Master Transportation Plan Update Is on a Transportation System That Will Support Growth, Development, and Connections Between Key Areas of Port Coquitlam

NOVEMBER 2013

TABLE OF CONTENTS

1.0 INTRODUCTION ...... 1 2.0 VISIONING DIRECTION ...... 2 2.1 Context for Sustainable Growth – The Official Community Plan ...... 2 2.2 Transportation Vision ...... 5 2.3 Integrated Goals & Objectives ...... 6 3.0 STRATEGIC DIRECTIONS ...... 9 3.1 Pedestrian Strategy ...... 11 3.2 Bicycle Strategy ...... 15 3.3 Transit Strategy ...... 19 3.4 Road Network Strategy ...... 24 4.0 IMPLEMENTATION PRIORITIES ...... 35

1.0 INTRODUCTION

The City’s 2000 Master Transportation Plan (MTP) recommended a number of transportation improvements to meet the demands of growth, to a planning horizon of 2021. Since that Plan was prepared, the City has experienced significant growth and development. This rapid growth is expected to continue in the coming years both in Port Coquitlam and in surrounding municipalities, which will place increasing pressures on the local and regional transportation systems. In order to accommodate increasing pressures and to enhance mobility and accessibility for residents and visitors, the City, TransLink, ICBC, the Province of BC and the federal government have invested significantly in the transportation system over the past decade. Significant projects include the Coast Meridian Overpass, the Pitt River Bridge, the Golden Ears Bridge, the David Avenue Connector and the Port Mann Hwy 1 Improvement Project. In addition to these projects, a number of local, regional, and provincial policy initiatives have placed an increasing emphasis in Port Coquitlam on sustainability and improved transportation options.

With all the changes in the transportation landscape and expected growth on the horizon, the emphasis of the 2013 Master Transportation Plan update is on a transportation system that will support growth, development, and connections between key areas of Port Coquitlam. In particular, the City has identified that future development, redevelopment, and infill will be directed to the four mixed use areas of Downtown, Northside, Westwood, and Dominion Triangle, while supporting businesses in Port Coquitlam’s economic engine. The City’s Regional Context Statement (2013) supports this direction of concentrated urban growth, seeking the creation of compact urban areas, and complete communities with sustainable transportation choices. Ultimately, the 2013 MTP is intended to help shape Port Coquitlam’s transportation investments in and around each of the community and business nodes, providing residents, visitors, and businesses with key connections to, from, and within these four core areas as they continue to grow and develop over time. The transportation system is also intended to support the movement of people and goods to key destinations outside of the City, such as northeast Coquitlam, Pitt Meadows, Coquitlam Centre, as well as the future Evergreen Line, and to connect people with other parts of Metro Vancouver.

This process of updating the MTP is important to ensure that transportation investments work towards achieving this strategic vision and community goals, and to make the best use of available resources. In order to provide the City with clear directions and priorities, the 2013 MTP will provide the City of Port Coquitlam with a clear vision of the multi-modal transportation system to serve the residents and businesses of the community into the future.

2.0 VISIONING DIRECTION

The vision for the 2013 Master Transportation Plan (MTP) builds on key community policies and plans and has been developed through input and feedback received from the community and City staff. The MTP encourages increased walking, transit and cycling while also accommodating general vehicle and commercial goods movements. The vision includes increasing the non-automobile mode share from 14% to 25%. Council will consider priorities and capital investments to support this vision as part of the annual Financial Plan review process.

2.1 Context for Sustainable Growth – The Official Community Plan Port Coquitlam is committed to being more sustainable and “smart” as it grows by incorporating new ideas and approaches into planning and development. These ideas and approaches are expressed in the City’s Official Community Plan (OCP) and will result in a more integrated approach to community development that considers the City’s economic, environmental and social future.

“Smart growth” is a collection of urban development to reduce sprawl and encourage development that is fiscally, environmentally and socially responsible. Development patterns in traditional suburban areas have raised concerns about sprawl, land consumption, loss of farmland, automobile-oriented commercial development such as “big box” retail, habitat and stream destruction, waste production, air pollution and greenhouse gases, energy consumption, reduced economic efficiency and infrastructure costs. Smart growth is development Regional Growth Strategy Goals that enhances quality of life, protects the environment, and uses  Create a compact urban area tax revenues wisely with strategies which focus on compact  Support a sustainable economy communities, affordable housing, transportation, economic  Protect the environment and respond to development, agricultural land, green space, alternative climate change development standards, and community involvement.  Develop complete communities, and  Support sustainable transportation choices.

One of the key goals of the Metro Vancouver Regional Growth Strategy (RGS) is for a compact urban area which will serve to support cleaner air, more efficient infrastructure utilization, land conservation, effective waste management, enhanced greenways, and a reduced ecological footprint region-wide. Port Coquitlam’s downtown is identified in the RGS as a Municipal Town Centre, which is described as an area supporting local transportation hubs, frequent transit, and having a high quality and accessible walking and cycling environment.

The OCP reinforces a community development pattern that reflects a compact, mixed-use community focused on a vibrant commercial core in Downtown. In addition to Downtown, the OCP also identifies three additional core commercial and mixed-use areas in Port Coquitlam – Westwood, Dominion Triangle, and Northside – as areas to concentrate the city’s commercial development. The OCP describes these four commercial areas as becoming

activity nodes, serving local and neighbourhood populations with a range of services and amenities. Higher residential densities are also identified for the commercial areas, with mixed-use, pedestrian-oriented development, and a range of mobility options available to residents. Recognizing that Port Coquitlam is a highly developed community with more growth anticipated, the City aspires to focus future commercial and residential development within these four identified mixed-use areas, each developing over time with a distinct identity. The OCP also emphasizes the importance of supporting the employment in the industrial lands (i.e. Mary Hill Business Park and Dominion Triangle). These mixed use and industrial areas of the city are shown below in Map 1.

Map 1 - Mixed Use and Industrial Areas of Port Coquitlam

Over the last ten years, medium-density growth has been directed to these commercial areas, and in the future, these areas will become the vibrant, mixed-used growth areas of Port Coquitlam. These areas will continue to have a primarily commercial focus, mixed with office uses, and some increase in residential uses to support vibrancy. The OCP reinforces that a diverse mixture of commercial activity can stimulate the local economy and provide incentives for residential and economic growth, but must be carefully controlled so that potential businesses and customers are not drawn away from the centres. This means encouraging commercial centres to have services and amenities that attract the local or neighbourhood population, with a mix of retail, offices, personal services, and pedestrian-oriented designs. The distinct identity of commercial centres must be supported through integrated land use and transportation decisions.

The smart growth attributes of these community nodes points to community nodes where there is a:

 Strong sense of place where residents and visitors will want to spend time;  Economic vitality and competitiveness with significant development potential and strong economic anchors;  Residential and employment density with the critical mass of people can work, live, shop and socialize; and,  Multi-modal transportation system with attractive options to getting around and between community nodes, adjacent activity centres, major trip generators, and the committed Evergreen Line stations.

2.2 Transportation Vision With this focus on concentrating future growth in Port Coquitlam to the mixed-use nodes of Downtown, Dominion Triangle, Westwood, and Northside, the City’s transportation system will need to support movements, to, from, and within these nodes. It is important that the transportation system into the future supports a range of mobility and goods movement options with these community nodes, such as driving, cycling, walking, and facilitates connections to regional and local transit service. Vibrant urban streets in and around these community nodes should support the local population to walk, cycle, and take transit within and between key areas. In addition, it is important to ensure that the transportation system supports making road, transit, walking and cycling connections to major regional destinations, including northeast Coquitlam, the future Evergreen Line stations, Coquitlam Centre, Pitt Meadows, and Maple Ridge.

The vision for Port Coquitlam’s transportation system reinforces the community’s goals for sustainable growth patterns as follows:

Port Coquitlam’s transportation system will support the development of diverse, vibrant and safe neighbourhoods, supporting a prosperous local economy, facilitating sustainable transportation, encouraging a healthy environment and high quality of life, and providing a range of transportation choices.

