Year: 2021

FREMP 2.0?

Posted on . by Patrick Johnstone. Leave a comment.

I’m going to try herd not to be too political here, but there has been something brewing that intersects both with my City Council life and my being-a-Professional-Environmental-Scientist life. As is typical in both, I have had several conversations with lots of different people over the last year or more about this, but while I was talking, others were doing, and one of those get-it-done people has put together an event where people who both talk smarter than me and do more than me are going to talk about what needs to be done if we want to be smart about doing things.

I’m talking, of course, about FREMP.

The Fraser River Estuary Management Program was, for almost 30 years, a non-profit agency funded by all three levels of government that supported responsible development and environmental protection along the Fraser River Estuary – essentially from the ocean to the Mission Bridge. Along with a sister agency called the Burrard Inlet Environmental Action Program (“BIEAP”), this was an organization that brought stakeholders together to coordinate planning, protection, and development of the federally-regulated shorelines of the Lower Mainland.

This coordination meant that when there is a change in industrial use along the waterfront, when a community suggested a project like the proposed Pier-to-Landing walkway in New West, or when environmental remediation or compensatory habitat projects are needed, there was a “one counter” approach that allowed a coordinated review by the three levels of government and relevant First Nations. It was easier for each of the government agencies, because they knew where everyone else was on projects. It was easier for proponents because they could speak to one agency and not get mixed messages from different levels of government. It was better for the estuary because impacts and compensation could be coordinated based on a plan that sought to balance the many pressures on the system. As a bonus, all of the works along the river would provide data to an invaluable repository – data vital to inform future planning and to help us understand the health of the ecosystem.

FREMP wasn’t perfect, but it didn’t deserve to be killed. As part of the now-legendary gutting of Canada’s environmental protections under the Harper Government, the Federal contributions and support for the program were cut. This matters, because with all the interagency overlap in Burrard Inlet and the Fraser River, ultimately they are federally regulated. When the Port and the Department of Fisheries and Oceans could no longer participate, the Provincial Government ministries followed their lead, and the agency was folded, leaving local governments in a bit of a lurch. The Port was tasked with environmental reviews within their narrow jurisdictional parameters, and every project was going to have to find its own path. Regional coordination was no longer coordinated. Project proponents are on their own. There is no longer a cohesive regional environmental plan for the Estuary of the most important salmon river in Canada, or for the Burrard Inlet.

The situation is shitty, and has been shitty for long enough. Several stakeholders along the river, including local governments, environmental organizations, and First Nations are talking about what I hesitate to call “FREMP 2.0”. As you may read into the above, there is some political baggage around BIEAP- FREMP, and though it was valuable, it was not a perfect design. The discussion now is around what would a better FREMP look like? There are two important components, and the interaction between the two is obvious.

The first is a return to inter-agency review and coordinated regional planning in the estuary. A one-counter stop for project applications, and a clearing house for project details and data. This will benefit local governments hoping to revitalize their waterfronts, or protect valuable industrial land-use areas. It would also serve developers and industry who would have a clearer, more predictable path to project approval, mostly by having clear understanding of the stakeholders to be engaged. Ideally, it would also make it easier for First Nations to manage the constant demand for consultation feedback by providing them the resources they need to assure their concerns are addressed, and by assuring the knowledge they carry about the history and present of the river informs planning discussions.

The second is to provide oversight to the health of the estuary ecosystems. This would mean coordinated habitat protection and restoration, and a return to collecting that important data depository of the current and future health of the river that sustains us. Part of this is understanding the changes in the river that are coming with climate change, and developing strategies to address future flood risk, ecosystem services, and water quality concerns.

All this to preface: if you care about the Fraser River, development along the river, and the protection of this unique ecology, you may be interested in this free Webinar being put on by the Climate Caucus next week. Coquitlam City Councillor is the main organizer and moderator, and she has three brilliant panelists who know much more than I about the ecology of the Fraser River, the threat, and opportunity. This should be a great introduction to the conversations that no doubt lie ahead for the Metro Vancouver region. Join us!

Population 2020

Posted on . by Patrick Johnstone. 1 Comment.

Statistics Canada’s population estimates for 2020 are out, and there is a bit of news coming from them. Maybe more “confirmations” than “news”, but it is interesting to look into our assumptions of how the region is growing compared to the data. As a Local Government elected type, I am actually more interested in how the population is growing compared to the predictions used to develop the Regional Growth Strategy that guides development in our City and the rest of metro Vancouver.

First, the headlines. New West grew fastest (as a percentage of population) of any Municipality over the 2019-2020 year. Residents will recognize the reasons for this, with a couple of fairly high profile residential developments coming on line in the last year and a half, including a couple of major Purpose Built Rental projects. Our being in first is likely a one-year blip, but our growth rate since the 2011Regional Growth Strategy was created is among the highest in the region, only behind Surrey, Langley Township, the Tsawwassen First Nations Lands and Electoral Area A (which is mostly UBC endowment lands). But the growth rate isn’t the whole story. We added just over 15,000 people in the last 9 years, compared to more than 120,000 in Surrey and 80,000 in the City of Vancouver proper.

How does this relate to the Regional Growth Strategy? That document was approved by all Municipalities in Metro Vancouver back in 2011, and serves as the master regional planning document. In order for our region to plan new utilities like water and sewer services, flood protection, green space needs, transit and roadways, we need to predict how many people are going to be living here in the decades ahead, and where in the region they are going to live. So the strategy includes growth predictions for 2021, 2031, and 2041 produced by demographic experts who do that kind of thing. As we close in on 2021, we have an opportunity to see if the predictions have so far got it right.

The newest Stats Can numbers are for 2020, so we can compare the actual change over 9 years with the predicted change over 10 years from the RGS:

Here are the headlines I pull out of this. Metro Vancouver predicted the regional population would increase by 18% over 10 years, it has increased 16% over 9 years, which puts us pretty much on track to be within 1% of the estimates. That’s pretty good. However, before looking at the breakdown by community, I want to project the growth rate of the last 9 years to one more year so we are having as fair a comparison to 2021 goals as we can (until after the 2021 Census, which should be available a year from now):

You can see that the population growth of the region is less than 1% behind what was predicted, meaning about 22,000 fewer people moved to the region than expected – not bad for a decade-long population trend for almost 2.8 Million people, especially as the factors affecting this (immigration, global socio-economics) are largely out of the control of local and regional governments. The difference in how this growth was distributed across the region is a different story, and this is something local governments have more (but not ultimate) control over.

That last table might be easier to digest in comparative pie charts:

Edit: To @MarkAllerton’s point, this may be a better graphic? 

Aside from Electoral Area A/UBC, you can see a few cities have exceeded their growth targets, and perhaps there are no surprises which ones: North Vancouver City (densifying its waterfront and the Londsdale corridor), Maple Ridge (a fast-growing suburb supported by lots of new freeway infrastructure), New West (growing a transit-oriented urban area), and Surrey (growing both its transit-oriented City Centre and its freeway-supported suburbs). Vancouver marginally exceeded its growth target as did White Rock and Delta. In raw numbers, Vancouver added 21,000 more residents than predicted (sorry, Councillor Hardwick!), where Surrey added 18,000 more residents than predicted and New West just over 4,000 above the goal.

