City of Port Moody
Agenda
Transportation Committee Brovold Room Wednesday, June 19, 2019 Commencing at 7:00pm
1. Call to Order
Call to Order 1.1
2. Adoption of Minutes
Minutes 2.1 Recommendation:
Pages 3-6 THAT the minutes of the Transportation Committee meeting held on Wednesday, May 15, 2019 be adopted.
3. Unfinished Business
4. New Business
Transportation 4.1 Presentation: Gaetan Royer Future II Link: https://www.youtube.com/watch?v=KVm74yE0aUE
Spring Street Future 4.2 Design Vision
Impediments to 4.3 Councillor Hunter Madsen Taking Public Transit Attachments: a) Master Transportation Plan – Discussion Paper #3 – Pages 7-54 Section 5.0 Transit b) TransLink – Transit-Oriented Communities – A Primer on Key Concepts c) Victoria Transport Policy Institute – Evaluating Public Transit Benefits and Costs Best Practices Guidebook – Executive Summary – 2019 03 18 d) TransLink – Pets on Transit e) Youth Focus Committee Report to Council – Requesting Improvements to TransLink Bus Services to Port Moody Schools f) Link: https://www.wsp.com/en-CA/insights/ca-what-if- we-can-design-transit-to-improve-our-health File: 01-0360-20-06-01
Transportation Committee - 1 - June 19, 2019 #468682 File: 01-0360-20-06-01/2019 5. Information
Murray Street Upgrade 5.1 Email: Jamie Cuthbert, Rocky Point Ice Cream, dated June 3, 2019 Pages 55-56
6. Adjournment
Transportation Committee - 2 - June 19, 2019 #468682 File: 01-0360-20-06-01/2019 TC - Agenda - 2019 06 19 3 Item 2.1
City of Port Moody
Minutes
Transportation Committee
Minutes of the regular meeting of the Transportation Committee held on May 15, 2019 in the Brovold Room.
Present Councillor Hunter Madsen, Chair Councillor Steve Milani, Vice-Chair James Atkinson Tim Barton Yolanda Broderick James Clarke Andrew Hartline Lori Holdenried Scott Kirkpatrick Katie Maki Jeff McLellan Kathleen Nadalin
In Attendance Mark Halpin – Project Manager, Master Transportation Plan Stephen Judd – Manager of Infrastructure Engineering Services Jennifer Mills – Committee Coordinator Jeff Moi – General Manager of Engineering and Operations Brian Wong – Constable, Port Moody Police Department
1. Call to Order
Call to Order 1.1 The Chair called the meeting to order at 7:02pm.
Welcome and 1.2 The Chair introduced new Committee member, Katie Maki, Introductions who will serve as the Climate Action Committee representative.
The Chair provided an overview of the City of Port Moody 2019-2022 Council Strategic Plan, noting priorities in the Community Evolution category that relate to the Transportation Committee.
Transportation Committee - 1 - May 15, 2019 #466259 File: 01-0360-20-06-01/2019 TC - Agenda - 2019 06 19 4 Item 2.1
2. Adoption of Minutes
Minutes 2.1 TC19/002 Moved, seconded, and CARRIED THAT the minutes of the Transportation Committee meeting held on Wednesday, April 17, 2019 be adopted.
3. Unfinished Business
Transportation 3.1 Attachment: 2019 Work Plan Committee 2019 Work File: 01-0360-20-06-01 Plan The Chair provided an overview of the draft 2019 Work Plan and noted that all projects on the Plan are to be scrutinized with a pedestrian and cyclist safety lens to ensure complete transportation safety is addressed.
TC19/003 Moved, seconded, and CARRIED THAT the 2019 Transportation Committee Work Plan be forwarded to Council for approval.
4. New Business
Regional 4.1 Jeff Moi, General Manager of Engineering and Operations Transportation/Traffic Overview The General Manager of Engineering and Operations presented the Regional Transportation Traffic Overview and provided an overview of the City’s relationship with TransLink, the regional transportation governance system for Metro Vancouver, and the funding programs available.
The General Manager of Engineering and Operations noted the following:
TransLink manages the municipal bus stop inventory and provides assistance in identifying stops that require accessibility improvements through design-sharing and funding opportunities; David Avenue, Heritage Mountain Boulevard, Forest Park Way, and Aspenwood Drive were previously submitted for addition to the Major Road Network (MRN) but did not meet the screening criteria; Heritage Mountain upgrades were part of the City’s Local Road Network, funded by the taxation-generated Transportation Reserve; TransLink provides a level of funding that targets 100% of the ongoing operation, maintenance, and rehabilitation of the MRN;
Transportation Committee - 2 - May 15, 2019 #466259 File: 01-0360-20-06-01/2019 TC - Agenda - 2019 06 19 5 Item 2.1
TransLink will provide funding of up to 50-75% for road, cycling, and pedestrian improvement projects within certain funding limits; and TransLink has established the Major Road Network Biking (MRNB) which provides funding for active transportation for cyclists including safety and comfort improvements, and connection improvements with transit.
Murray Street 4.2 Mark Halpin, Project Manager of Master Transportation Plan Transportation Attachments: Upgrades and a) Open House Display Boards Watermain b) Link: http://www.portmoody.ca/index.aspx?page=1771 Replacement Project File: 01-0360-20-06-01
The Project Manager of Master Transportation Plan gave a presentation on the Murray Street Transportation Upgrades and Watermain Replacement Project and provided an overview of proposed updates to the 2700 and 2800 blocks of Murray Street.
The Project Manager of Master Transportation Plan noted the following:
the City of Port Moody applied for five TransLink grants for the transportation portion of Murray Street and received an estimated $1,566,000 to-date, with the entire project totalling $3,000,000; the watermain is included in this upgrade due to its age, recent break history, and scheduled replacement in the next three years; and there are no Federal Grants available for utility-related work at this time.
TC19/004 Moved, seconded, and CARRIED THAT the meeting be extended for an additional 20 minutes.
A traffic operational and cyclist/pedestrian safety concern was identified during the overview of the 2800 Block of Murray Street and Committee members agreed to bring the west, right-turn-out exit from the Rocky Point Park parking lot to Council’s attention for consideration of an alternate plan and additional bike parking to encourage more active transportation.
Transportation Committee - 3 - May 15, 2019 #466259 File: 01-0360-20-06-01/2019 TC - Agenda - 2019 06 19 6 Item 2.1
TC19/005 Moved, seconded, and CARRIED THAT the Transportation Committee support the Murray Street Upgrades Project in principle with: the exception of the west, right-turn-out exit from the Rocky Point Park parking lot; the possibility of eliminating the west, right-turn-out exit from the Rocky Point Park parking lot; and the consideration of additional bike racks.
Impediments to 4.3 Councillor Hunter Madsen Taking Public Transit Attachments: a) Master Transportation Plan – Discussion Paper #3 – Section 5.0 Transit b) TransLink – Transit-Oriented Communities – A Primer on Key Concepts c) Victoria Transport Policy Institute – Evaluating Public Transit Benefits and Costs Best Practices Guidebook – Executive Summary – 2019 03 18 d) TransLink – Pets on Transit e) Youth Focus Committee Report to Council – Requesting Improvements to TransLink Bus Services to Port Moody Schools f) Link: https://www.wsp.com/en-CA/insights/ca-what-if- we-can-design-transit-to-improve-our-health File: 01-0360-20-06-01
This item was postponed to the next meeting.
5. Information
6. Adjournment
6.1 Councillor Madsen adjourned the meeting at 9:21pm.
Councillor Hunter Madsen, Jennifer Mills, Chair Committee Coordinator
Transportation Committee - 4 - May 15, 2019 #466259 File: 01-0360-20-06-01/2019 TC - Agenda - 2019 06 19 7 Item 4.3a
5.0 Transit
Discussion Paper #1 Port Moody Master Transportation Plan 45 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 8 Item 4.3a
Public transit is the primary alternative to automobile travel in Port Moody and across the region. Public transit can offer competitive travel times and reduce overall environmental and community impacts of vehicle transportation. For those who do not drive, transit can often be the only option for getting to jobs, school, shopping areas, and recreational centres.