Recognizing that changes within the transportation landscape, such as the Evergreen Line, and future development within the community, will create changes in travel behaviours over time, the 2013 MTP supports this vision with aspirations to provide integrated and sustainable transportation choices. This includes getting around each community node, between the nodes themselves, and to and from other neighbouring communities. Within each area, facilities and support strategies to encourage walking and cycling will strengthen the overall accessibility as well as the attractiveness and place making of the area. The Plan also reinforces sustainable transportation choices that make the community nodes more accessible to each other as well as to the neighbouring municipalities to Port Coquitlam.

The MTP encourages increased walking, transit and cycling while also accommodating general vehicle and commercial goods movements. The vision includes increasing the non-automobile mode share from 14% to 25%. Council will consider capital investments to support this vision as part of the annual Financial Plan review process.

Transportation Themes in Support of Community Nodes

Walkable Driving support for car environment share & carpools

WITHIN BETWEEN Local serving transit Frequent & direct Cycling routes & regional transit service Community & supporting Community Attractive cycling routes support facilities and supporting passenger amenities Nodes passenger amenities Nodes & Neighbouring Areas

Short-term and Support access for managed public goods & services parking

2.3 Integrated Goals & Objectives Achieving the vision for the 2013 MTP requires transportation-specific goals to guide and measure the progress of the City over time. In addition, aligning the goals of the MTP with the Corporate Strategic Plan, Official Community Plan (updated in 2005), and Environmental Strategic Plan will ensure that the transportation network of Port Coquitlam will grow, develop and be managed in such a way that reflects shared community values. The goals of the 2013 MTP are designed to align with the other objectives and policies for the major themes of the OCP, which are summarized below as “OCP Goals”. As the OCP works in conjunction with other Port Coquitlam plans to ensure the community develops in a coordinated manner, establishing the OCP themes as a foundation for the MTP goals ensures compatibility with community interests. The City will consider these relationships as part of the next overall OCP review (planned for 2014).

Growth Management and Sustainability OCP Goal: To plan for the orderly and efficient development of land for housing, businesses, jobs, and community amenities and facilities.

Corresponding MTP Goal: To encourage high densities and mixed land uses in the downtown core, around major commercial areas, and along Frequent Transit Network corridors to support walking, cycling, and transit to community services and amenities.

Housing and Neighbourhoods OCP Goal: To facilitate the provision of housing that provides residents with choice in housing form, location, tenure, and price and facilitates neighbourhood identity and connections between residents.

Corresponding MTP Goal: To manage traffic in residential neighbourhoods to improve safety, enhance quality of life, and to facilitate opportunities for social connections and recreation.

Economy OCP Goal: To facilitate business and employment opportunities in the industrial, retail, office, service, public and agricultural sectors in support of a more diversified local economy and a higher quality of life.

Corresponding MTP Goal: To maximize the efficiency of the transportation network in order to enhance the movement of people and goods.

Environment and Parks OCP Goal: To protect environmentally sensitive areas, provide adequate park space and establish links between public open spaces.

Corresponding MTP Goal: To develop a network of active transportation and recreational links that connect to parks, schools, downtown, and other commercial areas.

Transportation OCP Goal: To ensure that the transportation network is safe and efficient, and accommodates different modes of travel for pedestrians, bicycles, bus and rapid transit, trucks, and private passenger cars.

Corresponding MTP Goal: To provide safe, accessible, convenient and affordable transportation choices, with a greater priority on walking, cycling and transit

Design OCP Goal: To ensure that development improves the appearance of buildings, public spaces and streetscapes in a manner that is reflective of the community’s context and heritage and respectful of the natural setting and existing built environment.

Corresponding MTP Goal: To support high quality urban environments that provide a strong sense of place, and to encourage built form design that supports a walkable and bikeable environment

Community OCP Goal: To ensure that public and private services and facilities, such as those for arts and culture, recreation, library, fire, police, education, faith, health and social needs, are provided to meet the present and future needs of our residents.

Corresponding MTP Goal: To support the development of a complete community, with services and amenities accessible to residents of all ages and abilities.

Utilities and Services OCP Goal: To ensure the efficient provision of water, drainage, liquid and solid waste, and other utility services throughout the community while accommodating changing technology and new regulatory requirements for these services.

Corresponding MTP Goal: To ensure that transportation routes provide for the effective delivery of goods, services, and community infrastructure.

3.0 STRATEGIC DIRECTIONS

Long-term strategic directions have been developed for Port Coquitlam’s transportation system that reinforce the community’s aspirations to create sustainable transportation choices within and between key community nodes. Future developments within Port Coquitlam, along with the anticipated Evergreen Line, will lead to mode shifts in the community, particularly towards more sustainable travel modes. In particular, the strategic directions are the pillars of the Master Transportation Plan (MTP), and reflect the aspirations of the City and residents for the local walking, cycling, transit and roads network.

Recognizing the strategic role and location of Port Coquitlam within Metro Vancouver, as well as the involvement of several jurisdictions and agencies in key parts of the city’s transportation system, the strategic directions also ensure that the local network is integrated with the larger regional transportation system, and facilitating key connections to neighbouring areas. The strategic directions, as articulated through the long-term walking strategy, cycling strategy, transit strategy, and road network strategy, will guide planning and investment decisions in Port Coquitlam’s transportation facilities and support strategies over the next 20 to 30 years. These strategic directions outline the needs and priorities for the local transportation network, and will effectively shape the development of an integrated transportation system in Port Coquitlam that provides both functional and balanced transportation choices for residents and visitors. Ultimately, the strategic directions for the Master Transportation Plan will guide the City of Port Coquitlam’s financial plans and investments, and will shape opportunities for the City to work with other agencies, as well as the private sector, on developing a sustainable and attractive transportation system in Port Coquitlam. Strategic directions are summarized below, and presented more in-depth in the technical appendices.

STRATEGIC ASPIRATION KEY THEMES

To make walking safe, attractive  Increase the pedestrian network

and comfortable for people of all  Enhance walkability of key community nodes ages and abilities.  Address critical barriers and gaps

 Pedestrian support programs

PEDESTRIAN PEDESTRIAN STRATEGY

To develop a safe and  Build a complete and connected bicycle comprehensive bicycle network to network get around the community and to  Address critical barriers and gaps

promote healthy living. STRATEGY BICYCLE BICYCLE  Bicycle support facilities and programs To increase the important role of  Plan for rapid and express transit corridors transit through attractive and  Enhance local and neighbourhood services

accessible services, support facilities  Integrate land use and transportation plans

and land use patterns.  Implement priority measures for transit

 Implement accessible and attractive STRATEGY TRANSIT passenger facilities To accommodate the efficient  Plan for key major roadway network movement of goods and people by improvements

all modes with a road network that  Implement minor intersection improvements balances space for all modes.  Upgrade arterial roads to full functionality  Expand Intelligent Transportation Systems

(ITS)

