POST-EARTHQUAKE SOLID WASTE MANAGEMENT STRATEGY (For the City of Vancouver and the Surrounding Area)

Total Page:16

File Type:pdf, Size:1020Kb

POST-EARTHQUAKE SOLID WASTE MANAGEMENT STRATEGY (For the City of Vancouver and the Surrounding Area) POST-EARTHQUAKE SOLID WASTE MANAGEMENT STRATEGY (for the City of Vancouver and the Surrounding Area) by MARGARET WOJTAROWICZ B.A.Sc, The University of Waterloo, 1997 A THESIS SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF APPLIED SCIENCE in THE FACULTY OF GRADUATE STUDIES (Department of Civil Engineering, Pollution Control and Waste Management) We accept this thesis as conforming to the required standard THE UNIVERSITY OF BRITISH COLUMBIA March 2000 © Margaret Wojtarowicz, 2000 In presenting this thesis in partial fulfillment of the requirements for an advanced degree at the University of British Columbia, I agree that the Library shall make it freely available for reference and study. I further agree that permission for extensive copying of this thesis for scholarly purposes may be granted by the head of my department or by his or her representatives. It is understood that copying or publication of this thesis for financial gain shall not be allowed without my written permission. Department of Civil Engineering The University of British Columbia Vancouver, Canada Date: March 27, 2000 Abstract The Lower Mainland of British Columbia faces a high risk of a devastating seismic event occurring at any moment. Such damaging earthquakes generate tremendous amounts of disaster debris, and present great challenges for the solid waste management system. Global experience with disasters has indicated that preplanning and mitigation are of substantial value in earthquake response, recovery and reconstruction. The current lack of such measures has extensive socio-economic and environmental repercussions, and grave solid waste management implications. Consequently, a strategy for the cleanup of all solid waste generated during an earthquake, as well as during the recovery stages, was developed for the Lower Mainland. The need for a post-earthquake municipal solid waste management strategy, and a separate strategy for disaster debris is identified. The main feature of the former is the strategy's dependence on the current solid waste management system. The main premise of the latter is the recognition of the similarity in waste characteristics and handling requirements between disaster debris and demolition, landclearing and construction waste. The proposed Post-Earthquake Solid Waste Management Plan (Plan) presents an Action Plan Procedure (Action Plan), recommends Preplanning Actions, and identifies Strategy Options. The Plan also acknowledges the necessity for finalizing an Operational Plan once an earthquake occurs and the damage is known. The Action Plan, which is independent of the magnitude and time frame of an earthquake event, provides a framework for developing the Operational Plan. The Preplanning Actions identify the tasks that should be undertaken prior to an earthquake occurrence, in order to facilitate the recovery effort. The Strategy Options Report (Report) provides a sample waste characterization scheme, an action prioritization scheme, various handling options, and a number of decision-making criteria. Furthermore, the Report proposes a series of procedures that address five damage severity scenarios. In conclusion, the proposed Plan confirms that earthquake related solid waste management issues must be addressed on a regional basis. Unconventional and alternative solid waste management methods should be researched and considered for utility in earthquake recovery. Narrow scope and prescribed methodology are advantageous to the preparation of a management plan. ii Table of Contents Abstract ii List of Tables vii List of Figures vii PART T: INTRODUCTION 1. INTRODUCTION 2 1.1 Overview 2 1.2 Purpose 2 1.3 Objectives 2 1.4 Beneficiaries 3 1.5 Thesis Content 3 1.6 Thesis and Plan Utility 5 PART II: BACKGROUND 2. BACKGROUND - EARTHQUAKES 7 2.1 Seismicity 7 2.1.1 General 7 2.1.1.1 Causes of Earthquakes _ 7 2.1.1.2 The Mechanism of Earthquakes 8 2.1.1.3 Tectonics and Earthquake Documentary Videos 9 2.1.1.4 The Measurement of Earthquakes 10 2.1.1.5 Effects of Earthquakes . 