Transit services in Port Moody, and throughout the Metro Vancouver region, are planned and funded by TransLink and operated by various subsidiary companies. Decisions about fares, routes, and service levels are all made through TransLink and based on TransLink’s information and planning. Public transit buses are operated by Coast Mountain Bus Company (CMBC), and SkyTrain is maintained and operated by British Columbia Rapid Transit Company (BCRTC). Ultimately, TransLink is responsible for funding, planning, operating, and maintaining transit services throughout Metro Vancouver. City staff, however, work with TransLink on matters influencing current and future services as representatives of the community. In this regard, the Master Transportation Plan will provide the City with an opportunity to examine the role of transit within a multi- modal framework to support and shape land use patterns and other City aspirations. The preferred directions and priorities for the long-term plan can be then used as input and guidance to the Northeast Sector Area Transit Planning process, which is currently underway.
The existing transit system in Port Moody is made up of a variety of service types, including local bus service, regional bus service, B-Line service, West Coast Express, and HandyDART, which together provide local service within the City as well as regional service to surrounding municipalities.
As noted previously, public transit accounts for approximately 16% of all trips to work made by Port Moody residents, although it only accounts for 8% of all daily trips. This higher mode share for transit to work trips is a reflection of the fact that most transit trips made by Port Moody residents are longer distance, commute trips destined to Burnaby and New Westminster (23% of all transit trips) or Vancouver and UBC (18% of all transit trips). Most transit trips made by Port Moody residents are made to travel to work or school, although a significant proportion of transit trips are also made for personal business, recreation or social purposes, or shopping.
Overall, half (50%) of bus trips starting in Port Moody end in the Northeast sector, while almost a quarter (23%) end in Burnaby / New Westminster, and 18% end in Vancouver or UBC. Only 8% of bus trips that begin in Port Moody end in other areas. It should be recognized that bus service serve different markets than the West Coast Express, and when looking at the trip distribution of these different types of transit, there is a shift in focus. For West Coast Express trips, the City of Vancouver is the primary destination for Port Moody residents; as 93% of Port Moody’s West Coast Express train or TrainBus trips terminate in Vancouver. Almost all commuter rail trips are made for the purpose of work – reflective of the Monday to Friday, peak hour schedule of the service. Transit is generally not being used to travel eastwards to Pitt Meadows / Maple Ridge or to area south of the Fraser River.
In addition, as noted previously, Evergreen Line is scheduled to open in 2016 with two stations in Port Moody (Moody Centre Station, located adjacent to the current West Coast Express station, and Inlet Centre Station located below the overpass at Barnet Highway and Ioco Road). The
Discussion Paper #1 Port Moody Master Transportation Plan 46 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 9 Item 4.3a
completion of the Evergreen Line is expected to have a significant impact on travel patterns within the City and Northeast Sector. With the arrival of the Evergreen Line, there is an emerging focus on integrating Transit Oriented Development (TOD) around the new Evergreen Line Stations. This TOD has been identified in the City’s OCP as a designation within 400 metres of Evergreen Line stations and major transit corridors. The TOD land use designation will result in mixed use developments with higher densities and compact building forms, which will in turn increase population growth near the stations.
5.1 Policy Context
TransLink’s Northeast Sector Area Transit Plan is currently being revised to correspond with the opening of the Evergreen Line. Area Transit Plans (ATPs) support key planning processes such as the Regional Transportation Strategy – which establishes the region’s long term (30- year) transportation vision in terms of overall regional goals, targets, policy direction and investment priorities – and local land use and transportation plans.
In June 2014, TransLink, in consultation with other Northeast Sector municipalities and stakeholder groups, presented its 30-year vision for transit in the Northeast Sector as part of Phase 2 of the Area Transit Plan process. The vision seeks to link transit-oriented communities, improve access to destinations, meet changing travel demands, expand network coverage, and simplify network design. This vision, as shown in Figure 9, illustrates the implementation of the Evergreen Line; frequent transit services east of Moody Centre station along St Johns Street, Ioco Road, and Guildford Way; frequent peak services along Barnet Highway; and improved connections between Port Moody Centre and Belcarra, Anmore, and Heritage Mountain to the north, as well as Coquitlam and Como Lake Road to the south.
Discussion Paper #1 Port Moody Master Transportation Plan 47 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 10 Item 4.3a
Figure 9: Northeast Sector Area Transit Plan 30 Year Vision
Discussion Paper #1 Port Moody Master Transportation Plan 48 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 11 Item 4.3a
Port Moody’s Official Community Plan has laid a strong foundation for Transit Oriented Development (TOD) near station areas. The TOD designation in the OCP calls for the development of higher density, mixed use, pedestrian friendly development within a 400 metre radius of the proposed stations. OCP land use designations near future Evergreen Line stations are shown in Figure 10.
Figure 10: OCP Land Use Plan – Evergreen Line Sub-Areas
Discussion Paper #1 Port Moody Master Transportation Plan 49 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 12 Item 4.3a
5.2 Key Issues & Opportunities
There are a number of key issues and challenges for transit in Port Moody, including:
. Understanding the impact of the Evergreen Line on the City’s transportation network and travel patterns;
. Lack of transit service coverage to some area of the City, particularly lack of frequent service coverage;
. The need to integrate land use planning with the Evergreen Line;
. Limited number of accessible bus stops;
. Opportunities for improved passenger amenities and customer information at bus stops; and
. The number of transfers required to reach desired destinations.
Opportunities to improve transit in Port Moody include:
. Evergreen Rapid Transit Line;
. Service frequency improvements, particularly outside of rush hours, during evenings and weekends; and
. Increase park and ride locations at SkyTrain and West Coast Express stations
5.3 Transit Inventory & Assessment
. Types of transit services. There are a variety of different service types that are aligned with transit markets in Port Moody. Transit services currently available in Port Moody include local bus service, regional bus service, B-Line service, West Coast Express, and HandyDART, as described below:
. Local bus service provides fixed-route local area service within the City and to neighbouring communities in the Northeast Sector with Community Shuttles – a cost-effective service using smaller vehicles suitable for local, neighbourhood streets.
Discussion Paper #1 Port Moody Master Transportation Plan 50 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 13 Item 4.3a
. Regional bus service provides fixed route service using conventional buses connecting Port Moody to neighbouring communities. Regional routes include all-day express routes to Vancouver (Route 160) and peak period routes.
. The 97 B-Line provides limited stop services connecting Port Moody to Coquitlam Centre in the east and the Millennium SkyTrain line at Lougheed Town Centre in the west. The B-Line is part of Metro Vancouver’s Frequent Transit Network, with services provided at least every 15 minutes, for 15 hours a day, 7 days a week.
. HandyDART provides door-to-door custom transit service for people with physical or cognitive disabilities who are unable to use the conventional system without assistance.
. Commuter Rail (West Coast Express) service provides Port Moody residents with Monday to Friday service to Vancouver, Coquitlam, Port Coquitlam, Pitt Meadows, Maple Ridge, and Mission, as shown in Figure 11. The service operates Monday to Friday, during peak hours in the peak direction only. TrainBus, a supplemental coach bus service to the West Coast Express, runs at select times outside of peak hours, emulating the train route and providing direct service to all West Coast Express stations.
Figure 11: West Coast Express System Map
. Transit facilities and exchanges
. Current Conditions. The City’s transit services are centred around the Port Moody West Coast Express station, located north of St Johns Street on the south side of the CPR tracks in Downtown Port Moody. A park-and-ride lot is available at Port Moody Station for
Discussion Paper #1 Port Moody Master Transportation Plan 51 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 14 Item 4.3a
transit users, with a capacity of 296 parking spaces at a cost of $3 per day. The station provides connectivity between commuter rail, some bus routes, and local Community Shuttle services. While the 97 B-line does not directly serve the station, a B-line bus stop is located two blocks south of the station at St Johns Street / Williams Street. A bus loop and passenger drop-off is available directly in front of the station for ease of access. Additionally, bicycle lockers are available for monthly rentals at the station.
. Post Evergreen Line Implementation: The arrival of the Evergreen Line will increase the centrality of the Port Moody West Coast Express Station, to be renamed Moody Centre Station, to Port Moody’s transit network. Moody Centre will become Port Moody’s primary multi-modal transit hub, serving West Coast Express, SkyTrain, as well as all regional and local bus routes.
. Network Structure.