ROAD NETWORK STRATEGY

3.1 Pedestrian Strategy Supporting walking is a key element to developing a sustainable The shaping influences for the Pedestrian transportation system in Port Coquitlam, and to enhancing the Strategy include: concept throughout the City. The Pedestrian Strategy seeks to  Pedestrian treatments can be tailored influence and shape the development of the pedestrian network to areas of higher pedestrian activity, to make walking a safe, attractive, and comfortable mode for such as commercial areas, schools, and people of all ages and abilities, primarily in the four community bus stops. nodes of Downtown, Dominion Triangle, Northside, and  Many walking trips in Port Coquitlam are short trips, indicating that Westwood. The strategic direction for the Pedestrian Strategy pedestrian improvements should recognizes that in these areas of the City, the provision of focus on short-distance and local trips. comfortable and attractive sidewalks is necessary in order to  Improving walkability can encourage complete the network and to provide continuity for walking trips. children and youth to walk at an early In that regard, the improvement concepts for pedestrians include age. completing the sidewalk network in these key areas of the City.  With an aging population, there is a growing need to ensure that The Pedestrian Strategy recognizes that certain areas of the City pedestrian facilities are universally will generate more pedestrian demand over a larger area than accessible. others. For many areas of the City, such as the Downtown and other mixed-use areas where walking will be most prominent, treatments above and beyond the provision of sidewalks are "“”Approximately 94% of all walking trips required to make walking even more attractive. This will require generated by Port Coquitlam are less than 4km. treatments within and leading to those areas that are accessible for all levels of mobility. With improved facilities, walking will 6,000 become a convenient and attractive mode choice for more 5,000 4,000 residents and visitors. Improvement concepts for the Pedestrian 3,000 Strategy will be undertaken through and in conjunction with 2,000 1,000 development to optimize the use of public funds. Specific Daily of # Walking Trips 0 improvement concepts for the Pedestrian Strategy are described 1 2 3 4 5 6 7 8 9 10 below: Distance Travelled (kilometres)

1. Increased Pedestrian Network There are several areas where sidewalk coverage is limited, fragmented, or non- existent. In addition, the sidewalk network in Port Coquitlam includes steep hills and unsafe pedestrian crossings that can deter walking activity. It is important to support the pedestrian network, as 9% of daily trips in the City are by walking, and 90% of these trips are within the City itself. However, implementing a full sidewalk upgrade program throughout the City to meet existing standards is beyond the City’s current financial resources. The Pedestrian Strategy recommends strategically increasing sidewalk coverage in areas that reflect higher pedestrian demand, as well as areas that address safety concerns. The long-term strategic direction for encouraging and supporting walking trips in Port Coquitlam has been prioritized for mixed-use nodes, schools, and bus stops as illustrated in Map 2. Note that Map 2 does not include pedestrian improvements that will be provided as part of larger transportation projects (Lincoln Avenue Connector, arterial road completion projects etc.).

2. Enhance Commercial Walkability Commercial walkability is to be enhanced in the commercial and mixed-use areas of Downtown, Westwood, Northside, and Dominion Triangle. Downtown Port Coquitlam has the most well- developed sidewalk network in the City, resulting in a vibrant area of pedestrian activity. However, there are still parts of its sidewalk network that could be enhanced to improve walkability and connectivity throughout this core commercial area of the City, as well as in the other key commercial nodes, to attract more pedestrians, and ensure a safe and connected pedestrian environment.

3. Address Barriers and Connections Walkability of Downtown Port Coquitlam, Westwood, Northside, and Dominion Triangle is challenged by infrastructure and natural barriers (such as highways, railways, and watercourses) that can prevent connectivity between different neighbourhoods. Some of the key improvements to address these barriers include the Shaughnessy Street Underpass, Traboulay PoCo Trail Underpass and the Coquitlam River Crossings

4. Pedestrian Support Programs In addition to providing a network of pedestrian facilities, support policies and programs are essential to consider as part of a comprehensive approach to make walking more convenient and attractive in Port Coquitlam. The City and its partners have undertaken a number of pedestrian awareness and pedestrian safety programs including City Trails Brochure, TravelSmart Port Coquitlam, school education, and pedestrian safety events at the West Coast Express station and on Shaughnessy Street at Elgin Avenue. The City’s education programs will also reach out to school aged children to encourage walking and transit as preferred modal choices at an early age. This will also improve overall health and will help manage the traffic congestion presently occurring at and around schools. These efforts are very important, and continued education and encouragement initiatives are recommended.

Map 2 – Strategic Direction for Sidewalk Expansion

3.2 Bicycle Strategy Although it is often used primarily for leisure and recreation purposes in Port Coquitlam, the bicycle is increasingly seen in The shaping influences for the Bicycle Port Coquitlam and elsewhere as a viable mode of transportation Strategy include: for many trip purposes. Developing a safe and comprehensive  A complete, connected bicycle network bicycle network is an important way to support healthy lifestyles is required to make cycling an attractive and to recognize the positive environmental aspects of cycling as option, with connections to key a convenient and attractive mode of transportation. With destinations such as community appropriate facilities, cycling can be time competitive with both facilities, commercial spaces and automobiles and transit, particularly over short-to-moderate activity centres. distances during peak travel periods. The strategic direction of  Many cycling trips in Port Coquitlam are the Bicycle Strategy seeks to influence and shape the short, local trips. development of the cycling network to make cycling a safe,  There is an opportunity to tailor bicycle comfortable, and convenient mode for people to connect investments towards those who are between and within the four mixed-use nodes of Downtown, interested but concerned about safety Dominion Triangle, Northside, and Westwood. The strategic  Port Coquitlam’s bicycle network should direction also recognizes the importance of high quality cycling be integrated with surrounding connections to adjacent communities, the Evergreen Line stations and other key trip generators. municipalities, with links to bicycle facilities and routes/trail in Coquitlam and Pitt Meadows. The improvement concepts for cycling include recommendations  Bicycle facilities should be integrated for providing a network of high quality bicycle facilities that with transit. connect cyclists safely and conveniently to major community destinations, key mixed-use areas of Port Coquitlam, adjacent communities and transit services. The improvement concepts also involve support facilities such as bicycle parking, end-of-trip facilities, improved signage and wayfinding to make cycling a more attractive transportation option. Ultimately, as bicycle ridership in Port Coquitlam is low, this indicates a significant potential for growth in this mode. The improvement concepts are to be affordable and practical improvements to the bicycle network, occurring in conjunction with city road improvements and land development, where possible. Specific improvement concepts for the Bicycle Strategy are described below:

1. Complete, Connected Bicycle Network Complete, Connected Bicycle Network is the first theme of the long-term Bicycle Strategy. This bicycle network, when complete, would place all residents and businesses within 400 metres of a bicycle route, and will connect to all major destinations throughout the City, including the downtown core and other commercial areas, as well as all parks and schools in Port Coquitlam (Map 3). This will ensure that cycling is a viable option for a variety of trip purposes, whether it be commuting, shopping, going to school, or recreation. This bicycle network is an aspirational goal that may be achieved over the next 30 to 40 years. The completion of the bicycle network is beyond the City’s current financial resources.

In addition to providing a network that is accessible to all residents and businesses and connects to major destinations throughout the community, the Bicycle Strategy focuses on bicycle facilities that are comfortable for people of all ages and abilities. In that regard, the Bicycle Strategy includes a hierarchy of bicycle facilities, including off-street pathways, local street bikeways, bicycle lanes, marked wide curb lanes, and paved shoulders. In addition, the Bicycle Strategy recommends improved crossings for cyclists, including improvements to crossings by implementing bicycle activated pushbuttons at key intersections throughout the City.

2. Barriers and Connections Cyclists in many areas of Port Coquitlam are challenged by topography, limited connectivity to Downtown, limited east-west bicycle routes, and few crossings of the Coquitlam River and the CPR yards. These barriers can prevent connectivity within and between the four principle community nodes, to neighbouring communities and to transit services. Barriers to cycling in Port Coquitlam can be overcome through a variety of improvements, which include:  Accessibility upgrades to existing crossings across the Coquitlam River, such as ramps for cyclists, and removal of gates (or replacement with bollards) to improve the comfort for cyclists using these crossings.  A new pedestrian / bicycle connection across the Coquitlam River at Lincoln Avenue as part of the proposed road crossing, to facilitate safety, network connectivity, and improved travel times for cyclists between Port Coquitlam and Coquitlam.  Enhancing the connection under the CP rail yard along the Traboulay PoCo Trail by improving connections to the trail, widening the trail at the pinch point underneath the rail yard, and also considering safety and lighting improvements following crime prevention through environmental design principles.  Improving access to Downtown for pedestrians and cyclists along Shaughnessy Street to the downtown core by building a new 4m wide underpass of the railway corridor on the east side of Shaughnessy Street.  Improving connections to the Pitt River Bridge, including improved bicycle route signage and pathway connections, to ensure that this crossing is convenient and accessible for cyclists.