Who didn’t meet their target? Again, the Tsawwassen First Nation is a bit of an anomaly, and for that matter so are Belcarra and Anmore, whose tiny population counts are irrelevant to regional trends. West Vancouver – the only significant municipality to actually lose population during this period of unprecedented growth – should surprise no-one that they didn’t meet even their meagre Regional Growth Strategy targets. Perhaps the bggest surprise is how far behind the Tri Cities are in comparison to their goals. All missed by more than 10%, even as they received the biggest regional transit investment of the last decade in the Evergreen Extension. Coquitlam is more than 20,000 residents short of the regional target – a number very similar to the number of extra residents that moved into Vancouver.

This is interesting, and is a conversation we have to have as a region as we look to update the RGS in the next year. Perhaps in the context of the first suggestion in a recent Op-Ed by Delta City Councillor Dylan Kruger (note: Delta is really close to its targets, though those targets are a little light due to lack of transit infrastructure planned that direction), where he suggests the region should:

“Tie provincial and federal grant dollars to achievable municipal housing targets. We can’t keep spending billions of dollars on SkyTrain projects without guarantees that cities will actually allow transit-oriented development”

I suppose we could ask Metro Vancouver and senior governments to tie their City-supporting grants and benefits (new Metro Vancouver park money, Provincial and Federal Active Transportation funding, transit capital funding, Green Infrastructure funding, etc.) to municipalities meeting and exceeding the regional targets that those Municipalities already agreed to. It is the Municipalities who are building the housing that our region demonstrably needs that will also feel the greater need for green space and sustainable transportation investment to support those residents. However, there is a significant chicken-and-egg problem, as we would need to see the building on the ground prior to approving the amenities, as Municipalities have proven a willingness to renege on growth commitments once they get their baubles, and I cannot imagine how the region would introduce penalties for local governments doing this, and the regional fray that would result.

Premieral Popularity, Part 2

Posted on . by Patrick Johnstone. Leave a comment.

Remember when I wrote this piece three years ago? I made what I think was a pretty convincing case on a dubious data set that political popularity in Canada correlated inversely with time in office. The Angus Reid poll looked like this:

And I graphed popularity vs. days in office, and found a pretty strong correlation (R = 0.92!) suggesting a direct inverse relationship. The way to be popular as a Premier is to be new on the job:

What a difference time makes. Three years and a raft of elections later, the Angus Reid folks did the poll again, and here are the results:

Aside from the obvious (Horgan still on top; doesn’t matter if you are a Boomer or GenX as long as you are a white guy; PEI still doesn’t matter), I am stumped by trying to find easy single-cause narratives here. The one from three years ago certainly doesn’t work:

The correlation looks bad. If we take the anomalous Premier Rankin (who was very recently selected to lead a party that has been in power for a few decades, but has yet to introduce himself to the electorate) and the graph is as close to a random distribution as I can draw:

So my certainty from three years ago was misplaced. I was wrong.

But, hey, it’s Pandemic time, and surely that throws everything else aside. So we can safely assume that the most important public health and economic emergency of our generation must have thrown the numbers for a loop. Surely Premier popularity must correlate with their ability to manage the Pandemic and keep the voters safe, right?

Nope. Looks like the only thing I have reinforced here is that I really know nothing about politics. As you were.

Feedback

Posted on . by Patrick Johnstone. 1 Comment.

I don’t often do this, but I want to avoid misunderstanding in the community about my recent motion to draft a formal apology around the Komagata Maru incident, and possibly pre-empt my response being used out of context by my correspondent. I received an e-mail from an organization that occasionally spams local government officials with somewhat strident positions on a variety of topics concomitant with their name “Immigration Watch”. I don’t even want to excerpt the e-mail here because there were some pretty hurtful things in it, but I thought it worth sharing the response I sent the author.

Hello Mr. ______.

Thank you for writing to New Westminster Council. As the Councillor who moved the motion requesting the City draft a formal apology, I guess it is on me to correct a few misconceptions you seem to have about the motion.

To start off, no-one from the Sikh community or any other community “demanded that New Westminster City Council apologize to them for the Komagata Maru Incident”.

About a year ago members of the New Westminster community asked Council to consider a memorialization of the Komagata Maru event somewhere in the City**. The City has several similar memorializations of historic events scattered about, including a bust of Simon Fraser memorializing his European discovery of the estuary, memorialization of prominent Labour actions on the waterfront, plaques marking the Great Fire of 1898, the lives of those imprisoned in Woodlands, or the location of the historic Chinatown. We tasked our Museum and Archives staff to research of there was a local connection to the Komagata Maru incident that warranted such a memorialization. We anticipated, I suppose, that members of the South Asian community living in Queensborough at the time may have taken an active role in support of the passengers.

What we found was clear evidence in the written record that the New Westminster City Council in 1914 took a very active role in the incident. Far from being passive observers or advocates for reduced immigration (this was a decade when immigration to the City from European countries was booming), our Council took action to assure not that immigration laws were adhered to, but to “call on the Federal authorities at Ottawa to… if necessary, enact new laws, to effectively deal with the total exclusion of Asiatics from this country”. It was further suggested by our elected officials at the time that “all the ingenuity and courage of the Government would be exercised to keep out Orientals”. It is clear from the correspondence that this was a multi-partisan effort fueled by narrow economic interests supported by notions of white supremacy.

I do want you to note that these actions by our local Council were occurring in a community where there were already significant South Asian and East Asian populations. People from British India, China, and Japan were working on the farms in Queensborough, in the lumber mills along our waterfront, and in commercial enterprises on Columbia Street. They were building our community and raising their families, and were as Canadian as the people serving on City Council, even if they did not enjoy the same rights. Many of their descendants still live in New Westminster.

Hearing these narratives, and in light of the vision for the City outlined in our current Official Community Plan and this Council’s Strategic Plan for the term, which include creating “a welcoming, inclusive, and accepting community that promotes a deep understanding and respect for all cultures”, we recognized that the actions of the previous Council were exclusive and harmful to a voiceless portion of the community. There are many people whose actions I cannot take responsibility for, including the persons of varying faiths on the Komagata Maru, the Government of Canada that created racist immigration policies, or others who may have exploited the situation for personal or political gain at the time. I can, however, speak to the residents of my community with humility and respect, and recognize actions taken by the legislative body I now represent were specifically and intentionally harmful to residents of this community, and may make them feel less welcome in their home. It is for that – the actions of New Westminster Council that knowingly harmed the residents of New Westminster – for which I asked Council to issue a formal apology. I am happy that my Council colleagues unanimously agreed.

Reading your letter, you clearly have strong feelings about a number of issues involving the Sikh community. I hope you can approach these concerns with an open heart and good will towards your fellow Canadians. As an Atheist myself, I sometimes fall into the trap of characterizing an entire faith community through a lens that filters out their individuality or even their humanity. I try hard to see past my filter and recognize people as individuals, and put aside that broad brush. That, to me, is an ideal we should strive for not as Canadians, but as citizens of the world.

