Thank you for your comment.

Transit service in the region is planned, developed, and operated by Translink.  According to the Translink Transport 2050 plan, the Canada Line is not envisioned to be extended to the Steveston Area. That being said, alternate means of getting visitors to Steveston from the City Centre are available and will continue to be explored over the coming years through transit improvements and active transportation network expansion.

Thank you for your question.

An updated cycling network plan was adopted by council last year which included multiple rounds of stakeholder and public consultation leading up to the approval of the plan. The strategy identifies priorities for short, medium and long term cycling network improvements in the city, including regional connections based on the feedback and studies done to enhance the plan.

Thank you for your question.

Overall, while traffic signal coordination can offer benefits in terms of improved traffic flow and efficiency, it also has potential disadvantages such as longer delays for minor street road users, increased vehicle speeds, adversely affect transit vehicles and cyclists and coordination is not as efficient within City Centre intersections where multiple frequent stops are necessary.

In areas where signal coordination cannot be achieved, such as City Centre, all Richmond signals use fully actuated signal timing.  Through a sophisticated detection system, signals are responsive to vehicle, pedestrian and cyclist demand in all directions of traffic flow.  This optimizes efficiency by either extending a green light to clear a platoon of vehicles, or conversely, reducing wait time for vehicles, pedestrians or cyclists stopped at a red light.

The traffic signal at No. 3 Road and Brighouse Bus Mall is a very heavily used pedestrian crossing.  Therefore, traffic signal coordination for vehicles on No. 3 Road would not be beneficial to all road users.

Thank you for your comments.

The Steveston Highway Multi-Use Pathway (MUP) Project -Phase 3 is not proposing cyclists and pedestrians share the road with vehicles. The project provides a separated and protected cycling/pedestrian facility from vehicle traffic. The design is in accordance with provincial safety guidelines for such facilities and achieves the ‘AAA’ (comfortable for all ages and all abilities) standard for cycling infrastructure. A cycling facility on Steveston Highway is identified in the City’s Official Community Plan and TransLink’s Regional Bike Network. Although there are bike lanes on Williams Road, the project will expand the cycling network and connect to more commercial, residential and industrial destinations and regionally to the George Massey Tunnel. 

In terms of the process for the project, Staff assessed the site specific conditions, connectivity to other MUP facilities, available road right-of-way and costs in the selection of a MUP design. This was done in consultation with the public and stakeholders, including HUB Cycling who have endorsed the Steveston Highway Multi-Use Pathway project.

Multi-use pathways and trails in Richmond comprise approximately 50% of the City’s existing cycling network (170 of 340 lane kilometres).  The data on utility of these facilities does not indicate any safety or operational issues for cyclists and pedestrians. The City collects statistics from our bike counters which indicate multi-use pathways are popular in the community.

Thank you for your feedback.

Traffic signals are installed in accordance with established engineering criteria in order to improve the safety and/or efficiency of an intersection and is based on the following considerations: threshold traffic volumes, pedestrian and cyclist crossings, collision history, proximity to other signals, neighbourhood left turn / through egress.

All Richmond traffic signals are fully actuated, meaning that through a sophisticated detection system, they are responsive to vehicle, pedestrian and cyclist demand.   Within set timing minimums and maximums, all Richmond signals are able to extend or cut short a vehicle green light based on the presence or absence of traffic.  This optimizes efficiency by either extending a green light to clear a platoon of vehicles, or conversely, reducing wait time for vehicles stopped at a red light when there is no cross vehicle traffic or pedestrian walk phase.

Further signal efficiency in Richmond is achieved through signal coordination along main corridors during peak AM and PM periods. During coordination, the main street green light timing is coordinated with adjacent signals in the predominant direction of traffic flow. This enables vehicles travelling at the speed limit to have a higher likelihood of being able to pass through successive green lights along a corridor during peak periods.

Thank you for your question.  

Regarding the schedule for the Cambie Road / No. 5 Road intersection improvement project, the detailed design for these works is complete.  However, the addition of the left turn bays and widened sidewalks has resulted in the need to resolve several property issues.  The timeline for resolution of these issues is unknown at this time, but procurement of contractor services for the construction of these works can begin immediately following resolution of these issues. The project is expected to be finished within a year from the start of the procurement process.

Thank you for your question and comment. 

The updated cycling network plan approved last year has envisioned a number of short, medium, and long term arterials to be improved. South of Granville Ave on No. 3 Road will be enhanced when development along the arterial occurs. Other midtown crossings are identified in the plan to connect the north-south corridors in the City.