Map 3 – Port Coquitlam Existing and Proposed Bicycle Network

3. Support Facilities and Programs In addition to expanding the bicycle network, supportive facilities and programs must also be in place to encourage people to cycle to and within Port Coquitlam. A number of hard and soft support measures briefly described below can be undertaken to make cycling a more attractive and convenient mode of transportation for local trips.

a. Bicycle Parking and End-of-Trip Facilities. The provision of on-site bicycle parking for commercial sites, office buildings, larger industrial buildings and retail buildings supports increased cycling use. In addition, businesses should be encouraged to provide end- of-trip facilities, such as showers and clothing lockers at major workplaces. The bicycle network can also benefit from enhanced bicycle parking at City community facilities, the West Coast Express station, schools, and various on-street locations (i.e. Downtown).

b. Bicycle-Transit Integration to accommodate longer-distance commute trips, through the provision of bicycle racks on buses, secure parking at major transit facilities as noted above, and adequate infrastructure around bus stops and stations to facilitate accessibility for cyclists.

c. Education and Encouragement to ensure that residents have the skills, information, confidence and support to bicycle more. In addition to existing City initiatives, the City can develop and support, with its partners, supporting cycling skills programs and safe routes to school programs.

d. Marketing and Promotion Strategies to actively market and promote Port Coquitlam’s bicycle facilities, policies, and programs using various media. This includes Port Coquitlam’s Bicycle User Map and collaboration with the other two Tri-Cities, and displaying information such as bicycle routes, key destinations, transit routes, bicycle parking and bicycle retailers, for example. The City has developed a dedicated web presence and the use of other social media tools to promote and market cycling initiatives.

3.3 Transit Strategy Transit services in Port Coquitlam, and throughout Metro The shaping influences for the Transit Vancouver, are planned/funded by TransLink and operated Strategy include: by various subsidiary companies and contractors. The  Land use patterns fundamentally affect the definition of a Transit Strategy in the Master Transportation success of transit. Plan is essential to defining the City of Port Coquitlam’s  The Evergreen Line will enhance transit overall transportation vision. The Transit Strategy also connections to and from communities west communicates the community’s goals and needs to key of Port Coquitlam decision makers such as TransLink, Metro Vancouver, the  Communities to the east and south could provincial government and the federal government. be strong growth markets for transit to achieve local goals.  Peak and off-peak transit service Municipalities throughout Metro Vancouver not only frequencies within the City need to be participate in the planning and design of transit services and increased to make transit more attractive major facilities such as rapid transit lines and stations, but  Transit services and facilities must be also provide the local infrastructure in which to accessible in order to serve a growing accommodate transit services and passengers. As the City population of people with mobility intends to focus future growth on the four mixed-use nodes challenges. of Downtown, Westwood, Northside and Dominion Triangle,  Passenger comfort and security at transit transit services and support facilities to, from, and between stops is an important ingredient to make these areas is critical. In addition, ensuring that regional transit an attractive alternative to driving. connections are facilitated between these nodes is also an important part of making transit service an attractive transportation option for Port Coquitlam residents and visitors. To achieve a transit network that reflects these community priorities, the Transit Strategy provides direction and guidance for future dialogue between the City and TransLink in regards to the transit planning and service provision in Port Coquitlam.

In general, significantly improved transit services, support facilities that make transit more attractive Most transit trips originating from Port Coquitlam today and transit supportive land use patterns that enable remain in the North East Sector or Burnaby, Maple Ridge, and Pitt Meadows (source TransLink Trip Diary Survey). greater investments in transit are required for the City and region to achieve the collective goals for transit. Although TransLink recently introduced service changes within the City and across Metro Vancouver that reflect current ridership and fiscal realities, the Area Transit Plan update will occur in 2013 and 2014. This 2013 MTP has and will provide input and guidance to that process for Port Coquitlam.

The transit improvement concepts described below are intended to provide strategic direction to TransLink and the City regarding the long-term needs of the community with respect to transit services to help inform the Northeast Sector Area Transit Plan Update. Specific improvement concepts considered for the Transit Strategy include the provision of rapid transit services between Port Coquitlam and neighbouring municipalities; transit service facilitating connections to and from Port Coquitlam’s core mixed-use areas, enhanced local services within and to the edges of the City (particularly connections with Coquitlam) transit supportive design which also enhances walking and cycling; and investments in universally accessible transit facilities. Potential long-term services are conceptually illustrated in Map 4.

Map 4 – Port Coquitlam Transit Service Improvement Concepts

1. Rapid Transit The lack of rapid transit connections to Port Coquitlam has been identified by residents as a significant barrier to increasing the long-term transit mode share for the community. The transit strategy identifies priorities to achieve frequent, reliable transit service to Port Coquitlam in both the medium and long term. The longer term option of extending the Evergreen Line into Port Coquitlam is highly anticipated and a key transit priority for Port Coquitlam. The City sees the regional and rapid transit connections provided by the recommended Evergreen Line extension as a key part of the long-term transportation system. The provision of rapid transit service can make transit more attractive, efficient, and competitive with driving, and can also facilitate more regional connections by transit instead of by car. Rapid transit options that have been identified for Port Coquitlam include:

 Evergreen Line Extension in order to address the market potential for a rapid transit extension to Port Coquitlam, and that this extension will serve the demands better than a rapid bus connection for a short segment and transfer. It is recommended that Port Coquitlam pursue this extension to achieve the strategic objective of a mode shift to transit from the single occupant vehicle.  Expanding West Coast Express services (daytime & weekend) to capitalize on its success and make it a more convenient alternative to commuting to and from downtown and other parts of Vancouver. In support of the economic growth of the Port Coquitlam, reverse peak service has been identified as a high priority to bring commuters from other parts of the region to the City, as well as midday train services to augment TrainBus and weekend train service.

2. Frequent Transit Network Direct, frequent transit services (including B-Line services) are needed to connect major trip generators in the City and the neighbouring areas of Coquitlam, Pitt Meadows, Maple Ridge etc. These services constitute a Frequent Transit Network, providing frequent reliable service for most of the day and night. Increased densification and mixture of uses within downtown Port Coquitlam, Dominion Triangle, Westwood, and Northside and the increased travel generated by growth in Coquitlam City Centre will ensure efficient use of the expanded Frequent Transit Network. The expansion of TransLink’s Frequent Transit Network is also recommended to provide a coordinating element for the City’s community land use.

3. Rapid Bus (B-Line) Services The provision of a limited stop, express bus service should be provided along the Lougheed Highway corridor between Coquitlam Station (and the committed Evergreen Line), Port Coquitlam, Pitt Meadows and Maple Ridge. Rapid Bus service would allow Port Coquitlam residents to easily connect to the Evergreen Line, with the added benefit of being only ‘one-bus’ away from the regional SkyTrain network. This service would connect with the downtown areas of each community and potentially support attractive transfers from other services as well as passenger drop-off and park-and-ride facilities. Transit priority treatments (such as intersection queue jumpers or bus bypass shoulders) should be considered to address delay and congestion, and to provide enhanced transit travel speeds and maintain reliability for passengers.

4. Local and Neighbourhood Services The Transit Strategy recommends increasing frequency on most local routes, providing enhanced weekend and evening services, and improving connections to the key commercial areas of Port Coquitlam. This includes increased frequency on most local routes during the weekday peak and off- peak and weekend services with local services operating at frequencies of less than 15 minutes during the peak periods and no more than 30 minutes during the midday and evening periods and weekends.

5. Integrated Land Use and Transportation Planning Land use patterns significantly influence overall travel and, consequently, the success of transit. Communities that are more “transit oriented” not only support higher levels of transit, but also are more pedestrian and bicycle friendly. Transit-oriented development means concentrating higher density, mixed-use, human scale development around frequent transit stops and stations, in combination with mobility management measures to discourage unnecessary driving. In Port Coquitlam, integrating the land use and the transportation system around the four mixed-use nodes of Downtown, Westwood, Northside and the Dominion Triangle can encourage these areas to be community activity nodes, as well as transportation hubs, supporting walking, cycling, transit, and driving to these areas. With supportive adjacent residential and office uses, and strong local and regional transportation connections to and from these areas, this can have the added benefit of supporting the economic vibrancy of these commercial uses.