. Current Conditions: Conventional bus service provides regional connections to the Millennium SkyTrain line at Lougheed Town Centre, Downtown Vancouver via Barnet Highway / Hastings Street, Coquitlam Centre, and Port Coquitlam. All conventional routes converge on St Johns Street and travel through the municipality along this east-west axis. Four conventional bus routes and five community shuttle routes serve Port Moody, as described below.
o Route 97 B-Line provides frequent, limited stop service between the Lougheed Town Centre Millennium Line SkyTrain Station and Coquitlam Central West Coast Express Station. Within Port Moody, the 97 B-Line travels along Clarke Road, St Johns Street, Ioco Road, Ungless Way, and Guildford Way.
o Route 160 provides semi-frequent, express, all day service between Port Coquitlam and Downtown Vancouver via Barnet Highway and Hastings Street. Limited stop service is provided through most of Burnaby and Vancouver to Downtown Vancouver. Through Port Moody, Route 160 travels along Barnet Highway and St Johns Street. Occasional AM and PM peak period trips will detour to Port Moody Centre station to connect with West Coast Express trains. In addition, occasional AM and PM peak period trips will detour via Guildford Way.
o Route 178 provides peak period only service between the Port Moody and Coquitlam West Coat Express stations via Noons Creek Drive, Panaroma Drive and Pinetree Way.
o Route 190 provides peak period express service in the peak direction only between Coquitlam Centre Station and Downtown Vancouver via St Johns Street and Barnet Highway.
o Route C24 provides local neighbourhood service to the Glenayre and College Park neighbourhoods with connections to Port Moody Station and Lougheed Town Centre Millennium Line SkyTrain Station.
o Route C25 provides local service to Ioco via Ioco Road with connections to Port Moody Station.
Discussion Paper #1 Port Moody Master Transportation Plan 52 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 15 Item 4.3a
o Route C26 provides local service to Belcarra, Anmore, and Buntzen Lake (summer months only) via Heritage Mountain Boulevard, East Road and Sunnyside Road.
o Route C27 provides local service to Ravine Drive, Heritage Mountain, David Avenue, and Panorama Drive neighbourhoods with connections to Port Moody Station and Coquitlam Centre Station.
o Route C28 provides all day service between the Port Moody and Coquitlam Central West Coast Express stations via Route 178 peak period routing (Noons Creek Drive / Panorama Road).
. In addition to the above, Route 150 provides hourly summer season shuttle service between Coquitlam Centre and White Pine Beach via Guildford Way, Ioco Road, and 1st Avenue. As Route 150 is not a regular all-year service route, it is not displayed on the following maps. The transit network in Port Moody is illustrated in Figure 12.
Discussion Paper #1 Port Moody Master Transportation Plan 53 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 16 Item 4.3a
Figure 12: Transit Route Map (Northeast Sector)
Discussion Paper #1 Port Moody Master Transportation Plan 54 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 17 Item 4.3a
. Post Evergreen Line Implementation: The Northeast Sector Area Transit Plan has outlined a number of proposed changes to the transit network post-implementation of the Evergreen Line. The outline has not yet been approved and is in draft form. Once the Evergreen Line is operational, both the 97 B-Line and Route 190 will be eliminated. Route 160 will be truncated to operate between Port Coquitlam and Brentwood Town Centre Millennium Line Station. A new route (labeled as “Route 7”) will provide local service along Guildford Way between Moody Centre, Lincoln, and Coquitlam Central Stations.
Routes C25 and C26 will be will be restructured to provide more consistent and reliable service for people travelling to and from Ravine Drive. While the plan calls for the discontinuation of direct service between Anmore and Belcarra, direct service will be provided between Belcarra and Moody Centre Station.
Port Moody’s proposed transit network post-Evergreen Line is displayed in Figure 13. Although not shown on the map, it is understood that Routes C27 and C28 will be retained as is.
Figure 13: Proposed Transit Network Changes
Discussion Paper #1 Port Moody Master Transportation Plan 55 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 18 Item 4.3a
. Service Frequencies.
. Current Conditions: Bus service in Port Moody is provided seven days a week. The 97 B-Line operates on a Frequent Transit Network (FTN) corridor with service frequencies of at least 15 minutes in both directions throughout the day and into the evening, every day of the week. Service along the 97 B-Line begins early in the morning and continues to the late evening. Route 160 operates on a semi-frequent basis from early in the morning to late evenings. Routes 178 and 190 are commuter-oriented services, operating on weekdays in the AM and PM peak periods only. Port Moody’s Community Shuttle routes generally provide 15 or 30 minute peak service and 30 or 60 minute off peak service, seven days a week.
Table 6 details bus and rail service frequencies during peak periods, midday, evenings, and weekends.
Table 6: Summary of Typical Transit Headways (minutes)
Route AM Peak Midday PM Peak Evening Late Eve. Saturday Sun/Hol
Conventional Bus 97 B-Line 7 10 7 10 15 12 12 160 15 30 30 30 30 30 30 178 30 N/A 30 N/A N/A N/A N/A 190 1 Trip N/A 20 N/A N/A N/A N/A Community Shuttle C24 15 30 15 30 60 30 30 C25 30 60 30 60 60 60 60 C26 30 60 30 60 N/A 60 60 C27 15 30 15 30 60 30 30 C28 15 20 10 – 15 30 60 30 30 Summer Shuttle 150 N/A 60 60 N/A N/A 60 60 West Coast Express Rail 30 N/A 30 N/A N/A N/A N/A TrainBus Departs Port Moody: 10:42/11:42 (M – F) Arrives Port Moody: 13:29/14:05/19:34/20:04/20:34
Figure 14 illustrates the transit headways for all regular Port Moody bus routes (excluding the Route 150 White Pines Beach summer shuttle). In addition to bus service, West Coast Express service is provided in the peak direction on weekdays every 30 minutes during the AM and PM peak periods. 5 inbound and 5 outbound trains operate in the AM and PM peaks, respectively. TrainBus, a
Discussion Paper #1 Port Moody Master Transportation Plan 56 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 19 Item 4.3a
supplemental coach bus service to the West Coast Express, runs at select times outside of peak hours, emulating the train route and providing direct service to all West Coast Express stations.
Figure 14: Summary of Transit (Bus) Headways by Service Period
60
45
30
Headway (minutes) 15
0 AM Peak Midday PM Peak Evening Late Eve. Saturday Sun/Hol Service Period
97 B-Line 160 178 190 C24 C25 C26 C27 C28
Map 6 illustrates PM peak period bus service headways on a corridor basis. Several corridors have very frequent bus service, with a bus every 5 minutes or less along St John’s Street and 10 minutes or less along most of Port Moody’s other primary corridors including Clarke Road, Heritage Mountain Boulevard, Ravine Drive, Ungless Way / Guildford Way, and Noons Creek Drive.
Discussion Paper #1 Port Moody Master Transportation Plan 57 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 20 Item 4.3a
Discussion PaperMap #16: Transit Frequency (PM Peak) Port Moody Master Transportation Plan 58 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 21 Item 4.3a
. Post Evergreen Line Implementation: The Northeast Sector Area Transit Plan notes the following changes to service frequency following the implementation of the Evergreen Line:
o Route 160: truncate at Brentwood Town Centre and reduce to 30 minute service frequencies in all periods;
o Route C24: 30 minute frequencies in all periods;
o New “Route 7”: 10 minute peak / 15 minute off-peak
. Route coverage. Bus routes provide service within a reasonable walking distance to most Port Moody residents, as most developed areas of the City are within 400 metres – approximately a five minute walk – from a bus stop (see Map 7). Additionally, a significant amount of people living in central Port Moody are located within 400 metres of a frequent transit network bus stop. Gaps in coverage include:
. April Road neighbourhood;
. Western Parkside Drive neighbourhood;
. Forest Park Drive between Panorama Drive and David Avenue;
. Gatensbury Road; and,
. Glencoe Drive / Alisa Avenue neighbourhood
Discussion Paper #1 Port Moody Master Transportation Plan 59 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 22 Item 4.3a
Map 7: Transit Network Coverage
Discussion Paper #1 Port Moody Master Transportation Plan 60 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 23 Item 4.3a
. Ridership. Bus usage (as reported by estimates of daily transit boardings) is highest along St Johns Street, Ioco Road (between St Johns and Ungless) and Ungless Way (Map 8). In general, 97 B-line bus stops are busiest, which further emphasize the importance of frequent transit to the transit customer base in Port Moody. Community Shuttle routes additionally report significant stop activity, with C24 stops along Cecile Drive, College Park Way, Princeton Avenue and Glenayre Drive exhibiting relatively high use. Also, heavy activity at the stops nearest Heritage Woods Secondary on David Avenue emphasize the importance of high school age ridership and reinforce the very high “to school” trip purpose findings revealed in an earlier section.
