2. Transportation Study from Bunt and Associates

Burrard Commons, Anmore, BC Transportation Rationale

Draft Version 1

Prepared for Gilic Developments

Date July 24, 2019

Project No. 04-18-0478

July 24, 2019 04-18-0478

Michael Wei Assistant Project Manager Gilic Developments 600 – 1455 West Georgia Street Vancouver, BC V6G 2T3

Mr. Michael Wei:

Re: Burrard Commons Transportation Rationale

Per your request, Bunt & Associates has prepared the attached Transportation Rationale for Gilic Development’s OCP Amendment application for their proposed mixed-use development, Burrard Commons, in the Village of Anmore, British Columbia. The report summarizes existing transportation conditions in Anmore in the vicinity of the proposed development, describes the transportation features of the project, provides an estimate of anticipated future traffic, and recommends a number of Transportation Demand Management strategies to mitigate the potential traffic impact of the development.

Please contact me at 604.685.6427 or [email protected] if you have any questions or wish to discuss our report in further detail.

Yours truly, Bunt & Associates

Peter Joyce, MASc, P.Eng. Federico Puscar, MASc, P.Eng. Principal Transportation Engineer

cc: Tony Cai, Sam Gu, Maggie Koka, Samira Khayambashi

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CORPORATE AUTHORIZATION

Prepared By: Federico Puscar, MASc, P.Eng. Bunt & Associates Engineering Ltd. Transportation Engineer 1550-1050 West Pender Street Vancouver, BC V6E 3S7 Canada

Reviewed By: Peter Joyce, MASc, P.Eng. Telephone: +1 604 685 6427 Principal Facsimile: +1 604 685 6579

Date: 2019-07-24 Project No. 04-18-0478 Approved By: Enter Name, Accreditation Status: Draft V1 Enter Title

Items below only for Final Version. Remove for Draft.

Engineer’s Stamp (Delete Comment when action complete) This document represents an electronic version of the original hard copy document, sealed, signed and dated by Enter Name and retained on file. The content of the electronically distributed document can be confirmed by referring to the original hard copy.

This document was prepared by Bunt & Associates for the benefit of the Client to whom it is addressed. The copyright and ownership of the report rests with Bunt & Associates. The information and data in the report reflects Bunt & Associates’ best professional judgment in light of the knowledge and information available to Bunt & Associates at the time of preparation. Except as required by law, this report and the information and data contained are to be treated as confidential and may be used and relied upon only by the client, its officers and employees. Any use which a third party makes of this report, or any reliance on or decisions made based on it, are the responsibilities of such third parties. Bunt & Associates accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report.

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TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... I 1. INTRODUCTION ...... 1 1.1 Study Purpose & Objectives ...... 1 1.2 Site Location...... 2 2. EXISTING CONDITIONS ...... 5 2.1 Existing Transportation Network ...... 5 2.1.1 Road Network ...... 5 2.1.2 Transit Network ...... 7 2.1.3 Cycling & Pedestrian Networks ...... 8 2.2 Current Relevant Policies & Plans ...... 12 2.2.1 Municipal Plans ...... 12 2.2.2 Regional Plans ...... 12 2.3 Regional Travel Factors ...... 13 2.4 Existing Vehicle Volumes ...... 13 2.4.1 Traffic Data Collection Program ...... 13 2.5 Theoretical Road Capacity ...... 14 3. BURRARD COMMONS - PROPOSED DEVELOPMENT ...... 17 3.1 Land Use ...... 17 3.2 Parking Supply ...... 17 3.3 Site Plan ...... 18 3.4 Site Access Intersections ...... 18 4. TRAFFIC FORECASTS ...... 21 4.1 Background Traffic Forecasts ...... 21 4.2 Site Traffic ...... 22 4.2.1 Trip Generation ...... 22 4.2.2 Trip Generation with Increased Transit Ridership ...... 24 4.3 Spare Capacity Assessment ...... 26 5. TDM & ACTIVE MODES ...... 29 5.1 Definition ...... 29 5.2 Recommended TDM Measures for Site ...... 29 5.2.1 Independent Transit Service ...... 29 5.2.2 Car Share ...... 33

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5.2.3 Marketing Materials & Transportation Information ...... 34 5.2.4 Walking & Cycling Improvements ...... 35 5.3 Additional Potential Measures ...... 35 5.4 TDM Effectiveness ...... 38 6. CONCLUSIONS & RECOMMENDATIONS ...... 41 6.1 Conclusions...... 41 6.2 Recommendations ...... 42 EXHIBITS Exhibit 1.1: Site Location ...... 3 Exhibit 2.1: Transit Stops ...... 10 Exhibit 2.2: Cycling Facilities ...... 11 Exhibit 3.1: Site Plan (as of July 9, 2019) ...... 20 Exhibit 4.1: Site Traffic and Spare Capacity Analysis ...... 28 Exhibit 5.1: Proposed Internal Bus Stop Locations ...... 31 FIGURES Figure 2.1: Village of Anmore Existing Road Network and Classification ...... 5 Figure 5.1: Proposed Bus Loop ...... 32

TABLES Table 2.1: Existing Street Characteristics ...... 6 Table 2.2: Transit Stops within 800m Walking Distance of Site ...... 7 Table 2.3: Existing Transit Service Frequency ...... 8 Table 2.4: Existing Peak Hour Roadway Link Volume ...... 14 Table 2.5: Roadway Peak Hour Directional Volumes ...... 15 Table 2.6: Roadway Directional Peak Hour Spare Capacity ...... 15 Table 3.1: Proposed Land Uses (as of July 15, 2019)...... 17 Table 3.2: Proposed Parking Supply ...... 17 Table 4.1: Forecasted Background 2029 Peak Hour Roadway Link Volume ...... 21 Table 4.2: 2029 Roadway Spare Capacity ...... 21 Table 4.3: Peak Hour Vehicle Trip Rates ...... 22 Table 4.4: Estimated Peak Hour Site Vehicle Trips ...... 23 Table 4.5: NCHRP-Based Peak Hour Site Vehicle External Trips ...... 23 Table 4.6: Peak Hour Net New Trips ...... 24 Table 4.8: Estimated Trip Distribution ...... 25 Table 4.9: 2029 Roadway Spare Capacity under Base Assumptions (5% Transit Split) ...... 26 Table 4.10: 2029 Roadway Spare Capacity (20% Transit Mode Split)...... 26 Table 5.1: Required Bus Fleet to Support 20% Transit Mode Split ...... 33 Table 5.2: Potential TDM Strategies Summary Table: Residential ...... 35

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Table 5.3: Potential TDM Strategies Summary Table: Non-Residential ...... 36 Table 5.4: TDM Effectiveness ...... 38

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EXECUTIVE SUMMARY

The proposed Burrard Commons development in the Village of Anmore is an unique opportunity to provide increased density in a mixed-use development setting where convenient amenities are set in a natural landscape while being in relatively close proximity to regional rapid transit.

As with nearly all new development, the transportation aspects of the project are a crucially important consideration. The ultimate success of Burrard Commons will in large part depend on the planning for compelling travel options beyond reliance on private vehicle trips. Traffic conditions on the area road system can indeed be stressed at times, largely on account of the growing popularity of the regional and provincial parks in the area. As well, the largely untapped potential of the nearby industrial lands fronting onto Burrard Inlet will at some future point add yet a further significant demand to the area transportation system. A broader, regional level response will ultimately be appropriate.

To best manage its own transportation requirements, a key strategy for Burrard Commons is to create an efficient and effective mobility connection to the regional transit system, namely the Inlet Centre and Moody Centre Stations on the Evergreen Line rapid transit extension and as well the West Coast Express commuter rail station at Moody Centre. The short travel distance/time between these stations and Burrard Commons is highly compelling and a key to Burrard Commons strategy to encourage non private auto modes.

Burrard Commons is currently in positive discussion with TransLink authority in delivering an Independent Transit Service (ITS) to augment the existing public transit service in the area. In addition, a substantial array of other Transportation Demand Management (TDM) measures will be front and centre with the proposed development, including the provision of a shared fleet of vehicles and bicycles, electric and conventional, to allow future residents, employees, customers and visitors to Burrard Commons to decrease their reliance on private vehicle use. The proposed parking supply strategy for the development, both for residential and non residential uses, has been intentionally reduced to further reinforce this alternative travel mode behaviour for the community.

A transit travel mode share of 20% has been used for the transportation planning of Burrard Commons which can be readily achieved with the implementation of the proposed ITS. Even higher levels of transit use will continue to be aspired to. With this enhanced transit opportunity together with the other TDM measures planned for Burrard Commons, the existing road network in Anmore is capable of accommodating the additional vehicle traffic.

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1. INTRODUCTION

1.1 Study Purpose & Objectives Bunt & Associates (Bunt) has been retained by Gilic Developments (Gilic) to prepare a preliminary Transportation Rationale for their proposed new mixed-use community development, Burrard Commons located in the Village of Anmore. The development site is an approximately 49 acre parcel on the southeast corner of the 1st Avenue & Sunnyside Road/Bedwell Bay Road. The area is commonly referred to as the IOCO Lands. The proposed form of development consists of podium retail and office commercial space with residential tower buildings above. The project is planned to include approximately 2,300 residential units, 175,000 sf of retail NFA (Net Floor Area), 175,000 sf of comprehensive office NFA, and approximately 100,000 sf of community centre NFA.

