework, a proposed set of strategies and actions have
been developed to respond to the issues and gaps identified by the background research and community
consultation completed in earlier stages.
VISION STATEMENT
The following statement presents the District’s vision and commitment towards housing in Maple Ridge:
“Access to safe, affordable, and appropriate housing that meets the diverse
and changing needs of the community is a priority.”
KEY PRINCIPLES
The Housing Action Plan will be guided by the following 10 principles:
1.A community priority. Housing choice and affordability are social sustainability goals to which the
District is committed.
2.Achievable. Strategies and actions will be achievable and within the jurisdiction of the municipality to
implement.
3.Incentive-driven. Financial and non-financial incentives are used to encourage innovative approaches
and new forms of housing.
4.Pragmatic and evidence-based. Strategies and actions will be guided by local housing need as well as the
market realities.
5.Dovetails with current policy and practice. Strategies and actions will build on and dovetail with existing
plans, policies, initiatives, and resources.
6.Housing issues are multi-faceted. Multiple approaches and solutions are needed for every
neighbourhood and project.
7.Partnerships are key. The District will collaborate with the private sector, senior government, its
municipal neighbours, the region, and community agencies in the interests of improving housing choice
and affordability.
8.Community support and understanding. Engagement with the community is a pre-requisite to new
initiatives; it helps to inform and seek input.
9.Responsive to change. Ongoing research and review of changes in local needs and priorities is
important.
10.Relevant and effective. Ongoing monitoring of the Housing Action Plan progress will ensure it continues
to relevant and effective.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 4
GOALS
1.To improve housing choice for all current and future households.
2.To increase and enhance the stock of rental housing in Maple Ridge.
3.To support low income residents and those with unique needs to access appropriate housing and
supports.
4.To raise awareness and increase support for initiatives that improve housing choice and affordability.
5.To build the capacity of the community to innovate and improve access and opportunity for affordable
housing and housing choice.
KEY DEFINITIONS
In Canada, housing affordability usually refers to housing that does not exceed 30% to 35% of household
income. While this is generally a good benchmark to use, the methods and data sources used to estimate the
population living in affordable housing can often be challenged. For the purposes of Maple Ridge’s Housing
Action Plan, it is suggested that two broader definitions of housing be used to inform policy and planning.
AFFORDABLE
HOUSING
Affordable housing is housing that is adequate in standard and does not cost so much that
individuals and families have trouble paying for other necessities such as food, health, and
transportation on an ongoing basis.
HOUSING
CHOICE
Housing choice refers to a household’s ability to have alternative housing options within
their community in terms of the type of housing, location, number of bedrooms, or other
factors to meet their current and changing needs as they age through the different stages
of their lifecycle.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 5
THE HOUSING CONTINUUM
The housing continuum is a visual concept used to describe and categorize different types of housing.
On the non-market end of the continuum (the left) are emergency shelters and transitional or supportive
housing, which represent a temporary and less stable housing form. These housing forms typically involve
various levels of support services and often require the most public funding.
Towards the middle of the continuum is non-market housing for households that do not require support
services, both in dedicated buildings or in the private market by way of rent supplements. Below-market
ownership bridges between the non-market and market segments and is represented by different options
that support low and moderate income households to get into the homeownership market.
Lastly, on the market end of the continuum (the right), are rental and ownership housing available through
the private market. Implicitly, the continuum suggests that residents should have the opportunity to move
across the housing continuum and find housing that is most appropriate and best suited to their needs and
circumstances.
FIGURE 1.2: The Housing Continuum
Maple Ridge’s Housing Action Plan will focus on all aspects of the Housing Continuum, with particular
emphasis on market rental housing, non-market rental housing (including independent and supportive), and
also ensuring there is a mix of housing options across the entire housing continuum.
HOUSING CONTINUUM
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
TEMPORARY LONG-TERM
NON-MARKET MARKET
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
EMERGENCY
SHELTERS
TRANSITIONAL
& SUPPORTIVE
BELOW
MARKET
OWNERSHIP
RENTAL HOME
OWNERSHIP
INDEPENDENT
LOW INCOME
RENT
SUPPLEMENTS
IN MARKET
RENTALS
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 6
2 | THE ROLE OF THE DISTRICT
The District of Maple Ridge has made great strides towards addressing issues of housing diversity and choice
in the past two decades. The District has also worked with and supported other groups to respond to urgent
housing challenges.
The Housing Action Plan provides a framework for future action in the area of housing, building on the
policies, regulations, and other practices already implemented. While the District plays an important role in
facilitating development and community change, it cannot immediately or independently address every
housing need and issue. In order to successfully implement the HAP, there is an implicit assumption that
other partners and groups will need to participate. This includes private market developers, non-profit
housing providers, senior government, and other agencies. The HAP will also require a high level of
awareness and support by Maple Ridge residents.
There are eight major categories of practice or implementation. Some of these areas, and the specific actions
outlined in the HAP, will involve considerable time and resources on the part of the District, while others will
require much less direct effort. The implementation plan (Section 5) will prioritize and take into
consideration the complexity, level of effort, and resourcing requirements on the District. The specific steps
involved with implementation, including policy language and resourcing, will be detailed at later stages and
on an incremental basis. Figure 2.1 outlines the eight primary areas of implementation.
FIGURE 2.1: Eight Major Areas of Implementation
POLICY Maintaining a clear and consistent policy that demonstrates a commitment towards
affordable housing.
REGULATORY Establishing a zoning regulation that encourages the development of affordable,
rental, or special needs housing.
ADMINISTRATIVE Applying priority processing of the approvals process to further the development of
affordable housing.
FINANCIAL Identifying funding that can be directed towards affordable housing.
PARTNERSHIPS Facilitating the development of partnerships with private sector, non-profit agencies,
and other institutions towards the creation of affordable housing.
ADVOCACY
Advocating to senior levels of government for additional funding, program support,
financial incentives, and other matters that contribute to affordable housing at the
local level.
INFORMATION Staying informed; helping to raise awareness of available programs and resources; and
improving the community’s understanding of the benefits of affordable housing.
RESEARCH &
MONITORING
Researching innovative approaches to affordable housing suitable for local
implementation; monitoring and reporting on Housing Action Plan progress.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 7
3 | RECAP OF ISSUES
This section summarizes the top housing issues and gaps as identified by the background research and
consultation.
AFFORDABLE HOMEOWNERSHIP
Maple Ridge’s housing stock is largely ground-oriented (84%) and predominantly owner-occupied (81%).
Compared to other parts of the region, real estate prices are relatively affordable, with a 2012-benchmark
price that was $200,000 less than that of the region. Median incomes are also higher in Maple Ridge than
the region as a whole.1 However, there is a large discrepancy between what couple families earn and the
incomes of lone parent families or single person households. For those earning less than the median
income, there are fewer options available that are suitable and affordable.
For middle or higher income households, the shortfall is related to housing diversity and choice. Maple Ridge has
limited options that are suitable for an aging population; for seniors who wish to downsize, for families who
cannot afford to buy a single detached family home, or for those who wish to step up the ownership ladder.
Under homeownership, the primary gap is therefore related to housing diversity and choice. A focus on
diversifying the product mix and increasing the supply of medium to high density forms is needed.
MARKET RENTAL HOUSING
The availability of rental housing, and the quality and condition of the existing stock, are two key priorities
in Maple Ridge. These two aspects were ranked as high or moderate priority issues among a majority of
questionnaire respondents. Consultation participants noted some rental buildings to be in poor condition,
with concerns around safety and maintenance standards. In particular, the location, safety, and
appropriateness of rental housing for children and seniors was reported. Lower income households, or
households with special circumstances, were said to have the least choice in the rental market.
Suites that are within the primary residence or detached in a garden suite are a source of rental income for
homeowners, increasing affordability and choice for purchasers and renters alike. Many participants
commented on the need to support the development of legal secondary suites and garden suites.
Therefore, the priority issues for the District are the enforcement of safety standards and building conditions
among the existing rental housing stock, including the purpose-built rental buildings and the secondary
rental market. The other consideration is how to increase the supply of rental units in a variety of locations
and forms to best respond to the continued and changing demand for rental housing.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 8
1 The median income for all families in Maple Ridge was $83,600 in 2012 and $26,700 for single person households. By comparison,
Metro Vancouver families had a median income of $70,300 and $25,600 for single person households.
SENIORS HOUSING
In the coming decade, Maple Ridge’s population will age considerably. By 2021, it is estimated there will be
an additional 7,600 seniors over the age of 65. Meanwhile, the percentage of children and youth under 25
will decline during those years. To be responsive to these demographic shifts, future housing starts will need
to include a range of seniors-friendly housing forms, including single-level apartments or townhouses;
seniors-specific independent living buildings; as well as assisted living and residential care options.
Lower income seniors often have few housing options available, with reported waitlists and a mix of quality
or standards in existing buildings. Finding housing that is affordable and appropriate to their needs has
been reported to be a challenge. More moderate income seniors, and those who own their homes, face
different limitations. Many are seeking access to services that allow them to age in place or units that are
suitable for downsizing.
Another priority area is the shortage of seniors-specific support services that would assist seniors to
maintain their housing and live independently; improve their access to information and resources; advocate
to senior levels of government; and coordinate services across agencies.
NON-MARKET & SPECIAL NEEDS HOUSING
Questionnaire respondents ranked persons on fixed incomes and single parents as the two groups facing
the greatest challenge with finding suitable and affordable housing in Maple Ridge. Some individuals and
families were also reported to be in particular risk, living one pay cheque away from losing their housing.
Similarly, population groups who have mental health issues, challenges with addiction, or other support
service needs are often at high risk of homelessness. For these groups, finding rental housing that is stable,
affordable, and appropriate is potentially a considerable challenge.
There is also concern about non-market housing developments that were built in the 1960s and 1970s that
are facing expiring operating agreements. There is a concern that many of these units are at risk of building
condition decline or the loss of these units to market housing.
Overall, the need for a range of non-market housing has been identified as a key priority. This may include
facilitating access to rental units through the private market, by way of rent supplements and mobile
support services where needed, or the acquisition and construction of new non-market housing units. In this
regard, and in a limited funding context, the District’s role as advocate, facilitator, and partner was
repeatedly acknowledged by the community. Non-market housing and rental housing should be located in
areas that are accessible to services and transit.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 9
OTHER ISSUES
With 267 square kilometres in land area (66,000 acres), many Maple Ridge residents live in neighbourhoods
that are not within walking distance to services or shopping. The costs of car ownership and use are
therefore inextricably linked to housing affordability for many residents. Accessibility to transit, services and
shopping was identified by consultation participants to be a high priority. Similarly, the availability of local
employment options is a consideration, with many residents needing to travel to other communities for
work. These issues have been noted, although they may not be addressed directly as part of the Housing
Action Plan.
Working in partnership with the development community in a positive and collaborative environment will
help to facilitate a broader mix of housing options in the community. This includes having an understanding
of the market realities; the opportunities to exchange ideas; clear and consistent policy and regulations; and
the availability of incentives.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 10
4 | PROPOSED STRATEGIES
Chapter 3 - Neighbourhoods and Housing of the Official Community Plan (OCP) contains principles,
objectives, and policies for residential land use in Maple Ridge. This framework articulates policies for land
use and supply; infill and compatibility criteria; and support for the provision of affordable, rental, and
special needs housing. The intent of the proposed strategies in this section is to build upon and further
enhance this robust framework. For reference, Appendix A includes a summary of key housing policies from
Maple Ridge’s OCP.
This section summarizes a set of strategies and specific actions that respond to the goals of the Housing
Action Plan. For each of the suggested strategies, a set of specific actions are described, as well as the
implications on policy or practice at the District. Where relevant, examples of similar practices (how they
were implemented, and what they achieved), are included for reference.
The list of proposed strategies have been organized into broad categories to simplify the review process.
Please note that there are situations where a strategy and set of actions can be used in one or more
categories, and that the proposed strategies are not presented in any particular order of priority.
HOUSING MIX & INNOVATION
STRATEGY #1: SUPPORT THE DEVELOPMENT OF A MIX OF HOUSING FORMS
At the heart of any strategic effort to facilitate housing affordability, is a focus on increased housing
diversity and choice. This is underscored in the District’s Official Community Plan (OCP) under Principles 29
and 37, which outlines the importance of housing choice in meeting the needs of a diversifying community.
Housing choice can present seniors with more opportunities to age in place, potentially increase the supply
of rental market housing in the District, and facilitate more affordable homeownership.
As a key action towards achieving those Principles, the District also encourages sensitive infill and
intensification in existing low and medium density neighbourhhoods towards creating a broader mix of
housing options, revitalizing older neighbourhoods, achieving high quality design, and enhancing laneways
and streetscapes. The District has taken a lead in this area by introducing policies for Housing and Land
Requirements (3-1), Neighbourhood Residential Infill (3-19) and Major Corridor Residential Infill (3-20). Such
policies focus on a select variety of housing forms.
Municipalities throughout the region are exploring and addressing similar issues, drawing upon a variety of
approaches, prototypes or housing forms. While the District has expressed an interest in exploring forms of
a similar scale and massing as a single detached dwelling (front-back duplexes; triplexes, four-plexes, etc.),
based on the success of other municipalities, it may wish to consider additional housing type such as: zero-
lot line housing; courtyard, cottage, or pocket housing; modular or pre-fabricated homes; container housing;
family-oriented condominium apartments; and stacked townhouses or other seniors-friendly products.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 11
Alternative forms of tenure and ownership are also increasing and the District can support or encourage the
development sector to pursue these models. For example, fee simple rowhousing, life lease housing for
seniors, co-housing, co-operative housing, and community land trusts.
Recommended actions include:
✦Continue to encourage the development of a mix of housing forms by considering new zones or new
permitted uses to existing zones; as well as subdivision regulations relating to the minimum lot size or
configuration. This would facilitate a wider array of dwelling types throughout the District.
✦Consider expanding the District’s infill policies to include a wider range of housing types (e.g. courtyard
housing) and this type of development could be most directly facilitated by the above-noted policy and
regulatory initiatives for those areas.
✦Establish design guidelines for new infill housing that help to maintain the character of existing
neighbourhoods, while enabling flexibility and innovation in terms of siting, layout, and design.
✦Continue to support medium to higher density housing and expand provisions in zones that are applied
to transition areas, walkable centres, and in the Downtown core.
✦Encourage the development of alternative ownership models such as fee simple row housing, life leases,
community land trusts, or other forms of tenure arrangements.
✦Investigate the opportunity to introduce secondary suites in duplexes.
✦Prepare information guides that present examples of these housing types, while demonstrating their benefits.
✦To further support the introduction of wider and innovative housing options, the District could put out a
call for builders, developers and landowners interested in working on innovative housing pilot projects.