Discussion Paper #1 Port Moody Master Transportation Plan 61 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 24 Item 4.3a
Map 8: Daily Transit Boardings
Discussion Paper #1 Port Moody Master Transportation Plan 62 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 25 Item 4.3a
. Passenger Amenities. Map 9 shows the distribution of transit stops and amenities throughout Port Moody. In total, Pitt Moody has one West Coast Express station and 162 bus stops. Forty bus stops throughout the City have both bus shelters and benches (25%). Many of these bus stops are along Frequent Transit Network corridors on St Johns Street, Ioco Road, and Guildford Way. 121 bus stops (75%) have neither benches nor shelters.
. Transit Accessibility. All bus stops in Port Moody have been classified based on whether they are considered to be accessible. An accessible bus stop is defined as a bus stop that is designated as wheelchair accessible by display of a white and blue decal featuring the International Symbol of Access. In order for a stop to be designated as wheelchair accessible, it must include a raised passenger landing area (such as a sidewalk or an asphalt lift). This would involve specific minimum dimensions to allow buses to safely deploy a mechanical ramp for wheelchair patrons to board or alight buses. As of May 2015, 60% of Port Moody bus stops were classified as accessible, lower than the system-wide average of 72%. Map 10 shows the distribution of accessible transit stops throughout Port Moody.
As of 2008, all TransLink buses and community shuttles (except West Coast Express TrainBus) are wheelchair accessible. Conventional bus service is provided on low floor kneeling buses, which makes it easier for persons with disabilities to get on and off transit vehicles. Courtesy seating at the front of the bus is available for customers with scooters, wheelchairs, mobility aids or baby strollers or for customers with a disability or mobility issue. Accessible stops and low floor kneeling buses can be important features for seniors with restricted mobility and can reduce injuries associated with boarding. Another accessible feature of the transit system is HandyDART, a demand responsive service specifically for persons with disabilities, providing door-to-door transit service for individuals unable to use the conventional transit system. Passengers must first register to use HandyDART services. Registration is free.
Discussion Paper #1 Port Moody Master Transportation Plan 63 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 26 Item 4.3a
Map 9: Transit Stop Amenities
Discussion Paper #1 Port Moody Master Transportation Plan 64 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 27 Item 4.3a
Map 10: Transit Stop Accessibility
Discussion Paper #1 Port Moody Master Transportation Plan 65 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 28 Item 4.3a
. Performance Measures. Table 7 summarizes transit performance measures for all routes serving Port Moody. Data is taken from TransLink’s Bus Service Performance Review, except where indicated, and represent 2013 conditions. Performance measures are provided for each route and include the total population and jobs within 400 metres, the costs and revenues per passenger, the revenue: cost ratio, and boardings per revenue hour and capacity utilization.
From a financial perspective, the 97 B-Line is Port Moody’s best performing route and is a revenue generator for TransLink with a revenue:cost (R:C) ratio of 1.71. The 97 B-Line has high ridership turnover with over 80 boardings per revenue hour in the PM peak hour, resulting in costs per passenger of $1.18, significantly below the system average of $3.69. PM peak capacity utilization for the 97 B-Line is 110%. Average peak loads of 0.6 indicate that service levels are adequate to accommodate passenger demand.
While Routes 160 and 190 serve a greater population and job base than the 97 B-Line (i.e. Downtown Vancouver and Hastings corridor), route length and stopping procedures result in less efficient service from a financial perspective. Routes 160 and 190 are largely commuter oriented with limited opportunities for boarding west of Port Moody, resulting in low overall boards per revenue hour and R:C ratios below 1.0.
Port Moody community shuttle routes vary in terms of financial performance. Routes C24, C27 and C28, which serve areas nearer to central Port Moody with higher concentrations of jobs and population, perform very strongly. Each of these routes exhibit over 20 boardings per revenue hour in the PM peak, have PM peak capacity utilizations over 55%, and R:C ratios of 0.75 or higher. Not surprisingly, Routes C25 and C26, with service to Ioco, Belcarra and Anmore, exhibit significantly lower overall performance scores and are primarily coverage-based services.
Discussion Paper #1 Port Moody Master Transportation Plan 66 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 29 Item 4.3a
Table 7: Transit Route Performance (2013)
PM Peak Population Jobs Rev. / Rev:Cost Board. / PM Peak Capacity Route within 400m within 400m Cost / Pass. Pass.* Ratio Rev Hr. Utilization
97 B-Line 33,500 18,500 $ 1.18 $2.02 1.71 83 110% 160 81,500 139,000 $ 2.47 $2.02 0.82 40 103% 190 65,000 129,500 $ 2.78 $2.02 0.73 29 62% C24 21,500 9,500 $ 2.17 $2.02 0.93 24 57% C25 7,000 4,000 $ 4.42 $2.02 0.46 17 25% C26 12,000 4,500 $ 5.50 $2.02 0.37 7 20% C27 27,500 10,500 $ 2.71 $2.02 0.75 20 69% C28 26,500 11,000 $ 2.23 $2.02 0.91 46 62% * Source: CUTA Factbook (2013)
. Customer Satisfaction. TransLink conducts customer satisfaction surveys yearly in order to gauge customer’s perception of service quality. Public transit services are rated by customers based on a number of service attributes such as frequency of service, courteous operators, safety, reliability, directness of the route, and value for money. Evaluations of Port Moody’s bus routes in 2014 resulted in an average overall rating of 7.9 and 7.6 out of 10 for route 97 B-line and 160, respectively, with 10 considered “excellent”. No ratings for route 178, 190 or the community shuttle routes were provided.
West Coast Express customer satisfaction ratings for the overall service have remained fairly consistent over the past five years, with customers giving the service an average rating of 8.6 / 10 in 2014. The West Coast Express service rated highly with customers in aspects of cleanliness, availability of helpful staff and information, safety, service reliability, and trip duration. However, lower ratings were given to the service based on customer experiences with delay announcements and explanations, overcrowding, value for money, inconvenient hours of operation, sufficient parking, and good connections.
Overall, Port Moody residents gave Metro Vancouver’s transit system a rating of 7.4 out of 10 in 2014, which is very similar to the regional average. Overall system ratings for the 2010 to 2014 period are displayed in Figure 15.
Discussion Paper #1 Port Moody Master Transportation Plan 67 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 30 Item 4.3a
Figure 15: Overall Transit System Ratings by Year
10 9 8 7 6 5 4 3 2 1 0 2010 2011 2012 2013 2014
Port Moody Residents All Respondents
Discussion Paper #1 Port Moody Master Transportation Plan 68 ExistingDiscussion Transportation Paper 1 Conditions – Setting the Context TC - Agenda - 2019 06 19 31 Item 4.3b
Transit-Oriented Communities A Primer on Key Concepts TC - Agenda - 2019 06 19 32 Item 4.3b
Introduction
Creating communities that are more “transit-oriented” is one of the key goals of most land use and transportation plans in Metro Vancouver. Transit-oriented communities are not only more livable, sustainable, resilient and economically thriving, they also support higher levels of walking, cycling and transit and result in lower levels of automobile use and greenhouse gas emissions.
In response to requests from local government partners, TransLink has prepared this primer to highlight the key attributes of community design that most strongly infl uence travel behaviour. This is not an offi cial policy document but is rather an effort to share current thinking on how community design can best support walking, cycling, and transit.
What are Transit-Oriented Communities? TransLink Terminology Transit-Oriented Communities (TOCs) are places that, by their design, allow people to drive less and walk, cycle, and Transit-Oriented Communities (TOC): take transit more. In practice, this means concentrating Places (regions, municipalities, neighbourhoods) that higher-density, mixed-use, human scale development around facilitate a decreased reliance on the automobile by: frequent transit stops and stations, in combination with mobility management measures to discourage unnecessary • focusing higher-density, mixed-use, pedestrian- driving. Ultimately, transit-oriented communities are really friendly development within walking distance of walking- and cycling-friendly communities that are focused frequent transit; and around frequent transit. • implementing mobility management measures to discourage unnecessary driving. A Regional Tradition of Transit-Oriented Planning Transit-Oriented Development (TOD): Metro Vancouver has long supported a transit-oriented land Specifi c buildings or development projects that are use approach, with the 1975 Livable Region Plan envisioning fundamentally shaped by their close proximity to a transit-oriented regional community of compact urban frequent transit. centres linked by frequent transit corridors. This approach was reaffi rmed in the 1996 Livable Region Strategic Plan and continues to be a key direction in the new Regional Growth Strategy adopted in 2011.
