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Northeast - Coquitlam Strategic Transportation Plan - Working


									       CITY Of COQUITLAM


Working Paper # I -
Context and Existing

            November 2001
          CIN O
                                                                                                    CONTENTS                        a
  Transportation         1.    Introduction          ......................................................................   1-1
            Plan               1 . 1 Purpose of the Plan ..............................................................       1-2
                               1.2 Scope ofthe Plan .................................................................         1-4
         Working               1.3 Community & Stakeholder Involvement .............................                          1-6
       Paper # I .
        Context & 2       .    Context       ..............................................................................   2-1
          Existing             2.1 Municipal Context ...............................................................          2-1
       Conditions              2.2 Governance ..........................................................................      2-4
                               2.3 Recent Transportation Initiatives.........................................                 2-7

                         3. Transportation Issues    .....................................................                    3-1

                         4. Goals & Objectives ..........................................................                     4-1

                         5.    Existing Conditions .........................................................            5-1
                               5.1 Travel Characteristics.......................................................... 5-1
                               5.2 Road Network ...................................................................... 5-7
                               5.3 Transit Services ................................................................. 5-19
                               5.4 Bicycle Network ................................................................ 5-23
                               5.5 Pedestrian Network ............................................................     5-23

  Novemkr 20. 2007
             6IISOZ6 I
    IyMlngP.pu#I I doc
0          CITV OF
       COQUITLAM     1. Introduction
                     The City of Coquitlam has experienced rapid growth in recent years,
                     particularly as formerly undeveloped northern sections of the City have
                     been developed. Between 1991 and 1999, the City’s population grew by
                     33%, fiom 84,000 inhabitants to 1 1 1,500 inhabitants. This represents an
       Paper # I -
                     average annual growth rate of 3.6%. Population and employment in the
        Context &    City are expected to continue to grow at significant rates until beyond
          Existing   2021. By 2021, the population of Coquitlam is forecast to be at least
       Conditions    206,000 residents. Employment is also forecast to triple from 23,000
                     jobs at present to approximately 70,000 jobs by 2021. Growth is also
                     occurring and will continue to occur in the municipalities surrounding
                     Coquitlam, such as Burnaby, Port Moody, and Port Coquitlam. This
                     external growth has major implications for the City of Coquitlam,
                     because many motorists from these other municipalities use
                     Coquitlam’s road network on a regular basis.

                     To manage its transportation network through the next 20 years, the
                     City initiated the Citywide Strategic Transportation Plan in conjunction
                     with the development of the Citywide Official Community Plan (OCP).
                     The consolidated OCP process examines alternative long-term growth
                     strategies in order to achieve Coquitlam’s population and employment
                     targets outlined within the regional growth strategy. Transportation
                     systems for all modes of travel are considered an integral part of the
                     strategy to support growth and the Citywide OCP.

                     The Strategic Transportation Plan - which incorporates this Background
                     Report and an accompanying Summary and Brief - examines and
                     recommends transportation improvements within the City to the 202 1
                     planning horizon and beyond. The Plan also identifies priorities to begin
                     to achieve these long-term goals in the medium term. Rather than
                     merely deal with traditional road network solutions (such as new roads
                     and additional lanes) to address the transportation needs of the
                     community, the Strategic Transportation Plan is designed to take a
                     multi-modal approach to dealing with local transportation issues, such
                     that future travel demands and choices may be influenced. In this
                     regard, the Plan not only examines and prioritizes roadways
                     improvements within the City, but it also evaluates and recommends
                     other facilities and programs to increase the attractiveness of transit,
                     cycling, and walking within Coquitlam and other areas of the region.

           CIN OF
       COQUITLAM      1.1 Purpose of the Plan
       Strategic      The Strategic Transportation Plan is designed to provide answers to four
  lransportation      basic questions about the City’s transportation system, as follows:
                         Where are we now?
        Working          Where do we want to be?
      Paper # I -        How do we get there?
       Context &         What steps do we need to take?
                      To answer these questions, the Plan was developed through the
                      preparation of three working papers, each of which contributed to the
                      overall Background Report. The process of developing the Plan is
                      illustrated below.
                                               Strategic Transportation Plan Process
                                   Figure 1.1.l:

                            Where are we now?      >       Working Paper No. 1 - Context
                                                           and Existing Conditions
                                                                 Key Issues
                            Where do we want to                  Goals and Objectives
                                                                 Existlng Conditions

                                                           Working Paper No. 2 - Future
                                                           Base Conditions
                                                                 Planned Land Use and Network
                                                                 Future Base Conditions

                                                           Working Paper No. 3     - Network
                            How do we get there?           Options Assessment
                                                                 Options Generation & Evaluation
                                                                 Transit Services
                                                                 Bicycles & Pedesrnans
                                                                 Phasmg and Implementation

                                                           Strategic Transportation Plan
                          I What   steps are nd?
                                               d                 Road Network Plan
                                                                 Transit Service Strategies
                                                                 Bicycle Network
                                                                 Pedestrian Facilities
URB~AIUWEMS                                                      Travel Demand Management
  November 20,2001
                    Working Paper No. 1        - Context    and Existing Conditions      -
                    describes the context in which the Strategic Transportation Plan was
                    developed, including a review of the factors influencing
                    transportation in Coquitlam. It also provides a summary of recent
                    regional and provincial transportation initiatives, a review of key
                    issues affecting the development of the Plan, and a discussion of
                    existing transportation conditions. The existing conditions
   Paper # 1 -      assessment includes a review of travel characteristics, road network
    Context &       conditions, the transit network, and cycling and pedestrian facilities.
   Conditions       Working Paper No. 2      - Future Base Conditions - provides an
                    analysis of future (2021) road network conditions, based on long-
                    term growth projections. The analysis includes planned changes to
                    the transportation network, such as the new SkyTrain line to
                    Coquitlam and a new Fraser River crossing. To guide the
                    development of candidate improvement options, this report identifies
                    existing and anticipated ‘problem areas’ in Coquitlam’s
                    transportation system.

                    Working Paper. No. 3         -   Network Options Assessment          -
                    identifies and evaluates candidate major road improvements, as well
                    as a number of minor improvement options. The document also
                    presents strategies for cycling and pedestrian networks in the City,
                    and describes a preferred approach to Transportation Demand
                    Management (TDM). Improvement strategies to support transit
                    service in Coquitlam, based on the Northeast Sector Area Transit
                    Plan, are also identified. Finally, the report identifies a
                    recommended implementation strategy for providing network
                    improvements in the medium term, such that the ultimate goal can
                    be realized over a 20-year timeframe.

                    The Strategic Transportation Plan Summary and Background
                    Report represent the culmination of the three working papers
                    described above and includes medium-term and long-term
                    implementation strategies for the road, transit, cycling, and
                    pedestrian network, as well as a TDM strategy.

                 The Plan differs fiom traditional planning efforts in three important

                    The Strategic Transportation Plan will be developed in
                    conjunction with the City’s OCP, rather than in isolation. Land

       C T Of
        IY          use and transportation systems are fundamentally linked and, in
   COQUITLAM        order to develop an effective OCP that will function and achieve the
                    community’s goals, transportation issues will be considered in the
     Strategic      process of consolidating the City’s OCPs.
                    The Strategic Transportation Plan addresses issues and
                    concerns that residents and other members of the Coquitlam
   Paper # 7 -      community identify. The process for developing the City’s
    Context &       Strategic Transportation Plan is a transparent process that will
      Existing      incorporate the issues and concerns of the community, and provide
   Conditions       opportunity for input and feedback to the long-term direction for
                    transportation systems in Coquitlam.

                    The Strategic Transportation Plan considers both supply and
                    demand measures, rather than focussing on strategies to
                    provide more roads in response to growing travel demand. By
                    considering both supply and demand management strategies, the
                    Strategic Transportation Plan identifies steps that may be taken to
                    minimize demands on the roadway network and provides practical
                    strategies that make the best use of existing network facilities.

                 1.2 Scope of the Plan
                 In addition to providing input to the City’s Official Community Plan
                 Update, the Strategic Transportation Plan provides a comprehensive
                 strategy for a variety of transportation facilities and programs as briefly
                 highlighted in Figure 1.2.1 and described below.

                 It is recognized that the key components of the Strategic Transportation
                 Plan - Road Network Plan, Bicycle Plan, Pedestrian Plan, Transit
                 Strategy, and TDM Strategy - are highly inter-related. These inter-
                 relationships are reflected in the Plan itself.

0         ClTY O
                F                      Figure 1.2.1: Strategic Transportation Plan Scope

                     1 Road Network Plan                             Pedestrian Plan
                       0   Long-term Network and Goods Movement          Key Pedestnan Areas
    Transprfa fion         Plan                                      0   Long-term Pedestrian Facilities and
             Plan      0   Long-term Network Improvements                Programs
                       0   Cost Eshmates and Cost-Sharing Strategy       Cost Estimates and Cost-Shanng Strategy
                           Network Phasing and Implementation        0   Pedestrian Facility Design Guidelines
       Paper # I -
        Context &          Strategy                                  0   Pedestrian Policv Recommendations
                       0   Future Activities
                       0   Road Network Policy Recommendations
       Conditions                                                    0   Long-term Transit Services
                       Bicycle Network Plan                          0   Long-term Transit Support Measures
                       0   Long-term Bicycle Network                 0   Transit Policy Recommendations
                       0   Bicycle Support Facilities and Programs
                                                                     Travel Demand Management Plan
                       0   Cost Eshmates and Cost-Sharing Strategy
                                                                     0   Regional TDM Programs
                           Phasing and ImplementationStrategy
                                                                     0   Local TDM Programs
                       0   Bicycle Facility Design Guidelines
                                                                     0   TDM Policy Recommendatlons
                       0   Bicvcle Policv Recommendations

                           Road Network Plan. The Road Network Plan identifies the City’s
                           long-term roadway network strategy and improvements based on a
                           comprehensive evaluation of long-term options and input received
                           from stakeholders. The Road Network Plan also addresses
                           provisions for the movement of goods and services within and
                           through the City as it corresponds to the existing truck route
                           network. The capital costs (‘Class D’ estimates) of long-term
                           network improvements outlined within the preferred plan, as well as
                           the phasing and implementation strategy, are also identified.

                           Bicycle Plan. The Strategic Transportation Plan also identifies a
                           preferred network of cycling routes to serve utilitarian travel within
                           the City and regionally. The regional bicycle network identified by
                           TransLink is used as the starting point for the identification of
                           additional local cycling routes that will serve as the City’s Bicycle
                           Plan. Design guidelines are also identified to assist with assessing
                           implementation and design issues.

                           Pedestrian Plan. The Strategic Transportation Plan also identifies
                           facilities and programs needed to make walking within the City an
                           important part of the transportation system. The Pedestrian Plan is
                           designed to augment the City’s existing sidewalk program by

        c/JY O
             F        defining key pedestnan areas of the City in which facilities are
   COQlJlJ l A M      needed in the long term to support and encourage pedestrians of all
                      levels of mobility. The Pedestrian Plan also identifies guidelines for
     Strategic        the provision of pedestrian facilities to assist with design and
Transportation        implementation issues.
                      Transit Service Strategy. In support of the Northeast Sector Area
   Paper # 1 -
                      Transit Plan, as well as other planned major transit improvements
    Context &
                      planned for Coquitlam, the Strategic Transportation Plan provides
      Existing        broad direction on long-term transit services within the City, as well
   Conditions         as supportive measures to enhance the long-term performance and
                      attractiveness of transit.

                      Transportation Demand Management            Plan. The Strategic
                      Transportation Plan reviews the regional Transportation Demand
                      Management (TDM) initiatives currently being undertaken or
                      planned by TransLink and how those initiatives affect Coquitlam.
                      The Plan also provides direction on TDM measures that the City
                      could implement locally to support andor further TransLink’s
                      regional initiatives with an overall objective of reducing travel
                      demand, altering the time of travel, andor changing the mode of
                      travel to, from, and within Coquitlam.