The District could work with selected developers to facilitate such demonstration projects through
expedited processing or other incentives. Such pilot initiatives would result in lessons learned for the
District that would then be used to inform zoning bylaw amendments and further streamline the
approval process for such projects.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 12
EXAMPLES FROM VANCOUVER AND SEATTLEEXAMPLES FROM VANCOUVER AND SEATTLEEXAMPLES FROM VANCOUVER AND SEATTLE
Container Housing Cottage/Courtyard Housing Pre-Fab/Modular Housing
Photo Credit: CitySpaces ConsultingPhoto Credit: CitySpaces ConsultingPhoto Credit: CitySpaces Consulting
EXAMPLE: COQUITLAM HOUSING CHOICES PROGRAM
The City of Coquitlam adopted the initial Housing Choices program in 2011. This was introduced to facilitate sensitive infill
and intensification in low density neighbourhoods. Prior to adoption, a study was undertaken that involved the development
of prototypes; financial analysis; community consultation; neighbourhood tours with staff and Council; zoning bylaw review;
and the development of area plan policies, checklists, and design guidelines. The Housing Choices program was intended to
facilitate new, innovative, small-scale, ground-oriented housing types that are added in low-density residential areas of
Southwest Coquitlam. It includes carriage homes, garden cottages, narrow-lot one family, attached and detached triplexes
and quadruplexes.
Credit: Prototypes (above) prepared by Ramsay Worden Architects for City of Coquitlam
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 13
STRATEGY #2: INCENTIVIZE MEDIUM DENSITY DEVELOPMENT
While this strategy is consistent with current District policy (OCP 3.20 and 3.27) as well as the objectives of
the Town Centre Area Plan, there is an opportunity to further respond to several housing goals by supporting
the development of apartments and multi-unit housing in transit-accessible areas and areas with a core of
services and amenities such as in the Town Centre. This involves drawing upon the already successful Town
Centre Investment Incentive Program. In this context, and given the background research of the HAP which
identified a particular need for rental housing, housing options for older residents to downsize into, as well
as the demographic projections that support the need for more apartments and single-level units suitable
for an aging population, recommended actions include:
✦Consider re-introducing elements of the Town Centre Investment Incentive Program to specifically target
apartment construction in selected areas of the District. This may include density bonusing, parking
relaxations, fast-tracking approvals, and other aspects.
✦Work with the local development community to identify the medium-to-high density product mix that
would be in highest demand by future investors and owner-occupiers.
STRATEGY #3: INTRODUCE AN ADAPTABLE HOUSING POLICY
In 2009, the Province of BC approved new adaptable housing standards as part of the BC Building Code.
Adaptable housing includes accessibility, design and construction features that can be modified over time
with minimal cost to accommodate individuals who develop mobility limitations. Including these features at
the design stage is inexpensive and reduces the cost of renovation at a future time. These features may
include basic accessibility characteristics such as: wider doorways and corridors; features to support future
installation of grab bars in bathrooms; wiring for visual alarms; continuous counter tops; and accessible
positioning of electrical outlets and switches. Recommended actions include:
✦Consult with the development industry and other key stakeholders on the elements for an adaptable
housing policy.
✦Prepare a policy that encourages or requires developers to provide a percentage of units in new
subdivisions or multi-family developments as adaptable units (e.g. 10% or 15%).
✦Support the policy with incentives such as density bonusing, parking relaxations, or permit fee reductions.
✦Promote adaptable design standards that are consistent with the provincial standards for adaptable housing.
✦Prepare fact sheets that outline benefits, options, and considerations regarding the development of
adaptable housing.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 14
EXAMPLES: TOWNSHIP OF LANGLEY ADAPTABLE HOUSING POLICY
The Township of Langley approved a policy in 2010, implemented in the Yorkson Neighbourhood Plan and Willoughby
Community Plan, that provides adaptable housing guidelines for new developments. If developers choose to build to the
“planned” densities in the new neighbourhood plans, as opposed to the current zoning densities, then the need for basic
adaptable housing requirements is triggered. At the time of rezoning, the Township would thereby require a minimum of 5%
of single family and townhouse units and 10% of apartment units in any development to meet the standards of the adaptable
housing requirements.
In 2014, this policy had resulted in 106 completed units (39 single detached, 18 apartments, and 49 townhouses). An
additional 34 townhouses were under construction. The adaptable homes have been noted to be very marketable.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 15
MARKET & NON-MARKET RENTAL HOUSING
STRATEGY #4: CREATE NEW RENTAL HOUSING OPPORTUNITIES
Municipalities can support the development of new rental housing through a set of incentives, such as a
reduction in parking requirements or waiving permitting fees. The units could be “secured” as market rental
housing, with a covenant on title. Another type of rental housing that may warrant consideration is a
secondary suite in a duplex, which would increase the stock of rental units as well as improve affordability
for homeowners.2 Lastly, investor-owned condominiums help to contribute to the secondary rental market,
but are often limited over time by rental restrictions introduced by by strata councils. As a result of changes
to the Strata Act in 2009, developers have the opportunity to prohibit or limit rental restrictions.
Specific recommended actions include:
✦Facilitate the development of new rental units above commercial developments or as other forms of
secured market rental housing. The widening of the District’s residential-over-commercial zoning
regulations to more zones, especially for zones that apply to areas of density transition, along with the
use of density bonusing, reduction in permit fees, or parking relaxations can be used to encourage this
type of investment. The units can be restricted for the purposes of market rental use by way of a
housing agreement and covenant on title.
✦Ensure developers are aware of rental disclosure statement provisions under the Strata Property Act
that prevents future owners from restricting strata units from being rented.
✦Investigate the opportunity to introduce suites in duplexes.
✦Review the definitions and regulations associated with shared living arrangements, such as home-
sharing, boarding use, and others; and consider their relevance in the Maple Ridge context. Future
amendments to local policies and bylaws may be considered if relevant.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 16
2 Additional suites in residential buildings can be created if they conform to the suite provisions of the Building Code and local
bylaws. BC Information Bulletin. March 19, 2013. Suites and Secondary Suites. Building and Safety Standards Branch. No.B13-02.
EXAMPLES: NEW WESTMINSTER SECURED MARKET RENTAL HOUSING POLICY
New Westminster’s Secured Market Rental Housing Policy seeks to increase the supply of rental housing in order to address
the shortage of rental housing and ongoing affordability pressures. New Westminster’s policy includes a number of financial
incentives and bylaw relaxations that are targeted towards the retention and renewal of the existing stock and the creation
of new rental housing. A guiding principle for the policy is that the most generous incentives and bylaw relaxations are
reserved for proposals with a higher degree of rental housing security of tenure. For example, rental housing that is secured
for 60 years or the life of the building versus housing secured for 30 to 59 years or short term rental that is secured for a
minimum of 10 years. The incentives include:
✦Relaxation of parking requirements
✦Density bonus without paying for the additional density
✦50% reduction in building permit fees
✦Relaxations to the City’s servicing requirements
✦Concurrent processing of rezoning and development permit applications
✦Payment of legal fees for the preparation of housing agreements and related documents
Photo Credit: City of New Westminster
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 17
STRATEGY #5: CONTINUE TO MONITOR SECONDARY SUITES POLICIES & BYLAWS
Secondary suites have been allowed in the District since 1999 and, according to the consultation with local
developers, there continues to be a strong market for houses with suites throughout the District. A number
of suggestions are made to further enhance secondary suites policies and process. In fact, a recent review of
secondary suites by District staff has resulted in a number of recommendations, several of which are noted
here as they directly support the goals of the HAP. Recommended actions include:
✦Work with the community to identify the reasons for low take-up of registered secondary suites and
introduce bylaw amendments to encourage registration.
✦Consider monitoring the requirement for owner-occupancy for homes with secondary suites.
✦Consider the introduction of additional utility charges to all houses with unauthorized suites and a
reduced charge or no charge for authorized suites. Owners for homes without active suites would need
to submit a declaration or use other means to confirm the suite is not rented.
✦Prepare a policy that outlines alternative health and safety standards for secondary suites in structures
built before 2004. By identifying equivalencies to the Building Code, the District would reduce the
difficulty associated with retrofitting suites into older structures.
✦Encourage all newly constructed single detached homes, in zoning districts where suites are permitted,
to be built as “suite ready”. This means that fire separation requirements, as well as rough-ins for the
basement plumbing and electrical systems, would be included in the structure and notation made to
this effect in the final occupancy permit.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 18
EXAMPLE: WEST VANCOUVER SECONDARY SUITES PROGRAM
Under West Vancouver’s Secondary Suites Program, in effect since 2010, property owners are able to legalize an
existing suite or construct a new suite. A secondary suite is a separate residential unit within a house, with a
maximum size that is less than 968 sq.ft. (90 sq.m.) or 40% of the floor area of the house. In 2011, the program
was expanded to allow suites in non-owner occupied homes and the District encouraged registration by not
charging permit fees for a short period of time. As of 2012, 724 suites had been approved. While legalization of
existing suites does not increase the rental housing supply, the legalization process provides assurance of
quality and safety of these units.
Photo Credit: CitySpaces Consulting Ltd.
STRATEGY #6: EXPAND THE GARDEN SUITES PROGRAM
The District of Maple Ridge was one of the first municipalities to introduce a policy on garden suites, also
known as coach houses, carriage homes, or laneway housing (when located adjacent to a lane). An increasing
number of municipalities, such as Coquitlam, West Vancouver, Vancouver, North Vancouver, Port Moody, and
Surrey, have garden suites policies with varied levels of success and take up. Recommended actions include:
✦Identify barriers to implementation of garden suites and revisit the policy and bylaws to encourage the
development of new garden suites.
✦Expand the garden suites program to permit suites above garages.
EXAMPLES FROM WEST VANCOUVER AND VANCOUVEREXAMPLES FROM WEST VANCOUVER AND VANCOUVEREXAMPLES FROM WEST VANCOUVER AND VANCOUVER
Photo Credit: CitySpaces Consulting Ltd.Photo Credit: CitySpaces Consulting Ltd.Photo Credit: CitySpaces Consulting Ltd.
STRATEGY #7: MAINTAIN RENTAL HOUSING STANDARDS
Many municipalities have adopted measures that seek to maintain basic standards of health, safety, and
well-being in rental buildings and secondary suites. The District, for example, adopted a standard of
maintenance bylaw in 2008 that requires owners to maintain their rental premises according to a set of
basic standards. Recommended actions include:
✦Review the bylaw enforcement practices of the District with respect to rental housing and ensure they
are effective and practical.
✦Continue to use standards of maintenance regulations to facilitate basic repairs and urge upgrading,
and if necessary closure, of blatantly substandard premises.
✦In the case of secondary suites, require owners to purchase an annual license for each residential unit
that is rented. This recommendation was also made as part of the 2013 comprehensive review of
policies and bylaws related to secondary suites.
✦Support the RCMP in the implementation of the Crime Free Multi-Housing Program in Maple Ridge and
actively encourage property managers to participate in the program.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 19
STRATEGY #8: MINIMIZE THE LOSS OF EXISTING RENTAL HOUSING
There is concern regarding the potential loss of units in the existing rental stock. This includes units in older
buildings that have historically been rented to lower income households at relatively affordable rents and
also homes located in manufactured home parks in the District. In both cases, the potential redevelopment
or conversion of such units could displace tenants, reduce the supply of affordable rental units, and, in some
cases, result in the loss of a supportive community environment. The District currently has a number of
policies in place that support and protect rental housing. The recommended actions, therefore, include:
✦Review the District’s Modular Home Park Redevelopment Tenant Assistance Policy and identify
opportunities to further strengthen the policy as needed.
✦Continue to limit the demolition or strata conversion of existing rental units and identify opportunities
to further strengthen this policy as needed.
STRATEGY #9: SUPPORT THE NON-MARKET HOUSING SECTOR
There are limited funding options for capital construction or acquisition of units for non-market housing.
Non-market housing providers increasingly have to identify capital funding from a variety of sources as well
as identifying ways to increase revenues through mixed projects. The municipality can support the non-
market housing sector and help to build its capacity to deliver affordable housing.
Many of the recent successful development projects have involved partnerships between several different
agencies. The municipality itself can act as a key partner by providing land, discounted lease rates, permit fee
reductions, or other incentives. In addition, the private sector can act as a major player that contributes a
number of discounted units or cash towards the development of non-market housing. Similarly, other
agencies can contribute by providing health and support services. The municipality can play an additional
effective role by bringing together and/or supporting organizations in forming partnerships that lead to the
creation of new affordable and non-market housing. Recommended actions include:
✦Work with non-profit organizations seeking acquisition and renovation or redevelopment of their land
and building assets that would lead to the addition of new affordable housing. The District can help
identify creative solutions and support them with the design, planning, and approval process.
✦Identify a staff person to support and help to expedite the processing of applications for rental, non-
market, or seniors housing.
✦Expand the District policy on special needs or supportive housing to allows this type of use to be
distributed in all neighbourhoods and amend the zoning bylaws to permit this use in the majority of
zoning districts.
✦Encourage private market and non-profit partnerships that result in non-market units being built on- or
off-site. This may involve connecting non-profit organizations with private sector developers that would
be amenable to the addition of non-market units as part of a density bonus arrangement.
✦Work with Fraser Health, BC Housing, or other government institutions to address the shortage of
seniors housing, supportive housing, or other services for at-risk population groups, such as a hospital
discharge program or transitional housing for at-risk youth.
✦Expand the permissive property tax exemptions to non-market housing providers.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 20
FINANCIAL MEASURES
The District has taken initiative in the area of housing, investigating and implementing various practices
that address housing choice, affordability, and housing for special needs groups. The following strategies and
actions propose new ideas, offer additional validation of current policy, or suggest adjustments to existing
practices that would further the goals of the Housing Action Plan.
STRATEGY #10: EXPAND THE DENSITY BONUSING PRACTICE
In BC, through Section 904 of the Local Government Act municipalities have the authority to establish a
stepped series of density options, as well as the conditions required of an applicant in order to achieve the
various levels of density. These can include requiring an in-kind, cash, or other types of amenity contributions
valued by the community. It is important to recognize that each project’s potential for an amenity
contribution will vary depending on the scale of the project, the characteristics of the site, and the current
market context. The District of Maple Ridge recently completed amendments to its Official Community Plan
and Zoning Bylaw to facilitate a density bonus scheme in the Albion Area Plan. Specific actions include:
✦Support the development of various types of housing, such as rental housing, non-market housing, seniors
housing, or innovative housing forms, through a widening of the District’s existing density bonusing policy
language to identify preferred areas where such products and housing types would be desirable.
✦Revise the appropriate zoning districts with a density bonusing scheme and estimate the potential
amenity contribution value that is equivalent to the steps of density set out density bonus regulations.
STRATEGY #11: INTRODUCE A COMMUNITY AMENITY POLICY FOR
AFFORDABLE HOUSING
In the earlier noted Albion Area Plan context, affordable housing was not identified as a possible community
amenity.3 Many municipalities identify affordable housing as a community amenity alongside other
benefits, such as parks, community centres, public art, or other features, structures, and assets.
Recommended actions would include:
✦Consider amending the District’s Official Community Plan, and potentially other Area Plans, to insert
clear policy language that identifies the range of amenities, including affordable housing, that are
should be targeted through amenity zoning.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 21
3 Section 904 of the Local Government Act empowers municipalities to identify areas in their zoning bylaw, where increased
density would be allowed if certain conditions and/or amenities for a community are provided. Affordable and special needs
housing may be included as one of these conditions or amenities.