** It too late to edit the letter I sent, but I failed to give credit to Councilor Das for the motion she brought forward in late 2019 in response to the calls from the community. We get a lot of correspondence and delegations on a lot of topics, and this may have slipped by us if Chinu hadn’t put the issue into a Council Meeting agenda and motivated us to get staff working on researching the historic ties our community has to the story. Far from the footnote I am adding here, this work by Chinu was the important action that resulted in our memorialization effort, and I don’t want that to go unrecognized. 

Ask Pat: Micromobility

Posted on . by Patrick Johnstone. Leave a comment.

Peter asks—

Traffic is always a contentious topic, I always appreciate your views (agreed or not). Curious of your thoughts on the growing micromobility options (electric bike/scooters, etc) and how they may affect our current traffic situation as it grows (as projected)? My industry organization had a recent article about it with some concerns over insurance/registration and before that I hadn’t even thought about it. Here’s the link (page 20-21) 

This is a can of worms. I’ve written around the central issue here a few times, but thanks for framing it with the ARA article, because it shows that it isn’t just “bike guys” and pedestrian safety advocates like me who are thinking about it. Unfortunately, I have yet to see any proof that any government is really thinking about it with any seriousness. And that’s a problem.

There is a revolution happening in personal transportation, and I do not think that is hyperbole. Advancements in technology borrowed from smart phones (inertial sensors, compact computing power) and electric vehicles (battery and power management tech) are delivering what was probably initially envisioned by the inventors of the Segway as a re-thinking of personal transportation. They promised it 20 years ago, but it is here now faster than government appears to have expected.

There are powered skateboards, balancing mono-wheels, scooters, and bicycles of varying shape and utility. They are getting cheaper and easier to access every day, and in the rush to “disrupt” traditional market systems, they are being introduced not just as consumer products, but as shared mobility devices you can use by the minute or mile and leave behind. They are breaking down the barriers between automobiles, bicycles, and pedestrians.

That could be a really good thing.

E-bikes have opened up cycling to a whole cohort of people who may not have been able to use a bicycle for transportation, my Mom and my Mother-in-Law included. Both have reached a stage in life where cycling is still accessible until hills get in the way. Their e-bikes have kept them active and out of their cars for some trips, especially as both live where public transit simply does not exist.

There are other people for whom electric mobility aids have extended their neighbourhoods and independence, by extending the distance they can comfortably travel without Transit or a car COVID has only  made these personal mobility options more attractive. When you think of these devices from the lens of not replacing a car trip, but instead expanding your walkshed, you can envision how impactful these devices can be on our neighbourhoods and business districts. Taking a bunch of cars off the road and reducing the need for parking, traffic management, and other negative externalities of automobile reliance is really just the bonus.

The other side of the coin are the inherent problems that come from that old regulatory trichotomy of automobile–cycle –pedestrian. Those aren’t just social categories, they are codified in law. The Motor Vehicle Act and local Bylaws are structured to define transportation by these categories. Pedestrians are walkers and people using mobility aids because of a disability; automobiles are everything that has an engine and a license plate; cycles are big-wheeled human-powered devices people sit astride. Most legislation is designed to safely separate automobiles and pedestrians, with cycles somewhere in between in an already-fuzzy area. There is a category of “motor assisted cycles” in the BC Motor Vehicle Act, and many e-bikes currently available fit within the strict definition therein, but even that rule is an ineffective and oft-criticized bit of the MVA.

Last time the city updated the Streets and Traffic Bylaw a couple of years ago, I noticed the blanket prohibition of all skates, blades, and boards on City streets – a bylaw probably never enforced except to occasionally hassle skateboarders. I pushed back and asked that the bylaw be changed to put these devices into a similar category as cycles so people can use them as long as they are not endangering others – a bylaw probably never enforced except to occasionally hassle skateboarders. But even then, the surge in micromobility devices was not something we were thinking about.

How are they going to affect traffic? They won’t. I can go down the long path here of writing up Induced Demand and The Fundamental Law of Road Congestion, and a pair of paradoxes called Jevons and Braess’, but I’ll sum up all that potential background reading by saying we will always have the traffic congestion we are happy to tolerate: no more, no less. Nothing will fix that short of societal collapse.

What these new micromobility devices can do is give people different options so those with a lower tolerance for congestion can avoid being the traffic those with a higher tolerance are stuck behind. In that sense, they don’t need to reduce traffic congestion in order to make our communities more livable, easier to get around in, and more accessible for more people.

The insurance/liability concerns always arise when alternate road users are viewed through and auto-centric lens, but it is not a real concern. People operating powerful, heavy, fast-moving machinery in shared public spaces are required to purchase liability insurance for that use, because of the significant risk those devices cause to other users of that public space. Pedestrians are not required to have this insurance, but they still have liability for damage they may cause to others sharing those spaces. If I am inattentively running down the sidewalk and knock a person to the ground causing injury, I am liable for that injury and can expect to be dragged into court if we cannot come to some agreement about compensation. Like most, I carry homeowners insurance that includes third party liability for incidents like this (assuming I am not intentionally breaking the law). It costs almost nothing for the insurer to add this to my home insurance because the risk is so low. Cyclists and skateboarders are (mostly) covered in exactly the same way.

The problem with the raft of new mobility devices is that they sit in a grey area of the law, and though their users are likely covered by personal liability insurance, it’s hard to determine if they are breaking the law when using an electric scooter or hoverboard on a sidewalk, city street, or bike lane. If there is no legal space for them, is their use even legal? Ask a lawyer.

Formally recognizing these various devises as legitimate users of our transportation space also gives us the opportunity to design that space to work for them. How we design will have a bigger effect than how we regulate when it comes to preventing people using mobility devices from getting injured, and from injuring other people. I suspect most of this work will be in assuring new bike lane designs can also accommodate common devices that move at a similar speed with a similar mass as cyclists.

I summary, I suppose you can throw this on the pile of issues that are raised whenever we talk about changing the 1950’s-era Motor Vehicle Act and replacing it with a Road Safety Act. Our current Motordom-derived model of how we regulate our transportation space needs a re-think, because the revolution in technology is happening fast, and we are simply unable to manage it through the existing paradigm. This is also why I am a firm believer we will not see Level 5 Automated Vehicles any time soon: the technology may get there, but the regulatory environment will take much, much longer. But that’s a whole other rant.

Council – March 1, 2021

Posted on . by Patrick Johnstone. 2 Comments.

Almost a year after our last full meeting of City Council before the Pandemic shut us down, we seem to have this virtual meeting things sussed. We even had smooth public delegation, though it just doesn’t carry the weight of having people in the room. In the meantime, we had a full agenda, starting with two Development Variance Permits:

DVP00674 for 34 South Dyke Road
There is a 16-unit townhouse project on an empty lot in Queensborough that was given rezoning approval last year. Unfortunately, in spite of the project having tandem-style parking, there was an error and the rezoning failed to include that in the language, so we now need to do a DVP now to correct that. We gave notice a month ago, and received two pieces of correspondence from a neighbor asking about unrelated aspects of the already-approved development. Council voted to approve the DVP.

DVP00683 for 805 Boyd Street (Walmart)
Walmart in Queensborough wants to put some directional signage up on their building that is not aligned with the sign bylaw, which requires a variance. We gave notice last month, no-one wrote us any correspondence about this, and Council voted to approve the DVP.