1 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 33 Item 4.3b
Frequent Transit Network Organizing Framework for Growth and Development
The key principle to creating transit-oriented communities is Service Type and Development Patterns to concentrate growth in centres and corridors that are well- Transit-oriented communities come in many shapes and served by frequent transit. To further advance this “centres and sizes. One of the key factors determining the pattern of corridors” concept, TransLink has introduced the concept of a neighbourhood development is the type of frequent transit Frequent Transit Network (FTN). service. As illustrated in Table 1, service types can be defi ned based on speed and local access – attributes that The FTN is a network of corridors where transit comes along at are primarily determined by the type of right-of-way and the least every 15 minutes in both directions, throughout the day station or stop spacing. and into the evening, every day of the week. The FTN does not refer to specifi c routes or technologies or vehicle types – rather Frequent transit services with limited stops, spaced every it refers to a high frequency and span of transit service within a 1-1.5km, tend to have faster journey times but have less corridor. This level of service may be provided by a single route convenient local access. Frequent transit services with many or by a combination of multiple routes and/or technologies local stops, spaced every 250-400m, have more convenient local within the same corridor. access but have slower journey times.
For the travelling public, the FTN provides a legible and All else being equal, people will walk farther to access faster interconnected network of convenient, reliable, easy-to-use and more reliable services. The distances people are willing services that are frequent enough to be schedule-free. For to walk to transit vary depending on trip length and purpose, municipalities and the development community, the FTN weather, topography, demographics, and quality of the provides an organizing framework around which to focus pedestrian environment. TransLink follows international practice growth and development. in assuming that, on average, most people will walk roughly 10-12 minutes (800m) to access frequent limited-stop service that runs in an exclusive right-of-way; 6-8 minutes (600m) to access frequent limited stop service that runs in mixed traffi c; and 5-6 minutes (400m) to access frequent local stop service. While actual pedestrian catchment areas will vary according to context, these general guidelines are useful in helping to plan transit-oriented communities.
As a result of wider stop spacing, limited stop services support a nodal development pattern with the highest concentrations of density focused around the stops and stations. Due to tighter stop spacing, local stop services support more of a linear development pattern with densities distributed more equally along the transit corridor.
2 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 34 Item 4.3b
FREQUENT TRANSIT SERVICE TYPES
Limited Stop Local Stop Stop Spacing: (every 500-2,000m) (every 250-400m)
ATTRIBUTES Right-of-Way: Exclusive Shared Exclusive or Shared
Pedestrian 800m Radius 600m Radius 400m Radius Catchment Area:
Pattern: LAND USE INFLUENCE
Table 1 – Frequent Transit Service Types and Development Patterns
3 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 35 Item 4.3b
The “Six Ds” of Transit-Oriented Communities
There is no single “right way” to create successful transit- Since no single measure is truly effective in isolation, in oriented communities and, ultimately, many variations on successful transit-oriented communities all of the “Six Ds” are these basic development patterns are possible depending on a implemented in concert. There are no magic thresholds for community’s aspirations for how it wants to grow. In addition, density or any of the other variables that, once achieved, will the shape of a community may change and evolve over time, automatically produce certain travel outcomes. Instead, each in response to the introduction of new types of transit service, of the “Six Ds” works synergistically to support higher levels of market and cultural forces, demographics and other factors. transit service and reduced levels of automobile dependence. There are, however, several attributes that are common to nearly all places with high levels of transit demand and Likewise, to be effective all “Six Ds” must be implemented at all productive transit service: spatial scales of planning – starting at the regional scale and moving down to the community, neighbourhood, and site scales. • Major DESTINATIONS and centres are lined up in reasonably direct corridors making them easy to serve • At the regional scale, urban centres and frequent transit effi ciently by frequent transit; corridors are identifi ed to provide the basic framework for • Walking DISTANCE to frequent transit is minimized by shaping regional growth. creating a fi ne-grained urban structure of well-connected • At the community and neighbourhood scales, frequent streets around which to focus: transit stops and stations provide the focus around which to » people-friendly urban DESIGN including safe, create a fi ne-grained network of well-connected streets and comfortable, and direct pedestrian and cycling routes; foster higher density, mixed-use, walkable neighbourhoods.
» higher levels of residential and employment DENSITY; • At the site scale, buildings are oriented toward transit facilities and the wider public realm to enhance the » a rich DIVERSITY of land uses and housing types; pedestrian experience. » DEMAND management measures that discourage unnecessary auto trips. The following sections explain each of the “Six Ds” in further detail. While each of the “Six Ds” is important in shaping travel behaviour, some aspects of built form are more permanent than others (Figure 1). For instance, once a neighbourhood is established, its location and its street network become very diffi cult to change over the long term, whereas building form and the uses within buildings change more readily along with market trends. Accordingly, it is critical to make good decisions on location, urban structure, and street network in the early stages of community design in order to establish an urban fabric conducive to walking, cycling and transit.
4 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 36 Item 4.3b
Most permanent
Destinations – land & location
Distance – urban structure & street network
Design – public realm
Density – building form & massing
Diversity – mix of uses
Demand Management – incentives & disincentives
Least permanent
Figure 1 – Relative permanence of the “Six Ds”
5 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 37 Item 4.3b
1 Destinations Be on the Way
Figure 2 – Poor transit geography forces a choice between providing a Figure 3 – Good transit geography lines up destinations along a slow meandering route or one that bypasses key destinations. reasonably direct corridor. Be on the Way!
An effi cient transit corridor – and hence one that will support Good transit geography (Figure 3) is one in which transit frequent transit service – connects multiple high demand destinations are on a reasonably direct path between other destinations along a reasonably direct line. For the customer, destinations. Ideally, this path is anchored at either end by the transit trip becomes more competitive since it is perceived major trip generators since these anchors can justify better as a direct route between any two points on the line. For the service along the entire corridor – even to smaller destinations transit provider, more destinations and riders can be captured in between. in fewer kilometres travelled leading to more cost-effective service provision. Ultimately, the fi rst and most important step to creating a more transit-oriented community is to align major destinations A poor transit geography (Figure 2) is one with destinations along a reasonably direct corridor so that they can be effi ciently that are not lined up so that transit must either bypass them served by frequent transit. In other words: Be on the Way! and miss out on additional ridership potential, or meander from the main route to reach them and increase the trip length and travel time to the other passengers. Where land use has not been well-coordinated with transit, this tradeoff is the perennial dilemma facing the transit planner.
6 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 38 Item 4.3b
2Distance Connect the Blocks
Crow-fl y distance Street network distance Crow-fl y distance Street network distance 175 metres 1000 metres 175 metres 265 metres
Figure 4 – A disconnected street network full of cul-de-sacs results in Figure 5 – A well-connected, fi ne-grained street network enables long walking distances and less effi cient transit operations. shorter, more direct walking connections and is easier to serve cost- effectively with transit.
In order for frequent transit to be successful, it is essential that In contrast, a fi ne-grained street network with many connections people can walk to the transit service quickly and conveniently for pedestrians (Figure 5) will shorten the walk to transit and from the places they live, work, shop, and play. While the other destinations by providing more direct walking routes. The distance used to defi ne this pedestrian catchment area will traditional grid of the streetcar suburb, with main streets spaced vary based on local conditions, generally people will walk about 800m apart and local blocks no more than 150m long, is farther to access higher capacity transit services, as illustrated a very effective street network for providing both a fi ne-grained in Table 1. network of pedestrian routes and effi cient transit operations.
When considering a destination’s distance from transit, it is In places where the street network is already built, it may be important to consider the actual walking distance, rather than possible to improve connectivity for non-motorized modes by measuring as the crow fl ies. For example, a poorly connected creating short-cut pathways for pedestrians and cyclists across network with large blocks and many cul-de-sacs (Figure 4) larger development sites or to connect cul-de-sacs. means that the actual walking distance is much longer than the crow-fl y distance. Even destinations that are physically close to a transit stop or station may still require a long walk, reducing the attractiveness of that transit service.