                   1.3 Community & Stakeholder
                   The Strategic Transportation Plan ultimately serves the interests of the
                   community and needs to be coordinated with transportation facilities
                   and programs of other agencies. Rather than assuming the concerns and
                   ideas of these groups and individuals, the technical team consulted with
                   various stakeholders throughout the study process to communicate and
                   generate the final Plan. The following discussion identifies the
                   stakeholder groups that were included in the development of the Plan.

                      City Council is ultimately responsible for the final decisions and
                      approval of the Strategic Transportation Plan. During the study,
                      members of City Council were kept updated on the progress of the
                      Plan through regular presentations to the Growth Management
                      Committee and Council. The Growth Management Committee
                      supported the direction of the Plan throughout its development and
                      provided input at various stages of the process.

0            CITY Of
                       Transit and Transportation Committee UNT). The TNT
                       Committee met several times during the development of the Plan
                       and provided important input and guidance on the development of
         Strategic     options for all modes of transportation.
                       City staff. Throughout the course of the study, several meetings
          Working      were held with key senior staff at the City who are responsible for
        Paper # I -    directing the overall study process and making decisions as the study
         Context &     proceeded. These meetings were generally attended by
           Existing    representatives from the Planning, Operations, and Finance
        Conditions     departments.

                       Other agencies. Key external agencies responsible for
                       transportation planning within and around Coquitlam were invited to
                       attend several meetings to keep up-to-date on the progress of the
                       study and to provide input on the direction of the Plan. Agencies that
                       participated included the Cities of New Westminster, Burnaby, Port
                       Moody, and Port Coquitlam, the Ministry of Transportation, and

                       Public involvement. The public was involved in the development
                       of issues, goals, and objectives for the STP, primarily through
                       surveys and open houses held during the development of the
                       Citywide Strategic Plan. The public also provided input through
                       Town Hall meetings held in conjunction with the Transit and
                       Transportation Committee, and through two public open houses held
                       later in the study.

    November 20,2007

          ClN O
       COQUITLAM               2. Context
      Strategic                This section of the report presents background information on the City
                               of Coquitlam and the role that the City plays in delivering transportation
                               services in a regional and provincial context. The section concludes with
                               a review of recent transportation initiatives at the regional and
      Paper # 7 -
                               provincial levels that are relevant to Coquitlam.
       Context &
         Existing              2.1 Municipal Context
                               The City of Coquitlam encompasses a significant land area (123 square
                               kilometres) within the district generally referred to as the Northeast
                               Sector of the Greater Vancouver area. Figure 2.1.1 illustrates the

                               The City borders Bumaby, New Westminster, Port Moody, and Anmore
                               on the west, and surrounds Port Coquitlam on the southeast. The
                               southern boundary of Coquitlam is the Fraser River, while the
                               northeastern boundary is the Pitt River. Key regional transportation
                               comdors traverse the City of Coquitlam - particularly its southern areas
 November 20,2001
              61ISO28 I
                               - including the Trans Canada Highway, Lougheed and Bamet
                               Highways, and the Canadian Pacific Railway.
   ~ i n g P J p a r * I I ~
                                                                                                     2- 1
       CIN OF
   COQUITLAM     Coquitlam is characterized by a significant amount of suburban
                 residential development, primarily single-family homes, and large
     Strategic   natural and recreational areas, particularly in the north end of the City.
Transportation   Industrial development is mainly limited to the Pacific Reach area,
         Plan    located between the Fraser River and the Trans Canada Highway at the
                 southern boundary of the City. Commercial developments are located
                 throughout the City, with significant concentrations in the Lougheed
   Paper # 1 -
                 Highway and Barnet Highway comdors and around the Coquitlam
    Context &
                 Town Centre, located at the intersection of Lougheed and Barnet

                 Coquitlam is one of the fastest growing municipalities in the Greater
                 Vancouver Regional District. It is estimated that Coquitlam was home
                 to approximately 111,500 residents in 1999, which represents a 9.5%
                 increase over the 1996 population of 101,800 and a 33% increase over
                 the 1991 population of 84,000. The Livable Region Strategic Plan -
                 described below in Section 2.3 - estimates that Coquitlam could house
                 approximately 206,000 residents by 202 1. These population trends are
                 illustrated below in Figure 2.1.2.
                              Figure 2.1.2: Population Growth in Coquitlam

                      -     I I

                    I             1891          ime           1999          2021

                 The majority (63%) of the past and future population growth in
                 Coquitlam results from immigration from other countries. The other
                 contributing sources of increasing population are natural increase (more

           CllY O
                F        births than deaths) and domestic migration (from other provinces and
        COQUITLAM        municipalities).
        Strategic        As in most other municipalities, the population of Coquitlam is aging
   Transportation        and the population of seniors is expected to increase as the post-war
             Plan        baby boom generation grows older. In the future, seniors will represent
                         the bulk of the population in both absolute numbers and proportion of
                         the total population. Although the population is generally aging,
        Paper # I -
                         Coquitlam continues to attract young families because of the range of
         Context &
                         housing types and prices it offers. In fact, according to the 1994 GVRD
                         Trip Diary Survey, households tend to be larger in Coquitlam than in
                         the City of Vancouver and the inner suburbs of the Vancouver region
                         (such as Burnaby and the North Shore). These trends emphasize the
                         growing need for local-serving transportation facilities and programs
                         that provide both young and older people of the community with
                         attractive transportation options.

                         The City’s transportation patterns and needs are highly influenced by
                         several physical features of the municipality, as well as the location and
                         configuration of existing transportation facilities, many of which are
                         under the jurisdiction of other agencies - particularly the provincial
                         Ministry of Transportation and Highways. The following discussion
                         highlights some of these influencing factors.

                            Topography. Portions of Coquitlam are developed on significant
                            hills and steep hillsides. The Cape Horn area - in the southwest
                            section of the municipality - is located on Dawes Hill, a large hill
                            that limits the accessibility of the neighbourhoods in this section of
                            Coquitlam. Similarly, much of the northwest and northeast portions
                            of the City are laid out on steep grades (such as the Westwood
                            Plateau area and Northeast Coquitlam), many of which limit
                            accessibility to and from these areas by all modes, but particularly
                            non-automobile modes.

                            Fraser River. The Fraser River significantly limits access between
                            the Cities of Coquitlam and Surrey, as well as other municipalities to
                            the south of the river. The only Fraser River crossing within easy
                            access of Coquitlam is the Port Mann Bridge, which is highly
                            congested during peak periods.

                            Coquitlam River. The Coquitlam River limits transportation options
U R ~ N S Y S T E M S between Coquitlam and Port Coquitlam and currently acts as a
   Nowmber 20,2001
               6iiWN i      bamer between western portions of Coquitlam and the developing
     wmkingP.prrr.r &e
0          CiJY O
                 F      area of Northeast Coquitlam. There are presently four road crossings
                        of the Coquitlam River between Coquitlam and Port Coquitlam -
                        Mary Hill Bypass, Pitt River Road, Kingsway Avenue, and
         Strategic      Lougheed Highway. However, there are currently no river crossings
    Transportation      north of Lougheed Highway to connect Northeast Coquitlam with
              Plan      the western sections of Coquitlam. Residents of Northeast Coquitlam
                        must pass through Port Coquitlam to travel between key destinations
                        within the City of Coquitlam.
       Paper # I -
        Context &
          Existing      Pitt River. There is currently only one crossing of the Pitt River at
       Conditions       Lougheed Highway. Consequently, all trip makers wishing to travel
                        between Coquitlam and areas east of the Pitt River (such as Pitt
                        Meadows and Maple Ridge) must travel through Port Coquitlam via
                        the Lougheed Highway. The Pitt River bridges are often congested
                        during peak travel periods.

                        Trans Canada Highway I Lougheed Highway. Accessibility to the
                        industrial (and employment) areas south of the Trans Canada /
                        Lougheed Highway comdor is limited to only two locations -
                        United Boulevard and King Edward Street. The limited accessibility
                        influences travel patterns north of the highway corridor.

                     2.2 Governance
                     In February 1998, the Greater Vancouver Regional District approved
                     what was arguably the most significant proposal for governing and
                     funding transportation systems in the Region, namely the Recommended
                     Agreement on Transportation Governance and Funding for Greater
                     Vuncouver. This undertaking was initiated because the existing
                     transportation funding and governance arrangements between the
                     Province and the Region were not conducive to achieving the goals
                     outlined in the Livable Region ‘Strategic Plan. The Agreement
                     established a framework to enhance and provide an integrated approach
                     to achieving regional and local goals for transit, major roads, and
                     Transportation Demand Management. The results of this Agreement
                     took effect in April of 1999.

                     With the change in governance and funding of transportation facilities
                     and programs, the roles and responsibilities of different levels of
                     government were modified and/or re-affirmed. In some cases, the
                     primary roles for planning, constructing, operating and maintaining
                     transportation facilities and programs are entirely the responsibility of a

          ClTV O
                F      specific level of government. In other cases, partnerships are needed to
                       carry out the primary roles. Figure 2.2.1 illustrates the primary
                       transportation functions managed by the City of Coquitlam, TransLink,
        Strategic      and the Province.
            Plan                     Figure 2.2.1: Key Transportation Functions

         Working                                            Roads
       Paper # I -
                                                      - *MRN
        Context &                                            Local I Collector
       Conditions                                     - Bicycle Facilities
                               City of           --         Pedestrian Facilities
                                                      - Transit Supportive Measures
                                                      - TDM
                                                      - Intelligent Transportation Systems

                                                     - Public Transit Services
                                                     - *MRN
                                                             Bridges (Patullo, Knight, Westham)
                                                     -        Alternative modes (ridesharing, cycling)
                                                              Parking policy

                                                     - Intelligent Transportation Systems

                                                     - Roads
                                                             Most bridges

                              Province               - Safety (ICBQ
                                                     - TDM

          The key provision of the negotiated Agreement, which addresses the
          lack of coordination for funding and governance of transportation
          systems in Greater Vancouver, was the creation of the Greater
          Vancouver Transportation Authority (GVTA) through the Greater
  November 20,2007
              mwze I
    W H rm Papurr I
     o o* p
          CIN OF    Vancouver Transportation Authority Act. The GVTA - now known as
      COQUITMM TransLink        - is a single, accountable entity to maintain control over
                    regional transportation planning, policy, service levels, budgets, and
       Strategic    financial arrangements. Its direct responsibilities include the Major
  Transportation    Road Network and the regional transit system (including all operating
            Plan    subsidiaries, such as Coast Mountain Bus Company), as well as the
                    regional trip reduction service, TDM initiatives, cycling facilities, and
                    AirCare programs.
     Paper # 1 -
      Context &
                    The new arrangement of authority over the transportation system will
                    facilitate the achievement of several fundamental principles for the
                    transportation system that were not available under the previous system,
                    such as the integration of land use and transportation planning.

                    The Major Road Network (MRN) portion of the Agreement was
                    designed to facilitate integrated decision making between municipalities
                    regarding regional roadways. In other words, the MRN ensures common
                    policies across the region for HOV lanes and bus priority measures. It
                    also provides the means with which to identify improvements and make
                    decisions about integrated investments. The approved MRN for the
                    Coquitlam area is illustrated in Figure 2.2.2.

 November 20,2007

       CIN O
           F     In the City of Coquitlam, several roads are included in the MRN, as
   COQUITLAM     illustrated in Figure 2.2.2. The criteria used to define the MRN facilities
                 support several fundamental objectives for the regional system and
     Strategic   include factors such as connections to regional activity centres, inter-
Transportation   municipal travel, transit services, goods movement, emergency
          Plan   response, and network continuity. Coquitlam roads contained in the
                 MRN are North Road, Austin Avenue, Lougheed Highway, Como Lake
                 Avenue, Clarke Road, Mariner Way, United Boulevard, Barnet
   Paper # 1 -
                 Highway, and portions of Guildford Way, Pinetree Way, Pitt River
    Context &
                 Road, Brunette Avenue, and King Edward Street. The province
                 maintains control of the Trans Canada Highway, Mary Hill Bypass, and
                 the Lougheed Highway between United Boulevard and the Trans

                 2.3 Recent Transportation Initiatives
                 One of the underlying objectives of the Strategic Transportation Plan is
                 to take an integrated approach toward planning local transportation
                 systems with regional and provincial initiatives. Since the early 1 9 9 0 ~ ~
                 there have been several regional and provincial strategies that have
                 contributed toward shaping transportation systems and land uses in the
                 Lower Mainland, as summarized in the following figure. Three of these
                 regional planning initiatives are highlighted below. Others are described
                 in Appendix A.