We then had a Report for Action:

Police Reform Framework – Input from the Reconciliation, Inclusion and Engagement Task Force
The provincial government is looking into updating and/or reforming the Police Act, and New West wants to take part in this. We have a Reconciliation, Inclusion and Engagement Task Force that is digging deeper into this, but they wanted to bring this part of the discussion to the larger Council.

There is a whole lot going on here, and I can’t possibly summarize here. The provincial Special Committee is looking at not just the Police Act, but also the Mental Health Act, the way the RCMP work in the province, and how all of the above relate to UNDRIP. Alas, the “key drivers” for this deep dive into police operations do not directly include addressing systemic racism in policing, but instead dances somewhat around the edge of that. Perhaps more concerning, the UBCM advocacy paper submitted seems directed towards various ways to increase policing spending (though asking for the Province to contribute more to that funding, of course). Read the room, dudes.

There is more coming here, but in the short term, we are going to strike a small working group including members of Council, staff, and likely a few key community stakeholders to provide feedback to the Province on the tight timelines.

We moved the following items On Consent:

Local Government Election Candidates: Access to Multifamily Dwellings during the Campaign Period
Door-knocking has always been an important part of electioneering in New Westminster, and a part of the campaign I really enjoy. A few of my council colleagues and I have even (before COVID, of course) gone door-knocking outside of election period to get the pulse of neighbourhoods on specific issues. But more than half of New West residents live in apartments, and door-knocking in apartments is difficult. There are federal and provincial law that say stratas and building managers cannot restrict access to campaigners who want to knock on apartment doors in multi-family buildings for elections at that level. For local elections, the Residential Tenancy Act gives renters the same access, but the Strata Act does not. As a result, people who live in single family homes get better access at elections than those who live in multi-family.

The City is proposing some steps to improve this access in time for the 2022 election, and are going to take a resolution to the Lower Mainland LGA and UBCM asking that Local Election candidates have the same right to access as Federal and Provincial candidates to strata properties.

City Consistency with Ministerial Order No. M192/2020 and the Provincial Health Officer Gatherings and Events Order
This is an update on the process for Council and Public Hearing meetings as the Pandemic and resultant Provincial State of Emergency is ongoing. Nothing particularly new here, just an update to clarify the legal orders under which we have been operating and an endorsement to continue in this mode until we are confident the public health emergency is over. A year, in folks…

733 Thirteenth Street: Rezoning Application for Child Care – Preliminary Report
A childcare operator in the West End wants to move their operations to a house around the corner. This requires a rezoning of the current large single family house on the lot and minor changes to the building. This is a preliminary report that will go to public consultation.

759 Carnarvon Street (The Metro): Zoning Amendment Bylaw to Allow a Liquor Primary Licensed Establishment – Bylaw for First and Second Readings
A downtown events hall wants to formalize their Liquor License situation with a stand alone liquor primary instead of the special events licenses they have relied on for more than a decade of operation. This will require (by Provincial Law) a Zoning Amendment, and we will take that to Public Hearing, likely on March 22. Call us up and let us know what you think!

221 Townsend Place: Heritage Revitalization Agreement Bylaw for First and Second Readings
The owner of a house in Queens Park wants to restore and preserve at 1907 house permanently in exchange for a subdivision and building an infill house on their side yard. This will go to a Public Hearing, not yet scheduled, so let us know if you have feedback.

Regional Growth Strategy Amendment: Metro 2050
Metro Vancouver is working on an update to the Regional Growth Strategy, currently called Metro 2040. As a signatory Municipality, we are required by law to have a Context Statement in our OCP that addresses the regional plan, but have until 2023 to make that change (though I suspect out current context statement will still fit pretty well). This report is just for information on the process Metro is undergoing. There is a lot of emphasis on industrial land agricultural land protection more than major changes in housing policy, some increased emphasis on ecosystem services and social equity, and though there isn’t a specific emphasis on it, Climate Action is a thread running through the rest of the document. Good reading here if you want to know about the future of the region.

Single-Use Item Regional Regulation Resolution for UBCM
The Province has given local governments some increased authority to introduce ban on the sale or use of single-use plastic items in an effort to reduce plastic waste and burdening our solid waste systems with a complex mix of hard-to-recycle materials. In a previous discussion, Council asked that this authority be given to regional governments, as having a Metro Vancouver region with 21 different sets of regulations is a ridiculous approach for consumers, businesses, and suppliers. Staff have drafted a resolution that we will take to the UBCM conference to reflect that request.

Canada Healthy Communities Initiative Grant Application Approval
We are applying for a Federal Government grant to help pay for an outdoor seating intuitive in the City. I’m all for it!

819 Milton Street: Rezoning Application for a Duplex – Preliminary Report
The owner of a largish lot in the Brow of the hill with an older house on it wants to replace that house with a pretty funky looking duplex that is “suite ready”. This requires a rezoning, and will have some public consultation coming, and there may or may not be a Public Hearing (this one might get waived). If you have opinions, let us know!

723 Fourth Street: Demolition and Temporary Protection Order
The owner of this house in Glenbrooke North wants to knock it down and replace it. There is no other application, so I presume they are planning to replace with a new single family detached, but it is only coming to council because the existing house is more than 100 years old, and our policy is to circulate the application to committees and council and the applicant if they really, really, want to demolish it before we give them a permit. Council moved to allow them to have a permit.

The following items were Removed from Consent for discussion:

Naming of City Asset in Commemoration of the Komagata Maru
There has been some interest locally and regionally in commemorating the Komagata Maru incident. We had a request a year ago to consider the New Westminster context, and our Museums and Heritage staff doing some research into both the locals in the South Asian community who supported the passengers of the Komagata Maru, and local elected people of the time who took actions to support those who would prevent the passengers from having safe harbor here in British Columbia. There was even a special community meeting in New Westminster, led by Mayor and Council, asking for the “total exclusion of Asiatics from this country”.

One request from the local South Asian community has been to find a City asset that could appropriately be re-named in commemoration of the Komagata Maru, with the Facilities, Infrastructure and Public Realm Task Force recommending something on the Q’boro water front, but also on the “mainland”. Staff have suggested the QtoQ dock infrastructure and the adjacent walkway (we have taken to calling “the dock and walk”) on the Queensborough waterfront, as it could be seen a symbolic to the action to prevent the passengers from being able to dock and walk on Canadian soil, is appropriately located, and also provides an opportunity for interpretive signage. ( I note with some irony that the MV Sun Sea was docked across Annacis Channel there for a decade)

In light of the research our staff uncovered, and recognizing the harmful impact that the actions and words of the 1914 City Council had on so many residents of our community, Council also moved that we draft a formal apology to the community, families, and descendants of those impacted negatively by those actions and words.

Proposed Retail Strategy Workplan
Our Economic Development staff are working on a strategy to guide the City to better supporting local-serving retail at a time of rapid transition in how people shop. This work will occur over 2021, with a report back to Council in early 2022.

COVID-19 Pandemic Response – Update and Progress from the Five Task Forces
Our regular update from the Pandemic Response Task forces, including work to support vulnerable and at risk people, where we recently introduced some hygiene services to make it easier for under-sheltered people to have a shower, do laundry, and get basic hygiene supplies through the Reaching Home Program. We also had a bit of a longer discussion on efforts to increase the amount of emergency shelter space in the city.