7 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 39 Item 4.3b
3 Design Make it Pedestrian-Friendly
Pedestrian path Bus stop Pedestrian path Bus stop
Figure 6 – Automobile-oriented urban design often sets buildings back Figure 7 – Pedestrian-oriented urban design features buildings with from the street with parking in front. fi ne-grained active frontages built right to the street and with parking tucked behind or provided underground.
Ultimately, transit-oriented communities are really walking- and to maintain the visual interest of pedestrians and cyclists who cycling-oriented communities focused around frequent transit. are travelling at much slower speeds. Accordingly, buildings Accordingly, an attractive, engaging, and well-designed public should have active frontages with many doors and windows, realm that invites walking and cycling is critical to success. avoiding long, undifferentiated facades and blank walls. Surface Good walking and cycling infrastructure is also required, parking lots, parking structures and other large format buildings including suffi ciently wide pedestrian and cycling routes that should be avoided or, where necessary, should be wrapped with are accessible to all ages and abilities and that are suffi ciently fi ne-grained street-oriented uses to minimize negative impacts protected from motor vehicle traffi c. on the pedestrian environment.
The design quality of the street environment also infl uences As density increases, peoples’ private yards and spaces rates of walking, cycling and transit use. Provision of shade, inevitably get smaller. To make up for smaller private open weather protection, pedestrian-scaled lighting, street furniture, spaces, ample high quality public open spaces including parks bus shelters, street trees, and public art all help to enhance the and plazas should be provided. Surrounding selected frequent attractiveness and safety of the street environment and thus transit stops and stations with vibrant public spaces also our willingness to walk, cycle and take transit. promotes ridership.
Unlike automobile-oriented areas which are typifi ed by relatively While particular urban design strategies need to be tailored large distances between segregated, lower density uses and to suit the local context of each neighbourhood, the general a public realm that prioritizes high speed vehicle movement, principle of making walking and cycling safe, welcoming, and transit-oriented communities need to be more intimately scaled comfortable applies to all transit-oriented communities.
8 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 40 Item 4.3b
4 Density Fill It In
Figure 8 – Auto-oriented density distribution (patchy development not Figure 9 – Transit-oriented density distribution (highest at transit, focused around transit). stepping down to surrounding neighbourhood).
The next critical ingredient is to concentrate most growth and Since employment uses tend to generate more trips development within the pedestrian catchment areas of frequent throughout the weekday and more trips overall than transit stops and stations. Without suffi cient density, there residential uses, concentrating high-intensity employment is unlikely to be suffi cient transit demand to justify frequent uses like offi ce buildings within walking distance of frequent transit service. transit is the most effective way to build transit demand and justify service improvements. Generally, higher densities should be concentrated as close to frequent transit stops and stations as possible in order to It is rare for a city to experience rapid enough population and minimize walking distances to more destinations for more employment growth to simultaneously develop several corridors people. Densities can then gradually step down in order to that are dense enough to support effi cient and effective integrate with surrounding lower-density neighbourhoods, frequent transit service. There are cost and implementation where applicable. This typical pattern of density distribution can advantages, therefore, to concentrating on the development be modifi ed or adapted to support other neighbourhood goals. of a relatively small number of frequent transit corridors rather What is important is that most of the residential, commercial, than dispersing development activity across a larger area. and employment density within a community is concentrated within a relatively short walk of frequent transit – no matter what form such density might take in each particular case.
9 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 41 Item 4.3b
5 Diversity Mix It Up
Mid-rise condos Mid-rise condos Mid-rise condos 75% market rate condos Offi ce space Rental apartments 25% affordable units Ground fl oor retail Community centre Ground fl oor retail
MARKET STORE
Figure 10 – A poor mix of uses and housing along the corridor leads to Figure 11 – A rich mix of pedestrian-friendly uses, and housing types, poor bi-directional transit productivity. tenures, and price points distributed along the corridor helps to optimize transit utilization.
Land use mix describes the degree to which different types Many land uses generate demand for transit service only at of land uses (e.g., residential, commercial, institutional, light specifi c times of the day, week, or year. It is important, therefore, industrial, entertainment) are located within close proximity to to have a good mix of land uses, at the appropriate scale, that one another. A higher degree of mixing of compatible land uses generate demand not only in the peak periods, but also in the increases the likelihood that a desired destination is nearby in the mid-day, evenings, and weekends across the year. Land uses neighbourhood making it easier for people to access it by walking that generate trips in these off-peak times include retail, service, or cycling. In such neighbourhoods, multiple errands can be residential, entertainment, as well as visitor attractions. Some accomplished on foot on the way to transit, over the lunch hour, uses, like colleges and universities, may produce high levels of or on the way home from work. transit demand throughout most of the year but this demand tends to decline during the summer months. A rich mix of pedestrian-friendly uses also facilitates more street-level activity throughout the day and evening resulting in As with land use diversity, demographic diversity also improves greater personal security from the natural surveillance of “eyes transit performance. For example, neighbourhoods with on the street.” lower-income residents tend to have higher demand for transit since lower-incomes are correlated with higher transit use. Land use diversity is also important at the corridor scale. With Neighbourhoods with housing that is typically occupied by a rich variety of destinations accessible from stops and stations seniors or students tend to have higher mid-day, evening and all along the corridor, transit vehicles are less apt to be crowded weekend demand, justifying improved off-peak service. in one direction and running empty in the other direction. This corridor-level land use diversity leads to a more balanced bi- Ultimately, this demographic diversity can be facilitated through directional fl ow of riders in each direction helping to optimize decisions to include a wide range of housing types, tenures, existing transit capacity and justify better service. and price points in close proximity to frequent transit stops and stations. Special efforts should be made to accommodate seniors, students, and lower-income residents adjacent to frequent transit.
10 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 42 Item 4.3b
6 Demand Management $ Discourage Unnecessary Driving
FREE PAID PARKING PARKING
Figure 12 – Free parking is an invitation to drive and leads to Figure 13 – Carefully managing the supply and price of parking ineffi cient utilization of limited space. can discourage unnecessary driving and optimize turnover to support local businesses.
The fi rst fi ve “Ds” all address important transit-supportive Another effective demand management strategy is to relax changes to the built environment. However, the built form parking standards (e.g., lowering or eliminating the number of alone is not suffi cient to signifi cantly alter travel behaviour minimum parking spaces for developments in areas that can be without also introducing measures that increase the cost of well served by transit) and to actively manage parking supply driving relative to walking, cycling, and transit. and pricing. Limiting off-street parking supply and increasing short-term parking rates can reduce the overall attractiveness of For instance, residents of a higher density, mixed use, walkable driving while encouraging higher levels of parking turn-over that community focused around a rapid transit station are less supports local retail businesses. Where parking is not metered, likely to take transit if that community also has ample free decreasing parking time limits can have a similar effect. parking and an adjacent toll-free highway that is largely free of congestion. Ultimately, individuals will weigh the relative Demand management measures are most effective at fi nancial, convenience and time costs of their different travel discouraging unnecessary driving when accompanied by options. Despite the physical appearance of a highly transit- attractive alternatives that are well promoted. Accordingly, oriented community – if it is still signifi cantly easier, cheaper, demand management measures should be introduced and faster to drive – changes to the built environment will not and scaled up along with walking, cycling, and transit lead to signifi cant increases in transit demand. improvements. Overall, the focus should be on making walking, cycling, and transit ridership equal or better travel Fortunately, many strategies that improve a neighbourhood for options than driving. pedestrians, cyclists and transit uses also serve to discourage unnecessary driving. For example, reallocating, narrowing, or managing access to road lanes to accommodate other modes can reduce or slow traffi c, thereby making the street more comfortable for pedestrians and for passengers waiting at transit stops.
11 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 43 Item 4.3b
Summary
This primer discusses how to implement the “Six D’s” – those key elements that are required to create more transit-oriented communities.
1 Destinations 4 Density
First, get the location right: focus high demand destinations Fill It In! Place the highest residential and employment along frequent transit corridors and limit growth elsewhere. density near to frequent transit stops, stations, and Be on the Way! exchanges and step these densities down to transition to surrounding neighbourhoods.