      CITY OF
                                  Recent Provincial and Regional
                                    Transportation Initiatives
Transportation   0   Creating Our Future, 1990, GVRD
          Plan   0   Livable Region Strategic Plan, 1993, GVRD
                 0   Transport 2021, 1993, Province / G VRD
     Working     0   Going Places, 1995, BCTFA
   Paper # I -   0   In Transit, 1995, BC Transit
    Context &    0   BC Transit 10 Year Development Plan (I 995 - 2006), 1995. BC
      Existing       Transit
                 0   Greater Vancouver Regional Transportation Demand
                     Management: Final Report, 1996, GVRD / BCTFA
                 0   The Lower Mainland Highway System Report, 1997, BCTFA
                 0   The Recommended Agreementfor Transportation Governance and
                     Fundingfor Greater Vancouver, 1998. G VRD /Province
                 0   HO V Network Plan and Implementation Strategy, MoTH/BCTFA
                 0   Strategic Transportation Plan, 2000, TransLink

                 The livable Region Strategic Plan

                 The Livable Region Strategic Plan was approved by the Greater
                 Vancouver Regional District in 1993 through a series of public
                 conferences on growth management, land use, and transportation. The
                 strategy contains four key principles for growth management in the
                 Lower Mainland, as follows:

                 0   Protect the Green Zone. The strategy presents several policies to
                     establish and protect a zone of farmland, parkland, watersheds, and
                     environmentally sensitive areas. The Green Zone would keep two-
                     thirds of the region’s total land as green space. As an area in which
                     development is restricted, the Green Zone also helps to establish a
                     long-term boundary for urban growth.

                 0   Build Complete Communities. The Livable Region Strategy aims to
                     reduce automobile travel by creating a better balance between jobs
                     and the labour force in all areas of the region by offering a diversity
                     of housing types, by distributing services and facilities equitably, and
                     by creating a series of mixed-activity urban centres. This would
                     provide people with more opportunities to work, shop, and access
                     services close to where they live.
       CITY O
       JLAM      0   Achieve a Compact Metropolitan Region. The strategy promotes a
                     change in direction to establish a compact metropolitan area by
     Strategic       focusing regional population and employment growth in Vancouver,
                     Burnaby, New Westminster, the Northeast Sector (including
                     Coquitlam), North Surrey, and North Delta.
   Paper # 1 -   0   Increase Transportation Choice. The plan promotes a change in the
    Context &        way people travel, recognizing that changes must be made if other
      Existing       critical objectives of the Livable Region Strategy are to be achieved.
   Conditions        This goal would be achieved by:

                         Planning for a transit-oriented system and for restrained use of
                         the automobile.
                         Giving priority to high-occupancy vehicles, trucks, and inter-
                         regional transport when new capacity is being added to the
                         Giving priority to transportation facilities and services in areas
                         selected for relatively high growth.

                 Transport 2021

                 Transport 2021 was conducted simultaneously with the Livable Region
                 Strategic Plan and addressed transportation planning issues and
                 opportunities until 202 1. Transport 2021 found that current trends were
                 leading the Greater Vancouver area away from its own goals, and
                 highlighted the need for major shifts in development patterns, travel
                 behaviour and investment in transportation infrastructure. Several
                 conclusions were developed from this review, which are summarized as

                 0   The compact urban form supported by the Livable Region Strategy is
                     critical to future transportation services.

                 0   Local, regional, and provincial agencies must assume a proactive role
                     in influencing the amount of travel, the choice of travel mode, and
                     the time at which people choose to travel. In this regard, Travel
                     Demand Management (TDM) strategies at all levels of transportation
                     planning are necessary to attain the desired results.

                 0   Acceptance of higher levels of congestion may be needed in response
                     to local and provincial financial constraints and to encourage use of
                     non-SOV modes of travel.
0          CITY O
                     0   For routes that serve goods movement, measures should be taken to
                         provide higher levels of service in order to support the economic
         Strategic       needs of Lower Mainland communities.
              Plan   Translink Strategic Transportation Plan
         Working     The Greater Vancouver Transportation Authority Act included a
       Paper # I -   requirement for the new authority to develop a Strategic Transportation
        Context &    Plan (STP). Guided by the policies of the Livable Region Strategic Plan
          Existing   and Trurisport 2021, the STP - released in early 2000 - is TransLink’s
       Conditions    blueprint for the next three to five years. It sets out the actions that
                     TransLink will take over the next few years to address transportation
                     needs in the Greater Vancouver region. The plan proposes significantly
                     increased expenditures on transit, as well as the development of a select
                     number of key regional roads. Additionally, the plan establishes a
                     transportation management strategy that includes the development of
                     TDM measures, alternatives to the single-occupant vehicle, road-use
                     priorities, and transportation technology, such that emphasis is placed
                     on goods movement, cycling, walking, transit, safety, and security.
                     Although the current funding obstacles may delay many of the
                     identified improvements, they remain priorities for implementation
                     subsequent to the identification of alternatives sources of financing.

                     0   Transit. In the area of regional transit, the Strategic Transportation
                         Plan calls for significantly increased expenditures, such that the bus
                         fleet will expand by approximately 48%. With a larger bus fleet,
                         TransLink plans to offer an expanded and broader range of transit
                         services that are better suited to the diverse need of the region’s
                         municipalities. For example, B-Line services will be expanded in
                         major transit comdors, regional Town Centres will be connected
                         with more direct services, and community services will connect local
                         activity centres with major transit hubs.

                         Additionally, TransLink will improve service planning by
                         undertaking Area Transit Plans in seven areas of the region on a
                         five-year rotating schedule. These Area Plans will identify how the
                         expansion of bus services will be accomplished in each area for the
                         short and medium terms. TransLink is currently developing the
                         Northeast Sector Area Transit Plan, which is scheduled for
                         completion in the Fall of 2001.

      ClTY O
                 Specific transit improvements contained within the STP that are of
                 particular significance to Coquitlam include the following:
     Strategic      Completion of Northeast Sector Area Transit Plan
Transportation      Surrey to Coquitlam Express Coach (2003)
         Plan       Barnet Highway (Port Coquitlam-Vancouver) Express Coach
                    Lougheed Mall to Coquitlam City Centre B-Line (2001), as a
   Paper # 1 -
                    precursor to SkyTrain service within this comdor
    Context &
                    Expanded City Bus service throughout Coquitlam
                    Potential Community Shuttle services in northern Coquitlam
                    Integration of New Westminster-Lougheed Highway-Broadway
                    SkyTrain Line (2002)
                    Integration of Lougheed Mall-Coquitlam City Centre SkyTrain
                    Line (2005)
                    Potential expansion of West Coast Express service

                 The dates provided above are those from the approved STP. Current
                 funding obstacles may delay or prevent implementation of some of
                 these above improvements.

                 Roads. The STP policy objective is to operate, maintain, and
                 develop the Major Road Network to meet acceptable standards and
                 to accommodate multiple modes in a cost-effective manner and in
                 support of regional transportation and growth management goals.
                 The funding for maintenance and rehabilitation of the Major Road
                 Network will increase to $12,000 per lane-kilometre per year.

                 The STP also calls for the development of partnerships with
                 municipal, provincial, and federal governments and the private
                 sector for the planning, funding, and implementation of major capital
                 projects. This would help to establish a ‘Strategic Road Network’,
                 comprised of the Major Road Network and provincial facilities to
                 provide a ‘seamless’ system of significant roads to serve the
                 Vancouver region.

                 TransLink intends to seek partnerships with the Province and others
                 to further examine several projects throughout the Region, including
                 the extension of United Boulevard westward to Brunette Avenue.
                 Examples of other major capital projects being considered include
                 the South Fraser Perimeter Road, the Stormont-McBride connector,
                 and a new Fraser River crossing.

                                                                                 2-1 1
0         ClTV O
                F        Goods and services movement is an important component of the
                         road network and was identified in the TransLink STP as such. The
                         evaluation of selective regional road improvements will include an
         Strategic       analysis of the economic, environmental, social, and safety benefits
    Transportation       of enhanced goods and services movement. TransLink plans to work
              Plan       toward the definition of a ‘Major Commercial Network’ that
                         identifies a network of routes for the efficient distribution of goods
                         and services in the region. To improve its understanding of the needs
       Paper # I -
                         of the goods movement industry, TransLink recently undertook a
        Context &
                         major survey of origins and destinations for freight traffic
                         throughout the region. Some findings from this study are presented
                         in Section 5.2.3.

                         Bicycles. The STP includes financial provisions for the development
                         of a regional cycling network of local and regional cycling facilities,
                         inter-modal facilities (such as bicycle lockers and racks) and other
                         cycling facilities.

                         A draft regional bicycle plan has been developed, which proposes
                         several on- and off-street bicycle routes within Coquitlam. Local
                         roads included in the draft plan include segments of Foster Avenue,
                         Marmont Street, Gatensbury Street, Spuraway Drive, Como Lake
                         Avenue, Johnson Street, Guildford Way, and Pipeline Drive.
                         TransLink’s draft regional bicycle plan is included in Appendix B.

                     0   Travel Demand Management. TransLink has a legislated
                         responsibility to develop a Travel Demand Management (TDM)
                         strategy. The STP describes the various measures TransLink
                         proposes to implement as part of a regional TDM initiative. The
                         TDM strategy covers three major areas, as follows:

                             Transportation Pricing and Revenue Generation - TransLink
                             will investigate various potential measures, including road
                             pricing, an annual vehicle charge, a parking tax, increased transit

                         .   fares, and methods to minimize fare evasion.
                             Parking Management - TransLink plans to develop a regional
                             parking strategy, which will aim to influence travel behaviour

                         .   and mode choice.
                             Alternatives to the Single-Occupant Vehicle - TransLink
                             plans to expand ridesharing (vanpooling and carpooling)
                             programs and to promote non-SOV modes through expanded
                             advocacy and educational programs.

          ClrY OF
       COQUlTLAM        3. Transportation Issues
                        Many of the key transportation issues that must be addressed within the
                        Strategic Transportation Plan for the City of Coquitlam are primarily
                        related to what could happen if a comprehensive planning approach is not
         Working        taken. The primary transportation issues and concerns facing the City
       Paper # I -      today and over the next 20 years are influenced by factors and changes
        Context &       within and beyond the municipal boundaries. These issues have been
          Existing      identified from a variety of sources, as follows:
                           City of Coquitlam
                           Strategic Planning
                           Process. Many issues
                           pertaining to the
                           transportation plan
                           were         identified
                           through a statistically
                           significant     survey
                           commissioned as part
                           of the City's Strategic               1      2         3        4
                           Plan process. The                  LW
                                                                            Pnority Rating
                           survey      determined                                       -R-*r"   Y"r.xm

                           that transportation is considered to be the most important issue facing
                           the City in the near future. There were also a number of community
                           workshops undertaken in Spring 2000 as part of the Strategic Planning

                           Transit & Transportation Committee Town Hall Meetings. In the
                           Spring of 2000, the TNT held several workshop sessions to identi@
                           key transportation issues in the City. Participants included City
                           Councillors, invited guests, and Coquitlam residents.

                           Municipal staff provided input on the issues affecting transportation
                           in the City.

                           Previous plans, studies, and reports. A number of previous studies
                           have been undertaken and provide background information on
                           historical issues pertaining to transportation.

URBN-NSYSTEMS              Other agencies - such as the Ministry of Transportation and
  November 20,2001
             Ill~z6 I
                           Highways, TransLink, and the Cities of Burnaby, New Westminster,
    WOIkln#P.pnlfIdoc      Port Coquitlam, and Port Moody - were consulted to identify andor
                                                                                                 3- 1
                      confirm issues that cross jurisdictional boundaries.

                 The key transportation issues and concerns, which have been identified
     strategic   through the aforementioned sources, are summarized into the following
Transportation   seven categories:
                 a)      General
   Paper # I -               The City of Coquitlam Strategic Planning process (Spring
    Context &                2000) determined that transportation is considered to be the
      Existing               most important issue facing the City in the coming years.
   Conditions                Residents feel that the City should place the highest priority on
                             resolving transportation issues.