12 2.1.2 Lower Mainland 13 2.1.2.1 Ongoing Seismic Activity 13 2.1.2.2 Earthquake History 18 2.1.2.3 Liquefaction ______ 20 2.1.2.4 Tsunamis 21 2.2 Damaging Effects of Earthquakes 21 2.2.1 Western United States Earthquake Experience 21 2.2.1.1 1906 San Francisco Earthquake 23 2.2.1.2 1965 Seattle-Tacoma Earthquake 23 2.2.1.3 1989 Loma Prieta Earthquake . 23 2.2.1.4 1994 Northridge Earthquake ________ 24 2.2.2 Construction Vulnerable to Earthquake Damage 25 2.2.3 Earthquake Damage Prediction 25 2.2.3.1 Seismic Prediction in Lower Mainland . 26 2.2.3.2 New Westminster Damage Estimate Study , 26 2.2.3.3 San Francisco Damage Estimation , . 27 2.2.3.4 Economic Impact in Lower Mainland . 27 2.2.3.5 Damage in San Francisco and Projection to Greater Vancouver 28 2.2.3.6 GVRD Damage Prediction Study 29 2.3 Conclusion to Background on Earthquakes 30 iii 3. BACKGROUND - SOLID WASTE MANAGEMENT SYSTEM 31 3.1 GVRD Solid Waste Management Plan 31 3.2 Demolition, Landclearing and Construction Waste 33 3.2.1 Current Quantities 33 3.2.2 Waste Sources 33 3.2.3 Waste Composition 33 3.3 Municipal By-Laws Regarding Nuisance Properties 34 3.3.1 Vancouver Charter ' 34 3.3.2 Vancouver By-Law No. 4548: "Untidy Premises By-Law " 35 3.3.3 Cases of Application of Statute 324A of Vancouver Charter 36 3.4 Conclusion to Background on Solid Waste Management System 40 4. BACKGROUND - AUTHORITY AND FUNDING FOR EARTHQUAKE RECOVERY 41 4.1 Authority for Earthquake Recovery 41 4.1.1 Responsibilities of the Three Levels of Government in Disaster Response 41 4.1.2 Federal Government Policy 42 4.1.3 Role and Responsibility of Provincial Government 43 4.1.4 Responsibility for Waste Disposal 45 4.1.5 Responsibility for Disaster Debris Management 46 4.2 Funding for Earthquake Recovery 46 4.2.1 Federal Disaster Assistance 46 4.2.2 Provincial Financial Assistance 47 4.2.2.1 Disaster Financial Assistance Program 48 4.2.2.2 Interpretation of Disaster Financial Assistance Program 49 4.2.2.3 Applicability of Disaster Financial Assistance Program 57 4.2.3 Social Assistance 51 4.2.4 Mutual Aid Agreements 52 4.3 Conclusion to Background on Authority and Funding for Earthquake Recovery 52 PART III: EXISTING PLANS AND METHODOLOGIES 5. EXISTING PLANS AND METHODOLOGIES - CANADIAN PERSPECTIVE 54 5.1 Canadian Disaster Debris Management Report 54 5.2 City of Vancouver Emergency Response Procedures Manual 54 5.3 JELC Disaster Debris Management Report 56 5.4 Emergency Preparedness 57 5.4.1 Sample Emergency Preparedness Plans 57 5.4.2 Provincial Emergency Program 57 5.5 Conclusion to Canadian Perspective of Existing Plans and Methodologies 57 6. EXISTING PLANS AND METHODOLOGIES - UNITED STATES PERSPECTIVE 58 6.1 California Integrated Waste Management Disaster Plan 58 6.2 Environmental Protection Agency Guide 58 6.3 San Francisco Disaster Debris Management Plan 58 6.4 City of Los Angeles Emergency Operations Organization 65 6.5 Conclusion to US Perspective of Existing Plans and Methodologies 66 iv PART TV: RESULTS 7. RESULTS - LESSONS LEARNED 68 7.1 Northridge Earthquake Recovery Documentation 68 7.2 Research Trip to California 68 7.2.1 Purpose of Research Trip 68 7.2.2 Establishing Contacts 69 7.2.3 Itinerary 69 7.2.4 Emergency Preparedness Fair 70 7.2.5 Results 70 7.2.6 Site Tours of Recycling Facilities 79 7.2.7 Demolition and Debris Removal Program Summary 81 7.3 Investigation of White Rock Floods Disaster 82 7.4 Conclusion to Results of Lessons Learned 82 8. RESULTS - LESSONS APPLIED 83 8.1 Debris Quantity Estimation 83 8.1.1 Disaster Debris Committee Estimates 83 8.1.2 Earthquake Recovery Planning Exercise - Gastown Scenario 85 8.2 Disposal Options 86 8.2.1 Disposal in Municipal Solid Waste Landfill 86 8.2.2 Disposal in Demolition, Landclearing and Construction Landfill 87 8.2.3 Recycling 89 8.2.4 Resource Recovery 93 8.2.5 Processing and Composting Green and Wood Waste 95 8.2.6 Handling and Disposal of Hazardous Waste 96 8.2.7 Waste Transfer Facilities 97 8.2.8 Incineration 97 8.2.9 Ocean Disposal 98 8.2.10 Dyke Construction 100 8.2.11 Artificial Reef Construction 101 8.2.12 Land Reclamation and Reshaping 103 8.2.13 Disposal in Earth's Cavities 104 8.2.14 Disaster Debris Disposal Site _ 104 8.2.15 Waste Exchange and Export_ 105 8.3 Vulnerability of Current Solid Waste Management System 105 8.3.1 Stability of Landfills 105 8.3.2 Stability of Vancouver Landfill 106 8.3.3 Waste Transfer Stations 106 8.3.4 Transportation Routes 107 8.4 Conclusion to Results of Lessons Applied 108 v PART V: POST-EARTHQUAKE SOT TP WASTE MANAGEMENT PLAN 9. PLAN - INTRODUCTION 110 10. PLAN - ACTION PLAN PROCEDURE 112 11. PLAN - PREPLANNING ACTIONS 115 12. PLAN - STRATEGY OPTIONS REPORT 130 12.1 Summary 130 12.2 Table of Contents 131 12.3 Introduction 132 12.3.1 Scope of Proposed Strategy 133 12.3.2 Time Dependency of Proposed Strategy 133 12.3.3 Pre-Earthquake Solid Waste Management System 134 12.3.3.1 Pre-Earthquake Solid Waste Generation 134 12.3.3.2 Available Solid Waste Disposal Options 134 12.3.4 Report Organization 135 12.4 Post-Earthquake Solid Waste Composition 136 12.4.1 Post-Earthquake Solid Waste Stream 136 12.4.2 Post-Earthquake Municipal Solid Waste Stream 136 12.4.3 Disaster Debris Waste Stream 137 12.4.3.1 Processed Waste Materials 138 12.5 Post-Earthquake Municipal Solid Waste Management Strategy 139 12.5.1 Principal Strategy for Post-Earthquake Municipal Solid Waste Management 139 12.5.2 Time Aspect of Post-Earthquake Municipal Solid Waste Management Strategy 139 12.5.3 Vulnerability of
Recommended publications
  • Vulnerability Assessment of Arizona's Critical Infrastructure
    Leadership in Sustainable Infrastructure Leadership en Infrastructures Durables Vancouver, Canada May 31 – June 3, 2017/ Mai 31 – Juin 3, 2017 SCOUR IN COMPLEX BRIDGE PIERS: FRASER AND PADMA RIVERS Jose A. Vasquez1,2, Kara I. Hurtig1, Matt S. Gellis1, Andre Zimmerman1, Bruce W. Walsh1. 1 Northwest Hydraulic Consultants Ltd. (NHC), North Vancouver, British Columbia, Canada 2 [email protected] ABSTRACT The construction of complex bridge piers in large sand-bed rivers has become increasingly common. These piers are made by driving or boring a group of piles deep into the riverbed and then connecting them by a pile cap on top, over which the stem of the pier supporting the deck is located. In contrast with conventional footings, the pile cap is located high above the riverbed and close to the water surface, functioning also as protection against ship collision. The combination of several piles, pile cap and stem above the riverbed gives the pier a complex geometry, which does not easily fit with the simple geometry commonly assumed by most scour prediction equations; hence the need for mobile-bed physical modelling in order to determine scour depths for design purposes. We report the results of several complex piers scour experiments carried out at Northwest Hydraulic Consultants’ laboratory including the Golden Ears Bridge, Port Mann Bridge and Pattullo Bridge in the Fraser River, British Columbia and the Padma River Bridge in Bangladesh. These pier tests encompass a wide range of conditions such as vertical and inclined piles (diameters from 1.8 to 3.0 m), rectangular, octagonal and dumbbell-shaped pile caps (pile cap lengths between 18 and 60 m), and flow discharges ranging from 2-year to 100-year floods.