6. Transit Priority Transit priority treatments are recommended along rapid and frequent transit corridors. Where delays and congestion exist today or are anticipated to get worse in the future, the City will examine opportunities for priority treatments that reduce delays to bus services. These transit priority treatments will improve service for transit, typically on roadways with capacity for two general purpose lanes and a bus queue jumper. Although treatments will impact vehicles, they are key to supporting long-term transit ridership growth by prioritizing transit over vehicles. The primary opportunities will be along Lougheed Highway and the Mary Hill Bypass. Planning for the transit priority system would be conducted in conjunction with TransLink and the Province.

7. Passenger Facilities and Accessibility Passenger accessibility and facilities at bus stops, transit exchanges and rapid transit stations can also have a significant impact on passenger safety and comfort in addition to attracting new customers. This can include striving to have 100% of bus stops in the City fully accessible in the long- term. Improving passenger amenities can include shelters, benches, trash receptacles, as well as system maps and wayfinding at bus stops. In the long-term, the City should strive to provide seating, lighting and customer information at all bus stops, rapid transit stations, and transit exchanges in Port Coquitlam. In addition, shelters are desirable in areas of higher pedestrian activity such as the Downtown core, commercial areas, at high activity bus stops, and along frequent transit corridors.

3.4 Road Network Strategy Maintaining a safe and efficient street network to support all modes is one of the key elements to supporting mobility and The shaping influences for the Road Network quality of life in the City. The Roadway Network Strategy is a Strategy include: critical component of the Master Transportation Plan as it  Planned local and regional growth accommodates the efficient movement of goods and people by continues to generate additional traffic within and through the City, placing all modes of travel. With a rapidly growing population, vehicle pressures on the major roadway travel will continue to increase over the next 20 years, placing network. increased pressure on the existing road facilities. To date, the  Planned network improvements at the significant roadway network investments have been made periphery of the City will influence travel within Port Coquitlam and the surrounding areas to improve and traffic patterns. mobility and accessibility on a local and regional basis,  Peak period traffic volumes in Port including the completion of the David Avenue Connector, the Coquitlam are expected to increase by Coast Meridian Overpass, Pitt River Bridge replacement, and anywhere from 20% to 50% on various currently, the Port Mann/Highway 1 project. Some of the corridors by 2031. recommendations in the previous plan have yet to be  Future growth in peak traffic volumes will completed and are being revisited through this MTP update to result in significant delays and congestion on several corridors. ensure the goals and objectives of this new strategy are still  A limited grid system of major roads being met. forces most traffic growth onto the few east-west and north-south arterial roads The potential roadway network improvement concepts in the City. explored within this section of the assessment are separated  Safety issues on the City’s road network into major network improvements, minor corridor and will need to be addressed through intersection improvements, functional upgrades to arterial continued investments on safety roads, as well as intelligent transportation systems improvements. investments. These road improvement concepts would be integrated with other corridor improvements for transit, cycling and pedestrians, benefiting a broad range of transportation users. In addition, many of the roadway network improvement concepts are also specifically designed to address east-west mobility challenges currently experienced in Port Coquitlam. While north-south operations in Port Coquitlam are generally satisfactory, improvements are needed to address and improve east- west movements in many areas of the city. The road network improvements described in this report are aspirational and may be achieved over the next 30 to 40 years. As the road improvement program is beyond the City’s current financial resources, staff and Council will need to prioritise investments based on cost and benefit.

1. Major Roadway Network Improvements Four major roadway network improvements have been identified and evaluated in the MTP update. These include:

 Fremont Connector - Dominion Avenue to Victoria Drive;  Lincoln Avenue Connector - new crossing of Coquitlam River;  Mary Hill Bypass - widening (6 lanes) or grade separation at signalized intersections;  Lougheed Highway - widening (6 lanes) for High Occupancy Vehicles (HOV)/transit lane.

Each of these potential major network improvements examined within this section of the report are illustrated in Map 5. Map 5 – Major Network Improvement Concepts

Other than the Mary Hill Bypass, these projects have the potential for funding through TransLink’s Major Road Network capital programs. The South Coast British Columbia Transportation Authority Act defines TransLink’s authority regarding the Major Road Network MRN). The act authorizes TransLink to designate new MRN roads, subject to local government support. The City currently receives annual funding from TransLink to operate, maintain and rehabilitate the MRN. The MRN in Port Coquitlam currently includes Lougheed Hwy, Coast Meridian Road, the Coast Meridian Overpass and Broadway Street. Lincoln Avenue and the Fremont Connector are future arterial roads that may qualify for inclusion in TransLink’s MRN. Once approved as an MRN road, the local government may not take any action that would reduce the “people moving capacity” of the road.

a. Lincoln Avenue Connector (potential TransLink Major Road Network element). There are currently five east-west connections across the Coquitlam River including (from south to north): Mary Hill Bypass, Pitt River Road, Kingsway Avenue, Lougheed Highway, and David Avenue. With planned growth in the Northeast Sector of Metro Vancouver, east-west travel demands will continue to increase, placing greater pressure on the existing river crossings.

The proposed Lincoln Avenue Connector is a new crossing of the Coquitlam River between Shaughnessy Street (Port Coquitlam) and Pipeline Road (Coquitlam). The City of Coquitlam’s Strategic Transportation Plan Update identified the Lincoln Avenue Connector as the most effective and beneficial major road project that can be constructed in the City of Coquitlam. Implementation of the Lincoln Avenue Connector will require coordination between the City of Coquitlam and the City of Port Coquitlam. Coquitlam is expected to initiate planning (route, impacts etc.) for the Lincoln Avenue Connector in the next few years.

With the implementation of the Lincoln Avenue crossing of the Coquitlam River, forecast traffic volumes were projected to decrease on the Lougheed Highway, Shaughnessy Street and Prairie Avenue corridors, thus reducing forecast delays and congestion at several major intersections. In this regard, the project benefits of a Lincoln Avenue connector and related improvements within Port Coquitlam include, but are not limited to:

 Provision of alternative east-west access between the Coquitlam City Centre area, NE Coquitlam and north Port Coquitlam;  Accommodation of increased traffic from growth in North Port Coquitlam and Northeast Coquitlam;  Supports more effective transit service for North Port Coquitlam and Port Coquitlam;  Enhances east-west cycling connectivity;  Enhances east-west pedestrian connectivity;  Relieves traffic pressures (growth) on Lougheed Highway, Prairie Avenue, and Shaughnessy Street.

In addition to these network benefits, the Lincoln Avenue crossing also provides enhanced access for transit to the Coquitlam City Centre and the committed Lincoln Station for the Evergreen Line.

In conjunction with the crossing, Port Coquitlam will have to plan for upgrades to Lincoln Avenue from Oxford Street to the Coast Meridian Overpass. The updated traffic analysis indicates a four-lane cross section is required from Oxford Street to Wellington Street, and a two lane cross-section is required from Wellington Street to Coast Meridian Road. The selection of an appropriate cycling facility (i.e. multi-use path or marked bicycle lanes) on Lincoln Avenue is subject to more detailed planning. b. Mary Hill Bypass (MoTI). The Mary Hill Bypass is a Ministry of Transportation and Infrastructure corridor providing access to and from Highway 1 and the Port Mann Bridge. Growth in the Northeast Sector of Metro Vancouver and improvements to the Highway 1 corridor are projected to result in significant growth in vehicle traffic through the southern portions of Port Coquitlam. In order to accommodate the significant growth projected along the Mary Hill Bypass and other east-west corridors, potential long- term improvement concepts examined in the MTP Update include corridor widening.