The purpose of this Transportation Rationale is two-fold: (i) determine if adequate transportation infrastructure and services is available to accommodate the proposed development; and (ii) identify potential Transportation Demand Management (TDM) strategies required to mitigate the impacts onto the transportation system. To that end, this report includes the following sections:

• Section 1 – Introduction: study purpose, objective, and site location;

• Section 2 – Existing Conditions: summarizes the existing road, transit, cycling and walking networks in the vicinity of the site, provide a brief review of pertinent regional and local plans, and provide a summary of existing peak hour traffic volumes and theoretical road capacity conditions on key roads within the Village of Anmore;

• Section 3 – Development Proposal: summarizes the proposed development, including the development plan, proposed land uses, and internal road network;

• Section 4 – Forecasted Traffic: provides a high level analysis on site vehicle trip generation, distribution, and assignment, area traffic forecasts, and expected traffic operations at the planned road access points to the development;

• Section 5 – Transportation Demand Management Strategies: lists a number of potential TDM strategies which could aid in lessening the development’s anticipated vehicle traffic impact; and,

• Section 6 – Conclusions and Recommendations: summarizes the findings and recommendations of the report.

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1.2 Site Location The proposed development is located within the Imperial Oil Corporation (IOCO) Lands, at the southeast corner of the 1st Avenue & Sunnyside Road/Bedwell Bay Road intersection. This prime location, currently undeveloped, is in the middle of local and regional transportation generators and destinations, connecting Anmore and Belcarra with the Tri-Cities (Coquitlam, Port Coquitlam, and Port Moody) and the rest of the Lower Mainland. In addition, popular destinations such as the Belcarra Regional Park and Buntzen Lake Park are within short distance to the north and the Imperial Oil Industrial Lands are across 1st Avenue.

Exhibit 1.1 provides a high-level representation of the site location.

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Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Road style 3 Road style 3 Draw Freeway - assign 6.0pt black Duplicate line with ”+” - assign 0.5pt white Railway Railway Unsignalized Unsignalized Pedestrian Signal Pedestrian Signal Draw railway alignment assign 1.0pt black 2 Way Stop Draw 0.05” ticks at start and end assign 0.5pt black All Way Stop Traffic Signal Traffic Signal Use “Blend”, drag from first tick to second tick and set path to follow railway alignment. Adjust count so spacing is 0.2” Roundabout

Pedestrian Signal Lane Group LOS Existing Proposed Existing

Lane Group V/C Freeway Freeway Traffic Signal ) F ( 00 Intersection # Lane Group Expressway Expressway

000 0.91 AM Intersection Arterial Arterial (000) PM Volumes Overall V/C 0000 0.83 AM Link Volumes Existing Proposed Collector Collector 0000 PM C Overall LOS

* Storage Length (m) 00 Unsignalized ) (#) (#) Local Local 0.54 (B) E th ( 95 % Queue Unsignalized 00 Pedestrian Signal exceeds available Railway Railway 0.86 storage Two Way Stop Pedestrian Signal 00 Traffic Signal Two Way Stop Two Way Stop Lane Group All Way Stop Traffic Signal LOS A to D V/C < 0.85 All Way Stop All Way Stop LOS E 0.85 < V/C < 0.90 00 Intersection # Roundabout Roundabout Roundabout 00 Intersection # LOS F V/C > 0.90 000 AM Intersection Overall Pedestrian Signal (000) PM Pedestrian Signal Pedestrian Signal Volumes 000 AM Intersection LOS A to C V/C < 0.80 0000 AM Link Volumes (000) PM Volumes LOS D 0.80 < V/C < 0.85 Traffic Signal Traffic Signal 0000 PM LOS E to F V/C > 0.85 Traffic Signal

N Legend To Belcarra Please align arrowheads when creating lane Arterial groups not present in this template as shown Scale: NTS below using grid guides. Local Anmore Bedwell Bay Rd Residential For HCM 2000 unsignalized intersections, Site Note: Arrows reflect “Lane Groups” defined choose the circle below without the overall by Synchro and NOT roadway laning. v/c metric in the centre of the circle.

000 East Rd

(000) (000) ) ) A A

Sunnyside Rd ( ( (0,000) 000 SITE ) ) 0,000 A 0.31 (A) A 0.31 (A) ( (

0,000 ) ) (000) (0,000)

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( 0.31 (A) ( 0.31 (A) A

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(0,000) ( (000)

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David Ave 0.31 (000) To Vancouver Ioco Rd 0.31 (A) 0.31 000 000 000 0.31 0.31 (A) (0,000) (000) (000) 0,000 0.31 0.31 0.31

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0,000 Heritage A 0.31 (A) ( (0,000) Mountain 0.31 (A) ) 000 000 Coquitlam 0.31 (A) A ) ( 0.31 0.31 (A) (000) A 0.31 (000) 000 0.31 (A) ( 0,000 000 HWY 7A Blvd (000) 0.31 (A) 0.31 (0,000) (000) 0.31

Guildford Way

Please align arrowheads when creating lane (000) 000 (0,000) 000 diagrams not present in this template as (000) 0,000 (000) (000) Port Moody shown below using grid guides. 000 0,000 000 (0,000) Port Inlet 88 88 Simon Fraser Moody Centre 0,000 000 Station Station Coquitlam 000 (0,000) University Barnet Hwy Pinetree Way (000) (000) 000 Burnaby (000) Mountain Barnet Hwy Centre 000 Lougheed Hwy 0,000 (000) Pkwy (0,000)

To Maple Ridge Gaglardi Way 0,000 000

0,000 000

Clarke Rd

To Burnaby, New Westminster, Surrey To Surrey S:\PROJECTS\PJ\04-18-0478 Ioco Lands 2019\4.0 Analysis & Design\CDR Exhibit 1.1 Site Location

Burrard Commons 04-18-0478 July 2019 & Existing Proposed Freeway Expressway Arterial Collector Local Railway Use this font and size for road names

Use these lens blocks to highlight multiple sites Please use yellow if there is only one site

Leader Line

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2. EXISTING CONDITIONS

2.1 Existing Transportation Network

2.1.1 Road Network Figure 2.1, taken from the Village of Anmore’s Road Network Plan1, illustrates current roadways and their classification in Anmore.

Figure 2.1: Village of Anmore Existing Road Network and Classification

Source: ISL, 2017.

1 Village of Anmore: Road Network Plan. ISL, 2017. http://anmore.com/wp-content/uploads/2017/08/Road- Network-Plan-2017.pdf

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Current access to the IOCO Lands is provided by two existing roads: (i) 1st Avenue, connecting south to Port Moody via Ioco Road, and (ii) Sunnyside Road, connecting northeast to the Village of Anmore and further east back into Port Moody via East Road. These two roadways also provide access to and from as the nearby Village of Belcarra, Belcarra Regional Park and Buntzen Lake Park. Ioco Road, 1st Avenue, Sunnyside Road and East Road are all part of TransLink’s MRN (Major Road Network).

East Road, connecting Anmore to Port Moody and Coquitlam via Heritage Mountain Road and David Avenue, respectively, is another key corridor for the IOCO Lands. Regarding David Avenue, discussions have taken place among different stakeholders and the public as to whether it should be extended further west along the already established David Avenue road right-of-way providing a new mobility connection for IOCO Lands, the Belcarra Regional Park, and other communities, and divert traffic away Ioco Road, Sunnyside Road, and East Road. However, this Transportation Rationale will focus exclusively on existing roads within the Village of Anmore.

Table 2.1 summarizes the existing street characteristics.

Table 2.1: Existing Street Characteristics

NUMBER OF STREET CLASSIFICATION POSTED SPEED PARKING FACILITIES TRAVEL LANES 1st Avenue Minor Arterial Road 2 50 Km/h None Sunnyside Road Minor Arterial Road 2 50 Km/h None East Road Minor Arterial Road 2 30-50 Km/h On-Street

• 1st Avenue is a short and straight north-south minor arterial road servicing largely regional traffic to and from Anmore, Belcarra and Belcarra Regional Park, extending from Ioco Road to Sunnyside Road/Bedwell Bay Road. 1st Avenue has one travel lane in each direction with limited paved shoulders and a posted speed limit of 50 km/h. No sidewalks or crosswalks are provided and street lighting is very limited.

• Sunnyside Road is a winding east-west minor arterial road with rolling terrain servicing mostly regional traffic to and from Anmore and Belcarra, extending from 1st Avenue to the Buntzen Lake, north of Anmore. In the vicinity of the Burrard Commons development site, Sunnyside Road has one travel lane in each direction with no shoulders and a speed limit of 50 km/h. No sidewalks or crosswalks are provided and street lighting is very limited.

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• East Road is a relatively straight north-south minor arterial road servicing mostly regional traffic to and from Anmore and Buntzen Lake Park, extending from Sunnyside Road to Forest Park Way. East Road has one travel lane in each direction with discontinuous shoulders and a speed limit of 50 km/h, restricted to 30 Km/h in specific segments due to sightline restrictions. Despite being an arterial, private driveways are present along the corridor with limited on-street parking opportunities along the east edge. Discontinuous sidewalks are present on both sides of the road. Limited crossing opportunities are provided with only a few painted crosswalks. Street lighting is limited.

In public information events, community neighbours have communicated the following concerns to the project team:

• Extensive on-street parking along 1st Avenue and Sunnyside Road occurs during summer months, largely attributable to parking demand overflow from the area parks.

• Street lighting is limited.

• The lack of bus bays along two-lane roads such as Sunnyside Road, 1st Avenue, and Ioco Road limits passing opportunities for other traffic travelling behind buses.