108 – 118 Royal Avenue and 74 – 82 First Street: Heritage Revitalization Agreement and Special Development Permit Applications – Preliminary Report
This project would see some older houses on the south side of Royal Avenue replaced with a 6-story strata apartment building, with the preservation of two heritage homes on the site. Although I had a few technical questions about the process, this is a preliminary application that would see a Public Hearing before approval, so I will hold my comments until then.

40 Begbie Street (Lower Mainland Purpose Society): Temporary Use Permit for a Health Contact Centre (Overdose Prevention Site) – Notice of Issuance
Purpose Society and Fraser Health are proposing a Health Contact Centre in this property downtown, where Purpose has been operating various services for several years. This will include various overdose prevention services (observed consumption, drug testing, harm reduction supplies, and access to peer counseling, education and referral to treatment services). The City is considering a Temporary Use Permit as opposed to full rezoning to accommodate this for a three-year trial period.

There has been some community engagement on this proposal, including with the Residents Association and downtown businesses. We will consider the TUP at out March 29th meeting, if you have questions concerns or feedback, provide it before then!

We then adopted the following Bylaws:

Heritage Revitalization Agreement (404 Second Street) Bylaw No. 8235, 2020 and
Heritage Designation Bylaw (404 Second Street) No. 8236, 2020
These two bylaws that support the renovation and preservation the butcher shop in Queens Park were Adopted by Council.

Zoning Amendment Bylaw (837 – 841 Twelfth Street) No. 8139, 2019
This Bylaw that permits the construction of a 5-story 29-unit apartment building on an empty lot at 12th and Dublin which was given a Public Hearing back in October of 2019(!) is now ready to be adopted by Council.

Finally, we had these resolutions as New Business, and it being a long agenda, I will only report the motions and let you write the authors or watch the council video if you want to understand more about these issues:

Motion: Support for Farmers in India Councillor Puchmayr
THEREFORE BE IT RESOLVED THAT the New Westminster City Council stands with the Indian farmers, and asks the federal government to continue to speak out against these regressive laws, and to accelerate the message of concern to the Indian government up to and including imposing economic sanctions against India.

Motion: Poisoned Drug Supply Crisis Councillors McEvoy and Nakagawa
THEREFORE BE IT RESOLVED THAT the City of New Westminster calls upon the Government of Canada to declare the overdose crisis a national public health emergency so that it is taken seriously and funded appropriately as well as to immediately seek input from the people most affected by this crisis and meet with provinces and territories to develop a comprehensive, pan-Canadian overdose action plan, which includes comprehensive supports and full consideration of reforms that other countries have used to significantly reduce drug-related fatalities and stigma, such as legal regulation of illicit drugs to ensure safe supply of pharmaceutical alternatives to toxic street drugs, and decriminalization for personal use.

Motion: Lifting Restrictions on Farmers Market Vendors Councillor Johnstone
THEREFORE BE IT RESOLVED that Mayor and Council write to the Minister of Health and Public Health Officer requesting that the arbitrary restriction of non-food vendors at Farmers Markets be lifted in time for the 2021 summer Farmers Market season, and that the Minister of Agriculture, Food and Fisheries, the Minister of Jobs, Economic Recovery and Innovation, and the MLA for New Westminster receive copies of that correspondence.

Motion: Support for Laid-off Hotel and Tourism Industry Workers Councillor Nakagawa
THEREFORE, BE IT RESOLVED THAT the City of New Westminster affirms that people should not lose their livelihoods due to the pandemic; and
THAT the City of New Westminster write to the Ministers of Labour and Tourism expressing our support for the right for laid off workers to return to their jobs when the pandemic eases; and
THAT this letter be forwarded to all BC municipalities asking to write their support; and
THAT the City of New Westminster writes to the Lower Mainland Local Government Association and Union of BC Municipalities encouraging them to host future conferences and events in venues that respect worker rights and pay at least a living wage.

Council – Feb 22, 2021

Posted on . by Patrick Johnstone. 1 Comment.

We had a bit of a lengthy Council Meeting on Monday; an Agenda heavy with Public Hearing and Opportunities to be Heard. It is telling about the unpredictability of City Council that we had two really big topics – the annual budget and a change to the Secondary Suites program that effectively impacts every single family detached home in the City – and no-one came to speak to those, but we had three hours of delegations on the renovation of a butcher shop. This job is strange.

Financial Plan, 2021 – 2025
The 5 year financial plan bylaws have been sketched up, and we had an Opportunity to be Heard on the Bylaws. We received two pieces of correspondence asking questions, but nobody came to delegate or clarify on points in the plan. I have a follow up blog to go into a bit more detail about the feedback we received in the last month or so as the annual budget was finalized, but for now I just want to note it was a challenging year to do this work, and I have to send kudos to our staff for getting this work done swiftly, fur the extraordinary efforts they took to engage the public in the budget process, and the quality of the presentations that Council has received that allow us to understand the finances well enough to not just vote on it, but to explain to our constituents about how and why we made the decisions we did.

Council gave the Bylaw three readings and adopted it. On to 2021!

We then had three Public Hearings:

Zoning Amendment Bylaw (Secondary Suite Requirements) No. 8154, 2021
We are updating and streamlining our Secondary Suite program. There are currently more than 800 authorized secondary suites in ostensibly “single family homes” in the City (likely more, as there are undoubtedly many unauthorized units in the City). Most new houses are built with a secondary suite, or to accommodate a secondary suite if the owner so decides. With changes in the BC building Code on 2019, staff saw a need to revise our Zoning Bylaw to make it easier for compliance and approval. In short, these changes streamline and simplify approvals of secondary suites.

There are slightly different standards for secondary suites in buildings that already exist and for new secondary suites to be built after September, 2021. Base-line life safety standards exist for both, but as we can be more prescriptive on new builds we are adding further livability requirements, such as limiting ventilation between the main and secondary living units, assuring tenants have control of their own utilities and heating.
In the end, this a Zoning Bylaw amendment will replace more complicated documents and processes while assuring life safety and livability standards are met and avoid some redundancy with the BC Building Code. This also requires amendments to our enforcement bylaws.

We received a couple of pieces of correspondence about this, more inquiries about details than opposition or support, and no-one came to speak to the issue. Council voted to support the changes.

Zoning Amendment Bylaw (1135 Tanaka Court) No. 8250, 2021
There is a business that would like to start manufacturing food products that include cannabis ingredients in a Light Industrial property in Queensborough. If there wasn’t cannabis involved, this kind of use would be within zoning and no public hearing would occur, but Provincial Regulations and our own Bylaws around the devil’s cabbage are still peri-prohibitionist. So a zoning language amendment is required to permit this use.

There is no growing of cannabis, or retail sales of the product anticipated at the site. There shouldn’t be any specific odour or security concerns apart from any other light industrial manufacturing site, and their operations will be licensed by Health Canada.

We received one piece correspondence (the applicant, in favour), and we had no-one come to speak to us on this application. Council voted to support it.