The widening of the existing corridor from four to six lanes between Shaughnessy Street and Lougheed Highway would include additional through and in some cases turn lanes at each of the existing signalized intersections. Although the Mary Hill Bypass is the responsibility of the Ministry, the corridor and related intersection improvements would support projected 2031 regional travel demands between the Highway 1 and the Northeast Sector and reduce pressures on other congested roadways in Port Coquitlam as follows:

 Vehicle trips reduced by approximately 10% on Lougheed Highway between Westwood Street and the Pitt River Bridge in the peak direction during both the AM and PM periods;  Vehicle trips reduced by approximately 20% on Shaughnessy Street south of Pitt River Road in the peak direction during both the AM and PM periods;  Significant traffic growth diverted from other east-west corridors, including relieving traffic pressures on Lougheed Highway, Kingsway Avenue, and Pitt River Road; and  Minor reduction of vehicle trips on Pitt River Road and Kingsway Avenue.

Shaughnessy Street experiences a high volume of turning vehicles to and from the Mary Hill Bypass. It is recommended that the City pursue a grade separated interchange as a higher priority with the Ministry of Transportation and Infrastructure. The City should also pursue grade level improvements to the intersection of Broadway Street and the Mary Hill Bypass, to support increased volumes to Port Coquitlam and Northeast Coquitlam. Provision of a grade separated interchange at this location will also be required in time. Failure to implement these improvements will result in diversion of regional traffic onto Port Coquitlam’s arterial and collector roads, which are not designed to handle these volumes.

c. Lougheed Highway Widening (existing TransLink Major Road Network element). The Lougheed Highway corridor between Pitt River Bridge and Westwood Street serves city-wide and regional travel between the communities in the Northeast Sector. It is designated as part of Translink’s Major Road Network and the City receives funding for the operation, maintenance and rehabilitation of the existing road infrastructure (excluding bridges). It also serves as a Frequent Transit Network (FTN) corridor, supporting services between other Northeast Sector communities and Coquitlam’s West Coast Express Station (and future Evergreen Line SkyTrain Station). East-west mobility within and through Port Coquitlam was identified as one the key challenges in the 2000 MTP and continues to exist today. As a result, the widening of Lougheed Highway from four to six lanes for priority vehicles such as transit and high-occupant vehicles (HOV) was identified as a potential strategy to reduce projected delays and congestion along the corridor.

The traffic analysis of the widening indicates average vehicle delays would be reduced at Hastings, Oxford and Ottawa, but the intersections of Shaughnessy and Westwood at Lougheed Highway would continue to operate at failing levels of service during the PM peak hour. The overall travel time for HOVs (and buses) would be well below that of the general purpose traffic lanes. In the longer term, the potential of developing an HOV lane concept may evolve from the potential transit priority improvements at these intersections.

The potential widening of Lougheed Hwy to six lanes is not recommended as a priority for the City of Port Coquitlam. The Lougheed Hwy widening is not as effective a solution for east-west travel as the proposed Lincoln Avenue crossing of the Coquitlam River. The potential widening of Lougheed Hwy can be reconsidered during a future update of the MTP, or as part of a TransLink initiative to extend rapid transit along the Lougheed Hwy corridor. d. Fremont Connector (potential TransLink Major Road Network element). The Fremont Connector is a planned north-south arterial road connecting Lougheed Highway and Mary Hill Bypass in the south with Victoria Drive at Cedar Drive in the north. The Fremont Connector was one of the recommended improvements in the 2000 MTP. The Fremont Connector would accommodate a portion of the traffic generated by proposed developments in Port Coquitlam north of Lougheed Highway and in Northeast Coquitlam (Burke Mountain area). Phase 1 of the Fremont Connector has been completed between the new Pitt River Bridge interchange and the intersection of Dominion Avenue at Burns Road (opened December 2012).

The projected traffic volumes in Phase 2 of the Fremont Connector (Dominion Avenue to Prairie Avenue) will require capacity of two lanes in each direction. The alignment of this Phase 2 was defined as Burns Road between Dominion Avenue and the extension of Riverside Drive in the 2005 OCP Update. However, the alignment of the Fremont Connector between the extension of Riverside Drive and Prairie Avenue has not been determined, and remains subject to a comprehensive study.

The projected traffic volumes for Phase 3 (between Prairie Avenue and Victoria Drive) are much lower than Phase 2, and would be accommodated by a two lane roadway (one lane in each direction). Traffic projections indicate that about 400 vehicles per hour would operate on Phase 3 in the peak direction (in the peak periods). The following describes the role and character of Phase 3 of the Fremont Connector:

 Diverts a portion of the through vehicle trips off of Cedar Drive  Accommodates about 200 vehicles per hour to/from Northeast Coquitlam  Accommodates about 200 vehicles per hour that are generated within north Port Coquitlam

The transportation network analyses indicate that the Fremont Connector will accommodate a small proportion of the traffic generated by development in Northeast Coquitlam. Based on preferred destinations, most of the NE Coquitlam generated traffic will travel west or south, using David Avenue, Victoria Drive or Coast Meridian Road.

The City could defer the route planning for the northerly phases of the Fremont Connector until some of the additional road capacity is completed in NE Coquitlam. For example Coquitlam will be extending David Avenue (further east) and will be upgrading Victoria Drive in the next few years. These projects will draw some of the potential traffic away from Cedar Drive. The Fremont Connector could be reassessed when the MTP is revisited in approximately five years, as a stand alone corridor alignment study, or as part of a more comprehensive neighbourhood plan subsequent to the OCP review. Council passed a resolution is 2005 providing clear direction on the scope of study required to determine a preferred alignment of the future Fremont Connector. e. Rail Crossings. There are three at-grade rail crossings on the edges of Port Coquitlam that affect local and regional traffic flows as well as the movement of goods and services: Westwood Street (near Davies Avenue); Kingsway (near Westwood Street); and Pitt River Road (near lower Lougheed Highway). Each of these roadways cross the CP Rail tracks at-grade and are frequently blocked by train crossings throughout the day and night. The Westwood/Davies rail crossing is part of the CPR mainline for long- haul goods to and from the Lower Mainland.

A study by Transport Canada (the South Shore Trade Area Study) concluded that a potential overpass of Kingsway Avenue at Westwood Street would be much higher cost than the two other grade separation projects. This project was not recommended as a priority for Transport Canada and the railway operator.

Transport Canada’s South Shore Trade Area Study also examined conceptual layouts for the grade- separation of Pitt River Road at Lougheed Hwy and of Westwood Street at Davies Avenue. The study recommended construction of a four lane underpass structure at Westwood Street to eliminate the existing at-grade crossing of the CP Rail trunk line. The study also recommended improvements at Pitt River Road and Lougheed Highway, a three-leg intersection that provides one of the most direct routes to access Port Coquitlam from Highway 1. The improvement concept for this intersection included a grade-separated connection of Pitt River Road with Lougheed Highway. This improvement would support uninterrupted travel along Lougheed Highway and Pitt River Road in all directions.

Port Coquitlam should support the Westwood/Davies and Lougheed Hwy/Pitt River Road grade separation projects for their traffic safety and capacity benefits. Given the high project costs, these projects should be led and funded by Transport Canada and the railway operator.

Most of these major network road improvement concepts are focused on improving east-west vehicle mobility throughout the city, with many of these projects also providing enhancements for alternative transportation modes. In summary, the major road improvement concepts recommended within the 2013 MTP are:

 Lincoln Avenue Connector (potential TransLink MRN), an east-west arterial providing a key connection between North Port Coquitlam and Coquitlam City Centre. This project will have multi- modal benefits, enhancing east-west travel by vehicle, transit, bicycle and pedestrian;  Mary Hill Bypass widening (MoTI), to significantly enhance the capacity of the provincial corridor, and divert significant traffic growth from other east-west corridors in Port Coquitlam and Lower Lougheed;  Fremont Connector (potential TransLink MRN), which would provide a north-south connection between Lougheed Highway and Prairie Avenue, accommodating traffic movements between north Port Coquitlam and Northeast Coquitlam; and  Grade-separated rail crossings (by Transport Canada and railways), to support uninterrupted travel across rail lines.