2.1.2 Transit Network The development site is currently served by limited and infrequent bus routes to Anmore, Belcarra, Port Moody, and Coquitlam. However, buses to Port Moody provide convenient access to the Millennium Line at the Inlet Centre and Moody Centre stations and the West Coast Express at the Moody Centre Station; thus, a connection to the Frequent Transit Network (FTN) is available.

Table 2.2: Transit Stops within 800m Walking Distance of Site

ROUTES STOP LOCATION DIRECTION STOP # AMENITY DISTANCE* SERVICED Bedwell Bay Road @ 1st Avenue/Sunnyside Eastbound 58981 None 150, 181, 375 m Road Westbound 58980 None 182 Eastbound 58973 None Sunnyside Road @ 2200 Block 181, 182 200 m Westbound 58972 None Sunnyside Road @ Summerwood Lane Westbound 53248 None 181, 182 520 m Sunnyside Road @ 2000 Block Eastbound 53240 None 181, 182 380 m 1st Avenue @ Ioco Road Northbound 53238 None 150, 181 580 m 2nd Avenue @ Ioco Road Southbound 53239 Bus shelter 181 620 m Ioco Road @ Beach Avenue Eastbound 60313 None 150 600 m

(*) Estimated to the site’s geographic centre.

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Table 2.3: Existing Transit Service Frequency

ROUTE WEEKDAY SERVICE SPAN HEADWAY (MIN.) STATION MID- # DIRECTION START END AM PM EVENING WEEKEND DAY Inlet 1:22 AM Centre (on the Millennium Line 5:30 AM 3-4 6 3-4 6-8 6 Moody following Centre day) Moody West Coast Express 5:25 AM 7:35 PM 30 N/A 30 N/A N/A Centre To White Pine - 10:02 AM 7:25 PM 60 60 60 60 60 Beach 150* To Coquitlam - 10:30 AM 7:52 PM 60 60 60 60 60 Central To Moody - 6:13 AM 11:59 PM 20-30 30-40 30-40 60-90 60 181 Centre To Ioco - 5:55 AM 11:37 PM 20-30 30-40 30-40 60-90 60 To Moody - 5:30 AM 9:39 PM 25 30-40 25 40-60 60 182 Centre To Belcarra - 5:56 AM 9:09 PM 30 30 20-30 60 60

(*) Bus route 150 only runs in summer months (from June 10 to August 30, 2019).

Exhibit 2.1 illustrates the location of all transit stops within a 800 m radius of the geographical centre of the site.

2.1.3 Cycling & Pedestrian Networks Walking is an everyday activity whether as a single-purpose journey or linked with transit and driving. Typically, people are willing to walk up to 15 minutes for certain activities (i.e. work, school, recreation activities) and 400 to 800 meters is the average distance for such trips (equivalent to travel times between 4 to 10 minutes). Although the site is located within close proximity to a vast array of recreational trails and outdoor activities, essential everyday amenities as well as basic pedestrian infrastructure (e.g. sidewalk, crosswalks, street lighting, etc.) are currently lacking.

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Cyclists can generally travel 3 to 4 times the distance of pedestrians over a similar period of time, suggesting 4 to 5 Km coverage for trips made from the site by bicycle. The average cycling speed for commuters is about 15 Km/h, and the average distance per journey is approximately 5 Km. This equates to about a 20-minute journey on average. Cycling is increasingly becoming a more popular travel mode for work and leisure, and improvements to cycling infrastructure in Anmore are helping to make it both more convenient and safer for cyclists.

As shown in Exhibit 2.2, the site is bounded by informal bike routes along 1st Avenue and Sunnyside Road. These are recommended routes by cyclists but do not have any special treatments to improve cycling. Anmore and Belcarra Regional Park are located within cycling distance to the site, with Belcarra and the Inlet Centre Station being within a 30-minute bike ride. For more casual users, the rolling terrain along Sunnyside Road and Ioco Road may discourage cycling, though the increasing popularity of ebikes and their ability to ease cycling effort on hills can largely overcome this.

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Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Pedestrian Signal Lane Group LOS Existing Proposed Existing

Lane Group V/C Freeway Freeway Traffic Signal ) F ( 00 Intersection # Lane Group Expressway Expressway

000 0.91 AM Intersection Arterial Arterial (000) PM Volumes Overall V/C 0000 0.83 AM Link Volumes Existing Proposed Collector Collector 0000 PM C Overall LOS

N Legend Please align arrowheads when creating lane Arterial groups not present in this template as shown Local Scale: NTS below using grid guides. Site For HCM 2000 unsignalized intersections, Bus Stop East Rd Bedwell Bay Rd Note: Arrows reflect “Lane Groups” defined choose the circle below without the overall by Synchro and NOT roadway laning. v/c metric in the centre of the circle.

000

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0,000 A 0.31 (A) A 0.31 (A)

800m ( (

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1st Ave

Please align arrowheads when creating lane (000) 000 (0,000) 000 diagrams not present in this template as (000) 0,000 (000) (000) shown below using grid guides. 000 0,000 000 (0,000) 88 88 0,000 000 000 (0,000) (000) (000) 000 (000) 000 0,000 (000) (0,000)

Ioco Rd April Rd

0,000 000

0,000 000 S:\PROJECTS\PJ\04-18-0478 Ioco Lands 2019\4.0 Analysis & Design\CDR Exhibit 2.1 Transit Stops

Burrard Commons 04-18-0478 July 2019 &

Existing Proposed Freeway Expressway Arterial Collector Local Railway Use this font and size for road names

Use these lens blocks to highlight multiple sites Please use yellow if there is only one site

Leader Line Legends for Future Conditions Legends for Existing Conditions

Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Pedestrian Signal Lane Group LOS Existing Proposed Existing

Lane Group V/C Freeway Freeway Traffic Signal ) F ( 00 Intersection # Lane Group Expressway Expressway

000 0.91 AM Intersection Arterial Arterial (000) PM Volumes Overall V/C 0000 0.83 AM Link Volumes Existing Proposed Collector Collector 0000 PM C Overall LOS

N Please align arrowheads when creating lane groups not present in this template as shown Scale: NTS below using grid guides.

For HCM 2000 unsignalized intersections, Note: Arrows reflect “Lane Groups” defined choose the circle below without the overall by Synchro and NOT roadway laning. v/c metric in the centre of the circle.

000

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2.2 Current Relevant Policies & Plans

2.2.1 Municipal Plans

Village of Anmore OCP Anmore’s Official Community Plan (OCP)2 focuses on achieving faster rates of development in the short term, providing more flexible lot size restrictions, and supporting denser forms of development, while keeping population growth carefully monitored.

Anmore residents are currently dependant on private vehicles for most of their daily activities. To tackle this issue and to provide more sustainable transportation modes, the Village of Anmore relies on TransLink’s Northeast Sector Area Transit Plan (NESATP).

The OCP considers the IOCO Lands to be a major future development area. Within the guidelines and regulations listed in the OCP, an eventual development in this area is expected to differentiate itself from other developments within Anmore through its commitment to environmental preservation, high-levels of sustainable building performance, and the creation of a walkable community that is well integrated within the existing community. In terms of transportation, the OCP expresses some caution about the impact of a potential David Avenue extension, if deemed necessary to develop the IOCO Lands, and excludes the Village of Anmore from incurring development-related costs for the area.

2.2.2 Regional Plans

Northeast Sector Area Transit Plan (NESATP) TransLink’s Northeast Sector Area Transit Plan (NESATP)3 aims to develop a long-term vision for service and infrastructure priorities for Coquitlam, Port Moody, Port Coquitlam, Anmore, and Belcarra. This plan, initiated in 2013, acknowledges that transit in this area has not been properly aligned with recent land developments. In phases 2 (2014) and 3 (2015), stakeholder and public consultation was used to develop a long-term vision and identify short-term priorities for transit improvements, further improved by the Evergreen Extension of the Millennium Line, which initiated service in 2016.

As part of the near-term priorities, new routes were proposed for the study area and identified as medium priority, for which TransLink will seek additional funding before being able to provide any new services. It is expected for the implementation of these new routes to increase transit mode share in the mid-term future. Currently at Phase 4, efforts are being made towards monitoring and reporting on the progress of the Area Transit Plan to ensure land use and transportation planning continue to be coordinated.

2 Official Community Plan. Village of Anmore, 2014. http://anmore.com/wp-content/uploads/2017/06/Official- Community-Plan.pdf

3 Northeast Sector Area Transit Plan. TransLink, 2015. https://www.translink.ca/Plans-and-Projects/Area- Planning/Northeast-Sector-Area-Transit-Plan.aspx

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David Avenue Extension David Avenue Extension has been under discussion for a long time. The extension would require the existing west end of David Avenue to extend through the established David Avenue Right-of-Way to connect, potentially, to Sunnyside Road. This will provide a new east-west connection for regional traffic, potentially mitigating congestion along Ioco Road and benefiting residents along Ioco Road and in Belcarra, as well as traffic associated with the Belcarra Regional Park, Buntzen Lake Park, and the large expanse of industrial lands in this area.

2.3 Regional Travel Factors Within general proximity to the site, there are three town centres with differing levels of urban form and development (Anmore, Belcarra, and Port Moody) and one industrial zone (Imperial Oil and Burrard Thermal) surrounding the site. All of them are expected to grow both in residents (quantified as Dwelling Units, or DU) and employment (quantified as jobs). Projections based on previous studies by the development team for area/employment relations, it is forecasted that Anmore will double its current population and employment by 2041. Over that same period of time, Belcarra is forecasted to grow by 40% its current population and employment while Port Moody is forecasted to grow by 50% its population and 30% its employment.