EXAMPLE: COQUITLAM RESERVE FUND
Coquitlam’s Affordable Housing Reserve Fund was a key strategic action in the City’s Affordable Housing
Strategy, which was originally adopted in 2007. The Fund, which has now reached $1.7 million, could be used to
support the development of new affordable housing by acquiring and leasing land; reducing development fees
and charges; or other types of financial support. Contributions to the fund have come primarily from cash-in-
lieu contributions from major developments. No allocations have been made yet from this fund.
STRATEGY #12: ESTABLISH A HOUSING RESERVE FUND
A housing reserve fund is an account set up by the municipality to receive funds that are then spent on the
delivery of affordable housing, providing capital to acquire land or fund the construction of affordable
housing projects, or to contribute to grants to enable local non-profit agencies to facilitate the provision of
affordable housing. Funds can come from any sources that the municipality identifies, including property
taxes or a community amenity program. A Housing Reserve Fund can be used to leverage or support
opportunities to create affordable housing that help to achieve the District’s housing goals. Once a housing
fund is large enough to be able to make grants, municipalities typically set up an application process for
providers to be able to apply for a grant. The recommended actions are:
✦Establish a Housing Reserve Fund to assist with the development of non-market housing for special
needs groups or other housing priorities.
✦Once the fund is well established, the District could establish a process to determine eligibility criteria,
review applications, and provide grants.
STRATEGY #13: USE FINANCIAL INCENTIVES TO SUPPORT HOUSING GOALS
There are a number of additional financial tools that can be implemented by municipalities to help reduce
the capital or ongoing operating costs associated with residential development. The District may wish to
consider the development or refinement of such a basket of financial tools that can be selectively used to
support housing projects. It is suggested that the package of incentives that is provided reflect the level of
contribution to the District’s housing goals that is being proposed by the development. The following
financial tools are presented for consideration.
WAIVING OR REDUCING FEES
Waiving or reducing fees related to permits and approvals is a common tool for supporting affordable housing
projects. The District may wish to support developers, market or non-market, who build affordable housing
through reductions in the costs associated with fees and permits. The following approach is suggested:
✦Undertake a review of all current fees and costs associated with development permits and approvals,
and identify a list of possible fee reductions where a project supports the District’s housing goals.
✦Prepare a policy that identifies different tiers of cost savings, depending on the extent of the contribution
towards affordability or other housing goals. For example, when a project contributes 10% of total units or
cash equivalent towards affordable housing it would receive one level of fee reductions versus when it
contributes 20% of total units or cash equivalent when it would receive a more substantial cost reduction.
This may be most effective when combined with a density bonus policy as well.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 22
PROPERTY TAX EXEMPTIONS
Municipalities can also assist with long-term financial assistance approaches such as property tax
exemptions or reductions for eligible projects for a period of time. For three years, the District implemented
a Town Centre Investment Incentive Program that used property tax exemptions as one of a host of benefits
to facilitate private sector investment in the town centre. There is an opportunity to apply tax exemptions to
non-profit organizations that provide services seen to contribute to the wellbeing of the community.
✦Consider offering municipal property tax exemptions for a fixed period of time, and as part of a package
of incentives. Given the reliance on property taxes as a revenue source, this particular tool should be
resigned to those projects that offer the most generous affordable housing contributions.
✦Consider expanding the practice of offering permissive tax exemptions to non-profit housing providers
and other related service providers such as emergency shelters, safe houses, or transition homes for
women and children fleeing violence.
PRIORITY PROCESSING
✦Fast track development applications that help to achieve the District’s housing goals. This may involve
assigning a staff person to shepherd selected projects through the review and approval process as well
as expediting the application.
RELAXATION OF PARKING REQUIREMENTS
The reduction in parking requirements is often a considerable financial incentive for new developments.
This approach should be restricted to those areas where transit and services are more readily accessible.
Maple Ridge’s Town Centre Area Plan include policies that may support reduced residential parking
requirements in frequent transit development areas and as a means to facilitate affordable housing. The
following action is recommended:
✦The District may consider reductions in parking requirements in the Downtown or other areas near
transit and services as part of a package of incentives to encourage the inclusion of affordable, rental
housing, or other innovative housing forms that meet the District’s housing goals.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 23
STRATEGY #14: CONTINUE TO REVIEW OPPORTUNITIES TO LEASE LAND
The District has a history of land banking and continues to lease the properties it owns to various agencies,
including youth and family emergency housing and supportive housing for people with mental health issues.
The District could continue to identify opportunities to purchase land that can be used to support housing
projects. The land could be given as a gift or leased at a discount to non-profit housing providers. The
following actions are recommended:
✦Continue to review opportunities for strategic land banking and the acquisition of property for
housing purposes.
✦Continue to lease District property to non-profits that provide emergency services, community services,
or non-market housing.
EXAMPLE: ALOUETTE HEIGHTS IN MAPLE RIDGE
The Alouette Heights supportive housing project was completed in 2012 in Maple Ridge. The 46-unit development, which is
operated by the Alouette Home Start Society, was constructed on land that is leased from the District, with capital and
operating funds from BC Housing. The development provides affordable housing and support services to individuals who are
from Maple Ridge or those with connections to the community.
Photos Credit: CitySpaces Consulting Ltd.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 24
INFORMATION AND ADVOCACY
Information, outreach, and advocacy are often undervalued, but highly effective areas of practice. By making
information available, a municipality can help to raise awareness about the need for affordable housing;
encourage other levels of government to increase their support levels or change legislation; and ensure
tenants, landlords, builders, and residents are aware of the resources and opportunities that are available
and their rights and responsibilities towards achieving livable communities.
STRATEGY #15: CONTINUE TO SUPPORT LOCAL COMMUNITY GROUPS
The District’s Social Planning Advisory Committee continues to work on housing and homelessness. It includes
senior staff and Council representation and continues to provide direction in the area of housing priorities. In
addition, the District participates in regional housing and planning advisory committees. Recommend actions
are:
✦Continue to participate in local, regional, and provincial housing tables and initiatives.
✦Continue to develop community-based strategies for responding to homelessness and the needs of at-
risk populations.
STRATEGY #16: ADVOCATE TO SENIOR GOVERNMENT
The District can work in partnership with community networks to raise awareness about critical issues that
impact housing choice and affordability. Recommended actions to include:
✦Use municipal networks and opportunities to continue to advocate to senior government for changes to
funding, legislation, and taxation improvements.
✦Advocate through the Federation of Canadian Municipalities and other groups for changes to
taxation and the introduction of incentives to support the development of market and non-market
rental housing.
✦Seek increased funding for non-market housing, rent supplements, and related programs that
facilitate access to housing for low-income households.
✦Seek increased funding for support services for at-risk seniors and other special needs groups.
STRATEGY #17: MAKE INFORMATION AVAILABLE
The municipality can communicate housing and related information through its website, information
sheets, through mail-outs, and at local events.
✦Use the District website to provide housing information and to promote community resources,
government programs, and other initiatives. For example, rental assistance programs (Shelter Assistance
for Elderly Renters and Rental Assistance Program for families) or home renovation funds for persons
with disabilities (Home Adaptation For Independence program).
✦Prepare a guide or partner with others to prepare a guide for landlords and tenants regarding their
rights and responsibilities, including information regarding basic standards of maintenance as well as
fire, health and safety requirements.
✦Prepare information sheets on innovative housing forms, alternative ownership models, and other
practices to help showcase and encourage innovative approaches.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 25
STRATEGY #18: ESTABLISH LOCAL ADVISORY GROUPS
The Social Planning Advisory Committee (SPAC) advises Council on social planning issues, including housing,
in the District. Two additional committees are suggested to help provide advisory services to the District
throughout the various stages of HAP implementation. The following actions are recommended:
✦Establish a local builders and developers advisory group to provide input and insight on new policy and
regulatory changes and suggest solutions for regulatory roadblocks. It is suggested that the
Development Advisory Committee have senior planning staff person at the table.
✦Establish an affordable housing committee to establish eligibility criteria, application process details,
and review applications for grant funding from a future housing reserve fund.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 26
FIGURE 4.1: Summary of Strategies and Actions
SUMMARY OF TOOLS & ACTIONS
The following table summarizes the role of the District in relation to each of the strategies and the
implications on policy, regulation, and other action areas.
ACTIONS POLICY &
PLANNING
REGULATORY &
ADMINISTRATIVE
FINANCIAL
MEASURES PARTNERSHIPS INFORMATION
& ADVOCACY
1. Support development of a mix of
housing forms
✔✔✔✔
2. Incentivize medium density
development
✔✔✔
3. Introduce an adaptable housing
policy
✔✔✔✔
4. Create new rental housing
opportunities
✔✔✔✔
5. Continue to update secondary
suites policies
✔✔✔✔
6. Expand the garden suites
program
✔✔
7. Maintain rental housing
standards
✔✔✔
8. Minimize the loss of existing
rental housing
✔
9. Support the non-market housing
sector
✔✔✔✔
10. Develop a density bonusing
approach
✔✔✔
11. Introduce a community
amenity policy
✔
12. Establish a housing reserve
fund
✔✔
13. Use financial incentives to
support housing goals
✔✔✔
14. Continue to review
opportunities to lease land ✔
15. Continue to support local
community groups ✔✔
16. Advocate to senior government ✔
17. Make information available ✔
18. Establish local advisory groups ✔
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 27
5 | IMPLEMENTATION
The draft Housing Action Plan is the outcome of community consultation, background research and analysis,
as well as research into the policy and practice of benchmark communities. The draft HAP outlines five main
goals, 17 strategies, and over 50 specific action items. The detailed steps associated with implementation
will be finalized by District staff with direction from Council. A high level implementation approach and
timeline is suggested here.
PROGRESS UPDATES
It is suggested that an annual report to Council be prepared which outlines achievements to date and
progress on the actions associated with the HAP. As the data comes available, progress reports should also
provide updates on a set of key housing indicators.
ACTIONABLE TIMELINE
A general timeline is proposed for implementing the HAP. This takes into consideration the complexity of
various action items as well as the limited staff or financial resources that are available. The following table
sets out recommended time frames for the implementation of the 17 strategies. Short term priorities,
considered immediate items, are either urgent or relatively simple to achieve within the coming one or two
years. Medium term items will be prioritized in the coming three to five years, while longer terms items will
be the focus in the 6 to 8 year time frame. Within each of these strategies, there will be elements that are
prioritized in the short, medium, or long terms. These details will be determined by the District over time.
Figure 5.1 Suggested Timeline
Strategies SHORT TERM
1-2 years
MEDIUM TERM
3-5 years
LONG TERM
6-8 years
1. Support development of a mix of housing forms ✔
2. Incentivize medium density development ✔
3. Introduce an adaptable housing policy ✔
4. Create new rental housing opportunities ✔
5. Continue to update secondary suites policies + bylaws ✔
6. Expand the garden suites program ✔
7. Maintain rental housing standards ✔
8. Minimize the loss of existing rental housing ✔
9. Support the non-market housing sector ✔✔
10. Develop a density bonusing approach ✔
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 28
Strategies SHORT TERM
1-2 years
MEDIUM TERM
3-5 years
LONG TERM
6-8 years
11. Introduce a community amenity policy ✔
12. Establish a housing reserve fund ✔
13. Use financial incentives to support housing goals ✔✔
14. Continue to review opportunities to lease land ✔✔
15. Continue to support local community groups ✔✔
16. Advocate to senior government ✔✔✔
17. Make information available ✔
18. Establish local advisory groups ✔
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 29
APPENDIX A
Summary of Selected Housing Policies - Maple Ridge Official Community Plan
3-1
Maple Ridge will:
a)designate an adequate supply of residential land to accommodate future residents;
b)accommodate growth through infill by:
i.Promoting a mix of housing types and tenures to support diverse needs (e.g. income and abilities)
lifestyles (e.g. age and values), and preferences. Examples include housing for older residents;
housing for persons with disabilities; rental and ownership housing; new homeowners and empty
nester housing; and ecologically sensitive design; and
ii.Developing other strategies as appropriate for meeting the future housing needs of residents.
3-5
Maple Ridge will support Healthy Community Land Use Strategies and community wellness principles
by:
a)recognizing the link between the provision of a range of housing options and social sustainability;
b)promoting affordable housing developments that incorporate access to services through
interconnecting roadways, bicycle paths, and pedestrian links;
c)promoting activities that contribute to the needs, health, development, and well-being of
individuals within the community, as well as the overall community;
d)encouraging the provision of an appropriate scale of services at the neighbourhood level;
e)promoting diverse, safe and secure neighbourhoods that facilitates neighbourly support, resulting in
a healthier, more resilient community;
f)encouraging public spaces that offer opportunities for community interaction; and
g)promoting affordable housing developments that meet diverse housing needs.
3-8 Maple Ridge will continue to support garden suites as a form of infill in Rural Residential areas. See
Zoning Bylaw for more details
3-12 Maple Ridge will continue to support garden suites as a form of infill in Suburban Residential areas.
See Zoning Bylaw for more details
3-17 Maple Ridge will continue to support garden suites as a form of infill in Estate Suburban Residential
areas. See Zoning Bylaw for more details
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 30
3-18
Maple Ridge will support a range of densities within the Urban Area Boundary. Urban Residential
consists of two residential categories with the following characteristics:
1) Neighbourhood Residential – General Characteristics:
a)A maximum of one principal dwelling unit per lot and an additional dwelling unit such as a
secondary suite or garden suite;
b)Density that is based on the current zoning of the property, or surrounding neighbourhood context;
c)Single detached dwellings will remain the predominant housing form within neighbourhoods.
Other housing forms are possible, subject to compliance with the Neighbourhood Residential Infill
policies;
d)Is not within a neighbourhood with an Area Plan, a Community Commercial Node, or located on a
Major Corridor as illustrated on Figure 4.
2) Major Corridor Residential – General Characteristics:
a)Major Corridor Residential is characterized by the following:
i.Has frontage on an existing Major Road Corridor as identified on Figure 4 Proposed Major Corridor
Network Plan, or has frontage on a road built in whole or part to a collector, arterial, TransLink
Major Road, or Provincial Highway standard;
ii.May be adjacent to Community Commercial Node, or designated commercial centre.
b)Includes ground oriented housing forms such as single detached dwellings, garden suites, duplexes,
triplexes, fourplexes, townhouses, apartments, or small lot intensive residential, subject to
compliance with Major Corridor Residential Infill policies.
3-19
Neighbourhood Residential Infill is permitted subject to compliance with the following criteria:
1) Infill development on a property that is larger than the prevailing lot size of the surrounding
neighbourhood or existing zoning of the lot may include the following:
a)A possible change in lot size and configuration providing that:
i.The proposed lot area and widths should be not less than 80% of the lot area and width prescribed
under the predominate or adjacent zoning in the surrounding neighbourhood;
ii.The proposed lot configuration is similar to the prevailing lot pattern that exists within the
neighbourhood; and
iii.The proposed housing form is consistent in scale and massing to that of the surrounding
neighbourhood.
b)A change in unit type - unit types such as single detached dwellings, secondary suites, garden
suites, duplexes and triplexes that resemble a single detached dwelling, with an emphasis on
orientation to the street.