2. Minor Intersection Improvements (Capacity & Safety) In urban areas such as Port Coquitlam, the operation of the network is principally constrained at signalized intersections. The City has recently implemented improvements at several intersections including, but not limited to: Broadway Street at Kingsway Avenue (capacity and signal improvements); Broadway Street at Mary Hill Bypass (capacity improvements on Broadway Street); and Oxford Street at Lougheed Highway (southbound left-turn lane).

Over the next 20 years, additional intersections beyond those included in the corridor improvements discussion will experience increasing delays with the projected traffic growth. The City will need to consider the provision of minor intersection improvements such as left turn lanes and left turn signal phases to reduce delays and improve safety for all road users. In key pedestrian areas and cycling corridors, priority must be given to allocate road space for pedestrians and cyclists at intersections to support other aspects of the plan. Intersection improvements will be considered at various locations over the next 20 years that include, but are not limited to the following locations: Coast Meridian Road (MRN) at Lincoln Avenue (widen to provide left turn bays on Coast Meridian Road); Coast Meridian Road (MRN) at Laurier Avenue (widen to provide southbound left turn bay on Coast Meridian Road); and Pitt River Road at McLean Avenue (widen to provide westbound left turn bay on McLean Avenue). Map 6 illustrates some of the intersections being considered for minor capacity and safety improvements.

In addition to various capacity improvements that are designed to maximize the capacity of the existing road network, the City of Port Coquitlam also places a high priority on traffic safety. The City has completed numerous traffic safety projects in partnership with ICBC over the last 20 years. It is recommended that the City continue to invest in various road network safety improvements in partnership with ICBC, the Ministry of Transportation and Infrastructure, and TransLink. The proposed improvements on TransLink’s Major Road Network (MRN) may be partially funded by TransLink, subject to available funding.

Map 6 – Potential Safety and Capacity Improvements

3. Arterial Road Upgrades to Full Functionality The City’s transportation system includes a network of arterial and collector roads. This network has been planned to accommodate the transportation needs of the City based on the growth in population and employment projected in the Official Community Plan. Several portions of the road network have not been constructed to provide the full functionality required for pedestrians, cyclists, transit, commercial goods movement and general traffic. Map 7 shows the corridors in Port Coquitlam that should be upgraded over the next 20 years.

4. Intelligent Transportation Systems Intelligent Transportation Systems (ITS) refers to the use of information and communications technology to manage the transportation system and vehicles, including priority modes such as transit and emergency vehicles. ITS includes the provision of signal upgrades (such as new controllers, fibre optics, and central control systems) that permit communications between signalized intersections to provide real-time controls and vehicle detection and signal pre-emption that give priority to transit and other vehicles. In general, installation of ITS is designed to make best use of existing transportation infrastructure for general purpose traffic or priority modes in the long-term.

The City currently has 61 signalized intersections, including pedestrian / bicycle signals. Over the next 20 years, the number of signals will continue to increase as described in the MTP and at other locations when warranted. ITS equipment is provided at the Coast Meridian Overpass between Robertson Avenue in the north and Kingsway Avenue in the south. Over the next five or so years, Broadway Street, Coast Meridian Road and Lougheed Highway may be considered for expansion of the ITS system. Because these are among the highest traffic corridors in the City, real-time management of the traffic flow will maximize their utilization and serve to support priority modes such as transit and emergency vehicles. ITS equipment should be utilized as new signals are warranted and installed over time within the City as part of other capital road projects.

Map 7 – Arterial & Collector Road Functional Upgrades

4.0 IMPLEMENTATION PRIORITIES

The City of Port Coquitlam’s 2013 Master Transportation Plan (MTP) provides the long-term direction for walking, cycling, transit, and roadways to make the transportation system more effective, efficient and balanced in terms of moving people and goods within the community. The comprehensive strategies are intended to guide the City of Port Coquitlam’s planning and capital investment decisions, and to provide the City with clear directions and priorities. The MTP provides the City with a vision for the future of transportation in the community over the long-term. However, recognizing the long-term vision of the Plan will require significant investment, an implementation strategy is required to prioritize short-term improvements that are within the range of the City’s current capital budget for investment in new transportation infrastructure. Ultimately, these short-term projects will work towards strengthening mobility within and between the key community nodes of Downtown, Westwood, Northside, and Dominion Triangle, as well as facilitating connections to key destinations outside of Port Coquitlam.

Over the next 5 to 10 years, the highest priority improvements are designed to support and reinforce the City’s aspirations for a sustainable and integrated transportation system that support mobility within and between key community nodes. In this regard, the short-term priorities for walking, cycling, transit and roadway network investments are briefly highlighted.

1. Walking While the MTP Update contains long-term sidewalk improvements that result in a potential sidewalk program of $16 million in the long-term (30 to 40 years), the City must prioritize the works for funding over the next 5 to 10 years. The criteria used to rank sidewalk projects focus on improvements in areas of high pedestrian demand, including schools, commercial areas, and destinations, and are:

 Pedestrian volumes  Traffic volumes  Proximity to school  Proximity to commercial developments  Proximity to seniors facility

Using these criteria, a sidewalk priority program has been recommended for the next 5 to 10 years as illustrated in Map 8. In general, short-term sidewalk improvements are identified for school areas (City wide) and in the mixed use areas of Downtown, the Shaughnessy Prairie Area, the Northside and the Dominion Triangle. Many sidewalk improvements (Downtown etc.) will be funded through redevelopment, optimizing the use of public funds. The sidewalk improvements in the Downtown area will be prioritized based on the Downtown Pedestrian Circulation Study and Council direction.

Map 8 – Potential Short to Medium-Term Sidewalk Priority Projects

The City will also continue to undertake a number of pedestrian awareness and safety programs and initiatives that include:

 City trails brochures;  TravelSmart Port Coquitlam Portal for education and outreach;  Pedestrian safety events; and,  School education programs.

2. Cycling Recognizing that bicycle ridership in Port Coquitlam is currently low, there is a significant potential for growth in bicycle use and the 2013 MTP contains long-term bicycle network improvements. Several projects have been identified as potential bicycle capital improvements to be implemented in the next five years as illustrated in Map 9. Many of the projects can be implemented in conjunction with road improvements to ensure a practical and affordable approach to bicycle improvements. Many of these proposed bicycle projects provide improved cyclist connections to Downtown Port Coquitlam, and the Northside and Dominion Triangle mixed-use areas, as well as facilitate regional cycling connections to destinations outside of Port Coquitlam. The key short-term bicycle projects that have been identified are:

 Fraser Avenue: Signed Bicycle Route. The provision of a signed and marked bicycle route on this low traffic volume roadway will connect the PoCo Traboulay Trail with the Wellington Street signed bicycle route. The City has recently constructed a traffic signal to assist cyclists crossing Shaughnessy Street.  Kingsway Avenue – Wilson Avenue to Broadway Avenue Mixed Use Trail. A design for a mixed use trail on the north side of Kingsway Avenue has been completed, and the City is pursuing funding, and negotiating for the use of BC Hydro and private property for the construction/operation of the trail.  Shaughnessy Street Pedestrian/Cyclist Underpass. As mentioned earlier, there is a need to provide an improved active transportation environment on Shaughnessy Street between Elgin Street and Lions Way. The City is proceeding with pursuing the design and construction of a new tunnel for a mixed use trail under the CP Rail line. TransLink and the Province of BC are expected to cost share in the project.  Shaughnessy Street at Fraser Avenue, cyclist-activated signal. The provision of a bicycle activated traffic signal has provided protected crossings of Shaughnessy Street and supports the Fraser Avenue bicycle route.  Downtown to Westwood Street Bicycle Route. The provision of a cycling route along this corridor is under consideration to provide a key east-west route between Downtown Port Coquitlam and destinations in Coquitlam and beyond. The route would also connect directly with the PoCo Traboulay Trail.  Donald Park – Mixed Use Trail. The provision of a high quality mixed use trail will support the high densities in Downtown Port Coquitlam, support school access and provide network connectivity with the Shaughnessy Street Underpass.