                             In the 2000 survey for the Strategic Planning process, 91% of
                             respondents indicated that traffic flow is an important or very
                             important 'service' provided by the City. However, satisfaction
                             with traffic flow is significantly lower, with only 22% being
                             satisfied or very satisfied (the lowest satisfaction rating for any
                             City service).

                             Research indicates that the general concerns about growth in
                             Coquitlam stem from a fear that growth will worsen traffic

                             The traditional approach toward developing transportation
                             plans and facilities within Coquitlam and region-wide have not
                             typically supported goals for the environment, the community
                             and other land use planning objectives. Residents support the
                             notion of integrating the Citywide OCP with the Strategic
                             Transportation Plan.

                             Residents of the City have identified the need to provide
                             effective and efficient transportation alternatives to the private

                             The financial resources of the City are limited and require that
                             supply and demand-oriented solutions be developed as part of
                             the Strategic Transportation Plan. There is a significant backlog
                             of road maintenance that needs to be addressed before the City
                             can consider additional infrastructure, which would only serve
                             to increase the annual cost for road maintenance. Among
                             residents, there is a desire for more efficient use of existing
                             municipal resources, including roads.
       CITY O
             F   Road Network                                                           0
                   Residents identify road network improvements to relieve
     Strategic     congestion as the highest prionty for the City to deal with
Transporfafion     traffic growth. There is also a strong desire to see more priority
          Plan     placed on the effective coordination of traffic signals on major
   Paper # I -
                   Although parts of Coquitlam are well established, the local road
    Context C?
                   network has only been defined since the early 1970s. This has
                   contributed toward the discontinuities that are currently found
                   within the collector system of roads in Southwest Coquitlam,
                   some of which connect to the arterial system at challenging

                   Improvements to the local area road network are constrained by
                   current development patterns and topographical features.
                   Several natural and man-made features, such as Bumrd Inlet,
                   the Fraser River, Burnaby Mountain, the Port Moody
                   Escarpment, the Canadian Pacific Railway, and the highway
                   system, present barriers to connecting Coquitlam to other parts
                   of Greater Vancouver.                                                0
                   North Road serves as a primary route carrying north-south
                   regional traffic and local trips to developments along its
                   extents. Land use and transportation plans for the corridor are
                   complicated by this dual function and by the fact that it
                   represents the dividing line between Burnaby and Coquitlam.

                   Most major roadways in the City, particularly in Southwest
                   Coquitlam, do not have access management and have auxiliary
                   turning lanes at few locations, largely due to the high cost of
                   land acquisition.

                   The Lougheed Highway 1 T a s Canada Highway corridor
                   traverses the southern portion of the City, limiting the
                   continuity of the transportation system and isolating pockets of
                   land along the Fraser River.

                   The confluence of Brunette Avenue, Lougheed Highway, and
                   Trans Canada Highway traffic in the southwest portion of the
                   City represents a significant congestion point within the road

0          ClN O
                F    0               on
                         The Cape H r interchange is a significant bottleneck within
                         the local and regional transportation network. Coquitlam
                         residents support ongoing advocacy by the City for senior
         Strategic       government funding of improvements to the interchange.
                     0   Several roadways within the City are aged beyond their
                         structural life and are in need of rehabilitation, particularly in
       Paper # 7 -
                         the older and more established parts of Southwest Coquitlam.
        Context &        This maintenance backlog needs to be reduced before
          Existing       significant additional infrastructure can be built.
                     0   The North Fraser Goods Movement Route (including the
                         extension of United Boulevard), the expansion of the Port
                         M n Bridge, and the potential Fraser River crossing
                         (Cottonwood Connector) may impact transportation conditions
                         within the City of Coquitlam. Residents support regional
                         coordination for the planning and management of goods-
                         movement routes and would like the City to maintain its
                         advocacy for senior government involvement in improving
                         goods movement in the region (including the United Boulevard

                     0   Residents have expressed concern over the extent of parking
                         along some arterial roads, as this is seen as an impediment to
                         the flow of traffic.

                     0   Residents and City staff have raised general concerns about the
                         lack of transportation connections between Northeast
                         Coquitlam and other parts of the City and region. This problem
                         is compounded by the limited north-south capacity along the
                         existing corridors serving Northeast Coquitlam.


                     0   Residents identify transit improvements as the second priority
                         for dealing with traffic growth, after road improvements. There
                         is a general desire for more frequent service throughout
                         Coquitlam, with longer hours of operation to serve more than
                         just peak period commuting. Residents would also like more
                         direct, two-way routes to make transit travel faster.

                     0   TransLink bus service operates on several local roads within
                         Southwest Coquitlam as a result of the discontinuities of the
                         collector system, which does not adequately penetrate some of
              CITY OF            the areas requiring transit service.
                                 The provision of SkyTrain to the Coquitlam Town Centre is a
       Strategic                 fundamental issue for most residents, and there is a desire for
                                 the City to work proactively with RTPO, TransLink, and
                                 neighbouring municipalities in the planning for SkyTrain.
                                 Concerns about fbrther delay in the provision of the SkyTrain
      Paper # 1 -
                                 line, its impact on the local area transportation system, and
       Context &
                                 broader goals of more compact development have been
         Existing                expressed. Residents have identified that the integration of bus
      Conditions                 services with SkyTrain and West Coast Express will be
                                 essential to the success of transit in Coquitlam.

                                 It has been indicated that traditional fixed-route, fixed-schedule
                                 bus services do not typically attract sufficient ridership in
                                 suburban settings to warrant higher service levels. The different
                                 transit markets in the City of Coquitlam require alternative
                                 types of services. Residents support private-sector involvement
                                 in the provision of transit service, potentially through
                                 innovative mini-bus or shared-ride taxi services i areas that
                                 cannot support conventional transit services.

                                 Linkages between transit and other modes (such as walking,
                                 cycling and driving) are sometimes obstacles to using transit in
                                 the City of Coquitlam.

                                 The varied trip purposes during the afternoon peak hour,
                                 including a significant amount of travel for personal business,
                                 often restrict the attractiveness of transit, particularly where
                                 land use patterns in communities or at transit exchanges do not
                                 support other mixed uses, such as shopping and day care.
                                 Mixing of land uses can encourage ‘trip chaining’, whereby
                                 several trips are combined into one trip with multiple purposes.

                                 Poor accessibility of transit vehicles for physically challenged
                                 persons can discourage usage of the system by a sizeable and
                                 growing portion of the population.


                             a   Non-local or through traffic within communities has become a
 November 20,2001
              811Wza 1
                                 growing concern in many neighbourhoods of Coquitlam.
                                 Residents have expressed concerns about volumes and speeds           0
   w&lng   Rpv I 1 . l . h       of non-local traffic using the local roadway network, and a
0           CITY O
                  F        strong desire to protect neighbourhoods from the impacts of
                           increasing traffic.
         Strategic     0   Roadway design standards have traditionally focused on the
                           need to accommodate cars and have only recently incorporated
                           the need to make neighbourhood streets part of the community
                           through strategies that include other modes - cycling, walking,
        Paper # 7 -        and transit.
         Context &
                       Pedestrian Systems
                           Pedestrian connections to other modes of travel (such as
                           transit), major activity centres, and key recreational amenities
                           (such as Widgeon Marsh) in Coquitlam are discontinuous and
                           encourage residents to drive to local destinations. The sidewalk
                           system must be designed to accommodate persons of all
                           physical abilities.

                           The need for a reasonably direct and lighted pedestrian system
                           between residential areas and activity centres that are in
                           somewhat isolated parts of Coquitlam - such as the northerly
                           portion of Parkway Boulevard to North School - is identified as
                           a particular concern in the City’s OCPs.

                           Residents have expressed concerns about overall accessibility
                           for pedestrians. In particular, the public has expressed an
                           interest in the replacement of temporary gravel sidewalks with
                           permanent concrete facilities, especially along routes to schools
                           and around community facilities.
                       Bicycle Systems

                       0   Existing subdivision bylaws do not accommodate bicycle usage
                           within the roadway right-of-way. Residents support the
                           development of a municipal policy to designate bicycle routes
                           and to encourage their use by commuters. It is important that
                           the policy address local needs first, followed by Northeast
                           Sector and regional needs.

                       0   Bicycling is generally not viewed as a viable alternative to the
                           automobile for local and inter-municipal trips due to the lack of
URSNSYSTEMS,               safe and attractive facilities.
    Novembef 20,2007
                       0   Steep grades and established roadway cross-sections are an

           CiN OF          obstacle to the provision of standardized bicycle facilities along
     COQU~TLAM             some roadway comdors.
     Strategic           Travel Demand Management
          Plan             The lack of viable alternatives to the SOV in Coquitlam,
                           particularly carpools, vanpools, and non-motorized modes of
       Working             travel, contributes toward the problems created by SOV travel.
     Paper # I -           Residents support ridesharing as a viable alternative to the
      Context &            SOV,but indicate a need to make ridesharing more attractive
        Existing           through diverse incentives and improved accessibility.
     Conditions            Ridesharing needs to be promoted more effectively.

                           Residents recognize the need to reduce long-distance
                           commuting by increasing the local employment base and by
                           providing improved infiastructure for telecommuting.

                           Traditional growth patterns that isolate, rather than integrate,
                           land uses contribute to the need for residents to leave
                           neighbourhoods for everything from work to shopping. This
                           land use pattern is prominent within many areas of Coquitlam
                           and exacerbates the challenge to reduce SOV travel.
                           Nonetheless, there is some resistance to higher density and
                           mixed-use developments within established areas of Coquitlam.

                           The availability of free and abundant parking at employment
                           nodesktes within the City encourages SOV travel.

November 20,2001
  W i n p Rpu #I I doc

0          ClTV O
                     4 Goals & Objectives
                     This section presents the overall goals of the Strategic Transportation
                     Plan, as well as the objectives that were developed to promote the
                     achievement of these goals.
       Paper # I -   Goals and objectives essentially define the mission, purpose and direction
        Context &    for the development of the transportation system. From these goals and
          Existing   objectives, the Strategic Transportation Plan and policies will be
       Conditions    developed for Coquitlam. They essentially represent the means through
                     which the overall vision for the area is linked to the Strategic
                     Transportation Plan. In order to understand their importance, it is
                     necessary to elaborate on the relationship between goals and objectives.

                     0   Goals are an end to which efforts
                         are directed, and are generally       Balancing Transportation Goals
                         conceived as an ideal, which in
                         many cases is never fully

                     0   Objectives are more precise
                         statements of how a goal is to be
                         achieved, and can be measured
                         either       qualitatively       or
                         quantitatively over the period of
                         the Strategic Transportation Plan.

                     Four goals were developed to provide perspective on those competing
                     forces of transportation planning for Coquitlam. These four goals are
                     illustrated above and described below. The overall strategy behind the
                     Strategic Transportation Plan is to establish a balance, or equilibrium,
                     among these goals. Several objectives have been developed as a means of
                     achieving each goal and to guide preparation of the Plan.

                                                                                           4- 1
             CITY OF
       COQUITLAM Goal 1            - Community and Environmental Quality
      Strategic             Provide transportation infrastructure and services that enhance quality
 Transportation              f                                           f
                            o l#ie in Coquitlam, as well as the quality o the natural environment.
      Paper # I -           1.1   Road Network      To maintain a hierarchy o roads throughout
       Context &                                    the City in order to accommodate regional and
         Existing                                   inter-community traffc on highways and
      Conditions                                    arterials, and to discourage the use o collector
                                                    and local streets by non-local traffc.

                            1.2   Neighbourhood To maintain and improve the quality o the
                                  Streets       neighbourhood streets as a placefor people and

                            1.3   Community         To provide transportation systems that connect,
                                  Integration       rather than separate, individual and
                                                    neighbouring communities.

                            1.4   Land Use          To coordinate the expansion o the
                                  Connection        transportation system with the timing o land
                                                    use growth and development throughout the

                            1.5   Historical &      To minimize impacts on historical areas and
                                  Natural           natural ecosystems.