2) Neighbourhood Residential infill must be designed to be compatible with the surrounding
neighbourhood and will be evaluated against Policy 3-21.
3-20
Major Corridor Residential Infill developments must be designed to be compatible with the surrounding
neighbourhood and will be evaluated against the following criteria:
a)Building forms such as single detached dwellings, duplexes, triplexes, fourplexes, townhouses,
apartments, and small lot intensive residential developments subject to Policy 3-21;
b)A maximum height of two and one-half storeys with an emphasis on ground oriented units for all
developments except for apartments;
c)A maximum height of four storeys for apartments; and
d)Adherence to Development Permit Guidelines for multi-family and intensive residential
developments as outlined in Chapter 8 of the Official Community Plan.
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 31
3-27
Maple Ridge will regularly update its affordable housing strategy to identify specific targets, objectives,
opportunities and municipal incentives for affordable, rental, and special needs housing. The affordable
housing strategy will be initiated at the discretion of Council and in consultation with the Social Planning
Advisory Committee.
3-28 Maple Ridge will encourage partnerships with government and non-government agencies to support the
creation of affordable, rental and special needs housing in the community.
3-29
Maple Ridge recognizes that secondary suites and other detached dwelling units in residential
neighbourhoods can provide affordable and/or rental housing in the community. Maple Ridge is
committed to ensuring that bylaws and regulations are current, and responsive to community issues and
needs
3-30 Maple Ridge will consider density bonus as a means of encouraging the provision of affordable, rental and
special needs housing, and amenities
3-31
Maple Ridge supports the provision of rental accommodation and encourages the construction of rental
units that vary in size and number of bedrooms. Maple Ridge may also limit the demolition or strata
conversion of existing rental units, unless District-wide vacancy rates are within a healthy range as
defined by the Canada Mortgage and Housing Corporation.
3-32
Maple Ridge supports the provision of affordable, rental and special needs housing throughout the
District. Where appropriate, the provision of affordable, rental, and special needs housing will be a
component of area plans.
3-33 Maple Ridge will encourage housing that incorporates “age-in-place” concepts and seniors housing
designed to accommodate special needs
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 32
APPENDIX B
BENCHMARK MUNICIPALITIES - Overview of Housing Policies & Initiatives
POLICY / PRACTICE MAPLE
RIDGE
PITT
MEADOWS SURREY COQUITLAM LANGLEY
TOWNSHIP ABBOTSFORD
POLICYPOLICYPOLICYPOLICYPOLICYPOLICYPOLICY
Housing Action Plan
or equivalent ✔✔Pending ✔✔✔
OCP Policies to create a
mix of housing types ✔✔✔✔✔✔
REGULATORY REGULATORY REGULATORY REGULATORY REGULATORY REGULATORY REGULATORY
Zoning to increased
density for rental or
affordable housing
✔
Zoning to facilitate infill
and intensification ✔✔✔
Secured market rental
practices, e.g. above
commercial
✔✔
Adaptable housing
requirements ✔✔Negotiated ✔✔
Secondary suites -
modified standards ✔✔
Suites in non-owner
occupied housing
Garden suites policy ✔
Rental housing
standards/enforcement ✔✔
ADMINISTRATIVEADMINISTRATIVEADMINISTRATIVEADMINISTRATIVEADMINISTRATIVEADMINISTRATIVEADMINISTRATIVE
Providing approval
assistance ✔
Expedited approvals ✔
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 33
POLICY / PRACTICE MAPLE
RIDGE
PITT
MEADOWS SURREY COQUITLAM LANGLEY
TOWNSHIP ABBOTSFORD
FINANCIAL MEASURESFINANCIAL MEASURESFINANCIAL MEASURESFINANCIAL MEASURESFINANCIAL MEASURESFINANCIAL MEASURESFINANCIAL MEASURES
Housing reserve fund ✔✔✔
Density bonus policy ✔✔✔
Affordable housing as a
community amenity ✔✔
Waiving or reducing fees ✔✔✔
Parking relaxations ✔✔✔
Property tax exemptions ✔✔
Land banking/leasing
municipal land ✔✔
Grants ✔✔
INFORMATION & ADVOCACYINFORMATION & ADVOCACYINFORMATION & ADVOCACYINFORMATION & ADVOCACYINFORMATION & ADVOCACYINFORMATION & ADVOCACYINFORMATION & ADVOCACY
Affordable housing
committee or similar ✔✔
Development/builders
advisory group
Information guides and
how-tos, etc. ✔
Regular monitoring
and reporting ✔✔
MAPLE RIDGE HOUSING ACTION PLAN - Housing Action Plan | August 2014 34
Draft HAP Questionnaire Results
(Completion rate: 90.0%)
Does the Housing Action Plan framework capture the groups in need and the
top issues for affordable housing in Maple Ridge?
Response Chart Percentage Count
Yes 50.0% 14
No 50.0% 14
Total Responses 28
If your answer is no, please list what you think are additional groups in need
and/or other top issues for affordable housing in Maple Ridge and why.
The 9 response(s) to this question can be found in the appendix.
The proposed 18 strategies in the Draft Housing Action Plan are listed below.
What do you think are the top three priorities the District of Maple Ridge
should focus on to facilitate the development of affordable housing?
Response Chart Percentage Count
1. Support the development of a mix of housing
forms
29.6% 8
2. Incentivize medium density development 3.7% 1
3. Introduce an adaptable housing policy 14.8% 4
4. Create new rental housing opportunities 44.4% 12
5. Continue to monitor secondary suites policies
and bylaws
18.5% 5
6. Expand the garden suites program 11.1% 3
7. Maintain rental housing standards 18.5% 5
8. Support the non-market housing sector 18.5% 5
9. Minimize the loss of existing housing 7.4% 2
10. Expand the density bonusing practice 7.4% 2
APPENDIX B
11.Introduce a community amenity policy for
affordable housing
33.3% 9
12. Establish a housing reserve fund 11.1% 3
13.Use financial incentives to support housing
goals
14.8% 4
14. Continue to purchase and lease land 11.1% 3
15. Continue to support local community groups 7.4% 2
16. Continue to advocate to senior levels of
government
11.1% 3
17. Continue to educate and create awareness 3.7% 1
18. Expand or enhance the roles of advisory
groups to assist with HAP implementation
14.8% 4
Total Responses 27
Any additional comments or suggestions?
The 12 response(s) to this question can be found in the appendix.
Appendix
If your answer is no, please list what you think are additional groups in need and/or
other top issues for affordable housing in Maple Ridge and why. |
# Response
1. I would have preferred my answer to be "I don't know" because I would like to know how
"the groups in need" and "the top issues for affordable housing in Maple Ridge" have been
determined and if they are actually accurate or just estimated.
2. There is not enough provision for suitable affordable housing for low income seniors, and
none for those requiring affordable Assisted Living units (as in housekeeping, 3 meals a day,
staff supervision, activities). Currently, there are lots of high-end AL units in the community,
a few affordable, but most is out of reach of most of our basic income seniors.
3. the need for transitional housing does not seem to be addressed. with the funding cuts to
programs and supports, overall there needs to be discussion between all agencies to
implement a program that enables the transition from emergency shelters into self
sustaining rental/housing options.
4. Most often as seniors age, their requirement to spend money on health related/personal care
rises exponentially. (incontinent care, pain management, skin care, diet supplements such as
"boost", etc.) At the same time, we find that provincial authorities take more and more
medications off prescription requirements and thus off pharmacare eligibility. Eventually,
many seniors also require some sort of intervention/assistance to manage their activities of
daily living. Especially when a senior lives alone. The trouble thus begins for seniors,
particularly single seniors, to find housing that is affordable. I think the development of any
Housing Action Plan needs to consider this growing segment of our population. A large
majority of this segment of our population does not want to be a burden on either their
family or the rest of society - but, let's at least recognize their need to be housed in
comfortable, centrally located places and still have enough money left from their fixed
incomes to cover the essential health and personal care items. Thank you.
5. Children and teens with special needs grow to be adults with disabilities who require
housing. Adults without disabilities eventually all require growing varieties of supports and
services to remain as independent as possible. While the plight of seniors is mentioned in a
few places in the report, I only found one place where adults with disabilities and their
supported housing concerns is touched upon (Page 9). There are currently 440 people with
disabiiities living in Pitt Meadows and Maple Ridge receiving supports and services from
agencies in the area. There is currently ONE unit listed in one of the tables that is
"supported". It is critical to remember also that all adults will eventually need some
measure of support to live independently if they live long enough. This niche market is not
addressed adequately at all in your report.
6. A profound lack of new apartment buildings for rent. I am a senior 82 years old needing an
apartment. I no longer want to pay taxes, costs of maintenance, etc. all that belongs to owning
a place. Independent living places are not affordable nor do I want to live in a restricted
style.....I love to cook and maintain myself as many of us are very healthy and able to take
care of ourselves. Most districts have life-lease plans which are desirable however the list is
long to get in and a move to another district is hard to leave friends, etc. Most new Falcon
buildings are undersold and rich companies are buying the condos and renting for 1500 a
month. This district has had very poor Planners with a short vision for the taxpayers i.e. our
natural setting along the River is a missed opportunity for example. We have to travel to
New West./Steveston/ leaving our own territory when we have it right here. My pension is
small but thankful I have one from working all my life.
7. What we would like to see in the Maple Ridge area: * stop the clear cutting of trees making
the environment an unhealthy desert with no place for the wildlife to live. Developers
destroy nature 100% by stripping everything! * build communities being more conscience of
our fragile ecosystem, and the wildlife that cohabitates with us * stop allowing profiteers
(developers and their realtor colleagues) from deciding what our community needs to look
like * Maple Ridge needs to have a bylaw in place that insists developers must provide a
decent sized lot where children can play safely in their own backyard as opposed to the
streets. Playgrounds are not altogether safe nor do they offer as much parental guidance as
does one's own backyard. * Houses should not cover the entire plot of land and be so close to
each other that you can almost touch your neighbor from your kitchen or bedroom window.
This is a serious fire hazard waiting to happen. Vinyl siding is a plastic product derived from
petroleum, and it will burn very quickly and very well. * Trapping and killing animals
because they are inconvenient, when the developer should have built in existing areas rather
than clear cutting a forest to build homes with no yards, is and always has been unacceptable.
We don't think you should be making mini-communities in the rural municipal areas like that
of 256 street plopped in the middle of nowhere, and then having to provide public paid
services that would otherwise cost a fraction had it been built out from the city core.
Revitalizing existing older areas in Maple Ridge is a good initiative. We feel it would be
optimum to design new developments in areas where the infrastructure already exists or
there is minimal cost to upgrade. When planning a new community area, please consider cul-
de-sacs and no thru streets as it builds closer and better knit communities. People get to
know their neighbors which can decrease crime. Speed bumps and circle drives are helpful
and should be implemented. Seniors need adequate housing which ought to be both
affordable and respectful to their needs. A great example of a seniors housing complex is the
one shown on W5 this past year. W5 show cased a seniors home in Saskatoon called
Sherbrooke Community Centre. A centre that cares very deeply and takes great care of not
only the physical needs but the spiritual needs of its seniors. A holistic approach to housing
would be beneficial to Maple Ridge as well. We humans are far too destructive and short
sighted. No longer can we look to short term gain for long term pain. We need to think about
all the generations, now and in the future. Maple Ridge has the potential to be the model for
the entire Lower Mainland, and the envy of other communities across Canada provided we
design everything with respect for both the environment [ecosystem] and the people who are
going to live there.
8. There is not enough information in the plan specific to seniors' affordable housing needs.
Specifically, how Council will encourage the construction of new assisted living and
independent living units that are badly needed.
9. This Action plan is a plan of "inaction" Where is the action? There is nothing that affectively
addresses the real problems of affordable housing nor ways of providing it
Any additional comments or suggestions? |
# Response
1. Before development of outlying areas continues, development from the centre of Maple
Ridge outward should be required. Allowing the development in the north and east of MR
has ignored the spirit of the OCP, avoided densification to support good transit, added
unnecessary costs (paid for with taxes) for outlying infrastructure, destroyed farmland and
catered to the developers.
2. Looking at new housing development on Thornhill and Silver Valley areas I see very little
commercial building, stores or restaurants etc. This leads to a lot of drives into town to pick
up a few groceries or coffee etc. This type of zoning should appear more frequently as the
community grows.
3. More high density housing downtown. Work to expand transit. Continue to draw
business/bars/restaurants to a concentrated area downtown to create neighbourhoods that
people want to live in.
4. I have chosen my top three, but was interested also in #2, to incentivize medium density
development --- which may be included in 10, to expand the density bonusing practice. I
was also interested in #8, to support the non-market housing sector, but feel that this may
also be included in # 10. It is critical that a more focused approach be made on the issue of
supported housing for people with disabilities, close to transit. If we get this demographic
of the population housed safely in community, we will be better able to address the needs of
the burgeoning senior population. Please address density bonusing (by allowing a builder
to add a storey to his building in exchange for allotting a number of units to housing for
people with disabilities for rental or to be purchased at below market value by their
families. If you have any further questions or comment or would like further input from me
on this issue, I can be reached at 604.463.1611 --- Laurie
5. Raise the height for buildings in the ALR so garden suites can be constructed above garages.
6. I live on 112th Avenue east of 240th Street. New housing along 112th Avenue east of 240th
appears to be progressing and the lots are noticeably smaller. I think it is important that
there still be a rural feel along this road and hope that future lot sizes along this road will be
larger. Where will the cut off be between smaller city sized lots and larger "country" sized
lots? Already, there has been a noticeable increase in traffic along 112th Avenue between
240th Street and 256th Street. Many people are using 112th Avenue as an alternate route to
avoid the traffic congestion and lights along Dewdney Trunk Road (these include prison
personnel going to and from the prison on 256th Street, locals who live further east on
Dewdney Trunk Road, and large gravel trucks who frequently use their jake brakes). The
noise level from the traffic has definitely increased and the road is really showing wear and
tear from this additional use. People are generally exceeding the speed limit and drivers
often cross over the line into the oncoming traffic. Some serious accidents are bound to
happen along 112th Avenue. It is very dangerous to walk, jog, or ride a bike along this road
because it is hilly and has many curves and blind spots. There is also an extremely narrow
shoulder along 112th Avenue and I feel people who use this road for these activities are
risking their lives. I personally am afraid to walk along the side of the roadway. Perhaps
some more signage regarding speed and use of truck brakes in a residential area would be
appropriate. A designated bike and pedestrian lane in the future would be a great asset to
this growing community.
7. It is difficult to select 3 priorities but continuing to work with senior levels of governments,
non-profits and developers to create more affordable housing is paramount to the health of
the community and essential for a good quality of life for all citizens. Access to affordable,
safe and appropriate housing is essential for the health and well being of all citizens.
Shelter and housing are basic human needs and a right for all citizens of Canada. Children's
brains are an environmental organ as such the quality of their experiences directly
influences their development. Access to safe and appropriate housing is necessary for
healthy childhood development.