    [Show full text]
  • Fall 2011 Baseline Truck Traffic in Metro Vancouver
    Fall 2011 Baseline Truck Traffic in Metro Vancouver Watercrossings, Border Crossings and Top 10 Truck Volume Locations (Weekday, 6AM-10PM) Transportation Committee Map of the Month March 12, 2014 Legend Screenline Volumes Total Vehicles Counted (fall weekday in 2011) Light and Heavy Commercial Trucks Lions Gate Bridge Passenger Vehicles, Motorcycles, 61,000 Vehicles Second Narrows Bridge Transit Vehicles, Bicycles 1% Trucks 120,000 Vehicles Daily Average from Auto Counts (no truck data) 5% Trucks Regional Land Use Designations Burrard Bridge Industrial and Mixed Employment 53,000 Vehicles Cambie Bridge General Urban 2% Trucks 46,000 Vehicles Agricultural, Conservation & Recreation, Rural 2% Trucks Highway 1 - West of Granville Bridge North Road Brunette Ave. - Pitt River Bridge 51,000 Vehicles 103,000 Vehicles South of Highway 1 70,000 Vehicles 1% Trucks 8% Trucks 53,000 Vehicles 6% Trucks 13% Trucks Port Mann Bridge Arthur Laing Bridge 96,000 Vehicles Knight St Bridge 72,000 Vehicles, 2% Trucks 7% Trucks 89,000 Vehicles Golden Ears Bridge Airport Connector Bridge- 19,000 Vehicles, 5% Trucks 8% Trucks Pattullo Bridge 27,000 Vehicles 8% Trucks Moray Bridge- 17,000 Vehicles, 5% Trucks 63,000 Vehicles Oak St Bridge 7% Trucks Dinsmore Bridge- 21,000 Vehicles, 2% Trucks 78,000 Vehicles Queensborough Bridge 3% Trucks 79,000 Vehicles No. 2 Road Bridge- 30,000 Vehicles, 1% Trucks Highway 1 - West of Highway 91 - West of 9% Trucks 176th Street No. 8 Road Alex Fraser Bridge 70,000 Vehicles 82,000 Vehicles 102,000 Vehicles 12% Trucks 10% Trucks 8% Trucks George Massey Tunnel 77,000 Vehicles 7% Trucks Highway 1 - East of 264th Street 59,000 Vehicles 12% Trucks Point Roberts Border Crossing Highway 13 Border Crossing 5,500 Daily Average Highway 99 Border Crossing Highway 15 Border Crossing 4,400 Daily Average No truck data 13,000 Vehicles 13,000 Vehicles No truck data 1% Trucks 14% Trucks A Note About the Border Crossings Highway 99 Border Crossing prohibits all commercial vehicles, but a small number of commercial trucks were observed on the survey day.
    [Show full text]
  • Dodam Bridge
    A GLOBAL BRIDGE World’s Longest Sea Bridge NETWORK SYSTRA has been a world leader in the World’s Longest Floating Bridge fi eld of transportation infrastructure for 60 years. Bridges are a major product SHEIKH JABER AL-AHMAD AL-SABAH CAUSEWAY line and a cornerstone of our technical Kuwait MONTREAL excellence in providing safe, effi cient, PARIS SEOUL and economical solutions. SAN DIEGO EVERGREEN POINT FLOATING BRIDGE World’s Longest Span International Bridge Technologies joined Seattle, Washington Railway Cable-Stayed Bridge NEW DELHI SYSTRA in 2017. The two companies DUBAI have combined their complementary World’s Longest technical expertise to offer specialized Concrete Span engineering services in all facets of bridge TIANXINGZHOU BRIDGE design, construction, and maintenance. China World’s Fastest Design & SYSTRA’s Global Bridge Network consists Construction Supervision on any Metro Project of over 350 bridge specialists deployed 3rd PANAMA CANAL CROSSING worldwide, with Bridge Design Centers Colón, Panama World’s Longest located in San Diego, Montreal, São Paolo, Double Suspension Bridge SÃO PAOLO Paris, Dubai, New Delhi, and Seoul. MECCA (MMMP) METRO Saudi Arabia CHACAO BRIDGE BRIDGE DESIGN CENTERS Chacao, Chile • SERVICES • Tender Preparation • BIM / BrIM • Conceptual Design • Complex Drafting & Specialized Detailing • Pre-Bid Engineering • Realistic Graphics • Proposal Preparation - 3D Renderings - Visual Animation • Specifications Preparation - Construction Sequence Animation • Bids Analysis • Technical Assistance During Construction
    [Show full text]
  • Land for LEASE