Heritage Revitalization Agreement Bylaw (404 Second Street) No. 8235, 2020 and
Heritage Designation Bylaw (404 Second Street) No. 8236, 2020
The owner of the little butcher shop that has been (in various forms) on the corner of Second Street and Fourth Ave in the middle of Queens Park for more than 100 years is looking to do some building improvements and expansion to make her business operate better. This includes a small expansion on the Fourth Ave side, the completion of a full basement, and some building restoration and rejuvenation to bring it back to its Mid-Century glory (but not its original 1920’s form). As the current use is non-conforming with the zoning bylaw (because the current use is decades older than the zoning bylaw itself), this expansion either required rezoning for formalize that use, or a Heritage Restoration Agreement which provides essentially the same function as a rezoning, but adds permanent protection of the historic building. The application was for the latter.

We received 79 pieces of correspondence on this (about 55% in favour and 45% against) and had 24 speakers (about evenly split between for and against), with significant overlap between the two. I cannot go through all of the comments (you can watch the hearing if you really want to dig in), but do want to paraphrase some of the major concern I heard, with my own (editorializing?) responses.

This is a violation of the rules (OCP, zoning, HRA), or of the spirit of the rules: This application complies with the language and spirit of the Official Community Plan. It is indeed non-conforming with the Zoning Bylaw, but the Heritage Restoration Agreement is a tool to bring this into compliance. This is the exact purpose of HRAs, and it is being used appropriate, both within the Local government Act and out local Bylaws.

Tripling the FSR is too much: The current FSR is 35%, and with the expansion planned the FSR above grade will be 50%. This is in line with form common in the neighbourhood. The full FSR will be 100% only when a full basement is added, and the FSR below grade will have no impact on the street expression or massing of the building. Allowing a full basement for storage and preparation is a reasonable request to me considering it has no impact whatsoever on the neighbourhood or form of the building.

Parking is insufficient: Yep, we are giving a parking relaxation, recognizing this business has operated at this site for almost 100 years, and in its current setting for about 70 years, and is not noted for creating parking chaos. Second Street is a quiet street with curbside parking almost always available, and this is a local small business that mostly serves local customers in a cycling- and walking-friendly neighbourhood. Parking can’t stop us having good things, or all we will ever have is parking.

Too many alternate uses possible: The current non-conforming retail use of the site is being formalized through the HRA, but the HRA does not fundamentally change the possible uses. As the current non-conforming use predates the zoning bylaw, another form of retail/commercial would be able to operate in the site (pending compliance with business bylaws, health code, etc.) if the butcher shut down even before the HRA. Notably, many people from the neighbourhood suggested a café or expanded retail might not be a bad thing for the community, but a welcome addition. That said, the owner has indicated they plan to operate a butcher and deli similar to the current operation for the foreseeable future.

Why 1950s and not 1920s: Many Heritage advocates would prefer if this building was re-shaped to better reflect the pre-1940 fashion of the bulk of the preserved residential houses in the neighbourhood. The problem with this is that most of the building is not from the original 1920s structure, but was added in the extensive 1951 renovation, that is the form that exists to be preserved. I was also compelled by some correspondence and the heritage statement that talks about architectural diversity, 1950s examples being an important compliment to the pre-war heritage of the neighbourhood, and speaking to the importance of the retail strip that used to exist along this block of Second Street before the others were torn down to build modern residential houses. There is a mid-century story being told by this building that is as important from a heritage point of view as the aesthetics of the pre-war period.

What is heritage win?: Some neighbours feel there was a lot given the landowner here (essentially FSR and reduced setbacks on two sides) for little community benefit. Aside from the community benefit of having this business operating in the community (the value of which many neighbours came to speak to), the HRA will assure permanent preservation of a mid-century small retail space, the last of its type after similar businesses were demolished along this block. Fundamentally, preservation of a building of demonstrated heritage value is the “heritage win” of any HRA.

There were other concerns raised, and indeed many came to speak in support of the project. The discussion even got a little philosophical at times as we delved into the balance between heritage as physical objects and heritage and intangibles (it is, most would agree, both). This was put into context by the final delegate whose father used to operate the butcher in question, and who actually grew up in the attached residential unit.

In the end, I supported the land use question put before us. And was comfortable that the HRA was an appropriate tool appropriately applied in this case. I hope the butcher can continue to provide a valued local service in Queens Park. Council voted unanimously to support the application and gave Third Reading to the Bylaws.

Dangerous, indeed

Posted on . by Patrick Johnstone. Leave a comment.

I’m going to go on a rant here, and yes it is about Motordom. Some people don’t like when I rant about this, because most of us have cars, many of us are dependent on cars, and any questioning of the role of automobiles in our society is seen as an attack on individuals. Soon someone un-ironically mentions the War on Cars. But Motordom is not about personal choice or behavior, it is a societal structure that steals choice from us. And Motordom is so threaded through the fabric of North American society that it is invisible. Until you recognize it, then you see it everywhere.

This rant was caused by a segment about Dangerous Driving on the CBC television program Marketplace. For those not familiar with the program, it has been Canada’s premier (sorry Street Cent$) consumer protection news program for almost 5 decades.  They call themselves “Canada’s Consumer Watchdog”.

Last week I saw they were looking to be taking on dangerous cars, so I thought I would tune in, this being an interest of mine. What a great target – a product category that is directly responsible for at least 2,000 Canadian deaths and untold suffering every year. Alas, it was clear from the beginning that they paradoxically missed the consumer protection approach, and are instead emphasizing “Dangerous Drivers”.

From this framing forward, the story sequence is predictable, I guess. COVID streets are emptier, and this is opening them up for bad behaviour by faceless Dangerous Drivers. Or so say the various police agencies that the reporters interview. There are many nods here to various pieces of incredibly expensive police equipment (high-speed SUVs, thermal imaging cameras, helicopters) that they are throwing at this problem, apparently to no avail. What can be done?

This was followed by the human interest side – the interview with the families of victims killed by this product behaviour, and their Lawyers. Much anger is directed at Dangerous Drivers, but this being a consumer interest show, Marketplace must hold someone’s feet to the fire. In this case, those faceless feet are the seemingly unaccountable Courts, for making it nearly impossible to throw Dangerous Drivers into jail or take their car away. Maslow’s Hammer is applied judiciously.

“Politicians need to pass meaningful laws” is a great call. But what are they asking for here? Stiffer fines and sentences for unlawful drivers? Or are they suggesting laws that address the safety of the consumer products in the middle of this? Remember, you are “Canada’s Consumer Watchdog”. We won’t know because they break for commercial.

In my CBC Gem stream, that commercial break includes a video ad for a new 300hp two-ton SUV capable of 230km/h, being marketed with images of different cars shifting and drifting at high speeds while Freddy Mercury implores us to “Tear it up! Shake it up! Break it up! Bayybeee!”Professional Driver. Closed Course. Do not attempt. Wink Wink.

When they get back, they take us – I kid you not – to a stunt driving school. There is some concern raised by Police that Dangerous Drivers are “making money off this” by shooting YouTube Videos of their dangerous exploits (kids today!) then they take us to a freaking stunt driving school:Wink wink.

Only Motordom can explain how “Canada’s Consumer Watchdog” can spend 16 minutes talking about this public hazard, and not even mention the product, instead emphasizing the irresponsibility of some of the consumers.