8. We need a good, healthy, and sustainable environment to live in, raise our families in, and
retire in. Maple Ridge is already more affordable than the bulk of the Lower Mainland. Just
polish her up and make her the best place to live!
9. A. Potential Procedural / Internal Issues or Barriers affecting development, permit and
construction processes -may simply discourage some potential builders. a.1. Time delays
(quite substantial) - may reflect the existing organization of the process as well as be a
result of the following issues a.2. Staff training- improvements needed with respect to
familiarity with the Building Bylaw and Building Code a.3. Internal quality control and
arbitration of disputes between Applicants and District - it appears there is no cost effective
process in place now for verification of communications issued by the District and also for
resolution of disputes between the Applicants and the District a.4. Internal coordination-
applicants should not be burden with coordination between the District departments or
individual employees a.5. Communication with applicants- there may be no control or
limits to delays in responding to enquires regarding the status of the applications a.6.
Procedures and internal policies - may not be optimized for achieving low costs to the
Applicant and the District - may require the Owner to retain specialists to justify decreasing
or deletion of clear redundancies imposed by those (obsolete) policies - may allow for
subjective decisions not necessarily following the intent of the Building Bylaw and the
referenced BC Building Code B Bylaws, Policies, Procedures and Community Plans-
amendments or verification and coordination needed for Garden Suite projects (or other
simple projects) b.1. Legal costs aspect- registration of covenants required by the district
The district provides legal services for registering a covenant for the intended use of the
garden suite, however sewer sump installation covenant (or perhaps other covenants) has/
have to be dealt with (or registered) by the Applicants and separately retained (other)
lawyers at a significant costs to the BP applicants. Please note that bundling together of all
legal covenants and providing those registration services by the District Lawyer can
significantly reduce the costs to the Applicant and time delays as well. b.2. Building Bylaw
and Existing Policies- proposed amendments or clarifications could be issued in a form of an
“official policy” - BP applicants for small buildings (under Part 9 of the BC Building Code)
should have a clear choice between relying on the District Staff or relying on Registered
Professional retained for the project, specifically with respect to the design and field review
of the construction. Building Inspectors will be able to access construction sites from time
to time, as required by the Bylaw, however will not be involved or specifically required for
any inspections and approvals. This can reduce the costs of the District (however will
increase the costs of the Owner/ Applicant). The advantage for the applicants is having
more flexibility with respect to the inspection and work scheduling. Professional
assurances will be provided to the District (refer to article 22.2 of the Maple Ridge Building
Bylaw) - applications made with building designs certified by Registered Professionals and
with letters of assurance provided, should be expedited. District will decrease its potential
liabilities for any aspect of construction at any time the Owners are willing to retain
registered professionals. - policies used by the District should be approved by the Council
and clearly referenced by the Bylaw or simply legislated into the Building Bylaw. As a
minimum, clear references and verified links to the utilized policies should be provided in
all bulletins or check-lists issued for garden suites. - policies and guidelines for typical
building sites and simple (garden suite) buildings should be always made as prescriptive,
with no ambiguity and with no references to additional (possibly subjective) judgements or
to unspecified levels of performance - sewer sump sizing policy should be amended to only
reference the required BC Building Code performance criteria. District may certainly
recommend certain sizes, however should not impose unnecessary costs by requiring
installation of oversized equipment. b.3. Permit Fees - Permit fees should be significantly
reduced or even canceled if the design and field reviews are done by the independent
registered professionals providing letters of assurance for compliance with the code.
Involvement of the District will be very limited. b.4. Design and Construction aspects-
clarification could be issued in form of an “official policy” - existing building services
connections (from existing main buildings) should be clearly allowed to be used when there
is a sufficient capacity of those services to accommodate new connections or new loads-
including potable water, sewer, drain tile systems and discharge and storm water discharge
lines. - in case of “flat” properties or building sites (less than 5% average slope) rain water
shall be clearly allowed to be discharged as per BC Building Code Provisions and in
compliance with the Official Community Planing guidelines- i.e. away from building
structures and into garden areas and not into the existing storm drainage infrastructure-
please note that garden suites are usually located away from all existing services.
Mechanical pumping of rain water shall be avoided or even prohibited from the energy
consumption / energy wasting point of view. C Additional Incentives and Encouragements
for Investors / garden suite Builders- for consideration c.1. tax incentives taxes, fees
etc...for garden suites could be reduced to not more then 1/3 of the existing main buildings.
Garden suites, usually occupied by 2 persons will likely consume water and generate
sewage in that proportion (1/3) to the main buildings occupied by 4 top 6 person families.
There will be no additional lawn sprinklers or swimming pools. c.2. building design/
construction costs incentives - District could consider commissioning of several (say 4 or
5) typical designs (simple, easy to build) to be available for the potential Owners/ Builders
to choose from and to utilize. There would be some initial costs involved, say 10,000.00 to
20,000.00 per design, however those costs could be recovered in the long run with more
constructions, increasing the district revenues, local employment, and with the reduction of
the time required for project reviews at the Building Permit application stage. - one of the
above typical designs could provide a more challenging option in a form of a guide, allowing
to reuse exiting cargo steel containers, as structurally sound building blocks for a garden
suites (that type or recycling is getting some popularity) c.3. use of new technologies -
there are well known and proven (already in use in Canada) construction guides allowing to
reduce excavation depths thus reducing the construction costs and environmental impacts
of new building- the staff could be provided with additional information - use of pre-
fabricated buildings (like BRITCO- Agassiz) - Applicants may not be aware of some potential
costs savings with the use of those ready to install on site structures. Use of those structures
would decrease the amount of site inspections required.
10. The District needs to manage the secondary suites as they do have negative impact on
neighbourhoods and making medium to high density areas also have negative impact. From
previous experience, I left a municipality that removed all single family zoning and the
parking and traffic on side streets were awful which was caused by permitting the
secondary suites as well as density changes, caused us to move away. I hope the District
treads careful.
11. Extremely disappointing. The only way rental housing will increase is to have a reworking
of the Rental Act. Renters have all the power and it is a money losing proposition to build
rental housing as it is nearly impossible to ensure your investment is not destroyed by
people who think it is their right to have something for nothing.
12. Housing Mix and Innovation More attention needs to be paid to enabling people to get a
home of their own. Homes could be built more economically. They don't have to be so big.
Those roofs with many peaks and gables are difficult to maintain and how many bathrooms
does one family really need? It is said that these big houses are what people want but in
truth that is all that developers choose to build. After WWII there was a huge housing crisis
when the troops came home and started families. Many small homes were built and are still
lived in today. Many people built their own homes a little at a time as they could afford it
and why not? Required inspections were done. Some families did the basement first and
then lived in it while saving for the addition and completion. Financial Incentives means
money is taken from my pocket (the taxpayer) and put into the pockets of developers. It
sounds good but the developer stands to gain much more than the citizens. Property tax
exemptions, density bonusing and relaxation of parking requirements is short sighted and
only benefits developers. Likewise rental supplement and Community Amenity Bonus.
Adaptable Housing. This is very wise to include in the building stage but it should be
required for all new subdivision not just 10%-15%. You never know when you or a family
member will be requiring an adaptable home. It can happen in an instant. The adaptations
listed are all good. It could also include wiring for an elevator. I am puzzled by "continuous
countertop." In fact sometimes a portion of the countertop must be lowered, also the sinks
to accommodate a wheelchair. Don't stop at 10-15%. Just require it in all new homes.
Market and Non-Market Housing Rather than incentives such as reduction in parking
requirements (see above in page) how about disincentives to inappropriate development
that requires changes to the OCP. If developers were stopped from buying cheap land then
lobbying council to allow sprawling development at their behest, think how much money
would be saved on public hearings, staff time etc. if we stuck to the OCP not to mention
present developments such as Silver Valley and now Albion with total disrespect for the
environment and future generations. Strata developments are not affordable housing, and
should be discouraged. It's a way to make the most money for developers but the owners
are always at the mercy of the strata corporation. Secondary suites within a primary
residence should be encouraged, but the red tape. The policies and bylaws go overboard. If
the people involved are happy with the arrangement let them be. A frequent complaint is
the burden in house suites put on parking. This is the fault of the District for allowing
reduced parking and narrow roads as an incentive for developers. Perhaps there could be a
mechanism for the District to act if unsafe conditions is reported by renter. Seniors housing
Maple Ridge has more than its share of seniors housing, assisted living and long term care
facilities. The reason there are waiting lists is due to the regionalization of health care
which places people from all over the region. People should be placed closer to home and
family. I am concerned about the move to private for profit facilities in housing and care of
seniors. Their focus is on profit not adequate staff and care. Services that would assist
seniors to maintain and live in their own homes is preferable. Another problem for
longtime homeowning seniors is the skyrocketing property tax. Other issues "Shopping"
needs to be defined. Is it an actual need or is it a "fix" for shopaholics? People who have
moved here, away from family and all things familiar and are looking for something. I get all
I need from shopping in Maple Ridge. With the many references to the development
community, it is clear that they have been very involved with developing the HAP. It is
unfortunate so much stock is placed on local municipalities as many of them have the same
developers. Possibly more creative solutions exist elsewhere. The Albion Plan is an
example of how developers have control over the development of Maple Ridge. The Plan
was initiated when "Council received several applications" for development in Albion.
While it was rejected by written comment at two open houses, the District accepted it on
the bases of a perceived "positive general feeling." In exchange for increased density, the
developers pays $3100 per unit, peanuts compared to what the developers get for the
increased units. In addition to the twice yearly Builders form, the draft HAP would
"establish a local builders and developers advisory group to provide input and insight on
new policy and regulatory road blocks. If the feedback form is meant to qualify as
community involvement - I believe it falls short.
HAP Consultation-Community Outreach July 26, 2014
Strategy Percentage Count
1. Support the development of a mix of housing forms 34.6% 18
2. Incentivize medium density development .96% 5
3. Introduce an adaptable housing policy 15.3% 8
4. Create new rental housing opportunities 19.5% 10
5. Continue to monitor secondary suites policies and
bylaws
.08% 4
6. Expand the garden suites program 28.8% 15
7. Maintain rental housing standards 25% 13
8. Support the non-market housing sector 17.3% 9
9. Minimize the loss of existing housing 15.4% 8
10. Expand the density bonusing practice .04% 2
11.Introduce a community amenity policy for affordable
housing
25% 13
12. Establish a housing reserve fund .08% 4
13.Use financial incentives to support housing goals .04% 2
14. Continue to purchase and lease land .96% 5
15. Continue to support local community groups 38.5% 20
16. Continue to advocate to senior levels of government 19.5% 10
17. Continue to educate and create awareness 21.1% 11
18. Expand or enhance the roles of advisory groups to
assist with HAP implementation
.02% 1
Total Responses 52
Comments:
Do not remove land from the ALR for housing developments
Ensure amenities and services like schools are in place before housing is developed
Re-assess the land that is currently in the ALC for agricultural suitability
Housing developments like Silver Valley are poorly planned and do not provide enough access in
and out
More affordable housing is needed
APPENDIX C
metrovancouver
J U L 14 2014
Mayor Ernie Daykin and Members of Council
District of Maple Ridge
11995 Haney Place
Maple Ridge, BC V2X 6A9
Dear Mayor Daykin and Members of Council:
Board and Information Services, Corporate Services
Tel, 604.432.6250 Fax 604.451.6686
File: CR-12-01
Re: Metro Vancouver 2040: Shaping our Future Amendment Request from the
City of Port Moody - Moody Centre Transit Oriented Development Area and Murray Street
Boulevard Area
In accordance with section 857.1(2) of the Local Government Act, and sections 6.4.2 and 6.4.5 of
Metro Vancouver 2040: Shaping our Future (Metro 2040), this letter provides notification to affected
local governments and other agencies of a proposed amendment to the regional growth strategy. As
per the sections noted, the Greater Vancouver Regional District (GVRD) Board is required to provide
a minimum of 30 days to all affected local governments and relevant agencies to comment on
proposed amendments.
In May 2014, Metro Vancouver received a request from the City of Port Moody for two Type 3
amendments to Metro 2040 to change the regional land use designation for 8.3 hectares of land from
Industrial and Mixed Employment to General Urban for the Moody Centre Transit Oriented
Development Area and Murray Street Boulevard Area. This request also includes the addition of a
Frequent Transit Development Area for part of the area. The requested amendment is associated
with the City of Port Moody's proposed new Official Community Plan Bylaw 2014, 2955, which
received third reading on April 22, 2014.
A Type 3 amendment to Metro 2040 requires an affirmative 500/+1 weighted vote of the GVRD Board
at each reading of the bylaw; there is no regional public hearing. For more information on regional
growth strategy amendment procedures, please see Metro 2040 sections 6.3 and 6.4. For more
information on the proposed amendment, please refer to the attached report.
The proposed Metro 2040 amendment was initiated by the GVRD Board on July 11, 2014, and the
corresponding Greater Vancouver Regional District Regional Growth Strategy Amendment Bylaw No.
1209, 2014, was given first and second readings. Following the comment period, the Board will review
all comments received, and will consider third reading and final adoption of the amendment bylaw.
You are invited to provide written comments on this proposed amendment to Metro 2040. Please
provide your comments in the form of a Council or Board resolution, as applicable, and submit to
4330 Kingsway, Burnaby, BC, Canada V51-1 4G8 . 604432-6200 • www.metrovancouver.org
Greater Vancouver Regional District •Greater Vancouver water District •Greater Vancouver Sewerage and Drainage District •Metro Vancouver Housing Corporation
001
Mayor Ernie Daykin and Members of Council
Metro Vancouver 1040t Shaping our Future Amendment Request from City of Port Moody - Moody Centre Transit Oriented Development
Area and Murray Street Boulevard Area
Page 2
chris.piagnoi@metrovancouver.org by September 17, 2014. If you have any questions with respect
to the proposed amendment, please contact Eric Aderneck, Senior Regional Planner, by telephone
778452-2626 or email eric.aderneck@metrovancouver.org.
More information about the proposed amendment and a copy of Metro 2040 can be found on the
Metro Vancouver website at:
www metrovancouver org/planning/development/strategy/Pages/default.aspx
Sincerely,
Chris Plagnol
Acting Corporate Officer
Encl: Report dated June 20, 2014 titled "Metro Vancouver 2040: Shaping our Future Amendment
Request from the City of Port Moody - Moody Centre Transit -Oriented Development Area and
Murray Street Boulevard Area", given first and second readings by the GVRD Board on July 11,
2014.
9639406
metrovancouver
SERVICES AND SOLUTIONS FORA LIVABLE REGION
To: Regional Planning and Agriculture Committee
From: Heather McNell1 Regional Planning Division Manager
Eric Aderneck, Senior Regional Planner
Planning, Policy and Environment Department
Date:
Subject:
June 20, 2014
Section G 2.1
Meeting Date: July 4, 2014
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of
Port Moody — Moody Centre Transit -Oriented Development Area and Murray
Street Boulevard Area
RECOMMENDATION
That the GVRD Board:
a) Initiate the regional growth strategy amendment process for the City of Port Moody's
proposed amendments for the Moody Centre Transit -Oriented Development Area and Murray
Street Boulevard Area;
b) Give first and second readings to "Greater Vancouver Regional District Regional Growth
Strategy Amendment Bylaw No. 1209, 2014"; and
c) Direct staff to notify affected local governments as per Metro Vancouver 2040: Shaping our
Future section 6.4.2.