The Imperial Oil Lands, currently underused, are still a wild card for the area. In the future, the area could be redeveloped into heavy industrial area or into a high tech or Research & Development site. These two scenarios, among other possibilities, could bring employment numbers up to potentially thousands of jobs. In any case, the future of the Imperial Oil Lands is still undefined, but a significant increase in the number of jobs in this area could generate a significant number of new trips, vehicle/transit in the region.

In addition, the Belcarra Regional and Buntzen Lake parks are key traffic generators in the area, particularly over weekends and during summer months. Any further expansion or development of new attractions will likely increase travel demand to the parks. This potential expansion, combined with a sustained yearly growth of park visitors, make residents of Belcarra, Anmore, and Port Moody susceptible to significant fluctuations in park-related traffic.

2.4 Existing Vehicle Volumes

2.4.1 Traffic Data Collection Program For the purpose of this Transportation Rationale, existing traffic volumes were sourced from previous traffic count data collected by Bunt dated Thursday 4th (from 7:00 to 10:00 AM and from 3:00 to 6:00 PM) and Sunday 7th (from 2:00 to 6:00 PM), May, 2017, and are summarized in Table 2.4, which includes the observed peak hour periods.

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Table 2.4: Existing Peak Hour Roadway Link Volume

TWO-WAY PEAK HOUR VOLUMES ROADWAY SOURCE DATE OF COUNT WEEKDAY AM WEEKDAY PM WEEKEND PM 1ST Avenue @ Sunnyside Bunt 285 405 560 Road/Bedwell Bay Road th Sunnyside Road @ 1st Thursday 4 and Bunt th 225 230 275 Avenue/Bedwell Bay Road Sunday 7 , May, 2017 Sunnyside Road @ East Road Bunt 300 320 310 East Road @ Sunnyside Road Bunt 330 390 460 PEAK HOUR 8:15 - 9:15 AM 3:15 – 4:15 PM 3:00 – 4:00 PM

Historically, roadways leading up to recreational areas, such as regional parks, tend to be higher during summer/winter months (depending on the type of activities available) and, particularly on weekends. The count data above shows higher vehicle volumes during the Weekend PM peak hour, exceeding the Weekday PM peak hour volume by up to 40%. During the summer months with peak activity at the area parks, this weekend over weekday high utilization of the area roads is even more pronounced.

2.5 Theoretical Road Capacity A roadway’s theoretical capacity is defined as the maximum theoretical hourly rate at which vehicles can reasonably traverse a point or uniform section of roadway during a given period of time under prevailing roadway, traffic flow, and control conditions. As a general rule of thumb, a roadway theoretical capacity along an urban/suburban corridor with intersecting streets controlled by traffic signal is 750 vehicles per hour per lane (vphpl), which may be restrained (i.e. reduced) by elements such as weather, traffic conditions, road design, terrain, and others.

As a general indicator of traffic performance, this measure of traffic utilization of theoretical road capacity is a useful measure of potentially how much additional traffic volume a road can accommodate. It is important to note that road capacity is not equivalent to intersection capacity, which may be able to accommodate more or less vehicles than through road segments. As the development application process progresses, intersection capacity analysis will be conducted. For the purpose of this Transportation Rationale, site traffic impact will be assessed from a road capacity perspective alone.

Table 2.5 shows the peak hour directional volumes for each of the three roadways in the study area, and Table 2.6 shows their existing theoretical spare capacity. The analysis considers both the weekday morning peak traffic period (typically between 7-9am) and the weekday afternoon peak traffic period (typically between 3-6pm).

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Table 2.5: Roadway Peak Hour Directional Volumes

ROADWAY PEAK HOUR DIRECTIONAL VOLUMES STREET WEEKDAY AM WEEKDAY PM WEEKEND PM 155 vph 205 vph 320 vph 1st Avenue (southbound) (northbound) (southbound) 120 vph 155 vph 200 vph Sunnyside Road (eastbound) (westbound) (westbound) 155 vph 210 vph 245vph East Road (eastbound) (westbound) (westbound)

Table 2.6: Roadway Directional Peak Hour Spare Capacity

DIRECTIONAL SPARE CAPACITY2 STREET CAPACITY1 WEEKDAY AM WEEKDAY PM WEEKEND PM 595 vph 545 vph 430 vph 1st Avenue 750 vph (southbound) (northbound) (southbound) 380 vph 345 vph 300 vph Sunnyside Road 500 vph (eastbound) (westbound) (westbound) 345 vph 290 vph 255 vph East Road 500 vph (eastbound) (westbound) (westbound)

(1) Capacity at Sunnyside Road and East Road has been reduced by one-third to compensate for the rolling terrain. (2) Specific directional spare capacity is selected so it aligns with the direction of a potential development site traffic during AM and PM peak hour periods (i.e. outbound and inbound directions, respectively).

Currently, there is spare traffic capacity along 1st Avenue, Sunnyside Road, and East Road within the Village of Anmore.

Since a future development will be expected to generate peak traffic during the Weekday AM and PM peak hours, capacity will be assessed only on these time periods. Weekend and seasonal traffic will be analyzed in subsequent transportation analysis, to be conducted later during the development application process.

The key conclusions obtained from this spare capacity analysis are:

• 1st Avenue can currently accommodate nearly 600 additional vehicles per hour, southbound, during the AM peak hour and nearly 550 additional vehicles per hour, northbound, during the PM peak hour.

• Sunnyside Road can currently accommodate 380 additional vehicles per hour, eastbound, during the AM peak hour although, because of its connection to East Road, spare capacity along this corridor will be reduced to 345 additional vehicles more per hour. During the PM peal period, Sunnyside Road can currently accommodate 345 additional vehicles per hour westbound although, because of its connection to East Road, spare capacity will be reduced to 290 additional vehicles per hour.

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3. BURRARD COMMONS - PROPOSED DEVELOPMENT

3.1 Land Use Gilic is planning a new mixed-use community, Burrard Commons, on a site located at the southeast corner of the 1st Avenue & Sunnyside Road/Bedwell Bay Road in the IOCO Lands area of Anmore. The proposed land use plan is illustrated in Exhibit 3.1 and land use stats summarized in Table 3.1.

Table 3.1: Proposed Land Uses (as of July 15, 2019)

LAND USE DENSITY (NFA) UNITS Residential 2,316 Retail 175,000 sf Office 175,000 sf Community Centre 100,000 sf 450,000 SF 2,316

3.2 Parking Supply The Village of Amore Zoning Bylaw4 does not provide specific minimum or maximum parking requirements for a site such as this one, with the exception of residential land use (a minimum 2 parking spaces per dwelling unit as per Zoning Bylaw Section 9.1.6).

The development is planning to provide a series of underground, potentially interconnected parkades with a supply rate of 1 parking space per residential unit with 0.1 parking spaces per unit for visitors, and 2.5 parking spaces per 1,000 sf of GFA for the other non-residential land uses. Table 3.2 shows the development’s proposed parking rates and supply.

Table 3.2: Proposed Parking Supply

LAND USE DENSITY RATE PROPOSED SUPPLY Residential – Residents 2,316 units 1 stalls/unit 2,316 Residential – Visitor 2,316 units 0.1 stalls/unit 232 Retail 175,000 sf 2.5 stalls/1,000 sf 438 Office 175,000 sf 2.5 stalls/1,000 sf 438 Community Centre 100,000 sf 2.5 stalls/1,000 sf 250 3,674

4 Anmore Zoning Bylaw (Consolidated). Village of Anmore, 2018. http://anmore.com/wp- content/uploads/2018/03/Zoning-Bylaw-Consolidated-Feb-2018.pdf

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The proposed supply of one resident parking stall per dwelling unit is deliberate and intended to reduce reliance on private automobiles for trips and encourage more trips using alternative and more sustainable travel modes. This strategy is discussed in detail later in Sections 4.2 and 5 of this report.

The mix of different land uses within this development, i.e., retail, office, residential and community centre, generally experience their peak parking demand condition at different times of the day or days of the week. For instance, office parking is typically most active during the weekday daytime period at which time the retail and community centre parking activity is not so busy. Towards the later afternoon and into the evening period, the office parking demand decreases while the retail and community centre parking picks up. The busiest period for retail and community centre parking is typically on the weekend when the office parking is minimal. Residential visitor parking, which tends to peak in the evening period, is often shared with commercial parking that is less active in the evening.

These differing peak parking demand periods create the opportunity to “share” common pools of parking among the different land uses. This more efficient use of the parking through shared parking opportunities allows for the parking supply to be reduced from otherwise providing for the full parking demand of each individual land use.

With the application of shared parking, the required supply of parking for a mixed-use development can potentially be 25% or more reduced from the supply required if the different land uses were not grouped together. For the Burrard Commons development, a 25% reduction to the parking supply on account of shared parking opportunities would potentially eliminate approximately 350 parking spaces from the supply total noted in Table 3.2.

3.3 Site Plan The proposed site plan features two roads across the site, simply named N-S Road and E-W Road. These will be the main vehicular full movement accesses in and out of the Burrard Commons, connecting to 1st Avenue and Sunnyside Road. Driveways are anticipated to be taken directly from the N-S and E-W roads, removing the need for additional driveways located on 1st Avenue and Sunnyside Road.