Map 9 – Potential Short to Medium-Term Bicycle Network Improvements

In addition to the construction of physical improvements, the City will continue to undertake and support initiatives to promote cycling such as:  Cycling network and trails brochures;  Bike month campaigns and bike to work week promotions;  TravelSmart Port Coquitlam Portal for educating and outreach; and,  School education programs.

3. Transit The 2013 MTP contains a long-term transit strategy to guide and influence future dialogue with TransLink on the structure of transit services and support facilities in Port Coquitlam, to ensure transit provision reflects community aspirations and needs. The following projects have been identified as likely transit initiatives in the short-term to be advanced between the City and TransLink.

 Area Transit Plan Update. TransLink has now initiated the North East Sector Area Transit Plan (ATP) update study, which will include Port Coquitlam, Coquitlam, Port Moody, Anmore, and Belcarra. The updated ATP will identify a long-term vision and near-term priorities for the transit networks in these municipalities, guiding future bus service expansion in Port Coquitlam, and informing the bus integration plan required for the opening of the Evergreen Line in 2016. The City has identified the Evergreen Line as a high transit priority, as the regional and rapid transit connections provided by the Evergreen Line are a key part of the community’s aspirations for its future transportation network. In particular, the ATP will include developing long-term vision (30-year) aligned with expected land use and travel patterns, as well as a near-term (1-10 year) service and infrastructure priorities to support the vision. The improvement concepts for transit identified in the MTP Update will be taken into consideration during the ATP development process.  Evergreen Line Bus Integration Plan. When the Evergreen Line opens, the City and TransLink will carefully monitor the changes to the supporting transit network. The City will utilize the Area Transit Plan for guidance in seeking appropriate improvements after the Evergreen Line has been put into full service.  Evergreen Line Extension. The City should pursue the extension of the Evergreen Line to Port Coquitlam in order to achieve the desired mode shift to from the automobile to transit.  West Coast Express Strategy. Port Coquitlam and other municipalities with West Coast Express Service have been promoting various WCE service improvements with TransLink. These improvements may be considered as part of TransLink’s Regional Transportation Strategy Implementation Plan.  Regional Transportation Strategy. The City will work with TransLink to ensure that the City’s and the North East Sector’s transit service needs are addressed in the Regional Transportation Strategy 30-year plan. This work will occur in 2013 and 2014.  OCP Update. The City of Port Coquitlam will be updating the Official Community Plan in 2014/2015. The OCP update will consider the potential for increased density along TransLink’s current (Lougheed Hwy) and future Frequent Transit Network. The OCP update will also consider coordination with TransLink’s

Regional Transportation Strategy. The City will encourage TransLink to include the Northside area and the Downtown in TransLink’s Frequent Transit Network. This will occur as part of the NE Sector Area Transit Plan Update process, and the ongoing Regional Transportation Plan process. The designation of additional Frequent Transit Network within Port Coquitlam would support the modal shift from the automobile to transit.

4. Roads The 2013 MTP contains several long-term road network improvements. The following projects have been identified as road projects that should be considered in the short term (next 5 to 10 years), and are also reflected in Map 10. Many of these major corridor improvements will involve other jurisdictions, such as the Ministry of Transportation and Infrastructure, the City of Coquitlam, and TransLink, and thus moving forward with these projects will require collaboration with key agencies and organizations outside of the City.

 Corridor Improvement Projects. The City has a number of arterial corridors that have not been constructed to their intended capacity and character. The following corridors will be considered over the next 5 to 10 years:

o Cedar Drive from Prairie Avenue to Victoria Drive; o Kingsway Avenue from Langan Avenue to the Mary Hill Bypass; o McLean Avenue from Brown Street to Pitt River Road; o Oxford Street from Prairie Avenue to Lincoln Avenue; o Lincoln Avenue (potential MRN) from Oxford Street to Coast Meridian Road; o Fremont Connector (potential MRN) from Dominion Avenue to Prairie Avenue; o Pitt River Road from Reeve Street to Parkview Lane; o Nicola Avenue from Ottawa Street to Hawkins Street; o Hawkins Street from Nicola Avenue to Dominion Avenue; and o Nile Gate from Riverside Drive to Dominion Avenue, and o Victoria Drive – (with Coquitlam) Coast Meridian Road to Cedar Drive

The majority of these road improvements would occur in the 5 to 10 year timeframe. The City will monitor development related traffic to determine when to advance specific projects to the current 5 year Financial Plan. The City will also work closely with TransLink regarding projects on the existing and potential Major Road Network.

 Intersection Capacity Improvements. Pending completion of larger corridor upgrades, there are many localized intersection improvements that provide additional capacity and improve traffic, pedestrian and cyclist safety. The following intersection capacity improvement projects will be considered for construction over the next 5 to 10 years.

o Cedar Drive at Prairie Avenue – provide southbound left turn lane; o Coast Meridian Road (MRN) at Lincoln Avenue – provide north/south left turn lanes;

o Kingsway Avenue at Langan Avenue – provide westbound left turn lane; o Kingsway Avenue at Coast Meridian Road – provide westbound left turn lane; o McLean Avenue at Pitt River Road – provide westbound left turn lane; o Oxford Street at Prairie Avenue – provide north/south left turn lanes; and o Prairie Avenue at Shaughnessy Street – provide westbound dual left turn lane.

The need for other intersection improvement projects should be reconsidered annually as part of the City’s Financial Plan review process, and during future updates of the Master Transportation Plan. The impact of larger corridor projects, the Evergreen Line, and the rate of land development will inform the need and schedule for intersection specific capacity improvement projects.

 Traffic Signal Improvements. The Transportation Association of Canada (TAC) has developed a methodology for evaluating the need or “warrant” for new traffic signals. The City applies the TAC methodology to specific intersections to determine the need for and the relative priority of potential traffic signals. The TAC methodology supports signalization if the numerical “warrant” meets or exceeds 100. There are other factors that may support advancing the traffic signal such as:

o Approved land development will increase traffic volumes; o Coordination of road work with traffic signal construction will reduce overall construction costs; o Traffic signal will improve access to/from the transit system; o Traffic signal will improve access to/from the cycling network; and o Traffic signal will improve accessibility of pedestrian oriented areas (i.e. Downtown).

There can be situations where the installation of a traffic signal would have significant negative impacts on the road network. The alternate of installing pedestrian bulges would reduce the length of the pedestrian crossing and provide adequate pedestrian crossing opportunities. Recent examples of pedestrian bulges include the intersections of Mary Hill Road at McAllister Avenue, Pitt River Road at Cameron Avenue, Pitt River Road at Tyner Avenue, and Shaughnessy Street at Kelly Avenue.

The following intersections will be considered for signalization or alternate traffic improvements over the next 5 to 10 years:

o Shaughnessy Street at Fraser Avenue; o Coast Meridian Road (MRN) at Apel Drive; o Coast Meridian Road (MRN) at Coquitlam Avenue; o Fremont Connector (potential MRN) at Dominion Avenue; o Kingsway at Port Coquitlam Transit Centre (CMBC funded) o Riverwood Gate at Riverside Drive and Amazon Drive; o Ottawa Street at Riverside Drive; o Pitt River Road at Langan Avenue; o Shaughnessy Street at Eastern Drive; o Lincoln Avenue (potential MRN) at Oxford Street; and o Prairie Avenue at Newberry Street.

The traffic signal improvement program should be reconsidered annually as part of the City’s Financial Plan review process, and during future updates of the Master Transportation Plan. The impact of larger corridor projects, the Evergreen Line, and the rate of land development will further inform the need and schedule for specific traffic signals.

Map 10 – Potential Short to Medium-Term Road Network Improvements