PURPOSE
To provide the GVRD Board with the opportunity to consider initiating the proposed Type 3 minor
amendment to Metro Vancouver 2040: Shaping our Future (Metro 2040) requested by the City of
Port Moody for the Moody Centre Transit -Oriented Development Area and Murray Street
Boulevard Area.
BACKGROUND
On April 22, 2014, the City of Port Moody gave Official Community Plan Bylaw 2014, 2955 third
reading. On May 13 and June 10, 2014, Port Moody Council passed separate resolutions requesting
amendments to Metro 2040 for different sites to reflect their new designations in the proposed
new OCP. Metro Vancouver will process and consider these applications separately, with individual
reports and associated bylaws.
The Port Moody requests consist of the following sites with noted Metro 2040 designations:
• Moody Centre TOD Area — 3.5 ha, Mixed Employment to General Urban and the addition of a
Frequent Transit Development Area;
• Murray Street Boulevard Area — 4.8 ha, Industrial and Mixed Employment to General Urban;
• Andres Wines Site —1.3 ha, Industrial to General Urban; and
• Mill and Timber Site — 14.7 ha, Industrial (with a Special Study Area overlay) to General Urban
and removal of the Special Study Area overlay.
Greater Vancouver Regional District - 87
Metro Vancouver 2040r Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
PaEe2of8
These are all Type 3 minor amendments, and require a regional growth strategy amendment bylaw
receiving an affirmative 50%+1 weighted vote by the Metro Vancouver Board at each reading,
including adoption, to proceed. This report considers the Moody Centre Transit -Oriented
Development Area and Murray Street Boulevard Area ('subject site') amendment applications
together.
A draft version of this report and its attachments were presented to the Regional Planning Advisory
Committee at its June 20, 2014 meeting, as required by the Metro Vancouver Regional Growth
Strategy Procedures Bylaw No. 1148, 2011.
DISCUSSION
Port Moody OCP Update Process
In January 2011, Port Moody Council amended its Official Community Plan (OCP) to call for zero to
minimal residential growth due to uncertainty around the Evergreen Line. In February 2012, Port
Moody started the process to prepare an updated OCP. The focus of this OCP update was to
determine appropriate land uses and development forms around the planned Evergreen Line rapid
transit stations (Inlet Centre and Moody Centre, and a potential future western station) and the
adjoining transit corridor (Attachments 1 & 2).
During the development of the OCP, which currently stands at 3rd reading, Metro Vancouver staff
worked with Port Moody staff to provide comments on the draft Port Moody Regional Context
Statement (RCS). Metro Vancouver will process Port Moody's updated Regional Context Statement
pending the initiation of the amendment process for the proposed Metro 2040 amendments.
Subject Site Information
The subject site includes a number of different properties, generally smaller parcels with older
industrial and commercial buildings. The surrounding lands include light industrial, commercial and
retail uses, with a waterfront park and marina to the north. The table below provides information
about the subject site and application (Table 1 and Figure 1).
Table 1: Subject Site Information
Site Size (approx)
8.3 hectares / 20.5 acres (including rights of -way)
Area
North — Rocky Point Park
West — Industrial (Mill and Timber site), and various light industrial and
commercial uses
East — Electronic Avenue
South — Spring Street
Current Site Land Use
Mix of older low rise small scale commercial and light industrial uses. No
residential uses currently exist.
Current OCP Designation
2011 OCP: 'Industrial Business'
2014 OCP: 'Moody Centre Transit Oriented Development' and
'Mixed Employment'
Current Municipal Zoning
M1- Light Industrial
Agricultural Land Reserve
The site is not within the ALR.
Regional Sewerage Area
The site is within the GVS&DD Sewerage Area.
Regional Urban Containment Boundary
The site is within the Urban Containment Boundary.
Current Metro 2040 Designation
Mixed Employment (7.2 ha) and Industrial (1.1 ha)
Proposed Metro 2040 Designation
General Urban
Proposed Development
No specific development proposal, however the OCP envisions transit -
oriented mixed -use development 4 —12 storeys.
Greater Vancouver Regional District - 88
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
Page 4 of 8
core. The vision for the area is described as follows according to the Port Moody Report
(Attachment 4a):
"As part of the updated OCP (Bylaw No. 2955J, the land use designation for this area has
changed to Moody Centre Transit -Oriented Development which applies to the development of a
higher density mix of residential, retail, office, services, civic, institutional, recreational and
cultural uses within a 400 metre radius of the proposed station. A maximum of 12 storeys is
generally permitted within this area, however, additional density and height allowances will be
considered in exchange for the provision of community open space."
Vision for the Murray Street Boulevard Area
As part of the updated OCP, a new vision for the Murray Street Boulevard Area has been developed
which sees the area evolving into an attractive, pedestrian friendly environment with a mix of uses
including light industrial, commercial, office, as well as residential. The vision for the area is
described as follows according to the Port Moody Report (Attachment 4b):
"A new Mixed Employment land use designation has been applied to the south side of Murray
Street between Mary Street and Electronic Avenue. This designation includes the development of
a combination of uses including light industrial, commercial, office and residential."
"Building forms up to 6 storeys are permitted provided that the first storey consists of
employment related non-residential uses. Second storey job space is strongly encouraged where
feasible and where such uses are compatible with adjacent residential uses."
Transit -Oriented Development and Frequent Transit Development Area
The Moody Centre Transit -Oriented Development Area is identified as a new Metro 2040 Frequent
Transit Development Area (FTDA). The OCP provides a high level vision statement for the area; no
detailed area planning, however, has yet been completed nor has a development concept been
proposed.
Port Moody Application Rationale
Given the area's proximity to the new rapid transit station, as well as other transit service and
amenities, Port Moody proposes a variety of transit -oriented, relatively dense residential and
commercial uses for the area. The subject site is bisected by the CPR rail right-of-way and at -grade
Evergreen Line guideway, and encompasses the new Moody Centre rapid transit station and
existing West Coast Express commuter train station.
The proposed Metro 2040 amendment is intended to fulfill the vision and aspirations of the City to
revitalize and redevelop this historic area reflecting new transportation infrastructure, as well as to
assist in meeting growth objectives from Metro 2040 through the creation of a high density mixed -
use urban community close to transit and amenities. The City's rationale is based on the area's
proximity to the Moody Centre Evergreen Line station and the West Coast Express station
(generally within 400 metres), an aim to promote transit -oriented development, expansion of the
range of employment generating uses to include commercial and other uses, and establishment of a
residential population to support local businesses. In addition, Port Moody notes the small lot
configurations with shallow depths within the Murray Street area presents challenges for
redevelopment under the site's current designation.
Greater Vancouver Regional District - 90
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
Pape 5 of 8
Metro 2040 Considerations
Evaluation of the proposed amendments based on the relevant sections of Metro 2040 is presented
below.
Goal 1 Create a Compact Urban Area
Focus growth and development in Urban Centres
A core concept of Metro 2040 is that population and employment growth be contained within the
existing urban area to 2040, and within the Urban Containment Boundary, and specifically that
growth be focused to Urban Centres and Frequent Transit Development Areas (FTDAs) to support
efficient regional land use patterns, the efficient provision of urban infrastructure, and the
development of complete, transit -oriented communities.
Although the subject site is not within the Port Moody Municipal Town Centre (Inlet Centre), it is
located in Moody Centre, the historic downtown of the community and is also partially within a
proposed new Frequent Transit Development Area. The site is near a confirmed Evergreen Line
rapid transit station (Moody Centre), existing West Coast Express station, and bus transit service.
No detailed information about the potential development densities, yields, or designs has been
provided other than a building height limit of 4-12 storeys.
Metro 2040 advocates that, where possible, major development be located within Urban Centres
and FTDAs. The proposed uses for the site are consistent with these Metro 2040 objectives.
Goal 2 Support a Diverse Regional Economy
Promote land development patterns that support a diverse regional economy and employment close
to where people live
Metro 2040 supports a diverse regional economy with employment close to where people live.
Where possible, office, retail, institutional and other significant employers should be located within
Urban Centres or FTDAs. The vision for the area is for mixed -use development, with both residential
and commercial / employment uses. Locating these types of employment uses at a location such as
this that is well serviced by transit is appropriate, although the extent of the commercial and
employment component of the potential development is as yet unknown.
Protect the supply of industrial land
Protecting the industrial land supply is a key Metro 2040 strategy to maintain the region's ability to
grow and attract investments and jobs. The Industrial and Mixed Employment designations protect
lands for industrial uses, while major office and retail developments are directed to Urban Centres
and Frequent Transit Development Areas.
The proposal is to re -designate from Industrial to General Urban for 1.1 hectares / 2.7 acres, and
from Mixed Employment to General Urban on 7.2 hectares / 17.8 acres. The site is currently used
for various light industrial and commercial activities. Active industrial operations are located to the
north-west at the Mill and Timber saw mill.
Re -designating lands from Industrial and Mixed Employment to General Urban to accommodate a
residential and commercial development would reduce the limited supply of industrial lands in the
region, and should only be considered in unique cases based on a strong planning rationale. In this
Greater Vancouver Regional District - 91
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
Page 6 of 8
case, the amount of land is small and is near a new rapid transit station and redeveloping area,
providing for the opportunity for high density development of various forms. Conversion of these
lands would recognize that Port Moody seeks to fundamentally change and redevelop this area to
support the addition of rapid transit infrastructure. As such, although the requested amendment
will result in a loss of 8.3 hectares of Industrial and Mixed Employment lands, the OCP vision for the
area, its location in the historic centre of Port Moody, the proximity to a confirmed rapid transit
station, and identification of a Frequent Transit Development Area to support the focusing of
growth and density are all community and regional benefits. The location is appropriate to support
growth, and municipal and Metro 2040 objectives.
Risk of proliferation of subsequent associated Metro 2040 amendments
When considering an amendment to a regional land use designation, it is important to consider
whether accepting this request will lead to a proliferation of additional associated requests. In the
case of the subject site, it is one of multiple current requested land use designation changes in the
Moody Centre area. The site is bounded by lands that are General Urban to the south, east, and
part of the west, and Conservation and Recreation to the north. The Mill and Timber saw mill is
located to the northwest, but is separated by a road. If the lands are developed and designed
appropriately to minimize potential conflict with the active saw mill across the street, it is unlikely
that the conversion of this site would lead to the proliferation of more applications in the area.
Goal 4 Develop Complete Communities
Meeting housing demand
Metro 2040 supports the development of a diversity of housing supply options within each
community to meet the demands of a growing population. There is currently no specific
development proposal for the subject site, although the OCP indicates mixed -use in the range of 4-
12 storeys. It is not clear what form, tenure or prices the housing units would be, although market
ownership is typical for the area. Multi -family residential development on the site would contribute
to an increased supply of housing close to amenities and rapid transit within the community, an
essential part of building complete communities. Locating higher density development near the
Evergreen Line stations is consistent with this Metro 2040 strategy. Comprehensive planning and
development should consider the entire area and be designed to integrate with the new rapid
transit station to maximize transit utilization and urban design potential.
Metro 2040 supports the development of compact, mixed -use, transit, cycling and walking oriented
communities. Port Moody's new OCP recognizes the potential for revitalizing the Moody Centre
area. It sets the policy basis for the continued evolution of this area to support the completion of
the Evergreen Line in 2016 and to transform the area into a more diverse, mixed use, viable location
through allowing for an increase in the local population base through densification. This vision for
Moody Centre is consistent with Metro 2040's complete community objectives.
Goal 5 Support Sustainable Transportation Choices
Encourage transit, walking and cycling
The intention of Metro 2040 is for a region supported by an efficient transit, walkway, and bikeway
system to reduce vehicle use. Coordinating land use and transportation planning is required to
maximize the benefits from transit investment. This means designing efficient and attractive
Greater Vancouver Regional District - 92
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
Page 7 of 8
stations and integrating surrounding land uses with the transit infrastructure. Where possible, high
density development should be located near rapid transit stations.
The subject site is near a number of bus routes along St. John Street, as well as the Port Moody
West Coast Express Station which provides commuter service to downtown Vancouver, and the
new Evergreen Line Moody Centre Station (mostly built at -grade) which will be completed in mid-
2016. This new rapid transit service is expected to increase transit ridership rates in the surrounding
areas, and is within a 5 minute walk of the site. The proposed amendment is generally consistent
with Metro 2040 objectives to locate higher density development near rapid transit infrastructure.
ALTERNATIVES
L. That the GVRD Board:
a) Initiate the regional growth strategy amendment process for the City of Port Moody's
proposed amendments for the Moody Centre Transit -Oriented Development Area and
Murray Street Boulevard Area;
b) Give first and second readings to "Greater Vancouver Regional District Regional Growth
Strategy Amendment Bylaw No. 1209, 2014"; and
c) Direct staff to notify affected local governments as per Metro Vancouver 2040: Shaping our
Future section 6.4.2.
Z. That the GVRD Board decline the City of Port Moody's proposed amendments to Metro
Vancouver 2040: Shaping our Future for the Moody Centre Transit -Oriented Development Area
and Murray Street Boulevard Area.
FINANCIAL IMPLICATIONS
There are no financial implications for either of the alternatives presented.
REGIONAL PLANNING IMPLICATIONS
This requested amendment to Metro 2040 by the City of Port Moody is a Type 3 minor amendment.
If the GVRD Board chooses Alternative 1, initiates the amendment process, and gives 15t and 2nd
Reading to Regional Growth Strategy Amendment Bylaw No. 1209, 2014 (Attachment 5),
notification will be sent to affected local governments, a notice will be placed on the Metro
Vancouver website and an opportunity to comment will be provided. The application could return
to the Board in autumn 2014 with an opportunity to consider comments received and possible
adoption of the Bylaw.
If the GVRD Board chooses Alternative 2, the proposed amendment to Metro 2040 will not proceed.
Port Moody's Regional Context Statement as presented in the new OCP, now at third reading,
shows the subject site as General Urban. Therefore, if the amendment is declined, Port Moody will
need to make changes to the Regional Context Statement to align it with the Board's decision prior
to submitting it to Metro Vancouver for acceptance.
SUMMARY /CONCLUSION
The City of Port Moody has requested an amendment to Metro 2040 to re -designate the Moody
Centre Transit -Oriented Development Area and Murray Street Boulevard Area from Mixed
Employment and Industrial to General Urban and to add a Frequent Transit Development Area on
part of the site.
Greater Vancouver Regional District - 93
Metro Vancouver 2040: Shaping our Future Amendment Request from the City of Port Moody —
Moody Centre Transit -Oriented Development Area and Murray Street Boulevard Area
Regional Planning and Agriculture Committee Meeting Date: July 4, 2014
Page 8 of 8
The request is a Type 3 minor amendment to the Metro 2040 bylaw, requiring an affirmative
weighted vote by the GVRD Board. Port Moody is also requesting other amendments to Metro
2040, which are being processed separately.