2 Distance 5 Diversity
Next, create a supportive urban structure by introducing Mix It Up! Ensure a good diversity of uses, especially a fi ne-grained network of pedestrian- and bicycle-friendly those which animate the streetscape; provide a mix of streets. If block sizes are too big and streets are too housing types, tenures, and price points; and a good discontinuous, distances will be too far to walk. Connect jobs-housing balance so that people are never too far from the Blocks! work, shopping and other destinations.
3 Design 6 Demand Management $
Design a public realm that is pedestrian- and bicycle- Introduce demand management measures like parking friendly. Bring buildings up to the sidewalk, animate pricing to discourage unnecessary driving. No matter them with active frontages, provide amenities and what changes are made to the built environment, if it is still weather protection, and tuck automobile parking signifi cantly cheaper and easier to drive, most individuals behind or underground. with a choice won’t shift to walking, cycling, and transit.
In the most successful transit-oriented communities all of the “Six Ds” are implemented in concert at all spatial scales of planning – from the regional to the local. No one measure is completely effective in isolation – rather they work synergistically to support higher levels of walking, cycling, and transit ridership and reduced levels of driving.
This positive “transportation and land use feedback loop” is key to creating communities that are more livable, resilient and sustainable.
12 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 44 Item 4.3b
Acknowledgements: Figure 1 is adapted from a concept by Bev Sandalack (The Calgary Project, 2006).
The phrase “Be on the Way” was usefully coined by Jarrett Walker (Human Transit Blog, 2009). Figures 2 and 3 are also adapted from illustrations by Jarrett Walker.
Figures 4 and 5 are adapted from a 2009 paper by Frank LD, Winters M, Patterson B, Craig CL entitled “Promoting Physical Activity Through Community Design.”
Figures 8 and 9 are adapted from the City of Calgary’s Transit-Oriented Development Policy Guidelines (2005).
For more information and resources: Visit our website at translink.ca
December 2010, updated December 2011
13 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS TC - Agenda - 2019 06 19 45 Item 4.3c
www.vtpi.org
250-360-1560
Evaluating Public Transit Benefits and Costs Best Practices Guidebook 18 March 2019
Todd Litman Victoria Transport Policy Institute
Abstract This guidebook describes how to create a comprehensive framework for evaluating the full impacts (benefits and costs) of a particular transit service or improvement. It identifies various categories of impacts and how to measure them. It discusses best practices for transit evaluation and identifies common errors that distort results. It discusses the travel impacts of various types of transit system changes and incentives. It describes ways to optimize transit benefits by increasing system efficiency, increasing ridership and creating more transit oriented land use patterns. It compares automobile and transit costs, and the advantages and disadvantages of bus and rail transit. It includes examples of transit evaluation, and provides extensive references. Many of the techniques in this guide can be used to evaluate other modes, such as ridesharing, cycling and walking.
Todd Alexander Litman © 1996-2018 You are welcome and encouraged to copy, distribute, share and excerpt this document and its ideas, provided the author is given attribution. Please send your corrections, comments and suggestions for improvement.
TC - Agenda - 2019 06 19 46 Item 4.3c Evaluating Public Transit Benefits and Costs Victoria Transport Policy Institute
Contents Executive Summary ...... 2 Introduction ...... 4 Public Transit’s Role in an Efficient and Equitable Transportation System ...... 5 The Importance of Comprehensive Analysis ...... 8 Evaluation Best Practices ...... 9 Evaluating Transit Service Quality ...... 11 Travel Impacts ...... 13 Transit Demand ...... 17 Transit Impact Categories ...... 23 Transit Expenditures ...... 23 Impacts on Existing Transit Users ...... 24 Mobility Benefits ...... 25 Efficiency Benefits ...... 29 Travel Time Impacts ...... 56 Land Use Impacts ...... 59 Economic Development Impacts ...... 62 Impact Summary ...... 67 Evaluating and Quantifying Transit Benefits ...... 70 Comparing Transit and Automobile Costs ...... 73 Perspectives ...... 76 Common Errors Made When Comparing Transit and Automobile Transport ...... 79 Transit Versus Automobile Comparison Summary ...... 80 Evaluating Transit Criticism ...... 81 Is Transit Travel Slow and Inefficient? ...... 83 Is It Cheaper To Subsidize Cars Instead Of Transit? ...... 85 Rail Versus Bus Transit ...... 86 Advantages of Rail ...... 86 Advantages of Bus ...... 87 Summary of Rail Versus Bus ...... 87 Strategies To Increase Transit Benefits ...... 90 Transit Priority ...... 90 Parking Management ...... 90 Commute Trip Reduction Programs ...... 90 Campus and School Transport Management Programs...... 91 Marketing and User Information ...... 91 Nonmotorized Improvements ...... 91 Transit Oriented Development ...... 91 Least Cost Planning ...... 91 Evaluation Examples ...... 92 Conclusions ...... 109 References And Resources For More Information ...... 112
1 TC - Agenda - 2019 06 19 47 Item 4.3c Evaluating Public Transit Benefits and Costs Victoria Transport Policy Institute
Executive Summary Public transit (also called public transport or mass transit) includes various services that provide mobility to the general public, including buses, trains, ferries, shared taxi, and their variations. It can play important and unique roles in an efficient and equitable transport system by providing affordable basic mobility for non-drivers, efficient urban travel, and a catalyst for more efficient land use development. It can therefore have diverse impacts (benefits and costs), including many that are indirect and external (they affect people who do not currently use transit). Some result from the existence of the service, others from transit use, some from reduced automobile travel, and others from transit’s ability to affect land use development patterns, as summarized in Table ES-1. Not all transit services have all of these impacts, but most have several.
Table ES-1 Public Transport Benefits and Costs Improved Transit Increased Transit Reduced Transit-Oriented Service Travel Automobile Travel Development Service Quality (speed, Transit Ridership Mode Shifts or Portion of Development reliability, comfort, safety, (passenger-miles or Automobile Travel With TOD Design etc.) mode share) Reductions Features
Improved convenience Reduced traffic and comfort for existing Mobility benefits to congestion. users. new users. Additional vehicle Road and parking travel reductions Equity benefits (since Increased fare facility cost savings. existing users tend to be (“leverage effects”). revenue. Consumer savings. disadvantaged). Improved accessibility, Increased public fitness Benefits Reduced particularly for non- Option value (the value of and health (by having an option for chauffeuring drivers. stimulating more burdens. possible future use). walking or cycling Reduced crime risk. Increased traffic
Potential Improved operating trips). More efficient efficiency (if service speed safety. development (reduced Increased security as increases). more non-criminals Energy conservation. infrastructure costs). Improved security ride transit and wait at Air and noise Farmland and habitat (reduced crime risk) stops and stations. pollution reductions. preservation.
Higher capital and operating costs, and therefore subsidies. Costs Land and road space. Traffic congestion and Various problems
Potential accident risk imposed by Transit vehicle Reduced automobile associated with more transit vehicles. crowding. business activity. compact development. Public transport can have various types of benefits and costs, many of which tend to be overlooked or undervalued in conventional transportation economic evaluation.
Conventional transport economic evaluation tends to overlook and undervalue many transit benefits. These evaluation practices originally developed to assess roadway improvements and focus primarily on vehicle travel speeds and operating costs. They do not generally quantify or monetize the benefits of basic mobility benefits, vehicle ownership and parking cost savings, or efficient land development benefits.
2 TC - Agenda - 2019 06 19 48 Item 4.3c Evaluating Public Transit Benefits and Costs Victoria Transport Policy Institute
Public transit can also have significant costs, including facility costs, operating costs, and various external costs such as accident risk and pollution imposed on non-users. Many of these costs are fixed so transit services tend to experience scale economies (unit costs decline with increased use), resulting in low marginal costs.