                            1.6   Pollution         To provide a transportation system that
                                                    minimizes air, land, water, noise, vibration and
                                                    visual pollution.

                            1.7   Healthy           To provide transportation alternatives that are
                                  Lifestyles        supportive o community desiresfor healthy
                                                    lfestyles - cycling, walking, etc.

                            1.8   Emergency         To maintain and improve accessfor emergency
                                                    vehicles to all communities within the Citv.
 November 20,2001
              6115020 1
   Working P4pw (I1 1 doc
       C/TY OF
   COQU/TLAM         Goal 2-Mobility             .

                     Providefor the s f convenient and accessible movement o people, goods, and
                                     ae                                     f
     Strategic       services throughout the C e . -
          Plan       Objectives
                     2.1     Moving People,          To measure the petjiorniance o the transportations.mtetti
     Working                 Goods, and Services     in terms ofmovement ofpeople. not vehicle. and to
   Paper # 1 -                                       prioritize the movement o transit vehicles. goods. arid
    Context &                                        services.
   Conditions        2.2     Accessibility           To ensure that transportation alternatives are accessible
                                                     to individuals o all ages and physical abilities

                     2.3     Integrate Modes         To integrate diferent tnodes o tratisportatioti both
                                                     within the City and regionally.

                     2.4     Safety                  To address and enhance the long-tertti safev o the
                                                     City's transportation network

                     2.5     Regional                To maximize connectivity oftransportatiorisystems with
                             Connections             neighbouring municipalities

                     2.6     Roadways                To maximize eflciencies o the roadwa-v network. thereby
                                                     enhancing the movement ofpeople, goods. and services

                     2.1     Corridor                To protect investments in the transportationsystem
                             Preservation            through corridor strategies that support all key modes o

                     2.8     Transit                 To ensure that long-term transit services support growth
                                                     and development o the community and that support
                                                     strategies are devetoped to enhance the success of

                     2.9     Bicycles                 To provide and maintain a network of cycling routes that
                                                     support utilitarian travel and provide a safe alternative
                                                     for local and regional travel.

                     2.10    Pedestrians              To maximizeprovision o safe and eflcient pedestrian
                                                     facilities along all roadways, or along separate corridors
                                                      that serve the same destination as the roadway

                     2.1 1   Commercial Access       Tofacilitate access toflrodwithin local commercial
                                                     areasfor people, goods. and services.

                     2.12    Railway                 To support the expansion o rail services in the Lower
                                                     Mainland that support pawenger travel and goods
       CrTY OF
                 Goal 3     - Quality of Transportation
Transportation   Provide tmnsportation infirrstructure and services that support long-
         Plan    term municbal and regional land use and economic policies and
   Paper # I -
    Context &    Objectives
      Existing   3.1   Local Policies and     To complement the objectives of
   Conditions          Plans                  transportationand land use plans and
                                              policies of the City of Coquitlani.

                 3.2   Regional &              To support the goals and objectivesfor
                       Provincial             future growth and expansion of the
                       Initiatives             transportation system and land uses
                                               throughout Greater Vancouver,and to
                                               advocate the City's interests at the regional
                                               and provincial levels

                 3.3   Urban Design           To support the City 's urban design
                       Objectives             initiatives that are conducive to enhancing
                                              the attractiveness of walking, cycling. and
                                              transitfor people of all physical abilities.

                 3.4   Flexibility            To provide short-. medium-, and long-term
                                              transportationpolicies and programs that
                                              are complementary to each other and to
                                              land use plans, and arejlexible to
                                              accommodate changes infuture directions.

0          Cl7Y O
        COQU~TLAM Goal 4
                     *         .
                                    - Affordability
         Strategic   &ovide -transportation in$nstructure and services in a cost-eflective
    Transportation   and emient manner that makes the best use o existing resources.
              Plan       . .
       Paper # 1 -   4.1           Minimize             Toprovide cost-eflective investments in
        Context &                  Infrastructure       transportation infrastructure at the lowest
          Existing                                      possible price.
                     4.2           Efiicient            To maximize use of existing roadway
                                   Investment           infastructure before investing in itew or

                     4.3           Encourage Non-       To encourage initiatives that reduce the
                                   SOV Travel           need to travel or minimize SOV travel by
                                                        supporting alternative modes, particularly
                                                        transit, ridesharing, and other modes.

                     4.4           Manage               To manage congestion along road facilities
                                   Congestion           during peak periods as much as possible
                                                        without over-building the roadwq network.

                     4.5           Transit Priorities   In areas where maintenance of acceptable
                                                        levels of service is not possible, to provide
                                                        measures that minimize delays to transit

                     4.6           Ongoing Costs        To recognize thefull costs of managing
                                                        transportation assets.

                     4.7           Revenue Sources      To consider the potential of alternative
                                                        sources o revenue to support transportation

                 5. Existing Conditions
                 This section of the Strategic Transportation Plan describes the existing
                 travel patterns and traffic conditions on Coquitlam’s roads, as well as
                 the current state of facilities for other modes of travel. In particular, it
                 outlines the current characteristics of travel between Coquitlam and the
   Paper # 1 -
                 other municipalities in the Greater Vancouver area. As well, existing
    Context &    traffic volumes and collision data are presented. The subsequent
      Existing   analysis of the performance of the existing road network provides the
   Conditions    basis for identifying candidate network improvements.

                 5.1 Travel Characteristics
                 The characteristics of travel within a region or municipality generally
                 define the demand for transportation facilities and services. Travel
                 characteristics can be described by a number of measures, including trip
                 purpose, mode split, trip distribution, and t i p length.

                 This section summarizes the key findings with respect to travel
                 characteristics in Coquitlam. In the following discussion, ‘internal’ trips
                 represent those trips between origins and destinations within the City of
                 Coquitlam (such as trips between Maillardville and the City Centre).
                 ‘External’ trips refer to those trips with one end within Coquitlam and
                 the other end in another municipality. An example would be a trip from
                 Burnaby to Coquitlam.

                 It must be noted that some of the characteristics described in the
                 following discussion are based on data for the Northeast Sector as a
                 whole, rather than for Coquitlam. Travel patterns for the Northeast
                 Sector are considered representative of the travel patterns of Coquitlam

                 0   Almost half of all daily trips to, from, and within the Northeast
                     Sector of the region occur during the morning and afternoon
                     peak periods. Figure 5.1.1 illustrates that 49% of daily trips occur
                     during the peak periods, which comprise only six hours of the day.
                     This pattern has significant implications for the planning and
                     development of road infrastructure, because roads are typically
                     designed to accommodate peak period traffic levels. For the other 18
                     hours of the day, roads provide excess capacity. Programs to
                     encourage a shift in the time at which people travel, or to reduce the

                                                                                         5- 1
                    need to travel during the peak (such as flex-time systems, home-
                    based businesses, etc.), could be developed to promote more
                    efficient use of the City’s infrastructure and to mitigate the need for
        Strategic   additional roadway infrastructure.
             Plan    Figure 5.1.1: Time Distributionof Trips in the Northeast Sector

      Paper # 1 -
       Context &


                    Many grade school trips during the morning peak hour are
                    made by private automobile. Figure 5.1.2 illustrates the
                    distribution of trip purposes for the morning peak hour for trips to,
                    from, and within Coquitlam, as predicted by the Greater Vancouver
                    Transportation Model. Although work trips represent almost half of
                    all morning peak hour trips, grade school trips also account for a
                    significant amount (32%) of travel during the morning peak hour.
                    Figure 5.1.3 shows the morning peak hour mode split and indicates
                    that over 80% of all trips to, from, and within Coquitlam during the
                    morning peak hour are made in private automobiles. Although grade
                    school trips are ideally suited to non-automobile modes because they
                    tend to be shorter and are mostly within the City, these findings
                    indicate that a large proportion of grade school trips are made by
                    automobile. This pattern is not unique to Coquitlam; it is similar in
                    most municipalities in the Lower Mainland and across North
                    America. These results support the need for programs, such as
                    ‘walking school buses’, to encourage grade school students to travel
URSNNSYSTEMS,       by non-auto modes.
  Novemkr 20,2001

          C / NOF                   Figure 5.1.2: 1996 AM Peak Hour Trip Purpose Summary

       Paper # I -                                                                                              Work
        Context &

                                                            Post Secondary
                                                                             Saurca 19% & m a r Vancouver T n n 5 m b m M0d.l

                                          Figure 5.1.3: 1996 AM Peak Hour Mode Split
                                                 a “,
                                                    a                         6%

                                                                              Saurm 1996 GmaIef Vancouver T n n s m m Modi

                             0   Discretionary trips are more prevalent during the afternoon
                                 peak period and influence the mode split of travel during this
                                 time period. Figure 5.1.4 below shows that ‘other’ trip purposes -
        primarily discretionary personal business - account for over 40% of
  November 20,2001
    wcd.lng Paper #I I doc
0         CITY O
                F    travel during the afternoon peak period. Because these trips are
                     generally irregular and between dispersed origins and destinations,
                     they are more difficult to serve with non-SOV modes and,
         Strategic   consequently, are typically made by car. This pattern is illustrated in
    Transportation   Figure 5.1.5, which shows that 84% of trips during the afternoon
              Plan   peak period are made in automobiles. This is slightly higher than the
                     automobile mode share during the morning peak hour.
       Paper # 7 -
        Context 8,

                            Figure 5.1.4: 1994 PM Peak Period Trip Purpose Summary

 Transportation                                                                         Work I
              Plan                                                                     +Secondary
       Working          Othei
     Paper # 1 -        42%
      Context &

                                                        Grade School
                                                               Swm, 1994 24-HoW GVRD Tnp Dlav Sum

                                 FiRure 5.1.5: 1994 P Peak Period Mode Split

                                                                   S O u a 1994 24-Hour GVRD Tnp Dlav SU

                        Alternatives to the private automobile are not particularly
                        attractive for trips to, from, and within Coquitlam. As illustrated

 Novemkr 20,2001
           6115001d I
                        in Figure 5.1.3 and Figure 5.1.5, only 6% of morning and afternoon
                        peak period trips are made on transit, and 10-12% are made by non-                   0
0          CITY O
                 F       motorized modes, such as walking 0 bicycling. The transit mode
                         share in Coquitlam compares with a region-wide transit mode share
                         of approximately 11%, but is similar to transit mode shares in other
         Strategic       outer suburbs, such as Delta and Surrey.
                     0   The majority of morning peak hour trips in Coquitlam originate
         Working         in or are destined to other municipalities. Figure 5.1.6 below
       Paper # 1 -       summarizes the trip distribution pattern for trips to and from
        Context &        Coquitlam in the morning peak hour. The results indicate that 70%
          Existing       of trips originate from or are destined to other GVRD communities.
       Conditions        This pattern reinforces the need for transportation options that
                         provide good connections to regional destinations, particularly the
                         other Northeast Sector municipalities, Vancouver, Burnaby, New
                         Westminster, and Surrey. Just over 30% of morning peak hour trips
                         remain within the City of Coquitlam.
                                Figure 5.1.6: 1996 A M Peak Hour Trip Distribution


                                      7-I  ~

                                       0       2000       4000    6000        Bo00           10000      12000

                                                          AM Peak Hour Trips
                                                                   SouKO 1
                                                                         -   Glmw V."rrmWT              n
                                                                                             T n m ~ m -1

                     0   Coquitlam residents travel further, on average, during the
                         morning peak hour than the residents of Vancouver and the
                         inner suburbs. Figure 5.1.7 shows the morning peak hour average
                         trip distance for various areas of the Lower Mainland. It shows that
                         the residents of all outlying communities (Northeast Sector, South of
                         Fraser, Pitt Meadows, Maple Ridge, etc.) travel approximately twice
                         as far during the morning peak hour than residents of Vancouver.