    Partnership. Performance. Image Source: Google River Road 1611 Patrick Street 0.912 acres (39,727 SF) Patrick Street Savage Road 1600 Savage Road 1.305 acres (56,846 SF) LAND FOR LEASE Opportunity 1600 SAVAGE ROAD & To lease two properties totalling 1611 PatrICK STREET approximately 2.22 acres of fenced RICHMonD, BC yard area in North Richmond Ryan Kerr*, Principal Angus Thiele, Associate 604.647.5094 604.646.8386 [email protected] [email protected] *Ryan Kerr Personal Real Estate Corporation 1600 SAVAGE ROAD & 1611 PatrICK StrEET RICHMonD, BC Location Property Details The subject properties provide the opportunity to lease up to 2.22 acres of fenced and secured yard space conveniently located off of River Road between Available Land Area Savage Road and Patrick Street, east of No. 6 Road, in north Richmond, BC. This site boasts a central location, with convenient access to Vancouver and the rest 1600 Savage Road 1.305 acres (56,846 SF) of the Lower Mainland via major arterials such as Knight Street, SW Marine Drive, 1611 Patrick Street 0.912 acres (39,727 SF) Highway 91, and Highway 99. Total 2.22 acres (96,573 SF)* Zoning *Approximately I-L (Light Impact Industrial Zone) is intended to accommodate and regulate Lease Rate the development of light impact industry, transportation industry, warehouses, $2.25 PSF Net distribution centres and limited office and service uses. Access Each property has one (1) point of access & Property Features egress • 1600 Savage Road is fenced and paved Available Immediately • 1611 Patrick Street is fenced and compacted gravel • Rare opportunity to lease yard of this size in Richmond Ryan Kerr*, Principal 604.647.5094 DriveD riveTime MapTimes Map [email protected] To Snug Cove To Langdale *Ryan Kerr Personal Real Estate Corporation Cypress Provincial Park ture Bay) par Horseshoe o (De Bay aim Nan To Whytecli HORSESHOE BAY Park Ferry Terminal Whytecli Lynn Headwaters MARINE DR.
    [Show full text]
  • Think Big. Vancouver Think Richmond Industrial Centre
    Think Big. Vancouver Think Richmond Industrial Centre. International Vancouver Airport Richmond Industrial Centre is the largest business park campus in the history of Metro Vancouver, providing over 2.8 million square feet of leasable space in a new 170-acre industrial estate. Highway 91 Richmond Industrial Centre offers a wide range of capacity Westminster Highway and design options suitable for various sizes of business. Highway 99 The current phase of development is 8011 Zylmans Way totaling 500,000 square feet, with anticipated delivery Q2 2021. Blundell Road Facts & Figures Total Area: 2.8 M SF 170 Acres Buildings: 12 Green Space: 40 Acres Employment Jobs Generation: 4,800 Port of Vancouver’s Richmond Logistics Hub Richmond Industrial Centre campus buildings offer state-of-the-art features including: • 36’ clear ceiling heights • 185’ loading courts • 9’ x 10’ dock doors equipped with 40,000 lb • LED lighting hydraulic levelers, seals and bumpers Market-leading design focused on efficiency • ESFR sprinkler systems More – Richmond Industrial Centre incorporates • 55’ x 35’ standard column grid sustainable and innovative design features • 2,000A, 347/600V, 3-phase electrical service to cost-effectively deliver optimum building • 60’ staging bays (additional capacity available) Efficient specifications. • 50’ reinforced concrete loading aprons • High volume destratification fans • 16’ x 16’ drive-in loading doors • Offices built-to-suit • Warehouse floors designed for 750 lbs per • Designed to the latest ASHRAE standards square foot live load Built-To-Suit Key Plan BLUNDELL ROAD 8020 8015 Zylmans By Montrose Pierson Way 8011 Zylmans Way Road 500,000 SF 100% • Site preparation has been progressing rapidly with the recent completion of the LEASED Blundell Road extension.