E-W Road is envisioned as the main corridor through the site with a 27 m Right-of-Way and a 14 m curb-to- curb distance. This 14 m width provides for two travel lanes and two curb lanes that can either be used for traffic movement (peak period, peak direction) or for curbside parking during off peak traffic periods. Under rolling terrain conditions (up to 15% slopes) either separated one-way bike lanes (at least 2 m wide on both sides of the street), or a shared use two-way path (at least 3 m wide) on one side of the street are recommended. In either case, separate sidewalks of at least 1.8 m width should be provided on both sides of the road.

3.4 Site Access Intersections The access intersection to 1st Avenue and the access intersection to Sunnyside Road are both anticipated to be operate as full movement ”T” intersections, configured with two exit lanes and a single inbound or

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entry lane into the Burrard Commons development. On account of the anticipated relatively high volume left-turn entering traffic turning from westbound Sunnyside Road into the site, it is recommended that Sunnyside Road be locally widened at this point in order to provide for a separate westbound to southbound left-turn bay on Sunnyside Road into N-S Road.

Intersection control treatments will be confirmed once intersection operations analysis has been conducted through subsequent more detailed transportation analysis.

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Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

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* Storage Length (m) 00 ) (#) (#) Local Local Unsignalized 0.54 (B) E th ( 95 % Queue Unsignalized 00 Pedestrian Signal exceeds available Railway Railway 0.86 storage Two Way Stop Pedestrian Signal 00 Traffic Signal Two Way Stop Two Way Stop Lane Group All Way Stop Traffic Signal LOS A to D V/C < 0.85 All Way Stop All Way Stop LOS E 0.85 < V/C < 0.90 Roundabout 00 Intersection # LOS F V/C > 0.90 Roundabout Roundabout 00 Intersection # 000 AM Intersection Overall Pedestrian Signal (000) PM LOS A to C V/C < 0.80 Pedestrian Signal Pedestrian Signal Volumes 000 AM Intersection LOS D 0.80 < V/C < 0.85 0000 AM Link Volumes (000) PM Volumes Traffic Signal Traffic Signal 0000 PM LOS E to F V/C > 0.85 Traffic Signal

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4. TRAFFIC FORECASTS

4.1 Background Traffic Forecasts Background traffic is traffic that would be present on the road network if the site did not develop. However, background traffic should be increased to reflect general growth in the area by the expected opening date. For calculation purposes, it is assumed that Burrard Commons will be fully developed by 2029 (i.e. in 10 years) and that general traffic growth for the area will be 2% per annum.

Table 4.1 shows the forecasted background traffic on the key roads within the Village of Anmore by the horizon year (2029):

Table 4.1: Forecasted Background 2029 Peak Hour Roadway Link Volume

2017 TWO-WAY PEAK HOUR 2029 TWO-WAY PEAK HOUR VOLUMES VOLUMES* ROADWAY WEEKDAY WEEKDAY WEEKDAY WEEKDAY AM PM AM PM 1ST Avenue 285 405 355 500 Sunnyside Road 300 320 370 395 East Road 330 390 410 485

(*) Growth rate projected by 12 years to compensate the 2-year difference between 2017 and 2019.

The theoretical spare capacity on these roads for Weekday AM and PM peak traffic periods can be calculated for the 2029 horizon year.

Table 4.2: 2029 Roadway Spare Capacity

PEAK DIRECTIONAL SPARE CAPACITY STREET WEEKDAY AM WEEKDAY PM 560 vph 495 vph 1st Avenue (southbound) (northbound) 350 vph 310 vph Sunnyside Road (eastbound) (westbound) 310 vph 240 vph East Road (eastbound) (westbound)

Assuming the road network remains unchanged, an eventual site developed at the IOCO Lands traffic at 1st Avenue should be kept within 560 vehicles southbound and 495 vehicles northbound during the AM and PM peak hours, respectively, while traffic along the Sunnyside Road/East Road corridors should be kept within 310 vehicles eastbound and 240 vehicles westbound during the AM and PM peak hours, respectively.

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4.2 Site Traffic

4.2.1 Trip Generation Trip generation rates and volumes for each of the proposed land uses of the development were based on the Institute of Transportation Engineers (ITE) Trip Generation Manual 10th Edition for Urban/Sub-Urban conditions. For the purpose of this Transportation Rationale, Gross Floor Areas required for ITE trip rates were assumed equal to Net Floor Areas, while Gross Leasable Area was assumed as 90% of Net Floor Area. Although this should not represent a significant impact on the following traffic forecasts, it will be reviewed in a subsequent Transportation Assessment.

The following provides context for the selection of the rates. Table 4.3 outlines the vehicle trip rates from the ITE Trip Generation Manual applicable to this site.

Residential: High-Rise Residential, Land Use Code 222. While the site will have a mix of residential units, this ITE trip rate is applicable for developments with apartments, townhouses, and condominiums that have more than 10 levels.

Retail: Shopping Centre, Land Use Code 820. Because the specific future retail use is not yet known, Bunt has applied the Shopping Centre rate to provide a conservative estimation as the rate is proportionally higher than most retail uses’ trip rates. Gross Leasable Area (GLA) is assumed 90% of Gross Floor Area (GFA).

For office and community centre, more straightforward trip rates were used: General Office Building, Land Use Code 710, and Recreational Community Centre, Land Use Code 495, respectively.

Table 4.3: Peak Hour Vehicle Trip Rates

AM PEAK HOUR PM PEAK HOUR LAND USE UNITS IN OUT TOTAL IN OUT TOTAL Residential DU 0.07 0.24 0.31 0.22 0.14 0.36 Retail 1,000 sf GLA 0.58 0.36 0.94 1.83 1.98 3.81 Office 1,000 sf GFA 1.59 0.33 1.92 0.78 1.67 2.45 Community Centre 1,000 sf GFA 1.16 0.60 1.76 1.09 1.22 2.31

Table 4.4 summarizes the anticipated future site generated vehicle trips for the proposed development based on the above rates.

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Table 4.4: Estimated Peak Hour Site Vehicle Trips

AM PEAK HOUR PM PEAK HOUR LAND USE IN OUT TOTAL IN OUT TOTAL Residential 162 556 718 510 324 834 Retail 91 57 148 288 312 600 Office 278 58 336 137 292 429 Community Centre 116 60 179 109 122 231 TOTAL 648 730 1,378 1,043 1,050 2,094

NCHRP (National Cooperative Highway Research Program) methodology allows estimating more accurately forecasted site trip generation by accounting for transit trips, non-motorized trips, such as walking and cycling, and average vehicle occupancy. NCHRP methodology also allows reducing the number of site trips by accounting for the portion of trips that begin and end within a mixed-use development, called internal capture. Internal capture main benefit is to account for those trips that will occur within the development and would not affect the external transportation network. It is applicable to residential, retail, and office land uses within a mix use development and are typically done by walking or cycling.

To replicate a scenario that resembles existing conditions, the following will be assumed:

• 1.1 passengers per vehicle; • 5% of trips are made by transit (i.e. transit mode split); • 1% of trips are made by active transportation modes; • 400 m distance between each land use; and, • 6% and 16% internal capture during the AM and PM peak hours, respectively.

Table 4.5 summarizes the anticipated future site generated vehicle trips for the proposed development based on the above assumptions and the NCHRP methodology.

Table 4.5: NCHRP-Based Peak Hour Site Vehicle External Trips

AM PEAK HOUR PM PEAK HOUR LAND USE IN OUT TOTAL IN OUT TOTAL Residential 148 510 658 411 275 686 Retail 65 41 106 238 233 461 Office 244 40 284 111 255 366 Community Centre 110 56 166 103 115 218 TOTAL 567 647 1,214 863 868 1,731

The final step to estimate the anticipated traffic demand of the site on the area roads is to account for pass-by and diverted trips. Pass-by and diverted trips are vehicle trips that are on the road network already before the site is even redeveloped, for which the site will become an intermediate stop on the way from an origin to a primary trip destination without a route diversion. Because of this, pass-by and diverted trips are typically associated with convenience stops to shop on the commuting trip from the user’s

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employment site to its household. Therefore, these trips are typically associated with retail land use and the PM peak traffic period.

More specifically, pass-by trips are those trips which are currently “passing by” on roads directly adjacent the future development site, while diverted trips are trips which are not currently passing in front of the future site and that would have to divert from their typical travel routes to reach the site.

Several factors contribute to the magnitude of pass-by and diverted trips generated by a particular development including the type of land use, the availability and location of site accesses, traffic volumes along the adjacent roadways and function of adjacent roadways. For the AM peak hour, a 5% pass-by trip reduction was assumed. For the PM peak hour, a 15% has been assumed both for pass-by and diverted trips. These reductions are only applicable to the retail land use.

Table 4.6 summarizes the anticipated future site generated vehicle trips for the proposed development based on the above assumptions, the NCHRP methodology and pass-by and diverted trip reductions.

Table 4.6: Peak Hour Net New Trips

AM PEAK HOUR PM PEAK HOUR LAND USE IN OUT TOTAL IN OUT TOTAL Residential 148 510 658 411 275 686 Retail 62 39 101 167 156 323 Office 244 40 284 111 255 366 Community Centre 110 56 166 103 115 218 TOTAL 564 645 1209 792 801 1,593

Under the assumptions listed above, the development is expected to generate about 1,200 net new external trips on area roads during the weekday AM peak hour and 1,600 net new external trips during the weekday PM peak hour.

4.2.2 Trip Generation with Increased Transit Ridership To reduce the additional traffic load onto area roads, an alternative scenario with an increased transit ridership was assessed, which modifies the initial assumption of 5% transit mode share for a higher percentage of 20%, more typical of developments within walking distance to the regional Frequent Transit Network or FTN6.