          CITY O
                F               They also travel further than residents of Richmond, Burnaby, New
                                Westminster, and the North Shore. On average, Coquitlam residents
                                travel over 14 km per trip during the morning peak hour. This
      Strategic                 pattern is influenced by the dispersed nature of origins and
 Transportation                 destinations in the GVRD. Although suburban residents generally
           Plan                 travel further, some longer trips can be well served by alternative
                                modes, particularly transit. This is especially true where many trips
                                are between common origins and destinations. For example,
       Paper # 7 -
                                Coquitlam Town Centre to New Westminster is well served by
        Context &
                                transit because demand in that corridor is high.
       Conditions                            Figure 5.1.7: Average AM Peak Hour Trip Distance

                                       Vanwuwr I


                                     Bumaby I
                                  New Wnlmlmmr

                                       Noeh Shorn

                              rnglyr I Abbotltord I

                                     D o hI S u n y I
                                      W h h Rock

                              Maple Ridga I Mkrlon

                                                        0   5         10         15             20              2

                                                                Average Trip Distance (km)
                                                                                  Source 1994 24-Hour Tnp Diary SUM

                             5.2 Road Network
                             A transportation network is planned and designed to move people,
                             goods, and services efficiently and safely. Roads in particular have two
                             primary objectives - to provide accessibility to individual parcels of
                             land and to offer efficient mobility to users - in support of the social and
                             economic activity of the community.

                             Much of Coquitlam’s road network - particularly in the southwest part
                             of the City - is already developed. It is expanding to the north and
                             northeast as the City grows in those directions.
 November 20,ZOOl
               6If5029 $
   w m g p l p r r r I doc
0           CITY O
                  F    Three agencies are responsible for the opeiation and maintenance of all
                       public roads in Coquitlam - the Province, TransLink, and the City. In
                       1997, the Provincial Ministry of Transportation and Highways
         Strategic     transferred the Lougheed and Barnet Highways to the City, but
    Transportation     maintains responsibility for the Trans Canada Highway and the Cape
              Plan     Horn interchange area of Lougheed Highway and United Boulevard.
                       TransLink, in cooperation with the City, is now responsible for
                       planning, operation, and maintenance of the Major Road Network -
        Paper ## 1 -
                       described in Section 2.2. The City is fully responsible for all remaining
         Context &
                       public roadways not under provincial jurisdiction or included in the

                       5.2.1         Roadway Classifications
                       The road network within Coquitlam generally serves two primary
                       objectives - access and mobility - which can be conflicting. This is
                       because roads that provide access to many individual properties, such as
                       neighbourhood streets, generally cannot offer a high level of mobility,
                       as vehicles entering and exiting private driveways conflict with and
                       slow through traffic on the main road. Additionally, the safety of the
                       network may be compromised by mixing traffic with significantly
                       different expectations. For this reason, a classification system or
                       ‘hierarchy’ is used to describe different roads in the road network.
                       Coquitlam’s road classification system is depicted in Figure 5.2.1. The
                       hierarchy describes roads according to their speed limit, their width, the
                       type of bicycle facilities, and whether on-street parking is permitted, as
                       summarized in Table 5.2.1.
                            Table 5 2.1: Roadway Classifications a id General Chi acteristics
                                                                                Collector           Local

                       Function       Provincialand      Regional and        Connection       Access to land
                                      reglonal traffic   municipal traffic   between locals   uses
                                                                             and arterials,
                                                                             some pnvate
                       Speed limit    80 kmlh or more    50 kmlh or more     30 to 50 kmlh    30 to 50 kmlh
                       Bicycle        None or            Designated          Designatedor     Shared
                       Facilities     designated                             shared
                       Parking        Not permitted      Not desirable       Permitted        Permitted
                       Transit        Express services   Yes                 Yes              No
                       Traffic        No                 No                  Yes              Yes
    November 20.2001

         ClTY OF        Provincial highways, although not actually part of the local road
      COQUITLAM         network, accommodate regional and provincial through traffic. Local
                        trips for short distances are generally discouraged on provincial
      Strategic         highways. At-grade signalized intersections are widely spaced, and
 Transportation         direct access to provincial highways is minimized so as to maximize
                        capacity and minimize delays to through traffic. Posted speeds are
                        high - generally 80 km/h or more, and parking is usually prohibited
                        along provincial highways. Transit service is often limited to express
      Paper # 7 -
       Context &
                        bus services with relatively few or no stops along the roadway.
      Conditions        Arterial roads / MRN. The MRN is principally composed of
                        municipal arterial roadways, although many municipal arterials may
                        not be designated as part of the MRN. The primary objective of
                        arterial roads is to provide mobility. They usually serve regional
                        traffic - travel between major local destinations or between
                        municipalities. Direct access to arterial roads is often limited to
                        commercial driveways, although there can be residential driveways
                        on arterials. Speed limits are at least 50 km/h on arterials and on-
                        street parking is limited or not allowed. Arterials are often used for
                        major transit corridors. In Coquitlam, North Road and Guildford
                        Way are examples of arterial roads.

                        Collector roads typically serve a dual fimction. They provide
                        mobility for travel between local neighbourhood streets and
                        municipal arterials, but they often also offer a high level of access to
                        individual properties. There are usually many private driveways
                        along collector roads. On-street parking IS usually permitted if the
                        road is wide enough and transit service is often provided. Posted
                        speeds are usually 50 km/h, although they can be lowered to 30 km/h
                        in school or playground zones. Marmont Street and Glen Drive are
                        examples of collector roads in Coquitlam.

                        Local streets. The primary objective of local streets is to provide
                        access to private properties. They allow neighbourhood residents to
                        travel to and from the arterial/collector road network, but through
                        travel is generally discouraged from using them. Speed limits are
                        usually low - not more than 50 km/h - and can be lowered in school
                        or playground zones. Parking is usually permitted on local streets
                        and transit service is not normally provided. Traffic calming
                        measures are now commonly used to discourage the use of local
                        streets for through travel.
 November 20,2001
             611W28 1
0          ClTY Of   It should be noted that Figure 5.2.1 does not show local streets or lanes.
       COQUITLAM All streets that are not shown in the figure may be considered either
                     local streets or lanes.

       Paper # I -
        Context &

                     5.2.2      Traffic Controls
                     Figure 5.2.2 illustrates the current locations of all traffic controllers in
                     the City of Coquitlam. Four agencies currently operate traffic controls
                     within or on the boundaries of the City of Coquitlam, as follows.

                        The City of Coquitlam currently has jurisdiction over 90 full traffic
                        signals and 15 pedestrian signals throughout the City.
                        The Ministry of Transportation and Highways controls five
                        traffic signals around the Cape Horn and Brunette interchanges, and
                        one ramp metering signal from Lougheed Highway on to the Trans
                        Canada Highway.
                        The City of Burnaby has jurisdiction over the signal at the
                        Lougheed HighwayMorth Road intersection. The remaining signals
                        along North Road are operated by the City of Coquitlam through an
                        agreement with Burnaby.

0         CrTY Of
                     0   The City of Port Coquitlarn operates two signals at intersections
                         along its border with Coquitlam, namely the WestwoodKingsway
                         and Westwood I Crabbe I Kitchener intersections.
                     5.2.3     Goods and Services Movement
                     The efficient movement of goods and services within the City of
         Working     Coquitlam is recognized as being critical to the economic development
       Paper # 1 -
                     and well-being of the municipality. The City has established a network
        Context &
                     of truck routes, upon which truck traffic is permitted. The truck route
                     network was initially established as Bylaw No. 424, 1974, and restricts
                     the movement of Class 3 trucks, which weigh more than 30,000 pounds
                     (13,608 kg) and are required to display a municipal license plate. Since
                     its inception in 1974, the truck route network has undergone a number
                     of modifications.

                     The existing truck route network is illustrated in Figure 5.2.3. The
                     figure shows both provincial and municipal truck routes. The provincial
                     truck routes include those roadways with regional and provincial
                     significance and include the Trans Canada Highway, Lougheed
                     Highway, Mary Hill Bypass, and Bamet Highway.

                     TransLink recently completed a regional truck freight study, which
                     comprised an extensive field survey of origins and destinations for truck
                     trips within the Lower Mainland and beyond. This survey led to the
                     development of a regional truck model based on the Greater Vancouver
                     transportation model.

                     The truck model indicates that Coquitlam generates almost 16,000 truck
                     trips per day, including 3,200 trips that remain within the City.
                     Approximately two-thirds of these trips are by light trucks having only
                     two axles, and one-third are by heavy trucks, which have three or more
                     axles. Excluding internal trips within the City, the key origins and
                     destinations for trucks travelling to and from Coquitlam are Bumaby,
                     Vancouver, Port Coquitlam, and Surrey.

                     The primary truck comdors within and through Coquitlam are as

                     0   Trans Canada Highway
                     0   Lougheed Highway
                     0   North Road I Clarke Road

                                                                                         5-1 1
               C m ot    0   Brunette Avenue
                         0   Barnet Highway
           Strategit     0   Como Lake (east of Lougheed Highway)
                 Plan    Table 5.2.2 below shows daily truck volumes at several sample
                         locations throughout Coquitlam.
          Paper # 7 -             rable 5.2.2: 24-Hour Truck Volumes at Key Locations
           Context d
                                   Location                              I   24-Hourvolume   1
                                   Trans Canada - W. of CaDe Horn        I       9.200       I
             Existing                          -
                                   Lougheed E. of North                          1,200
          Condition!                           -
                                   Lougheed E. of Brunette                       2,000
                                   Lougheed - E. of Colony Farm                  3.600
                                   Lougheed S. of Barnet                         1,200
                                   Pitt River - Red Bridge                       1,100
                                   Clarke - N. of Como Lake                       800
                                   Brunette S of Trans Canada                    3.300
                                   Barnet - W. of Johnson                         600
                                   ~~    ~

                                   Como Lake E. of Lougheed                       600
                                  iource Translink 24-Hour Truck Model

                         5.2.4     Existing Traffic Conditions
                         Coquitlam undertakes an annual traffic count program on a corridor
                         level and on an intersection level. In 1999, the City collected 24-hour
                         corridor count data at 194 locations and intersection turning movement
                         counts at 41 locations. In 1998, counts were conducted at 165 corridor
                         locations and 45 intersections. Figure 5.2.4 summarizes 24-hour
                         corridor counts for key locations throughout Coquitlam. Counts from
                         both 1998 and 1999 were used to provide a comprehensive summary, as
                         some key locations were not included in the 1999 count program.

                         Table 5.2.3 below compares the morning and afternoon corridor counts
                         against the 24-hour count results for several key locations. The table
                         shows that the morning and afternoon peak hour volumes generally
                         represent between 5% and 10% of the 24-hour traffic volumes.

      November 20.2007

0          CITY Of
        COQUITLAM Location                           '   24-Hour
                                                                    8199 two-wi
                                                                     AM Peak
                                                                                     PM Peak
                                                         Volume     Hour Volume    Hour Volume
         Strategic             -
                     Brunette W. of Bernatchey            55.060       3.940          4,240
    Transportation                 -
                     Como Lake E of Clarke                16,290       1,280          1,490

                     Clarke N. of Como Lake               28.900       1,910          2.220
                     King Edward - S of Lougheed          22,910       1,290          2.050
                     Schoolhouse - N. of Lougheed         12,060        480
         Working     United - N. of Golden                48.110       3.350          3,280
                     Mariner - S. of Lougheed             20,560        1,100         1,730
       Paper # 1 -
                     Guildford - W. of Falcon             23,780        1,320         2,110
        Context &    Guildford - E. of Pinetree           10,480         840
       Conditions    In almost all cases in Table 5.2.3, the afternoon peak hour comdor
                     volume is higher than the morning peak hour volume. This is a common
                     pattern in the Greater Vancouver area because many more discretionary
                     (personal business) trips are made during the afternoon peak hour than
                     during the morning peak hour. As discretionary trips are more difficult
                     to serve with transit and other non-SOV modes (because of their
                     dispersed origins and destinations and their irregularity), traffic volumes
                     are generally higher during the afternoon peak period. Because it
                     represents a worst-case scenario, the afternoon peak hour serves as the
                     basis for the subsequent analyses in the Plan.

                     Figure 5.2.5 illustrates the afternoon peak hour turning movement
                     volumes at many key intersections throughout the City. These traffic
                     volumes were recorded between 1998 and 2000 in count programs
                     administered by the City and in recent count programs undertaken
                     specifically for this study. These peak hour traffic volumes are used in
                     the subsequent analyses of intersection levels of service.