    [Show full text]
  • Bridging the Infrastructure Gap
    Bridging the Infrastructure Gap A Comparison of Bridge Infrastructure Crossing the Fraser River to Bridge Infrastructure in Four Major Western Canadian Cities By Get Moving BC September 2008 Table of Contents Table of Contents page 2 Executive Summary Page 3 Introduction page 7 Bridges in Western Canadian Cities: An Overview page 9 New Bridge Infrastructure is Being Added page 12 Bridge Traffic Volumes page 15 Traffic Congestion: An Overview page 19 The Cost of Traffic Congestion page 24 Conclusion and Recommendations page 26 Appendix A: Notes on the population and bridges of Edmonton page 30 Appendix B: Notes on the population and bridges of Calgary page 32 Appendix C: Notes on the population and bridges of Winnipeg page 35 Appendix D: Notes on the population and bridges of Saskatoon page 38 Appendix E: Notes on the population and bridges of Portland page 40 Appendix F: Notes on the population and bridges of the Lower Mainland page 44 2 – Bridging the Infrastructure Gap Executive Summary – Bridging the Infrastructure Gap By Get Moving BC – September 2008 Last October, Get Moving BC released a revealing study comparing bridges in the Portland area to bridges in the Lower Mainland. Despite having a significantly smaller metropolitan population than the Vancouver area, the Portland area was found to have significantly more bridges (60% more) and significantly more bridge lanes (75% more) crossing the Willamette River than the Vancouver area has crossing the Fraser River. Now, with our current study, “Bridging the Infrastructure Gap,” we have examined bridge infrastructure in four major western Canadian cities (Calgary, Edmonton, Winnipeg and Saskatoon) to see how well served these cities are compared to the Vancouver area.
    [Show full text]
  • Port Mann/Highway 1 Pre-Design Concepts
    FEEDBACK FORM ON BACK www.gatewayprogram.bc.ca PORT MANN/HIGHWAY 1 PRE-DESIGN CONCEPTS Pre-Design Community Consultation Discussion Guide • February – April 2006 PRE-DESIGN COMMUNITY CONSULTATION : Port Mann/Highway 1 The Ministry of Transportation will conduct community consultation at three design stages: Pre-design Consultation Open House Schedule February – April 2006 Langley: February 18, 2006 Walnut Grove Community Centre The purpose of the pre-design consultation on the Port Mann and 10:00 am – 1:00 pm 8889 Walnut Grove Drive Highway 1 Project is to obtain community and stakeholder feedback on pre-design concepts for improvements to the Port Mann/Highway 1 New Westminster: February 25, 2006 Centennial Community Centre corridor between Vancouver and Langley. The consultation seeks 10:00 am – 1:00 pm 65 East 6th Avenue feedback on goals for interchange upgrades, and draft options for congestion reduction measures such as high occupancy vehicle lanes, Burnaby: March 4, 2006 Burnaby Eight Rinks HOV and transit priority on-ramps, commercial vehicle priority access to 10:00 am – 1:00 pm 6501 Sprott Street on-ramps, potential tolling, and improvements to the cycling network. Burnaby: March 8, 2006 Bonsor Recreation Centre 6:00 pm – 9:00 pm 6550 Bonsor Avenue Preliminary Design Consultation Vancouver: March 25, 2006 Hastings Community Centre 2007 10:00 am – 1:00 pm 3096 East Hastings Street With basic pre-design components determined, consultation on Auditorium preliminary design discusses refi nements to interchanges and accesses, lane use, congestion reduction measures and other key features. Vancouver: March 29, 2006 Roundhouse Community Centre 6:00 pm – 9:00 pm 181 Roundhouse Mews, Great Hall Surrey: April 8, 2006 Guildford Recreation Centre 10:00 am – 1:00 pm 15105 105th Avenue Detailed Design Consultation 2008 Surrey: April 11, 2006 North Surrey Arena Detailed design consultation generally focuses on fewer but more detailed 6:00 pm – 9:00 pm 10275 – 135th Street treatments, such as specifi c interchange and access features, lighting and landscaping.