Further details on the implication of this strategy are provided later in Section 5 of the report. Assuming all other assumptions are kept as in the base scenario, Table 4.7 summarizes the anticipated future site generated vehicle trips for the proposed development with the NCHRP methodology, pass-by and diverted trip reductions, and increased transit strategy.

6 RTS Backgrounder #7: Urban Centres & Frequent Transit Corridors. Figure 2. TransLink.

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Table 4.7: Peak Hour Net New Site Trips (20% Transit Mode Split) AM PEAK HOUR PM PEAK HOUR LAND USE IN OUT TOTAL IN OUT TOTAL Residential 125 429 554 345 231 576 Retail 52 33 86 140 131 271 Office 205 34 239 94 215 309 Community Centre 92 47 139 86 96 182 TOTAL 474 543 1,018 665 673 1,338

Assuming a 20% transit mode split, consistent with typical transit-oriented developments at urban cores across the Lower Mainland, the development is expected to generate about 1,000 net new external trips during the AM peak hour and 1,350 net new external trips during the PM peak hour, or on average between 15 to 25 vehicles per minute added to area roads. This transit mode split has been assessed for the purpose of this Transportation Rationale. For the subsequent transportation analysis, a more detailed analysis will be conducted to determine more accurately the recommended transit mode split target required to provide a cost-effective traffic impact mitigation strategy.

Trip Distribution & Assignment Trip distribution and assignment of the site generated trips was based on high-level adjustments of existing traffic patterns for the study area. Four gateways were identified: Sunnyside Road north of East Road, East Road east of Sunnyside Road, 1st Avenue south of Sunnyside Road/Bedwell Bay Road, and Bedwell Bay Road west of 1st Avenue/Sunnyside Road.

Table 4.8 summarizes the estimated trip distribution.

Table 4.8: Estimated Trip Distribution

ORGIN/DESTINATION AM PEAK HOUR PM PEAK HOUR Sunnyside Road – NORTH <5% <5% Bedwell Bay Road – WEST <5% <5% 1st Avenue – SOUTH 75 75 East Road - EAST 15 15 TOTAL 100% 100%

The trip assignment assumes two thirds of site traffic will use the 1st Avenue site access and one third will use the Sunnyside Road site access.

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4.3 Spare Capacity Assessment Taking into consideration the results from Sections 3.1 and 3.3, the forecasted site traffic can be assessed within the context of the predicted 2029 spare capacity. As listed in Table 3.2, roadway spare capacity along 1st Avenue is 560 vph southbound and 495 vph northbound during the AM and PM peak hours, respectively. Sunnyside Road, eventually connecting through East Road, has 310 vph eastbound and 240 vph westbound during the AM and PM peak hours, respectively.

Tables 4.9 and 4.10 show forecasted site traffic in the context of spare capacity and identifies potential issues with the Anmore road network to accommodate site traffic. Numbers in green represent remaining available capacity after the addition of the Burrard Commons site traffic. Numbers in red represent a potential traffic capacity deficit condition.

Table 4.9: 2029 Roadway Spare Capacity under Base Assumptions (5% Transit Split)

PEAK DIRECTIONAL SITE TRAFFIC STREET WEEKDAY AM WEEKDAY PM 395 veh 480 veh 1st Avenue (southbound) (northbound) +165 veh +15 veh 240 veh 295 veh Sunnyside Road (eastbound) (westbound) +110 veh +15 veh 225 veh 285 veh East Road (eastbound) (westbound) +85 veh -45 veh

Assuming no roadway capacity improvements and a 5% transit mode split, the Burrard Commons site traffic is expected to exceed the available roadway capacity on East Road during the PM peak hour period by 10-60 vph. However, if transit mode split can be increased to match other urbanized areas across Metro Vancouver (20%), the forecasted site traffic can be accommodated on the Anmore road network.

Table 4.10: 2029 Roadway Spare Capacity (20% Transit Mode Split)

PEAK DIRECTIONAL SITE TRAFFIC STREET WEEKDAY AM WEEKDAY PM 330 veh 405 veh 1st Avenue (southbound) (northbound) +230 veh +90 veh 200 veh 250 veh Sunnyside Road (eastbound) (westbound) +150 veh +60 veh 190 veh 245 veh East Road (eastbound) (westbound) +120 veh -5 veh

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Although more detailed intersection capacity analysis will be required and is expected to be conducted on later stages of the development application, the results of the roadway capacity assessment indicates that by providing an increased transit strategy that achieves a 20% transit mode split, the proposed Burrard Commons development can generally be accommodated on the existing road network in Anmore.

Exhibit 4.1 shows site traffic and spare capacity across the study area.

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Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Pedestrian Signal Lane Group LOS Existing Proposed Existing

Lane Group V/C Freeway Freeway Traffic Signal ) F ( 00 Intersection # Lane Group Expressway Expressway

000 0.91 AM Intersection Arterial Arterial (000) PM Volumes Overall V/C 0000 0.83 AM Link Volumes Existing Proposed Collector Collector 0000 PM C Overall LOS

* Storage Length (m) 00 Unsignalized ) (#) (#) Local Local 0.54 (B) E th ( 95 % Queue Unsignalized 00 Pedestrian Signal exceeds available Railway Railway 0.86 storage Two Way Stop Pedestrian Signal 00 Traffic Signal Two Way Stop Two Way Stop Lane Group All Way Stop Traffic Signal LOS A to D V/C < 0.85 All Way Stop All Way Stop LOS E 0.85 < V/C < 0.90 00 Intersection # Roundabout Roundabout Roundabout 00 Intersection # LOS F V/C > 0.90 Overall Pedestrian Signal Pedestrian Signal Pedestrian Signal 000 AM Intersection LOS A to C V/C < 0.80 0000 AM Link Volumes (000) PM Volumes LOS D 0.80 < V/C < 0.85 Traffic Signal Traffic Signal 0000 PM LOS E to F V/C > 0.85 Traffic Signal

3 East Rd N Please align arrowheads when creating lane groups not present in this template as shown below using grid guides. Scale: NTS 19 16 (29) (25) 190 For HCM 2000 unsignalized intersections, (290) 160 (244) Note: Arrows reflect “Lane Groups” defined choose the circle below without the overall by Synchro and NOT roadway laning. v/c metric in the centre of the circle. 5% 20% 22 000 (30) 19 (000) (000) (25) ) ) A A ( ( (0,000) 000 183 ) ) 0,000 5 A 0.31 (A) A 0.31 (A) 217 (245) ( ( 0,000 4 East Rd ) ) (000) (0,000) (7) 5 (292) 4

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5% Transit Mode Split

20% Transit Mode Split S:\PROJECTS\PJ\04-18-0478 Ioco Lands 2019\5.0 Deliverables\Graphics Exhibit 4.1 Site Traffic & Spare Capacity Analysis

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5. TDM & ACTIVE MODES

5.1 Definition Transportation Demand Management (TDM) is defined as the “application of strategies and policies to reduce travel demand (specifically that of single-occupancy private vehicles), or to redistribute this demand in space or in time”7. A successful TDM program can influence travel behaviour away from Single Occupant Vehicle (SOV) travel during peak periods towards more sustainable modes such as High Occupancy Vehicle (HOV) travel, transit, cycling or walking. The responsibility for implementation of TDM measures can range across many groups, including regional and municipal governments, transit agencies, private developers, residents/resident associations or employers.

5.2 Recommended TDM Measures for Site

5.2.1 Independent Transit Service

Background When people are considering taking transit their decision is typically based on a number of factors including their eligibility to drive, cost, convenience, relative journey times with other modes, personal choice, income level, etc. Generally transit is a practical proposition for journeys of 4 kilometres and more, however if high frequency service is available, it is also practical for shorter distance trips for convenience.

Although discussions between the developer and TransLink are at very early stages, TransLink is open to Independent Transit Service (ITS) opportunities for the Burrard Commons project. ITS consists of private bus or rail transportation provided by anyone other than TransLink or its subsidiaries or contractors and is considered as a complementary service to the regional transportation system, provided it does not reduce the financial viability or effectiveness of TransLink. All ITS must be approved by the TransLink Board before commencing operations.

A different approach to this strategy is creating a Service Partnership, in which the developer and TransLink would reach a financial agreement to accelerate the implementation, expansion, or improvement of existing or new transit services when the need is justified. This approach is more complex than the ITS, as it adds TransLink’s needs into the analysis. Although Service Partnerships may be contemplated in the future at Burrard Commons, only the ITS strategy will be described in this report.

7 http://ops.fhwa.dot.gov/tdm/index.htm FHWA Travel Demand Management home page

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Proposed Strategy As previously detailed in Section 2, current transit services in proximity to the site are limited and likely not compelling enough to become the main commuting mode of transportation. With the intent of achieving the transit mode split target of 20%, the development is proposing implementing its own luxury private shuttle service. The goal is to provide residents, employees, and visitors of the site with a cost- effective, convenient, comfortable, and highly appealing transportation alternative to private motor vehicles, thus, encouraging users to shift into transit and mitigate site traffic impact on the area transportation network.

Private shuttle buses may attract users by providing guaranteed seats for all riders, among other potential conveniences, such as free Wi-Fi. The current strategy assumes that these buses will only serve site users, but service could potentially be extended to non-site users, such as Anmore residents and Belcarra Regional Park visitors on weekends during the summer months.