Imagine a company sold a coffee maker that, when used irresponsibly by a significant portion of its users, resulted hundreds or thousands of deaths. Would Marketplace dedicate an episode to chastising the people who used the coffee maker incorrectly? What if the deadly, irresponsible use of that coffee maker was what the manufacturer advertised when selling the coffee maker, even during an episode of Marketplace? What if features emphasizing this irresponsible use were designed right into the coffee maker as a selling feature? I’d like to think Marketplace would call for the coffee maker to be modified to make it less deadly or taken off the market. Or would they suggest stiffer penalties for irresponsible coffee maker consumers?

Only automobiles get this pass. That is Motordom.

Of course, this isn’t just the CBC. Even the Police whose job it is to enforce traffic safety, and who have the grim task of investigating those thousands of deaths, seem to be unable to get off the personal-responsibility narrative. There is a weird quote part way through the show by a featured traffic enforcement officer that I had to listen to a few times and transcribe to understand what the hell he was saying:

“…its fine line from exceeding the speed limit to then, almost, bordering on the line of dangerous driving, if you will. Speed kills”

What is this “fine line” he is talking about? Is he trying to separate what we all do (they just told us that 1 in 3 Canadians admit to speeding) and those actions of Dangerous Drivers, as if only the latter is actually doing something wrong? This is a traffic cop! Is it really that fine a line, or a line made fuzzy by Motordom?

If we agree speed kills, why are we allowed to sell cars that speed? Why is Acura advertising during this program a 6-passenger SUV that can travel more than twice the legal speed limit of any road in Canada? Why are there no automobile safety standards in Canada that serve to protect people who are not inside the automobile? These are easy problems to fix, and questions a consumer protection program should be asking the makers of these products and the people who regulate them.

We need cars, just like we need coffee makers. Not everyone needs them, of course, many live happily without them. However, we have built our communities around automobiles in the same way many of us have structured our brain chemistry around caffeine. The problem is, we are too shy to have a serious discussion about what cars actually are. Even our flagship “consumer protection” program seems to pretend that we cannot regulate the makers of cars to make Dangerous Drivers less deadly, by making the consumer product they are using less deadly.

And yeah, “Politicians need to pass meaningful laws”. I absolutely 100% agree with this. We need to replace the archaic Motor Vehicle Act here in BC and in most jurisdictions. We need to make it illegal to sell a car that travels twice the speed legal anywhere in the country. We need to make road hazards like this illegal. These are all much, much more important than saving drivers a couple hundred bucks on their annual car insurance.

But we won’t do any of those things. Because the marketers own the marketplace, and because of Motordom.

Council – Feb 8, 2021

Posted on . by Patrick Johnstone. 1 Comment.

It seems we are meeting a lot these days, but we also have relatively short open agendas, amazing how that works out. This week’s meeting started out with a great staff presentation on the draft budget:

Draft 2021 – 2025 Financial Plan
There is a report here, and a power point presentation with some great diagrams about the 5-year financial plan. Staff will now put this plan together into the appropriate empowering bylaws.

We have been through several workshops, and have done the most comprehensive consultation with the community of any budget process I have been through in 6 years on Council. We have spent a lot of time working on the Capital Plan especially, as it is especially significant this year. All of this discussion and compromise and debate is going to, inevitably, to be distilled down to one number. And this year that number looks to be 4.9%.

The proposed property tax increase is made up of a 2.3% increase that is a result of inflationary pressure on the existing program (both inflation for fixed costs and bargained wage increases), 2.0% to go directly to financing the debt on the NWACC project, which we are going to have to start paying for in 2021, and another 0.6% increase that represents new services. Utility rates are also going up, mostly due to increased fees being charged by the regional suppliers, though we are also continuing to invest locally to assure our long-term reserves are healthy.

We will read and potentially adopt the Bylaw on February 22nd, so if you have opinions, please let us know here! But please at least read the report first or watch the Power Point in the Video to get a sense of where this is coming from.

We then had a DVP for Approval:

Development Variance Permit DVP00686 for 632 Carnarvon Street
An operator wants to open a much-needed-in-downtown childcare space in the old Fisheries Building downtown, but needs to repurpose some outdoor space to play space to meet Fraser Health requirements, which will erode their ability to provide off-street parking for their staff to meet our zoning minimums for the use. This requires a DVP, which we put notice out about last month. We received a single piece of correspondence concerned about traffic impacts on the Court building. Council moved to approve the DVP, and I can’t speak for everyone, but my only thinking was that childcare space is in much greater need in downtown than parking space.

We had three items on the Consent Agenda, two of which we removed from consent to talk about, but you’ll have to watch the video to see which ones! Ha!

Recruitment 2021: Appointments to Board of Variance (BOV)
The Board of Variance is a provincially-mandated committee the City has to review variances if the person who is requesting the variance would rather appeal to someone other than Council. Ours does not meet very often, but we assign people to it, because that’s the law!

Landscaping Guidelines for Laneway Houses in Queen’s Park
We had a delegation a few weeks ago concerned about a chain link fence in the Queens Park neighbourhood. Seriously.

Indeed, chain link is not a preferred material in the design guidelines (which are guidelines, not laws), and as fences are typically not subject to permits or inspections (aside from having limited heights), fencing materials may be included in guidelines applied for new construction in the HCA… I honestly cannot believe we spent staff and Council time digging into this when there are an almost infinite number of more important things going on but…

Turns out we got an e-mail from a neighbour, and there are some weird details here around how the existing fence was removed that fall under that nebulous world of Fence Law which is actually a fascinating body of jurisprudence that doesn’t really involve the City directly unless there are building permits. Anyway, we are going to ask staff to go back and help the neighbours work this thing out if they can.

Westminster Pier Park Management Oversight Committee: Westminster Pier Park – Fire Recovery Update
The good news: the playground inside the loop of the new ramp entrance is being built as we speak, and will be ready this spring. The bad news: the entire damn park is still closed, and it may take until April to get it opened again. The reasoning here is a need for a level crossing access for vehicles for public safety reasons.

We had a bit of discussion here, and I am frankly disappointed where we are. The Fire department feels we need to be able to drive a vehicle into the Park for emergency response before we open it. This seemed strange to me, as there are two foot accesses to the park, one at each end, and there are many places in the City where you cannot drive a vehicle that are nonetheless accessible for park use. The middle of Hume Park, the “beach” in Queensborough, areas of Glenbrook Ravine. I am not a first responder, but it was not really made clear to me what the operational restrictions are, or if efforts were found to address those restrictions that didn’t involve months of negotiation with the railways, procuring road building, etc.

My point for pushing here is that I just didn’t feel a sense of urgency, or an understanding of how important this par space is for the many people who live in Downtown New West. This is an area of the community where density is, where many residents are renters, and many don’t have access to outdoor private space. The Pier Park is literally their back yard, and vital to the livability of the community for them. During COVID we have lost so much of our social and collective space – people are feeling trapped in their homes – they need this space, and it has been closed for almost 5 months now, with another couple of months of closure on the horizon.

It is a diminished space, and yes I know it is winter, but to have a sunny day like last Saturday and for the thousands of people downtown to have no access to their premier park space – that is not the level of service our residents should expect. We need to do better, find a creative solution, and get this park space back into the hands and under the butts of our residents.