    [Show full text]
  • Pitt River Regional Greenway CONCEPT PLAN
    Concept Plan A Partnership Project between: GVRD • District of Pitt Meadows • District of Maple Ridge Pitt River Regional Greenway CONCEPT PLAN Table of Contents Summary 4 1.0 Introduction 1.1 What are Greenways? 5 1.2 Plan Purpose 6 1.3 Implementing the Greenway 6 • Planning Process 6 • Land Acquisitions 7 • Implementation Timeline 9 1.4 Regional Significance and Context for the Pitt River Greenway 9 1.5 Pitt River Greenway Objectives 12 • Recreation • Education • Partnerships • Ecosystem Management • Cultural Heritage 2.0 Pitt River Greenway Phase I 2.1 Overview • Context 13 • Existing Use and Conditions 13 • Phase I Issues and Actions 14 2.2 Development Sites • Sawyer’s Landing and River Front Park 15 • Pitt Meadows Airport 15 • Ford Road Staging Area 16 • Ferry Slip Road Staging Area 16 • Connection to Golden Ears Bridge 17 2.3 Ecological Sites 18 3.0 Pitt River Greenway Phase II 3.1 Overview • Context 19 • Existing Use and Conditions 19 • Phase II Issues and Actions 20 3.2 Development Sites • Pitt River Bridge 21 • Alouette River Greenway 21 • Quarry Connection 21 3.3 Ecological Sites 21 4.0 Pitt River Greenway Phase III 4.1 Overview • Context 22 • Existing Use and Conditions 22 • Phase III Issues and Actions 23 4.2 Development Sites • Sturgeon Slough 23 • Grant Narrows Regional Park 23 4.3 Ecological Sites • Pitt Addington Wildlife Management Area 24 5.0 Operations and Management of the Pitt River Greenway 24 References 25 Appendices: Comprehensive Inventory Appendix 1 Regional and Local Setting • Regional setting map • Pitt Meadows
    [Show full text]
  • 8.0 Effects Assessment Methods
    PORT METRO VANCOUVER | Roberts Bank Terminal 2 8.0 EFFECTS ASSESSMENT METHODS This section describes the methods used to assess potential Project-related effects, including cumulative effects. These methods have been developed to meet the requirements specified in the EIS Guidelines and are consistent with existing guidance documents, including the Operational Policy Statement Assessing Cumulative Environmental Effects Under the Canadian Environmental Assessment Act, 2012 (CEA Agency 2013) and Determining Whether a Project is Likely to Cause Significant Adverse Environmental Effects (CEA Agency 1994), the Cumulative Effects Assessment Practitioners’ Guide (Hegmann et al. 1999), and the Guideline for the Selection of Valued Components and Assessment of Potential Effects (EAO 2013), among others. The methods used, including the selection of VCs, allow the full consideration of the factors listed in subsection 19(1) and 19(2) of CEAA 2012, and section 79 of the Species at Risk Act. 8.1 ENVIRONMENTAL ASSESSMENT METHODS The EIS Guidelines, part 1, section 3.1, describe the scope of the proposed Roberts Bank Terminal 2 Project as including the construction, operation, and, where relevant, decommissioning of the Project components and activities listed in the EIS Guidelines, part 2, sections 7.1 and 7.2. A detailed description of Project components (i.e., marine terminal, widened causeway, expanded tug basin) and physical activities to be carried out during Project construction, decommissioning of temporary construction-related facilities, and
    [Show full text]
  • Think Richmond Industrial Centre. International Vancouver Airport
    Vancouver Vancouver International Highway 91 Airport Westminster Highway Think Big. Highway 99 Think Richmond Industrial Centre. Blundell Road Richmond Industrial Centre is the largest business park campus in the history of Metro Vancouver, providing over 2.8 million square feet of leasable space in a new 170-acre industrial estate. Richmond Industrial Centre offers a wide range of capacity and design options suitable for various sizes of business. The current phase of development is Building 4, totaling 300,000 square feet, with anticipated delivery Q1 2021. Port ofRichmond Vancouver’s Logistics Hub 170 Acres SF Facts & Figures2.8 M Total Area: 12 Buildings: SF 300,000 Building 4 40 Acres Green Space: Jobs 4,800 Employment Generation: Richmond Industrial Centre campus buildings offer state-of-the-art features including: • 32’ clear ceiling heights • 185’ loading courts • 9’ x 10’ dock doors equipped with 40,000 lb • LED lighting hydraulic levelers, seals and bumpers Market-leading design focused on efficiency • ESFR sprinkler systems More – Richmond Industrial Centre incorporates • 55’ x 35’ standard column grid sustainable and innovative design features • 2,000A, 347/600V, 3-phase electrical service to cost-effectively deliver optimum building • 60’ staging bays (additional capacity available) Efficient specifications. • 50’ reinforced concrete loading aprons • High volume destratification fans • 16’ x 16’ drive-in loading doors • Offices built-to-suit • Warehouse floors designed for 750 lbs per • Designed to the latest ASHRAE standards square foot live load Built-To-Suit Key Plan BLUNDELL ROAD BUILDING By Montrose BUILDING 3 8 BUILDING 1 100% • Site preparation has been progressing rapidly with the recent completion of the LEASED Blundell Road extension.