The private shuttle service would consist of a number of shuttle buses, such as Starcraft Allstar or Starcraft Allstar XLT, with an approximate capacity of 25 and 45 seats, respectively, operating on a continuous loop between the site and the Frequent Transit Network (i.e. either to the Inlet Centre or the Moody Centre Stations on the Evergreen rapid transit line) to provide access to farther destinations across the Lower Mainland. Service provided would start at the Mixed Use Commercial area shown in Exhibit 5.1, where a passenger loading area will be located. The bus will travel westbound, making one additional stop to pick- up additional passengers on the western end of the E-W Road. It will then turn left onto 1st Avenue and travel southeast along Ioco Road without making any stops (i.e. express service) and connecting either to the Inlet Centre or the Moody Centre Stations (Moody Centre having the added appeal of being a stop on the West Coast Express commuter rail service). Once passengers have been dropped-off/picked-up, the bus will take a similar route to return to the site, accessing from 1st Avenue into E-W Road. A bus stop will be located on the far side of the 1st Avenue access for an additional drop-off alternative and the trip will end back at the Mixed Use Commercial area.

Exhibit 5.1 shows the anticipated bus stop locations and turnaround area within the site.

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Existing Proposed Existing Freeway Freeway Expressway Expressway Arterial Road Arterial Road Collector Road Collector Road Local Road Local Road Road style 1 Road style 1 Road style 2 Road style 2

Pedestrian Signal Lane Group LOS Existing Proposed Existing

Please align arrowheads when creating lane groups not present in this template as shown below using grid guides.

For HCM 2000 unsignalized intersections,

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Source: DIALOG Exhibit 5.1 Proposed Internal Bus Stop Locations

Burrard Commons 04-18-0478 July 2019 &

The proposed route and its estimated travel time are shown in Figure 5.1, below. Travel time from the site to the Inlet Centre Station is about 8 minutes (5.4 Km) and to the Moody Centre Station would take an additional 2 minutes (1.4 Km), or a total of 10 minutes (6.8 Km) from the site. Therefore, a round trip from Burrard Commons to the Port Moody Station would take approximately 20 minutes, to which additional time should be considered for eventual passenger loading/unloading times.

Figure 5.1: Proposed Bus Loop

Source: Google Maps, 2019.

Table 5.1 shows the necessary bus fleet size required to support site transit trips during the Weekday AM and PM peak hours.

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Table 5.1: Required Bus Fleet to Support 20% Transit Mode Split

TRANSIT TRIPS

Time per loop/round trip (min) 30 Loops per hour 2

AM PM CAPACITY PEAK DIRECTIONAL FLEET PEAK DIRECTIONAL FLEET LOOPS LOOPS TRANSIT TRIPS (BUSES) TRANSIT TRIPS (BUSES)

25 seats 6 3 9 5 150 trips 200 trips 45 seats 4 2 5 3

To support a 20% transit mode split, it is estimated that either three 25-seat or two 45-seat shuttle buses would be required during the Weekday AM period and five 25-seat or three 45-seat shuttle buses during the PM peak hour period. A combination of the two bus sizes could also be implemented as well. At a frequency of 9 and 5 return trips or loops per hour, the headway between buses would be 7 and 12 minutes, respectively.

Outside the peak hour periods, the shuttle buses would be stored at designated areas on-site or elsewhere.

ITS and its implications (e.g. stop locations, frequency, bus size, storages, pick-up/drop-off areas, TransLink service partnership, etc.) will be further explored as part of subsequent transportation analysis.

5.2.2 Car Share A car share strategy, potentially provided as specific service branded with the Burrard Commons development, would complement the transit strategy by providing an alternative transportation mode when transit cannot fit the purpose of trip, while still contributing to reducing vehicle ownership and mitigating site traffic impact.

Car-sharing services have developed significantly in the last 10-15 years (and increasingly in the past 2-3 years in Vancouver). These services allow people to have short term access to a shared vehicle located on or close to their site, without having to buy or maintain their own vehicle. Members usually pay a small monthly administration fee to cover some of the fixed costs of the car and then a “pay as you go” approach is adopted as members pay by the hour and mile when they use a vehicle.

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The operators of these car share programs have determined from user surveys that a car share vehicle provided has the ability to remove between 9 – 13 private vehicles from the street system, and the number of vehicles owned per household decreases when a car sharing membership was acquired8. Providing 50 to 70 vehicles may be adequate based on the size of the proposed development, which can be later explored at subsequent phases of the application process.

There are two types of car sharing services – “A to B” type services such as Car2Go and Evo, and “A to B to A” type services such as Modo and Zipcar. In the former case, car share members can use vehicles from one origin to one destination and do not have to return these vehicles to the trip origin. The car share company repositions the cars regularly to respond to origin demand patterns. In the latter case, the vehicle’s “home” position remains constant, and car share members must return the vehicles to their origin when they have finished using it. The two car share models are directed towards different users, and can complement each other when used at the same site.

5.2.3 Marketing Materials & Transportation Information Travel patterns are most pliable when residents move from one location to another. Therefore, site developers/rental companies can play a significant role in changing people’s travel behaviours, through marketing materials to potential buyers/renters and through provision of information packages to new residents which stress the attractiveness and ease of alternative travel modes. In marketing materials to potential residents, clear and simple messages such as cost savings and health benefits (within the context of life style choice and urban living), along with practical information about local transit services, walking and cycle routes to key locations, carpooling and car-sharing services, would help attract residents who want to live a car-free lifestyle.

For residents who are moving in, a Transportation Information Package should be provided on move-in day. The package should include:

• A map showing amenities and shopping opportunities within a typical walking/cycling catchment of 800m, including those within the site; • A map showing local cycling and transit routes with key destinations and travel times by different modes; • Information about bicycle safety and local bicycle shops and repair facilities; • Information pertaining to on-site car share provisions, car share membership sign up and procedures; • Information pertaining to available bicycle and vehicle parking; • Information on regional rideshare organizations; and • A list of websites and apps that can aid in the use of alternative transportation such as transit apps.

8 http://www.metrovancouver.org/services/regional- planning/PlanningPublications/MetroVancouverCarShareStudyTechnicalReport.pdf

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5.2.4 Walking & Cycling Improvements Walking is a realistic form of travel for most people, especially over short distances with many people willing to walk at least 5-minutes or 400m for short trips. Guidelines on the distances that people are willing to walk to for various trip purposes will be set once the retail tenants have been confirmed. The distance that a person is willing to walk is often related to the purpose of the journey, but is also influenced by factors such as urban form, traffic, safety, personal fitness, car ownership, and parking availability.

A person’s willingness to cycle is based on a number of lifestyle factors, including health benefits, cost savings (compared to automobile use and parking) and convenience. Infrastructure also plays an important role through the safety of routes, presence or absence of steep gradients, availability of cycle storage facilities, etc. Cycling is a realistic transportation option for most people over short to medium distances, i.e. up to 8 kilometres, or a 30-35 minute cycle.

The developer is considering providing new pedestrian and cyclist facilities on and around the site. These new facilities will improve the pedestrian and cyclist experience, and can encourage and support the use of these sustainable modes of transportation.

5.3 Additional Potential Measures Tables 5.2 and 5.3 below summarizes possible suites of measures for residential and non-residential land uses that, based on Bunt’s research, may be appropriate for this site. The strategy is identified in the left column, and the measure in the centre column. The right column on the table shows which parties would be responsible for administering and managing the each initiative. While this is a comprehensive listing of all possible measures, the site developer’s potential role in TDM for the site would be limited to those items identified as “Site Developer” on the far right of this table.

Table 5.2: Potential TDM Strategies Summary Table: Residential

RESPONSIBILITY FOR STRATEGY MEASURE IMPLEMENTATION Appoint a Site TDM Coordinator, responsible for developing, Site Developer/Operator TDM Site implementing and maintaining TDM program Coordinator & Establish mode split targets, monitoring methods and surveys Monitoring Program Site Operator/Strata and reporting Prepare marketing materials to attract residents who want a car- Site Developer free lifestyle Marketing & Promotion Provide a Welcome Brochure, with an information package on transportation alternatives, that is issued to all new residents Site Developer/Site Operator and posted in common areas Cycling Provide cycling facilities leading to, adjacent to and on the site Site Developer, Municipality Infrastructure Provide safe, marked cycling crossings at intersections, with Municipality Improvements push button activation at signals Cycling Access Provide a shared bicycle program Site Developer/Operator Provide bicycle maps and way finding signage through site Site Developer Cycling Amenities Provide a bicycle repair station Site Developer End of Trip Cycling Provide long term secure and convenient bicycle storage Site Developer

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RESPONSIBILITY FOR STRATEGY MEASURE IMPLEMENTATION Facilities facilities for residents Provide a common maintenance area for bicycle maintenance Site Developer serving residents Provide short term bicycle rack parking at all building entrances (well lit and protected, within view of lobbies for residential Site Developer visitors and patrons) Provide an off-street pathway system to minimize walking distances; provide sidewalks on both sides of all site and site Site Developer Pedestrian fronting streets with boulevard improvements to buffer Infrastructure pedestrians from moving traffic Improvements Provide new protected pedestrian crossing opportunities and Site Developer pushbuttons Provide amenities such as benches, fountains, etc. on the site Pedestrian Amenities Site Developer/Municipality and along the site frontages Site Developer/Operator, Rideshare Programs Support resident use of available regional rideshare programs partnering with regional programs Provide Car Share vehicles and stalls for residents Site Developer initiates with provision of vehicles and stalls, Provide Car Share stalls in publicly accessible area for site Car Share Program Provider Car Share visitors and the neighbourhood operates and maintains program Provide initial Car Share membership fee for each unit Site Developer Provide funding for improvements to adjacent bus stops, such Site Developer as benches and shelters at existing bus stops adjacent to site Provide subsidized transit passes to new residents upon move- Transit Site Developer/Operator in Provide a private shuttle service (Independent Transit Service or Site Developer/Operator ITS) for residents to nearby key destinations Require residents to pay for parking on a monthly basis instead of owning a parking stall or limit the opportunities to purchase Site Developer/Operator a parking stall Install pay parking on-street or in public parking lots to Parking Management Municipality discourage off-site parking to avoid on-site parking fees Restrict parking supply: provide lower than bylaw supply rates Site Developer Unbundle Parking with Parking Rental Program Site Developer