                     5.2.5         Collision History
                     Collision statistics are maintained by the RCMP and the City to monitor
                     and identify high collision locations throughout the City. Figure 5.2.6
                     identifies those intersections where at least 15 collisions were reported
                     over a three-year period between 1993 and 1995. This time period was
                     selected because collision reporting procedures were changed after
                     1995, such that fewer (primarily minor) collisions are now reported to
                     the police.

                     The highest collision locations are along roadways that accommodate
                     heavy traffic volumes and at intersections that have high turning
                     volumes. As shown in Figure 5.2.6, the number of collisions between
                     1993 and 1995 was highest along Lougheed Highway between Brunette

0          CITY OF
                     Avenue and the eastern Coquitlam boundary. Specifically, collisions
                     occurred most frequently in the area of the Lougheed HighwayIBrunette
                     Avenue intersection and near the Lougheed HighwayIBarnet Highway
         Strategic   intersection.
             Plan    The highest number of collisions at a single intersection occurred at two
                     locations - the Lougheed Highway/Dewdney Trunk intersection and the
                     Lougheed HighwayIBarnet Highway intersection. There were 120
       Paper # I -
                     collisions at each location during the three years of the analysis.
        Context C?
                     Additionally, there were 100 collisions at the Lougheed HighwayIKing
                     Edward Street intersection.

                     Although the above three intersections exhibited the highest number of
                     collisions for single intersections, the closely spaced intersections
                     around the Lougheed HighwaylBrunette Avenue intersection had the
                     highest total number of collisions. There was a total of 23 1 collisions at
                     the following four intersections in this area between 1993 and 1995:

                     0   Brunette Avenue I Lougheed Highway
                     0   Brunette Avenue / Blue Mountain Street
                     0   Brunette Avenue I Bernatchey Street
                     0   Lougheed Highway / Blue Mountain Street

                     Four other major comdors exhibited a relatively high total number of
                     collisions between 1993 and 1995, as follows:

                     0   North Road / Clarke Road
                     0   Barnet Highway
                     0   Brunette Avenue
                     0   Austin Avenue

                     5.2.6     Existing Deficiencies
                     In urban areas such as Coquitlam, road network performance is
                     determined primarily by the performance of major intersections on high
                     volume roadways. Two key measures of roadway and/or network
                     performance are as follows:

                     0   Volumeto-capacity ratio (vlc ratio) is the ratio of observed traffic
                         volumes on a segment of road or intersection movement to the
                         practical capacity of that road segment or movement. The capacity
                         of a road segment depends on the geometry of the road and on traffic

           CIJY OF                controls, among other things. A v/c ratio greater than one indicates
        COQUITLAM                 that the facility is accommodating more than it is designed to handle
                                  and is usually a sign of congestion. As the v/c ratio increases beyond
       Strategic                  one, congestion reaches unacceptable levels.
                                  Level of Service (10s) is essentially an indicator of the delay
                                  experienced by the average motorist at a particular location, or on a
        Paper # I -
                                  specific movement in the case of an intersection. LOS is represented
         Context &                by performance measures ranging from LOS A through LOS F, as
                                  shown in Table 5.2.4. LOS A implies that the corridor or intersection
        Conditions                (or movement) is operating with minimal delays, while LOS F
                                  indicates that a facility is operating in a failing condition,
                                  characterized by excessive delays (over 80 seconds per vehicle) and
                                  congestion. LOS E indicates that the intersection or roadway is
                                  operating slightly above capacity, but that it can still function with
                                  moderate delays. For planning purposes, LOS D or E is generally
                                  regarded as an acceptable level of congestion - particularly for the
                                  peak hours of travel - before improvements will be considered.
                                  Within or beyond this range of delays, the costs of improvement
                                  must be carefully weighed against the benefits before recommending
                                  any roadway or intersection modifications.

                                Table 5.2.4: level of Service Criteria for Signalized and Unsignalized

                               Network Performance

                               To study overall network performance, a transportation planning model
                               was used. It is based on the transportation systems and travel
                               characteristics modelled in the Greater Vancouver Transportation Model
                               (GVTM), which uses the emmd2 software as its platform. The GVTM,
                               which was originally developed as a morning peak hour model,
URB!ANSUmEMS.                  simulates all major roadways in the Greater Vancouver area, as well as
  November 20,2001             the regional transit system. For the purposes of this study, both a
                  a11SOn I
    w&lllg P . p n # l l dol
                 morning and an afternoon peak hour version of the model - which uses
                 essentially the same road network but different origin-destination
                 matrices - were used.
Transportation   The model indicates that the road network within Coquitlam currently
          Plan   performs relatively well under ideal peak hour conditions with the
                 exception of a few locations. Figure 5.2.7 shows the modelled morning
                 peak hour volume-to-capacity ratios for the existing road network in
   Paper # I -
                 Coquitlam, and Figure 5.2.8 shows the afternoon peak hour volume-to-
    Context &
                 capacity ratios. The only road that currently suffers severe congestion
                 (as indicated by a v/c ratio greater than 1.10) - the Trans Canada
                 Highway between the Burnaby boundary and the Port Mann Bridge -
                 falls under provincial jurisdiction and, as such, is not addressed within
                 this study.

                 On a local level, however, localized congestion currently occurs in
                 several locations. The regional transportation model indicates that the
                 following local roads experience moderate to heavy congestion during
                 the peak hours:

                 0   Lougheed Highway at several locations
                 0   Portions of Brunette Avenue, particularly near the Lougheed
                     Highway intersection
                 0   Portions of North Road and Clarke Road
                 0   Eastbound Foster Avenue (PM peak hour)
                 0   Portions of Como Lake Avenue
                 0   Northbound Mariner Way north of Austin Avenue (PM peak hour)

                 It should be recognized that the model might not reflect all locations of
                 moderate to severe congestion in Coquitlam, as the results are highly
                 dependent on the model calibration. For example, the capacity used as
                 input to the model for a specific road segment may not accurately reflect
                 the practical capacity of that segment. Furthermore, the model does not
                 explicitly consider traffic signals, so the effects of signals are not fully
                 reflected in the model results.

                 Intersection Performance

                 As part of the analysis of existing conditions, the performance of key
                 signalized intersections was examined along with the overall
                 performance of the Coquitlam road network. The performance of key
                 intersections within Coquitlam was examined using the observed
                 afternoon peak hour traffic volumes shown in Figure 5.2.5 and software
e          CITY O
                F    that supports the Highway Capacity Manual (HCM) methods for
                     operational analysis. It must be noted that the intersections were
                     analyzed as isolated intersections and that the effects of signal
         Strategic   progression (coordination) were not considered. Furthermore, the levels
    Transportation   of service are based on optimum signal timings, which may not reflect
              Plan   the phasing scheme currently in use.
                     The existing afternoon peak hour levels of service at key signalized
       Paper # 1 -
                     intersections in Coquitlam are illustrated in Figure 5.2.9. Under the ideal
        Context &
                     conditions assumed for this analysis, there are currently few operational
       Conditions    deficiencies in the existing road network during the afternoon peak
                     hour. Almost all intersections currently operate with minimal delays and
                     congestion (LOS A to C). Two locations - Austin Avenue at North
                     Road, and Lougheed Highway at Schoolhouse Street - operate at LOS
                     D, meaning that they are approaching capacity, but still operate within
                     acceptable levels of delay. The following three locations, however,
                     operate at LOS E or worse:

                     0   Lougheed Highway at Brunette Avenue (LOS E)
                     0   United Boulevard at Mary Hill Bypass (LOS F)
                         LougheedlBarnet Highways at Pinetree Way (LOS F)

                     These results suggest that the local Coquitlam road network is currently
                     operating relatively well, but that a small number of locations may
                     require improvements to address significant deficiencies. Potential
                     improvements are addressed in subsequent sections of the report.

                     It must be noted that the above results were generated under the
                     assumption of ideal conditions. M a n y external influences can have a
                     significant impact on the performance of individual intersections and the
                     network as a whole within Coquitlam. These external influences most
                     commonly affect the major roadways in Coquitlam, including Lougheed
                     Highway, North Road, Austin Avenue, Como Lake Avenue, and Barnet
                     Highway. The following discussion highlights several of the major
                     influences on traffic operations within Coquitlam. Although each item
                     in isolation influences the operation of Coquitlam's road network, the
                     cumulative impact of these issues can be significant.

                     0   Cape Horn Interchange. The Cape Horn interchange area, at the
                         north end of the Port Mann Bridge, is an area of recurring congestion

                         in southern Coquitlam. The congestion results from the co uence
                         of three major roadways - the Trans Canada Highway (Hig way I),
                         Lougheed Highway, and the Mary Hill Bypass - at an interchange
0            Cl7Y O
                   F   with an unusual configuration. The interchange configuration is such
                       that westbound traffic from Mary Hill Bypass must travel along
                       United Boulevard and Lougheed Highway to reach westbound
         Strategic     Highway 1. Although the area is usually heavily congested during
    Transportation     peak periods, additional factors, such as severe weather, collisions,
             Plan      and/or stalls in the area, can create severe congestion lasting several
                       hours. Of particular importance to the City of Coquitlam is when
                       congestion blocks local traffic movement on Lougheed Highway and
        Paper # I -
                       United Boulevard.
         Context &
        Conditions     Collisions and/or Stalls. Collisions and other similar occurrences
                       affect network operations throughout Coquitlam. Although collisions
                       or stalls affect operations wherever they occur, their impacts are
                       typically most severe on the major routes within Coquitlam. For
                       example, incidents on the Trans Canada Highway and Lougheed
                       Highway can cause significant delays along Lougheed Highway and
                       the roadways that intersect it. Similarly, incidents along the major
                       local roadways - Austin Avenue, Como Lake Avenue, Mariner
                       Way, for example - can create significant delays and negatively
                       affect traffic operations.

                       Commercial Accesses. Several of the major roads in Coquitlam are
                       lined with commercial developments, most of which have one or
                       more driveways providing access to and from the surrounding roads.
                       Commercial access driveways can significantly impact operations
                       along key roadways, because vehicles entering and exiting the road
                       disrupt the flow of traffic. The impact of commercial driveways is
                       more significant during the afternoon peak hour of the surrounding
                       road network, which often coincides with the peak hour of the
                       commercial uses. Segments of several roads in Coquitlam,
                       particularly North Road, Austin Avenue, Lougheed Highway, and
                       Barnet Highway are highly developed with commercial uses and, as
                       such, are affected by traffic entering and exiting commercial

                       Signal Coordination. Closely spaced traffic signals are often
                       coordinated to improve traffic progression and reduce delays along
                       major routes. Where signal coordination is not used, traffic flow
                       along major roadways can be interrupted on a regular basis, thereby
                       increasing delays and congestion. The City has attempted to address
                       the problems associated with signal coordination by implementing
URSNSYSIEMS.           its “Green Wave” system of signal progression along Austin and
    November 20.2007   Como Lake Avenues.
      o r /OF
   COQU/TLAM     0   Pedestrian Signals. Pedestrian signals on major roads can interrupt
                     the smooth progression of traffic along major corridors, such as
     Strategic       Como Lake Avenue and Guildford Way, particularly if their
                     controllers are not coordinated with upstream or downstream signals.
                     Their impacts can be significant, especially if they are activated
   Paper # I -
    Context &
                 Most of the abovementioned issues are systemic, in that they are
      Existing   permanent factors influencing the operation of Coquitlam’s road
   Conditions    network. However, temporary factors - such as collisions and stalls -
                 have a cumulative impact on traffic operations. As these temporary
                 factors and others, including poor weather conditions, occur on a semi-
                 regular basis, traffic conditions in Coquitlam can be far from ideal quite

                 5.3 Transit Services
                 Transit services are a cntical component of the regional and local
                 transportation system. High quality transit services can encourage
                 travellers to leave their automobiles at home for many tips, such as
                 frequent work t i p s or local trips for personal business. Transit also
                 provides a relatively low-cost option for local residents who do not have
                 access to an automobile or who cannot drive. This section of the
                 Strategic Transportation Plan describes the bus and commuter rail
                 transit services that currently exist within the City of Coquitlam.