The 20.5 acre site currently contains various older buildings which are used as light industrial and
for various forms of commercial activities. Although no detailed planning work has yet been
completed for the area, Port Moody proposes a mixed -use development of between 4-12 storeys,
signaling the intent for higher density, transit -oriented development. Although the requested
amendment will result in a loss of 8.3 hectares of Industrial and Mixed Employment lands, the OCP
vision for the area, its location in the historic centre of Port Moody, the proximity to a confirmed
rapid transit station, and identification of a Frequent Transit Development Area to support the
focusing of growth and density are all community and regional benefits. The location is appropriate
to support growth, and municipal and Metro 2040 objectives.
Staff recommends Alternative 1, that the requested amendment process be initiated. Staff supports
the opportunity for municipalities and other agencies to provide comment through the notification
process. The proposed amendment provides significant benefit to Port Moody and is generally
consistent with Metro 2040's goals and objectives.
Attachments (Doc. #9606577):
1. City of Port Moody Proposed Official Community Plan — Map 1: Overall Land Use Plan (Bylaw
2955 — 3rd Reading, April 22, 2014).
2. City of Port Moody Proposed Official Community Plan — Map 11: Evergreen Line Sub -Areas
(Bylaw 2955 — 3rd Reading, April 22, 2014).
3. Map of City of Port Moody Requested Moody Centre TOD Area and Murray Street Boulevard
Area Metro 2040 Regional Land Use Designation Amendment,
4. Letter to Chris Plagnol, Acting Corporate Officer, Metro Vancouver, from Kelly Ridley, City Clerk,
City of Port Moody, dated June 2, 2014 titled: "Request for Amendments to Regional Growth
Strategy Resulting from Proposed Changes to the City of Port Moody's Official Community
Plan", with attachments:
a. City of Port Moody Council Report dated May 4, 2014, titled: "Request for Regional Growth
Strategy Amendment —Moody Centre Transit -Oriented Development", passed by Council
on May 13, 2014.
b. City of Port Moody Council Report dated May 4, 2014, titled: "Request for Regional Growth
Strategy Amendment —Murray Street Boulevard Area", passed by Council on May 13, 2014.
5. Draft Greater Vancouver Regional District Regional Growth Strategy Amendment Bylaw No.
1209, 2014.
9606562
Greater Vancouver Regional District - 94
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Attachment 4
PURI MOODY
,,,ITY OF THE ARTS
File No: 13-6430-�$
Chris Piagnol
Acting Corporate Officer, Metro Vancouver
4330 Kingsway
Vancouver, 10 VbH 4G8
Dear Mr. Plagnoi:
It hIeWpofI ru, Hox -I6, rat P,9o� uY' PA ,V.3f1-I£i; k-anAtia
Cl a 04,469,4: 00 Fax (Jc14 (t 9,4550
wtxmipomnoody,®
Vie; Request for A,merrdments tt� regional Growth Strategy f�esulting from Proposed
Changes to the City of Port Moody's Official Community Plan
"his is to advise that a# tii� Regular Council meeting of Moy 13, 2A14, Port Moody City Council
passed the following resolutions.
THAT the Metro Vancsruver hoard he requested to atlrerld the f�egional Growth
Strategy by changing the regional land use designation of the Andres Wines site
from Industrial to General Urban and that this report be forwarded to Metro
Vancouver as part of this request.
THAT the Metre Vancouver Board be requested to .amend the 0egiortal Growth
Strategy by changing the regional land use r Areas and 3
identified in the Murray Street Boulevard In Attachment f of this report from
Industrial to General Urban and Mixed Employment to General urban,
respectively, and that this report be forwarded to the Metro Vancouver Board as
part of this request,
THAT
the Metro Vancouver hoard be requested to amend the Regional Growth
Strate�ryby changing the reglortal land use designation pf the Sprincd 5#teat
properties identified in Attachment 1 of this report from Mixed Employment to
General urban and that this report be forwarded to .the Metro Vancouver Board as
part of this request.
o4cuFnen# �27373t1
Greater Vancouver Regional. District - 98
request for Amendments to Regional Growth Strategy resulting from Proposed Changes to the City of
Port Moody's Official Community Plan
June 2, 2014
council requests that Metro Vancouver consider amending the Regional Growth Strategy as
outlined in the three attached reports dated May 4, 2014 from Mary De Paoli, Acting General
Manager of Development Services.
Should you t7ave any cjRaestions or require further information, plTzase contact Mary De Paoli
directly at 604-4694-702 or rndeL)�abliqrtm000 ca,
Yours trui�;
i�eily R'
City CIE
cc Heather McNell, Regions) Planning Division Manager, Metrr� Vancouver (via email}
Eric Aderneck, Senior Regional Planner, Metro Vancouver (via email)
Kevin Ramsay, City Manager (via email)
Mary De Paoli, Acting General Manager of Development Services (via email)
2
Greater Vancouver Regional District - 99
Attachment 4a
Date:
Submitted by:
Subject:
May 07, 2014
City of Port Moody
Report/Recommendation to Council
File No. 6430-08
Development Services —Planning Division
Request for Regional Growth Strategy Amendment — Moody Centre
Transit -Oriented Development Area
Purpose
To seek Council endorsement for a request to amend the Regional Growth Strategy, Metro
2040, for a portion of Spring Street to reflect this area's new Moody Centre Transit -Oriented
Development designation in Official Community Plan Bylaw No. 2955, now at Third Reading,
Background
At the April 22, 2014 Regular Council meeting, the following motions were passed:
THAT City of Port Moody Official Community Plan Bylaw, 2014, 2955, being a
bylaw to adopt an Official CAttwtuAft flan for the City of Port Moody be now read
a third time.
THAT pursuant to Section fi66 of the Local Go✓ernment Act, the City of Port
Moody Official Community Plan Bylaw, 2014, No. 2955, be submitted to the Metro
Vancouver Board for acceptance of the Regional Context Statement.
THAT the Regional Growth Strategy Amendment Process associated with the
policies and land use designations in Official Community Plan Bylaw, 2014 No,
2955 be initiated.
As there are four Regional Growth Strategy (RGS) land use designation amendments (all Type
3) associated with OCP Bylaw No. 2955, each is being submitted separately, as Metro
Vancouver will process these concurrently with separate reports/bylaws in order to allow for
individual consideration and decisions.
As per the Regional Growth Strategy Procedures Bylaw No: 1148, any member municipality
may request an amendment to the RGS. Such requests shall be submitted to Metro Vancouver
accompanied by a resolution of the member municipal Council endorsing the requested
amendment and a report explaining the purpose of and rationale for the requested amendment.
Analysis
OCP and RGS Land Use Designations
A map showing the location of the subject properties is included as Attachment 1. The area
includes those properties on the north side of Spring Street between Moody Street and
Electronic Avenue. It is bounded on the north by the Canadian Pacific Railway right-of-way and
the Evergreen Line guideway. This area also encompasses the proposed Moody Centre
SkyTrain station and the existing West Coast Express commuter train station. This portion of
Spring Street was designated in the 2000 and 2011 OCPs as Industrial Business. As part of the
#270832 Greater Vancouver Regional bistrict - 100
ReporttRecommendation to Council
Request for Regional Growth Strategy Amendment — Moody Centre Transit -Oriented
Development Area
May 07, 2014
updated OCP (Bylaw No. 29551, the land use designation for this area has changed to Moody
Centre Transit -Oriented Development which applies to the development of a higher density mix
of residential, retail, office, services, civic, institutional, recreational and.cultural uses within a
400 metre radius of the proposed station. A maximum of 12 storeys is generally permitted
within this area, however, additional density and height allowances will be considered in
exchange for the provision of community open space.
The RGS designation for this portion of Spring St. is Mixed Employment which is intended for
industrial, commercial and other employment related uses to help meet the needs of the
regional economy. Residential uses are not intended for RGS Mixed Employment areas. The
new OCP Moody Centre Transit -Oriented Development land use designation for this area
includes residential and therefore necessitates an amendment to the RGS to change the
regional land use designation from Mixed Employment to General Urban, The RGS designation
General Urban is defined as "areas intended for residential neighbourhoods and centres and
are supported by shopping, services, institutions, recreational, facilities and parks."
The Moody Centre Transit -Oriented Development Area which includes the subject properties is
also identified as a new Frequent Transit Development Area (FTDA) in the updated OCP.
The current and proposed land use designations for the north side of Spring St. identified in the
Moody Centre Transit -Oriented Development area in Attachment 1 are summarized below:
Proposed
OCP Designation:
oody Centre Transit
-Oriented Development
Current RGS Designation:
Mixed Employment
Requested
RGS Designation
Change:
General Urban — approx.3.5
ha
Proposed
Development:
Nospecific development
application,
OCP Vision/Rationale for the Moodv Centre Transit -Oriented Development Area
The subject properties are part of a larger area designated as Moody Centre Transit -Oriented
Development. They include properties along the north side of Spring St. between Moody Street
and Electronic Avenue which are currently occupied by a mix of small scale commercial and
light industrial uses. No residential uses currently exist here. As part of the updated OCP, a_
new vision for this area has been created which sees it redevelop with an increased
concentration of commercial/office and residential uses and the proposed Moody Centre transit
station at its core. The rationale for this vision is summarized below:
Capitalizing on the area's proximity to the Moody Centre Evergreen Line station and the
West Coast Express station (within 100400 metres) to promote transit -oriented
development;
• Expanding the range of employment generating uses to include commercial, office, civic,
institutional, recreational and cultural uses;
® Establishing a residential population to support local businesses; and
® Co -locating a wide range of uses within a 5 minute walking distance to a transit and
commuter train station to reduce reliance on vehicles.
Greater Vancouver Regional District - 101 2
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment — Moody Centre Transit -Oriented
Development Area
May 07, 2014
An excerpt of OCP Bylaw No. 2955 outlining the vision for the Moody Centre Transit -Oriented
Development area is included as Attachment 2.
Timeline for RGS amendment process
Potential timeline targets for the RGS amendment process associated with this request are
outlined below:
Daft �
Stepn
RGS�mendmerit
Process __r
May 14
Formal RGS amendment request submitted
June 20
Referral to Regional Planning Advisory Committee for comment
July 4
Review by Regional Plannina & Agriculture Committee
July 25
Presentation of RGS amendment bylaw to Metro Vancouver Board and
initiation of notification and comment period to affected local governments
(typically 30 days but may be extended to mid/late September given the
summer break
End of July
Submission of Regional Context Statement start of 120 day responseperiod)
October
Metro Vancouver Board consideration of RGS amendment bylaw final
readings (acceptance/denial)
Metro recommends that the Regional Context Statement be submitted for Metro Board
consideration after the RGS amendment process has been initiated by the Board. The RGS
amendment bylaw, with comments received from the notification process, could then go back to
the Regional Planning & Agriculture Committee and Board for consideration of final bylaw
readings, and if successful, also acceptance of the RCS. This sequencing will ensure that both
processes can be completed in a timely and efficient manner.
The requested regional land use change for the identified properties is considered to be a Type
3 minor amendment to the RGS, requiring that an RGS amendment bylaw receive an affirmative
50%+1 weighted vote by the Metro Vancouver Board at every reading, including adoption, in
order to proceed. Adoption of this RGS amendment, as well as the three other requested
amendments associated with OCP Bylaw No, 2955, and the RCS would happen at the same
Board meeting. This could occur in October and Council could adopt the OCP thereafter,
if not all four of the proposed RGS amendments are approved by the Metro Vancouver Board, a
new RCS would need to be submitted. Depending on the nature of the resulting changes to the
proposed OCP, an additional municipal public hearing process may be required. This would
impact the timing of the OCP's final adoption.
Communications
Official Community Plan Bylaw No. 2955 is the result of a series of public input opportunities
including a design charrette, a survey and feedback form, 6 public input sessions, four town hall
meetings and hundreds of email and written submissions. A Public Hearing on Bylaw No. 2955
was held on April 22, 2014.
Greater Vancouver Regional District - 102 3
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment — Moody Centre Transit -Oriented
Development Area
May 07, 2014
The RGS amendment requested in this report involves review by relevant Metro committees
and Metro Board initiation of a notification and comment period to affected local governments.
The requested regional land use change for the Mill and Timber site is considered to be a Type
3 minor amendment to the RGS which does not require a regional public hearing.
Budgetary Impact
The OCP Update process has been funded through the Development Services operating
budget which has now been spent.
Council Strategic Plan Objectives
The 2012 OCP update process is consistent with the goals of Planning for the Future and
Engaging the Community highlighted within the 2012 Port Moody Council Strategic Plan,
Sustainability Implications
When completed, the updated OCP will provide a renewed vision for the future of areas affected
by the Evergreen Line that is transit -oriented, allowing people to drive less and walk, cycle and
use transit more.
Policy Implications
The updated Official Community Plan will provide policies to guide the long term future of the
City of Port Moody regarding land use.
Alternatives
As directed by Council.
Recommendations
THAT the Metro Vancouver Board be requested to amend the Regional Growth Strategy by
changing the regional land use designation of the Spring Street properties identified in
Attachment 1 of this report from Mixed Employment to General Urban and that this report be
forwarded to the Metro Vancouver Board as part of this request.
Greater Vancouver Regional District - 103 �
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment - Moody Centre Transit -Oriented'
Development Area
May 07, 2014
Prepared Cry -
Mary De Paoli, MCIP
Acting General Manager of Developm_.._
Services
City Manager
Colrporate Review = It��t�als
Corporate Services (Human Resources, Information Services, Legislative Services)
Corporate Communications
---- - --I& I. - -- - -- .... - -- - -- .. _...._........._ ...__..._._..- --
Financial Services
---- .... - - --- _ .. _._. _ .
Community Services (Cultural Services, Facilities, Recreation)
Engineering and Parks Services (Engineering, Parks, Operations)
Fire Rescue
Library R
Development Services (Planning, Building, Bylaws & Licencing) f
Sustainability
Police i
Regular Council Meeting Date: May 13, 2014
Greater Vancouver Regional District - 104
ATTACHMENT—
15.5.E MOODY CENTRE STATION
TRANSIHRIENTED DEVELOPMENT
The focal point of this area is the proposed Moody Centre.station,
An increased concentration of commercial and residential uses
is located here and Identified as those properties designated
as Moody Centre Station Transit -Oriented Development,
This designation calls.for the development of higher density,
mixed use, pedestrian friendly development within a 400 metre
radius of the proposed station. Building forms include low
and mid rise forms and a mix of residential, retail, office, service,
civic, institutional, recreational and cultural uses, A variety
of building heights is permitted to a maximum of 12 storeys.
Lot consolidation Into a minimum of one acre parcels is
encouraged as part of any rezoning. Additional density
and height allowances will be considered in exchange for
community open space designations.