Table 5.3: Potential TDM Strategies Summary Table: Non-Residential

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RESPONSIBILITY FOR STRATEGY MEASURE IMPLEMENTATION Provide “Real Time” Commuter Information Boards with multi- Site Developer/Site Operator modal options

Cycling Provide cycling facilities leading to, adjacent to and on the site Site Developer, Municipality Infrastructure Provide safe, marked cycling crossings at intersections, with Municipality Improvements push button activation at signals Provide bicycle maps and way finding signage through site Site Developer Cycling Amenities Provide a bicycle repair station Site Developer Provide long term secure and convenient bicycle storage Site Developer facilities for employees Provide a common maintenance area for bicycle maintenance End of Trip Cycling Site Developer serving employees Facilities Provide short term bicycle rack parking at all building entrances (well lit and protected, within view of lobbies for residential Site Developer visitors and patrons) Provide an off-street pathway system to minimize walking distances; provide sidewalks on both sides of all site and site Site Developer Pedestrian fronting streets with boulevard improvements to buffer Infrastructure pedestrians from moving traffic Improvements Provide new protected pedestrian crossing opportunities and Site Developer pushbuttons Provide amenities such as benches, fountains, etc. on the site Pedestrian Amenities Site Developer and along the site frontages Site Developer/Operator, Support employee use of available regional rideshare programs partnering with regional Rideshare Programs programs Develop a employee car pool with preferential parking Employers Site Developer initiates with provision of vehicles and stalls, Provide Car Share vehicles or pool vehicles for employees to use Car Share Car Share Program Provider during work, so they do not have to bring their vehicles to work operates and maintains program Provide funding for improvements to adjacent bus stops, such Site Developer as benches and shelters at existing bus stops adjacent to site Transit Provide subsidized transit passes to employees Site Developer/Operator Provide a private shuttle service (Independent Transit Service or Site Developer/Operator ITS) for residents to nearby key destinations Employee pay parking: charge employees to park on the site to reduce overall demand parking demand. Have daily rather than Site Developer/Operator monthly parking charges Parking Management Shared Parking: share parking with other uses to reduce overall Site Developer parking supply requirement Restrict parking supply: provide lower than bylaw supply rates Site Developer Employee transit pass subsidies Employers Employee Trip Parking Cash Out Employers Reduction Program Alternative Work Schedules Employers Guaranteed Ride Home Employers

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5.4 TDM Effectiveness TDM effectiveness is highly dependent on the application setting, complementary strategies, nature of the travel market segment being targeted and even the “vigour” with which TDM is implemented and promoted. The effectiveness of TDM measures in terms of reducing vehicle trip-making is difficult to forecast as these measures are typically applied at different levels, in different mixes, on different sites. While several models existing to estimate the effects of TDM (EPA Commuter Model, TDM Effectiveness Evaluation Model, Worksite Trip Reduction Model, Trip Reduction Impacts of Mobility Management Strategies), these models have all been developed to address USA conditions and require extensive and detailed knowledge about the base conditions as well as individual TDM measures which are not known at the Master Planning level.

Nevertheless, research has shown that TDM programs which are very focused and site-specific, with aggressive financial incentives, disincentives and parking management have been proven to reduce trip making by over 15%.9. Some communities identify/allow vehicle trip reductions for TDM measures based on transit service levels combined with the level of TDM applied. For example, Table 5.4 below provides anticipated ranges of “net mode shift” from auto trips for various levels of TDM programs and various levels of transit provision from Fairfax County, VA, USA planning guidelines.

The reductions noted in the table below have been corroborated for work trips by other studies such as the recent TCRP report on “Employer and Institutional TDM Strategies” which shows that at work sites with “high performing” and aggressive TDM programs, employee vehicle trip reductions of up to 25% are possible with “High” transit services and pay parking.

Table 5.4: TDM Effectiveness

TDM PROGRAM OR HIGH TRANSIT MODERATE TRANSIT LOW TRANSIT STRATEGY Support, Promotion, 3-5% 1-3% <1% Information Alternative Commute 5-10% 5-10% 1-3% Services Financial Incentives 10-20% 5-15% 1-5% COMBINED STRATEGIES With Free Parking 15-20% 10-15% 3-7% With Pay Parking 15-30% 15-20% n/a

Source: Integrating Demand Management into the Transportation Planning Process: A Desk Reference, U.S. Department of Transportation, Federal Highway Administration, August 2012, page 160. Note that “High” transit = Rail; “Medium” transit = bus with peak headways 20 min. or less; “Low” = bus with headways >20 min.

9 Integrating Demand Management into the Transportation Planning Process: A Desk Reference, U.S. Department of Transportation, Federal Highway Administration, August 2012

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Research has shown that TDM measures tend to have the greatest influence on frequent and regular work- based trips and has lesser impacts on shopping and personal business trips which are less frequent and discretionary. Therefore, most TDM programs, and therefore monitoring of TDM program effectiveness is typically focussed on “Commuter Trip Reduction” or CTR programs.

According to the Victoria Transport Policy Institute, a comprehensive CTR program typically reduces peak- period (work-based) automobile trips by 4-20% at a worksite (Winters and Rudge 1995; Rye 2002; Boarnet, Hsu and Handy 2010), and impacts vary depending on program design, geography and employee demographics. Programs that lack financial incentives (e.g. transit subsidies, parking cash out) generally achieve reductions under 10% (Boarnet, Hsu and Handy 2010).10

10 VTPI website http://www.vtpi.org/tdm/tdm9.htm

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6. CONCLUSIONS & RECOMMENDATIONS

6.1 Conclusions • Gilic Developments is proposing a new development, Burrard Commons, on the southeast corner of the 1st Avenue & Sunnyside Road/Bedwell Bay Road intersection in Anmore, British Columbia. The area is commonly referred to as IOCO Lands. The proposed form of development consists of approximately 2,300 residential units, 175,000 sf of retail NFA, 175,000 sf of comprehensive office NFA, and approximately 100,000 sf of community centre NFA.

• Existing traffic volumes using 1st Avenue are presently relatively modest and is estimated that the roadway can currently accommodate nearly an additional 600 vehicles per hour, southbound, during the AM peak hour (southbound being the peak direction of travel in the morning period on 1st Avenue) and nearly 550 additional vehicles per hour, northbound, during the PM peak hour (northbound being the peak direction of travel on this street in the afternoon). Similarly, the Sunnyside Road/East Road corridor can accommodate an additional 345 vehicles per hour, eastbound, during the AM peak hour and 290 additional vehicles per hour, westbound, during the PM peak hour.

• The proposed development plan features two key roads across the site (simply named N-S Road and E-W Road) intersecting on the area where most density is concentrated, on the eastern half of the development. These roads will provide inclusive pedestrian and cycling facilities to help create a less auto-oriented environment. Site access at 1st Avenue will include two outbound lanes (one exclusive left-turn lane and one right-turn lane). Site access at Sunnyside Road will include a short left-turn bay. Formal design of site access laning and control will be provided at later stages of the analysis.

• The parking supply for the development is planned to consist of up to approximately 3,700 parking spaces, with supply rates of 1 space per unit for residential, 0.1 space per unit for visitor, and 2.5 spaces per 1,000 sf of GFA for other non-residential uses. There is opportunity to reduce the parking supply by taking into account shared parking opportunities among the different land uses which potentially could reduce the supply requirement by 25% or more.

• Under the proposed form of development and assuming typical mode splits (i.e. 5% transit mode split), net new site traffic was estimated at 1,200 and 1,600 vehicles during the AM and PM peak hours.

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• By targeting a higher transit mode split of 20%, net new site traffic can be decreased by 15%. Traffic volumes with the higher transit mode split can be accommodated by the existing road capacity in the Village of Anmore.

• Providing a private shuttle service connecting the site to the Frequent Transit Network at the Inlet Centre of Port Moody stations may be feasible, pending on TransLink approval. A bus fleet of up to five 25-seat or three 45-seat shuttle buses (or a combination of both) will be required to support a 20% transit mode split.

6.2 Recommendations • Further consultation with the Project Team to provide a more detailed site plan, including refined land use site stats, site driveway locations, and internal functional road plan.

• Bunt to conduct update counts in the study area to expand on the existing traffic count database. Once new counts are available, proceed with an intersection capacity analysis to more thoroughly assess available capacity on area roads and identify potential road capacity improvements.

• Consultation with the Project Team to refine proposed parking supply, including a shared parking analysis,

• Consultation with the Project Team to refine the increased transit strategy to estimate more accurately the mode split target necessary to mitigate site traffic impacts onto the area road network in Anmore.

• Consultation with TransLink to further explore the opportunity of implementing an Independent Transit Service connecting the site to the Frequent Transit Network.

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