    [Show full text]
  • Bridge Crossing Loops – Fraser and Pitt Rivers
    Bridge Crossing Loops – Fraser and Pitt Rivers These Loops include Port Mann Bridge, Golden Ears Bridge, Pitt River Bridge, Alex Fraser Bridge, and Queensborough Bridge. The route follows as many greenways, regional parks and local parks as possible. The spectacular views from the bridge decks are the main focus of these rides. Four of these magnificent bridges are cable-stayed. For maps go to: Composite Google Map Google Earth kml GPX file Loop Mode Dist Brief Notes Suggested parking and access Port Mann – Golden Cycle 43.4 Takes in Colony Farm Regional Park and There is easy parking Ears – Pitt River Loop km Tynehead Regional Park as well as the Pitt at a number of River Greenway, the South PoCo Trail, and locations – upload the the Golden Ears Greenway. There is also Google Map or Google an option to take in the Surrey Bend Earth kml map. Regional Park. Using North PoCo Add The North PoCo Trail option Takes in trails Trail Option 10 along Hoy Creek and the Coquitlam River. km Port Mann – Alex Cycle 50 Takes in Colony Farm Regional Park, Humes Fraser – km Park, New Westminster Quay, Cross Surrey Queensborough Greenway, Green Timbers Forest, Tynehead Loop Regional Park. There is an option to go along the Fraser at the Brunette Fraser Regional Greenway. Complete Loop: Pitt Cycle 74.3 All of the above. The main route is the River – Golden Ears – km orange track that skips the Port Mann Alex Fraser - Bridge. Queensborough To do the 5 bridges in one trip without shuttling adds 17.5 km to the route by going over the Port Mann Bridge twice for a total of 92 km.
    [Show full text]
  • Bchn 1997-98 Winter.Pdf
    MEMBER SOCIETIES Member Societies and their Secretaries are responsible for seeing that the correct address for their society is up to date. Please send any change to both the Treasurer and the Editor at the addresses inside the back cover. The Annual Return as at October 31 should include telephone numbers for contact. MEMBERS’ DUES for the current year were paid by the following Societies: Alberni District Historical Society Box 284, Port Alberni, B.C. V9Y 7M7 Alder Grove Heritage Society 3190 - 271 St. Aldergrove, B.C. V4W 3H7 Arrow Lakes Historical Society Box 584, Nakusp, B.C. VOG 1 RO Atlin Historical Society Box 111, Atlin, B.C. VOW 1 AC Boundary Historical Society Box 580, Grand Forks, B.C. VOH 1 HO Bowen Island Historians Box 97, Bowen Island, B.C. VON 1 GO Burnaby Historical Society 6501 Deer Lake Avenue, Burnaby, B.C. V5G 3T6 Chemainus Valley Historical Society Box 172, Chemainus, B.C. VOR 1KO Cowichan Historical Society RO. Box 1014, Duncan, B.C. V9L 3Y2 District 69 Historical Society Box 1452, Parksville, B.C. V9P 2H4 East Kootenay Historical Association RO. Box 74, Cranbrook, B.C. Vi C 4H6 Gulf Islands Branch, BCHF do A. Loveridge, S.22, C.1 1, RR#1, Galiano. VON 1 P0 Hedley Heritage Society Box 218, Hedley, B.C. VOX 1 KO Kamloops Museum Association 207 Seymour Street, Kamloops, B.C. V2C 2E7 Koksilah School Historical Society 5203 Trans Canada Highway, Koksilah, B.C. VOR 2CC Kootenay Museum & Historical Society 402 Anderson Street, Nelson, B.C. Vi L 3Y3 Lantzville Historical Society do Box 274, Lantzville, B.C.
    [Show full text]