The vision for this area includes;
• Creat(ng flexible outdoor spaces that can accommodate a
variety of uses
• The creation of urban plazas and the careful orientation of
uses around this public space
• Integration of public art into public spaces
• Providing mid -block pedestrian/cyclist links along longer
blocks to break down the scale of the block and create 1
additional links to provide.access from existing streets to
existing and planned amenities
• Encouraging opportunities to integrate mini parks as part of
larger developments
• Encouraging a range of housing options — housing that is
accessible, affordable, and suitable for all income levels,
seniors, families and those with mobility challenges
• Encouraging upper floors to be set back from St. Johns Street
• Providing weather protection and pedestrian scaled amenities
to facilitate walking
• Providing at -grade shops and services creating active edges
• Encouraging a significant amount of employment related uses
in upper storeys
• Incorporating landmark features as part of larger scale
developments
• Careful attention to incorporating landscaping to create a
softer, green edge to the built environment
• View corridors shall be encouraged as part of any new
development application for this area
• All new developments will include parking to support their
own building, commuter parking and visitor parking for
Rocky Point Park.
90 Chapter 15; PJetghbourhvod Plan Arevs
6 r�
TRAY STREET ti MURRAY STREET
City of Port R9oody U(fictal Community Plnn tJylaw No, 2955
Greater Vancouver Regional District - 106
Attachment 4b
Date;
Submitted by;
Subject;
May 04, 2014
City of Port Moody
Report/Recommendation to Council
File No. 6430-08
Development Services —Planning Division
Request for Regional Growth Strategy Amendment — Murray Street
Boulevard Area
Purpose
To seek Council endorsement for a request to amend the Regional Growth Strategy, Metro
2040, for the Murray Street Boulevard area to reflect its new Mixed Employment designation in
Official Community Plan Bylaw No. 2955; now at Third Reading.
Background
At the April 22, 2014 Regular Council meeting, the following motions were passed:
THAT City of Port Moody Official Community Plan Bylaw, 2014, 2955, being a
bylaw to adopt an Official Community Plan for the City of Port Moody be now read
a third time.
THAT pursuant to Section 866 of the Local Government Act, the City of Port
Moody Official Community Plan Bylaw, 2014, No. 2955, be submitted to the Metro
Vancouver Board for acceptance of the Regional Context Statement.
THAT the Regional Growth Strategy Amendment Process associated with the
policies and land use designations in Official Community Plan Bylaw, 2014 No.
2955 be initiated.
As there are four Regional Growth Strategy (R('S) land use designation amendments (ail Type
3) associated with OUP Bylaw No. 2955, each is being submitted separately, as Metro
Vancouver will process these concurrently with separate reports/bylaws in order to allow for
individual consideration and decisions.
As per the Regional Growth Strategy Procedures Bylaw No. 1148, any member municipality
may request an amendment to the RGS. Such requests shall be submitted to Metro Vancouver
accompanied by a resolution of the member municipal Council endorsing the requested
amendment and a report explaining the purpose of and rationale for the requested amendment.
Analysis
� OCP and Regional Land Use Desi_ nag tions
A map showing the location of the Murray Street Boulevard area is included as Attachment 1.
The area extends approx. 1 km along the south side of Murray Street from Mary St. eastward to
Electronic Avenue. It is bounded on the south by the Canadian Pacific Railway right-of-way and
the Evergreen Line guideway and to the north by Rocky Point Park. The entire Murray Street
Boulevard area was designated in the 2000 and 2011 OCPs as Industrial Business. As part of
the new OCP (Bylaw No, 2955), the land use designation for this entire area has changed to
EbMS4270816MwRequest_ for _RG n Murra t Bo le a
T?ne TJa'k uve-ftsegiona� 6istrict - 107
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment -- Murray Street Boulevard Area
May 04, 2014
Mixed Employment which applies to the development of a combination of uses including light
industrial, commercial, office as well as residential. Redevelopment up to a maximum of 6
storeys is permitted, provided that the first storey includes employment related non-residential
uses.
The RGS designation for the western section of the Murray Street Boulevard (Area A in
Attachment 1) is Industrial which applies to areas primarily intended for heavy and light
industrial activities. Limited commercial uses that support industrial activities are considered
appropriate; however, residential uses are not intended within RGS Industrial areas. As a
result, the new OCP Mixed Employment designation for Area A necessitates an RGS
amendment to change the RGS designation from Industrial to General Urban. The RGS
General Urban designation applies to "areas intended for residential neighbourhoods and
centres and are supported by shopping, services, institutions, recreational, facilities and parks."
The RGS designation for the eastern section of the Murray Street Boulevard (Area B in
Attachment 1) is Mixed Employment which is intended for industrial, commercial and other
employment related uses to help meet the needs of the regional economy. Residential uses are
not intended for RGS Mixed Employment areas. The new OCP Mixed Employment designation
for Area B does include residential uses and therefore necessitates an RGS amendment from
Mixed Employment to General Urban fbr this area.
The current and proposed land use designations for Areas A and B in the Murray Street
Boulevard area are summarized below:
Proposed OCP Designation:
Mixed Employment
Current RGS Designation:
Industrial
Requested RGS Designation
Change:
General Urban - approx.0.67 ha
Proposed Development:
Nospecific development application.
Proposed OCP Designation:
Mixed Employment
Current RGS Designation:
Mixed Employment
Requested RGS Designation
Change:
General Urban — approx.3.7 ha
Proposed Development:
Nospecific development a lication.
OCP Vision/Rationale for the Murray Street Boulevard
The Murray Street Boulevard area is currently occupied by a strip of small scale light industrial
uses along a busy arterial, Murray Street, which serves as a major commuter route for traffic
between the northeast sector and Burnaby/Vancouver. As part of the updated OCP, a new
vision for this area has been developed which sees the area evolve into an attractive,
pedestrian friendly environment with a mix of uses including light industrial, commercial, office,
as well as residential. The rationale for this vision is summarized below:
Recognition of property constraints in this area including small lot configurations with
shallow depths (41-53 metres) and the limitations this imposes on future light industrial
growth;
• Expanding the range of employment generating uses in the area to include commercial
and office uses, in addition to light industrial;
Greater Vancouver Regional District - 108
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment — Murray Street Boulevard Area
May 04, 2014
• Establishing a residential population to support local businesses;
• Codocating residential, employment, commercial and recreational activities to reduce
reliance on vehicles;
• Capitalizing on the area's proximity to the Moody Centre Evergreen Line station (within
100-400 metres) to promote transit -oriented development;
• Capitalizing on the area's proximity to Rocky Point Park and the setting's status as a
desirable place to work, live and play.
An excerpt of OCP Bylaw No. 2955 outlining the vision for the Murray Street Boulevard and
supporting policies is included as Attachment 2.
Timeline for RGS amendment process
Potential timeline targets for the RGS amendment process associated with this request are
outlined below:
late.
=Step in RG:S Arraeridment
Process�—
_ „
May 14
Formal RGS amendment request submitted
June 20
Referral to Regional Planning Advisory Committee for comment
July 4
Review by Regional Planning & A riculture Committee
July 25
Presentation of RGS amendment bylaw to Metro Vancouver Board and
initiation of notification and comment period to affected local governments
(typically 30 days but may be extended to mid/late September given the
summer break
End of July
Submission of Regional Context Statement start of 120 day responseperiod)
October
Metro Vancouver Board consideration of RGS amendment bylaw final
readings (acceptance/denial)
Metro recommends that the Regional Context Statement be submitted for Metro Board
consideration after the RGS amendment process has been initiated by the Board. The RGS
amendment bylaw, with comments received from the notification process, could then go back to
the Regional Planning & Agriculture Committee and Board for consideration of final bylaw
readings, and if successful, also acceptance of the RCS. This sequencing will ensure that both
processes can be completed in a timely and efficient manner.
The requested regional land use changes for the Murray Street Boulevard area are considered
to be Type 3 minor amendments to the RGS, requiring that an RGS amendment bylaw receive
an affirmative 50%+1 weighted vote by the Metro Vancouver Board at every reading, including
adoption, in order to proceed. Adoption of this RGS amendment, as well as the three other
requested amendments associated with OCP Bylaw No. 2955, and the RCS would happen at
the same Board meeting,
1 This could occur in October and Council could adopt the OCP
thereafter.
If not all four of the proposed RGS amendments are approved by the Metro Vancouver Board, a
new RCS would need to be submitted. Depending on the nature of the resulting changes to the
proposed OCP, an additional municipal public hearing process may be required. This would
impact the timing of the OOP's final adoption.
Greater Vancouver Regional District - 109 3
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment — Murray Street Boulevard Area
May 04, 2014
Communications
Official Community Plan Bylaw No. 2955 is the result of a series of public input opportunities
including a design charrette, a survey and feedback form, 6 public input sessions, four town hall
meetings and hundreds of email and written submissions. A Public Hearing on Bylaw No. 2955
was held on April 22, 2014.
The RGS amendment requested in this report involves review by relevant Metro committees
and Metro Board initiation of a notification and comment period to affected local governments.
The requested regional land use change for the Mill and Timber site is considered to be a Type
3 minor amendment to the RGS which does not require a regional public hearing.
Budgetary Impact
The OCP Update process has been funded through the Development Services operating
budget which has now been spent.
Council Strategic Plan Objecfiives
The 2012 OCP update process is consistent with the goals of Planning for the Future and
Engaging the Community highlighted within the 2012 Port Moody Council Strategic Plan,
Sustainability Implicafiions
When completed, the updated OCP will provide a renewed vision for the future of areas affected
by the Evergreen Line that is transit -oriented, allowing people to drive less and walk, cycle and
use transit more.
Policy Implicafiions
The updated Official Community Plan will provide policies to guide the long term future of the
City of Port Moody regarding land use.
Alternatives
As directed by Council.
Recommendations
THAT the Metro Vancouver Board be requested to amend the Regional Growth Strategy by
changing the regional land use designations for Areas A and B identified in the Murray Street
Boulevard in Attachment 1 of this report from Industrial to General Urban and Mixed.
Employment to General Urban, respectively, and that this report be forwarded to the Metro
Vancouver Board as part of this request.
Greater Vancouver Regional District - 110 �
Report/Recommendation to Council
Request for Regional Growth Strategy Amendment — Murray Street Boulevard Area
May 04, 2014
Prepared by Approved for Submission to Council
rvtary De Paoli, MCIP
Kevin ms1.ay..-
Acting General Manager of Development -
City Manager
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Engineering and Parks Services (Engineering, Parks, Operations)
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Regular Council Meeting Date: May 13, 2014
- Greater Vancouver Regional District - 111 5
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3.Opportunities forth e creation of a Cultural Plaza will be
pursued on city -owned land around the existing Arts Centre
with consideration of a range of uses Including residential,
retail, performance/cultural centre.
1DDA MURRAY STREET BUULEVARU
A new Mixed Employment land use designation has been applied
to the south side of Murray Street between Mary Street and
Electronic Avenue.This designation includes the development
of a combination of uses including light industrial, commercial,
office and residential.
In this area;
1. Building forms up to 6 storeys are permitted provided that the
first storey consists of employment related non-residential
uses. Second storey job space is strongly encouraged where
feasible and where such uses are compatible with adjacent
residential uses.
2. Above 2 storeys upper floors will be set back from Murray
Street to provide opportunities for outdoor spaces and
allow a buffer from street level activities.
3. Weather protection along the building face fronting Murray
Street is encouraged as are other pedestrian scaled amenities
in order to facilitate walking and provide an attractive
pedestrian environment.
4. Lot consolidation for new development in the Murray Street
Boulevard sub -area is encouraged to reduce the number
of driveways off of Murray Street and provide for a more
continuous pedestrian environment.
88 Chapter l5—Neighbourhood Plun rUpvs
EllW
�7
OUR
5, Opportunities for additional N-S pedestrian connections
between Murray St and the proposed Moody Central station
will be pursued as part of new development in this area.
6. As part of new development, focus will be placed on improving
Murray Street so that it is more accessible, safe and attractive
for pedestrians and cyclists(of all ages and abilities. These
improvements include, but are not limited to, designated
continuous bike lanes, continuous sidewalks, street furniture,
public art, traffic calming measures and additional
signalized crossings.
7. For new development, access to the properties on the south
side of Murray Street is required through rear larieway access.
Cih,� ofPort A7oody Off�da(Community Plan 8yfaw No. Z955
Greater Vancouver Regional District - 113
Attachment 5
GREATER VANCOUVER REGIONAL DISTRICT
REGIONAL GROWTH STRATEGY AMENDMENT BYLAW NO. 12095 2014
A Bylaw to Amend
Greater Vancouver Regional District Regional Growth Strategy Bylaw No.1136, 2010.
WHEREAS the Board of the Greater Vancouver Regional District adopted the Greater Vancouver
Regional District Regional Growth Strategy Bylaw No. 1136, 2010 on July 29, 2011;
AND WHEREAS the Board wishes to amend the official regional land use designation maps in Metro
Vancouver 2040: Shaping our Future, the regional growth strategy;
NOW THEREFORE, the Board of the Greater Vancouver Regional District in open meeting assembled
enacts as follows:
1. The Greater Vancouver Regional District Regional Growth Strategy Bylaw No. 1136, 2010 is
hereby amended:
a) By revising the official regional land use designation maps numbered 2, 3, 4, 6, and 12, to
record the changes in regional land use designations described in the table below and
shown in Schedule A of this Bylaw;
SITE DESCRIPTION
From DESIGNATION
To DESIGNATION
Affected Land
Area (approx.)
Moody Centre Transit Oriented
Mixed Employment
General Urban
7.2 hectares
Development Area and Murray
Street Boulevard Area
Moody Centre Transit Oriented
Industrial
General Urban
1.1 hectares
Development Area and Murray
Street Boulevard Area
b) By revising the official regional land use designation map number 4 to record the creation of
one Frequent Transit Development Area at Moody Centre as shown in Schedule A of this
Bylaw.
2. The official citation for this bylaw is "Greater Vancouver Regional District Regional Growth
Strategy Amendment Bylaw No. 1209,2014." This bylaw may be cited as "Regional Growth
Strategy Amendment Bylaw No. 1209, 2014."
Greater Vancouver Regional District Regional Growth Strategy Amendment Bylaw No. 1209; 2014
Page 1 of 2
Greater Vancouver Regional District - 114
Read a First time this day of 2014.
Read a Second time this day of , 2014.
Read a Third time this day of , 2014.
Passed and Finally Adopted this day of , 2014.
Chris Plagnol Greg Moore
Acting Corporate Officer Chair
Schedule A - Map of Subject Site
Melro 2040# Shaping Our Future City of Port Moody Amendment Request
er
le
'rfi s vE ✓ t
P
Murray St � �2_ � �T� g� FINE
Murray
Clarke St a K T -7.77�•°�< .s
a
y E St Johns Sit
L { a�
St Andrews St —
,It George St st George st
City of ;; Mixed Employment to General Urban N
Port Moody Industrial to General Urban
Proposed Frequent Transit Development Area
Greater Vancouver Regional District Regional Growth Strategy Amendment Bylaw No. 1209, 2014
9606577 Page 2 of 2
Greater Vancouver Regional District - 115