These factors should be considered when evaluating public transit benefits and costs: Public transit can provide various types of impacts. Comprehensive evaluation should consider all significant benefits and costs. Many transit services (those that operate at times and places with low demand) exist mainly to provide basic mobility for non-drivers. Although relatively costly per trip, they are often cheaper than alternatives such as taxis and chauffeuring (drivers making special trip to carry non-drivers, which often requires empty return trip), or inadequate mobility for non-drivers. High quality (relatively fast, convenient, comfortable and integrated) transit can attract discretionary travelers who would otherwise drive, which reduces traffic problems including congestion, parking costs, accidents and pollution emissions. Transit that attracts discretionary travelers provides consumer welfare (surplus) benefits, since they would not change mode if they did not consider themselves better off overall. High quality transit can stimulate transit-oriented development, compact, multi-modal neighborhoods where residents tend to own fewer vehicles, drive less and rely more on alternative modes than in more automobile-oriented communities. This can leverage additional travel reductions and benefits (besides just the travel shifted to transit). Traffic congestion tends to maintain equilibrium: it increases until delays discourage additional peak-period vehicle trips. High quality, grade-separated transit can reduce traffic congestion costs by reducing the point of equilibrium, offering travelers an alternative to driving, and by supporting compact development which reduces travel distances. Highway expansion tends to induce additional vehicle travel which increases external costs such as downstream congestion, parking demand, traffic risk, barrier effects, and pollution emissions, costs that are avoided if travelers instead shift to public transit. These impacts should be considered when comparing roadway expansions with transit improvements. Transit travel time unit costs (dollars per hour or cents per minute) vary significantly depending on travel conditions and user preferences. Many travelers prefer high quality transit even if it takes longer than driving because they can work or rest. These impacts and benefits tend to increase if transit improvements are implemented with support strategies such as walking and cycling improvements, more compact development, transportation demand management programs, and efficient road and parking pricing. Since active transport (walking and cycling) and public transit are complements, transit travel tends to increase public fitness and health. Public transit services have three features that justify public support and underpricing: they help achieve social equity objectives, they experience scale economies, and they can reduce various external costs including traffic congestion, accident risk and pollution emissions. Current demographic and economic trends (aging population, rising fuel prices, urbanization, changing consumer preferences, increasing health and environmental concerns) are increasing demand for transit and transit-oriented development, and therefore their benefits.
3 TC - Agenda - 2019 06 19 49 Item 4.3d
Pets on Transit
Getting you everywhere you want to go in Metro Vancouver
Travelling with a furry friend? Welcome aboard! Pets, including dogs, cats, rabbits and small fur-bearing or feathered animals are allowed on transit as long as they are in small, hand-held cages. The approved cage or container must fit on your lap and must be fully enclosed with no part of the animal exposed. It may also be placed on the floor, but must not impede free passage of customers and must not block any doors. Please ensure cages are clean, free of odour and have no sharp edges.
If you're travelling with your pet, it's best to make your trips during off-peak hours. The transit operator, at his or her discretion, may not allow you to board with your pet if there is a concern for the safety or comfort of your fellow passengers. If only standing room is available, the transit operator will refuse passage to you and your pet. Please respect their decision.
Only one hand-held approved cage or container is allowed per customer and dog strollers are not permitted on transit. Pets are also not permitted on HandyDART with the exception of Assistance Animals.
Assistance Animals
Assistance animals that are certified by the British Columbia Guide Animal Act are allowed on public transit at all times. If you're using an assistance animal while travelling on one of TransLink's services, the animal must wear its harness and leash. Be prepared to produce your Guide Animal Certificate.
If you are a non-resident of British Columbia, you must have a certificate from a bona fide guide animal training school recognized by the BC Business Practices & Consumer Protection Authority (BPCPA), Consumer Services Division. TC - Agenda - 2019 06 19 50 Item 4.3d
This Page Intentionally Left Blank TC - Agenda - 2019 06 19 51 Item 4.3e
Council Agenda Information £x] Regular Council April 09, 2019 Item 5.3
City of Port Moody Report/Recommendation to Council
Date: March 29,2019 File No. 01-0360-20-07
Submitted by: Youth Focus Committee
Subi . Requesting Improvements to TransLink Bus Services to Port Moody ' Schools
Purpose / Introduction To request Council support for improvements to TransLink bus services to Port Moody schools.
Recommended Resolution
THAT the report dated March 29, 2019 from the Youth Focus Committee regarding Requesting Improvements to TransLink Bus Services to Port Moody Schools be received for information.
Background At the Youth Focus Committee meeting held on March 13, 2019, the Committee noted that current bus services during peak transit use times by students are inadequate. The Committee requested support from Council to advocate for additional services, including additional bus routes and greater frequency, to be scheduled for school start and finish times. The following resolution was passed:
YFC19/008 THAT Council be requested to direct staff to work with TransLink to increase bus capacity during school times, to coordinate bus times to better match school times in Port Moody, and to increase waiting capacity at bus stops fronting Port Moody schools;
AND THAT Council be requested to carry the following resolution:
WHEREAS students have noted frustrations and safety concerns with the existing state of transit overcapacity during school peak hours;
AND WHEREAS current bus schedules do not match up with school end times, further compounding overcrowding;
THEREFORE BE IT RESOLVED THAT the City of Port Moody request the following service improvements from TransLink: • additional bus capacity at peak school times, • bus times coordinated to match school times.
EDMS#461260 1 TC - Agenda - 2019 06 19 52 Item 4.3e
RC - Agenda - 2019 04 09 Item 5.3 Report/Recommendation to Council Improvements to TransLink Bus Services to Port Moody Schools March 29, 2019
Discussion The Youth Focus Committee discussed a number of suggested changes to the current bus service levels, and noted that further data collection and research may need to be conducted as part of an actionable proposal for Council and TransLink.
Mayor Vagramov advised during the meeting that it is reasonable to request TransLink to adjust transit schedules, and that there is currently an opportunity to request action from TransLink at the staff level. Mayor Vagramov further advised that a student petition to TransLink can also support the cause.
Other Options 1. THAT the report dated March 29, 2019 from the Youth Focus Committee regarding TransLink Bus Services to Port Moody Schools be referred to staff for information.
2. THAT the report dated March 29, 2019 from the Youth Focus Committee regarding TransLink Bus Services to Port Moody Schools be referred to staff for action.
Financial Implications Further information on financial implications would be provided by staff should this report be referred to staff for action.
Communications and Civic Engagement Further information on communication and civic engagement requirements would be provided by staff should this report be referred to staff for action.
Council Strategic Plan Objectives Requesting improvements to bus services to Port Moody schools meets the 2015-2018 Council Strategic Plan Objectives of enhanced City transportation planning and effective connections between our neighbourhoods.
EDMS#461260 2 TC - Agenda - 2019 06 19 53 Item 4.3e
RC - Agenda - 2019 04 09 Item 5.3 Report/Recommendation to Council Improvements to TransLink Bus Services to Port Moody Schools March 29, 2019
Prepared by: Reviewed by:
s
P. Lo / T. Takahashi Committee Coordinator Deputy Corporate Officer
Reviewed for Form and Content / Approved for Submission to Council: City Manager's Comments
/ V/ Tim Savoie, MCIP, RPP City Manager
EDMS#461260 3 TC - Agenda - 2019 06 19 54 Item 4.3e
This Page Intentionally Left Blank TC - Agenda - 2019 06 19 55 Item 5.1
Jeff Moi
To: Hunter Madsen Subject: RE: Murray Street Upgrade
From:
Hello Council,
It has come to our attention that the Transportation Committee has put forth a motion to have the right only exit at the west end of the parking lot removed. We have serious concerns with removing this exit from the parking lot and from the plan that was presented to us in April.
As most of you know, I have spend a better portion of 20 years at the park, and am intimately aware of how traffic flows both in the winter and the peak summer months. I have been there almost everyday and know that the removal of the west exit will create grid lock within the parking lot for those vehicles trying to exit and having to wait for the new traffic signal.
We were asked early in the development of this upgrade to provide feed back and worked closely with the Project Manager. We find it troubling that a major decision to remove the exit could happen without further consultation.
I would welcome any members of council to join me down at the park to discuss our concerns, so we can show you first hand how this would affect traffic flow within the parking lot. Please know that we spend the most amount of time in that parking lot and know what devastating consequences this will have for visitors trying to exit.
Many Thanks.
Jamie Cuthbert Founder/Product Taster
Rocky Point Ice Cream 2800 Murray Street, Port Moody, BC, V3H 1X2
Phone me: (778) 882-7130 Email me: [email protected] Visit us: RockyPointIceCream.com 1 TC - Agenda - 2019 06 19 56 Item 5.1
This response is provided by Councillor Madsen and may not reflect the City of Port Moody's official position or that of Council.
2