Finally, we had a Bylaw and related Motion:

Zoning Amendment Bylaw (457 East Columbia Street) No. 8227, 2020
The operator of the Arcade in Sapperton wants a liquor primary license. We adopted the Rezoning Bylaw that made that happen, and moved the resolution the province needs from us to get the Liquor Primary licence approved.

The operator of the Arcade in Sapperton wants a liquor primary license. We adopted the Rezoning Bylaw, and moved the resolution the Province needs from us to get the licence approved.

And look at me getting my Council Report out the morning after the meeting!

Council – Feb 1, 2021

Posted on . by Patrick Johnstone. Leave a comment.

Yep, Council met last week, and we had more than just that one item on the agenda. I’m late getting this out (and have another Council Package to read this weekend!) so here is a quick summary, that started with a Presentation:

ReDiscover New West Campaign Presentation,
The City is working with our BIAs and Tourism New West to promote locals helping our local business community to help reframe 2021 after a slightly dismal 2020. There is a great video with familiar (masked!) faces and places, promotions of local businesses, and a contest you can take part in to support out local business community right now. See it all here.

We are really fortunate in NewWest that our BIAs (formal and informal) are really effective advocates and great partners to the City. Send your local favourites some love in February – it is always a bad month for the restaurant business especially, so let’s help them out so they will be here for us when we emerge from our mandated slumber.

The following items were Moved on Consent:

COVID-19 Pandemic Response – Update and Progress from the Five Task Forces
This is our regular update on the work of the City’s COVID taskforces. We got Federal funding for part of our Food Security work, are working on providing better access to showers for unhoused people in the City, continue to work on the Health Outreach Centre, and continue to work with the business community to keep them connected and find out what types of supports we can provide.

COVID-19 At-Risk and Vulnerable Populations Task Force: New Westminster Digital Inclusion Project Update and Potential City Contribution to Project
One of the goals of our Intelligent City Action Plan is to make digital connection more inclusive – so people who cannot necessarily afford a phone or home computer can be connected to some internet services – as so much of our public services are oriented around internes connectivity. Partnering with Douglas College, Purpose, and other community organizations, with a SPARC grant, we can get phones to people. We can also provide WiFi hotspots and connectivity hubs in the City to access the internet with those devices. The City is also providing older devices (iPhone 7s) to the cause.

34 South Dyke Road: Development Variance Permit Application to Vary Access to Tandem Parking
This 16-unit Townhouse development in Queensborough was approved by Council last year, but we overlooked the need for a DVP to allow the parking to be tandem-style instead of side-by-side. So we are giving notice that we will consider this DVP, likely at the March 1st meeting. If you have opinions, let us know!

Sapperton Green: Official Community Plan Amendment Section 475 and 476 Consultation Report
Sapperton Green are working through their revised Master Plan to accommodate increased affordable housing, as was presented in a preliminary way to City Council a year ago (yes, this stuff takes time). As this increases the residential density beyond the current OCP, we are required by law to do formal consultation regionally before it comes back to Council for eventual Public Hearing. This report outlines who will be consulted. Yes, it includes the Board of Education for School District 40.

759 Carnarvon Street (The Metro): Rezoning and Liquor Primary Applications – Preliminary Report
The Metro is a banquet hall Downtown where people have been holding events without any trouble for something like 13 years. They have operated on Special Event licenses when those events included alcohol sales (something like 100 nights a year!) and they want to get a Liquor Primary license. They are not planning on changing their business – it’s not becoming a pub, for example – but trying to simplify their operations and align better with changes in the Provincial licensing regime. An LP license requires a change in the language of the Zoning Bylaw. We are doing an expedited process here, but will likely go to Public Hearing in March, so I’ll hold further comment until then.

2020 Filming Activity Overview
This is the annual report on filming activity in the City. The City has a Film Coordinator on staff who manages the myriad of ways film operations interact with the City’s operations – road closures, policing, use of City buildings, permits, etc. We also charge permit fees to recover these costs, to the tune of more than $700,000 a year. This is a bit down from the peak of 2017, but still a significant budget item. This is just City revenues, and does not include the salaries paid to the nearly 1,000 New Westminster residents who work in the film industry, or the money paid to home and business owners to lease their spaces for filming.

There was also a story on the TeeVee News that was ostensibly about Vancouver as Hollywood North, but ended up having a bunch of New West content.

Youth Advisory Committee Recommendation re Indigenous Workshop for City Committee Members
The Youth Advisory Committee sent a recommendation to Council (as is their job!) asking that include training for Advisory Committee members on Indigenous issues and reconciliation. It is actually a good idea to expand the scope of the training we are undergoing with staff to include Advisory committee members, I think it will result in better informed advice coming to Council and it will be a value add for the members who volunteer their time to help the city.

The following items were Removed from Consent for discussion:

E-Comm nominations for 2020-2021
As one of the cities that receives 911 service from E-Comm, we get a part vote – shared with the Tri Cities – on two seats on the Board that governs the organization. The last time a New Westminster had a representative was Councillor Trentadue few years ago. We recently ran into some challenges in filling recent vacancies, with New West a bit of a hold-out as we are trying to encourage our partners to consider gender and diversity in their nominations. And it has been, unfortunately, a challenge. So a vacancy remains.

We are escalating a bit here on an issue that has been going on somewhat in the background for a couple of years. The report lays out how hard we have tried to make our case to our neighbouring communities, and the various steps forward and backward along the way. We have now asked staff to prepare formal correspondence to the entire EComm board asking that they take some responsibility and commit to improving the diversity of their board, and asking that our partner Cities commit to gender diversity immediately by assuring all future nomination include at least 50% women or non-binary representatives. We are also going to elevate this to the Lower Mainland LGA. More to come here.

805 Boyd Street (Walmart): Development Variance Permit Application to Vary Sign Bylaw Requirements for Directional Signage
Walmart in Queensborough wants to add some signage to point people to their new pick up area, that doesn’t strictly meet our Sign Bylaw limitations, but they are pretty small and on the side of a Walmart, so the impact on neighbourhood aesthetics seems pretty limited. Regardless, we are giving notice that we will consider this DVP, likely at the March 1st meeting. If you have opinions, let us know. “I hate Walmart” is, frankly, not really useful input here, this is about wayfinding signage, not global capitalism.

Single-Use Item Reduction Advocacy for Consistent Regional Regulation
Following up on our talk about single-use plastics two meetings ago, Staff have provided some guidance on a path forward for regional and senior government advocacy.

Finally, we had a bit of New Business:

Bill C-213, an Act to enact the Canada Pharmacare Act
Councillor McEvoy brought this motion, similar to what numerous municipalities across the Country are asking for right now:

BE IT RESOLVED THAT New Westminster City Council support Bill C-213, An Act to enact the Canada Pharmacare Act.

It helps that the Bill was introduced by our own Member of Parliament, but this is a long-overdue promise made by several Liberal Governments, and it is well past time to hold them to their promise. As the ancient proverb says, the best time to introduce Universal Pharmacare is 20 years ago when the Liberals first promised it; the second best time is now.

And that was it, see you again Monday!