                 It should be noted that TransLink is currently undertaking an extensive
                 review of transit services within the Northeast Sector, primarily
                 focussing on bus services. The Northeast Sector Area Transit Plan is
                 planned for completion in the Fall of 2001 and could lead to a major
                 restructuring of the current bus system within Coquitlam within the next
                 three to five years.

                 5.3.1      Bus Services
                 The City of Coquitlam is served by many of the 100-series bus routes,
                 which include both local routes operating within Coquitlam and regional
                 routes providing service between Coquitlam and surrounding
                 municipalities. There are currently 22 1OO-series routes serving
                 Coquitlam, four of which are peak-only services. Additionally, one 700-
                 series route - Route 701 - provides service between Coquitlam Station
                 and Pitt Meadows and Maple Ridge. With the exception of several
      CITY OF    routes in the northwest area, most routes provide service to other
   COQUITLAM     municipalities, with the major regional dkstinations being Vancouver,
                 New Westminster (and the SkyTrain), and Port Coquitlam. The existing
     Strategic   structure of transit services is illustrated in Figure 5.3.1.
          Plan   Coquitlam’s transit services are currently typical of most suburban
                 transit services, in that they are laid out in a ‘hub-and-spoke’
                 arrangement, with transit services radiating out from three major transit
   Paper # I -
                 exchanges - Lougheed Mall (on the boundary with Burnaby),
    Context &
                 Coquitlam Recreation Centre, and Coquitlam Station. All bus services
   Conditions    in Coquitlam, except Routes 162 and 163, which operate out of Port
                 Coquitlam Centre, are currently routed through at least one of the three
                 Coquitlam transit exchanges, with many routes providing service to two
                 of the exchanges. Current service levels and amenities are described
                 below in Table 5.3.1. The significant characteristics of existing transit
                 services in Coquitlam are highlighted below.

                                               Table 5.3.1

                 0   In southwest Coquitlam, bus services operate in a modified
                     grid pattern. Between Lougheed Mall and the Recreation Centre,
                     most routes operate along east-west roads, including Como Lake
                     Avenue, Foster Avenue, and Austin Avenue. These routes continue
                     to Vancouver and New Westminster. South of the Recreation Centre,
                     several routes operate on north-south roads, such as Marmont,
                     Laurentian, and Mundy. All of these routes operate to and from New

0         CIN OF
       COQUITLAM     0   All local bus services in northern Coquitlam operate radially
                         from Coquitlam Station, located at the intersection of Bamet and
                         Lougheed Highways. Several routes serving the areas north of
                         Coquitlam Centre, such as Eagle Ridge and Westwood Plateau,
                         operate to and from Coquitlam Station. All of these local routes
         Working         provide one-way service in loops from Coquitlam Station.
       Paper # 7 -       Passengers on these routes must transfer at least once to get to local
        Context L?       destinations other than Coquitlam Centre.
       Conditions    0   Many routes have alternate routings during limited time
                         periods, such as peak and evening hours. As illustrated in Figure
                         5.3.1, many routes in Coquitlam change their routing during a
                         portion of the day. Although route adjustments may improve travel
                         time andor service coverage, they can be confusing to transit

                     0   The peak-period frequency on most routes is 30 minutes or
                         more. In fact, the peak-period frequency on some routes is 60
                         minutes. Transit riders generally consider a service to be 'frequent'
                         when buses operate at least every 15 minutes during the peak and
                         every 30 minutes during the off-peak periods. With the exception of
                         several major regional routes to New Westminster and Vancouver,
                         most Coquitlam routes operate at 30-minute frequencies during the
                         peak periods.

                     0   Service frequencies on almost all Coquitlam routes are 30 or
                         60 minutes during the midday period. Transit users find service
                         frequencies of more than 30 minutes during off-peak periods to be
                         unattractive. Many local routes offer service only every hour during
                         the midday. Alternative service models may be appropriate where
                         ridership levels could not support more frequent services.

                     0   Transit service levels are very low during the evening. Most
                         routes in Coquitlam operate at 60-minute frequencies during the
                         evening, with a few major routes operating every 30 minutes.

                     0   There is no evening or Sunday transit service to large areas in
                         northern Coquitlam. With the exception of Route 165 serving the
                         Lafarge Park area, there is no transit service north of Guildford Way
                         (Eagle Ridge, Westwood Plateau) during the evening or on Sundays.
                         Similarly, there is little evening or Sunday service in northeast
                                                                                           5-2 I
      ClTV O
                    Coquitlam. Although potential ridership levels might not justify
                    conventional transit service in these areas, there is an opportunity to
                    apply alternative service models in the northern areas of Coquitlam.
Transportation   The success of bus transit in Coquitlam is pnmarily influenced by two
          Plan   broad factors - service levels and transit-supportive measures.
   Paper # 7 -      Service levels - including coverage, frequency, travel time,
    Context &       reliability, and interconnectedness - influence the overall
      Existing      attractiveness of transit as an alternative to the private automobile.
   Conditions       Transit users prefer service frequencies of at least 15 minutes during
                    the peak and 30 minutes during off-peak periods, and they are only
                    willing to walk approximately 400 m to reach transit services. Where
                    these criteria are not met, transit ridership will not be high enough to
                    maintain existing service levels. The result is a vicious circle - low
                    ridership cannot justify service levels, which are subsequently
                    decreased, which decreases ridership, and so on.

                    Transit supportive measures - including land use planning and
                    transit priority treatments - enhance the effectiveness of transit
                    service. Land use planning can be used to support the development
                    of transit-oriented communities, characterized by higher densities
                    and mixed uses close to major transit hubs. Transit prionty
                    measures, including queue jumpers, transit-actuated traffic signals,
                    and bus lanes, can improve travel times and reliability, thereby
                    improving the overall attractiveness of transit. Transit-supportwe
                    measures must, however, be used in combination with attractive
                    service levels to be most successful.

                  Existing service levels in Coquitlam are not high enough to generate
                 significant ridership. With existing levels of service, the private
                 automobile remains much more attractive to trip makers in Coquitlam.
                  Similarly, development patterns in the City - primarily low-density
                 single-family residential areas - cannot generate enough transit riders to
                 justify high service levels using conventional service models.
                 Alternative service models - including mini-bus and/or demand-
                 responsive ‘taxi-bus’ services - may provide a means of improving
                 service levels while maintaining or even reducing the cost of providing
                 those services.

          CITY O
                     5.3.2      Commuter Rail
                     The West Coast Express began service in 1995 and provides peak-
        Strategic    period heavy rail service between Mission and downtown Vancouver.
                     The service operates Monday to Friday, with five trains in the peak
                     direction at 30- to 50-minute headways.
                     The Coquitlam Central West Coast Express station is located at the
      Paper # I -
       Context C?
                     southwest comer of the Barnet Highway/Lougheed Highway
         Existing    intersection. This is also the location of the Coquitlam Station transit
      Conditions     exchange. The station, which includes a large park-and-ride lot, is
                     accessed by automobile from Lougheed Highway and Mariner Way.

                     Ridership on the West Coast Express is approximately 7,600 trips per
                     day, 60% of which are reportedly generated by the Northeast Sector

                     5.4 Bicycle Network
                     Cycling in the City of Coquitlam has gained increasing prominence over
                     the past 20 years. Within the context of the transportation system, the
                     role of the bicycle has changed dramatically. Once considered a vehicle
                     predominantly used for leisure and recreation, the bicycle is now seen as
                     a viable mode of transportation and an alternative to the automobile.
                     Environmental concerns, traffic congestion, health and fitness benefits
                     and the economic appeal of the bicycle as a mode of transportation have
                     provided the necessary incentive for people to leave their car at home
                     for many trips. Thus, the City must develop an effective strategy to
                     integrate the bicycle into the larger transportation system.

                     Currently, the City of Coquitlam has no notable bicycle infrastructure,
                     apart from discontinuous bicycle lanes on some roads, including a
                     section of Chilko Drive.

                     5.5 Pedestrian Network
                     Walking is the most fundamental form of transportation. When it comes
                     to getting around indoors, walking is the primary form of transportation
                     for most people. Outdoors, walking can be the mode of choice for an
                     entire trip, or it can comprise a portion of a trip in order to connect with
                     other modes such as an automobile or transit. Yet, even though the
UR&NSYSTEMS.         pedestrian mode is so prevalent in our everyday life, policies and
  November 20,2001

      ClN OF     designs that facilitate walking as a mode of transportation within a
   COQUITLAM     community often take a backseat to the goal of maximizing automobile
Transportation   Because of significant growth in vehicle tnps and traffic congestion
          Plan   throughout Coquitlam, measures must be taken to minimize the need to
                 use the personal automobile, especially for local utilitarian trips, such as
                 trips to the grocery store, the bank or the local coffee shop. If suitable
   Paper # 7 -
                 conditions exist within a community, walking can be a convenient
    Context &
                 alternative to the automobile for almost all short trips. Walking can also
                 be combined with transit to replace even longer automobile trips,
                 including commute trips. If proper pedestrian planning and design
                 principles are applied to both new developments and retrofit projects in
                 established areas, an accommodating pedestrian environment can be
                 created in the City of Coquitlam.

                 To date, Coquitlam has not developed a comprehensive Citywide
                 pedestrian plan. Although sidewalks exist on many of the City’s
                 roadways, the pedestrian network is non-existent andor discontinuous
                 in places.

      ClTY O
            M                        Appendix A
          Plan   Recent Transportation Initiatives
   Paper # 7 -
    Context &
         CITY O
     COQUITLAM Greater Vancouver Travel Demand Management Projec                   Final
  Transportation   The province and GVRD have embarked on a comprehensive TDM
            Plan   program for Greater Vancouver. In 1996, the above referenced report
                   was produced, highlighting target TDM programs that would be
       Working     implemented in the Lower Mainland in the short, medium and long
     Paper # I -   term. The strategy is focused on five broad initiatives, which would
      Context &    involve commitments from local, regional, and provincial agencies to
        Existing   make them a success. These programs are briefly highlighted as follows:
                   0   Travel reduction programs involve strategies to assist people in
                       using non-SOV modes of travel, such as carpooling, vanpooling,
                       transit, and bicycling. This may be achieved either through a regional
                       trip reduction service - such as for ridesharing - or through
                       employers as the primary service coordinator.

                   0   Comprehensive parking management is considered to be a critical
                       factor influencing mode choice and, therefore, can contribute
                       significantly as a lever to change travel demands. Local studies
                       support three primary categories of parking management initiatives -
                       supply, pricing, and support strategies. Local communities in Greater
                       Vancouver can have a significant role in the development and
                       implementation of parking management strategies.

                   0   Financial incentives for reduced automobile use address the
                       relationships between the costs of automobile ownership and usage
                       patterns as a means of discouraging peak hour vehicle travel. Based
                       on an initial review of various factors, strategies that convert the
                       fixed costs of driving into usage-based costs - such as mileage-based
                       car insurance - are generally considered to have the greatest impact
                       on peak hour vehicle travel. This TDM initiative would be examined
                       hrther before establishing specific strategies.

                   0   Tolls and road pricing are potential methods of discouraging peak
                       hour SOV travel. In an urban environment, such as Greater
                       Vancouver, these measures would typically be implemented on a
                       system-wide basis in order to modify travel behaviour. Although the
                       long-range planning work completed as part of Transport 2021
                       supported tolls, no further studies of the system-wide approach have
URB&NMEMS.             been conducted to date.
                               Ways to encourage non-motorized modes include strategies that
                               encourage the use of alternative modes through the provlsion of
                               attractive facilities and environments that support walking and
                               bicycling. Municipal transportation plans can have a significant role
                               in creating more livable environments, conducive to all modes of
               Working     Creating Our Future
             Paper # 1 -
              Context &    Creating Our Future was released in 1990 as a guideline for
                Existing   development planning in the Greater Vancouver area. The report
             Conditions    represented the foundation for the region’s growth management
                           strategy, which was adopted as the Livable Region Strategv.

                           Going Places

                           This provincial document was produced in 1995 to address the growing
                           reality that financial, environmental, and land use constraints make it
                           essential that the province adopt new approaches to meeting
                           transportation needs. In support of this direction, the provincial
                           government established commitments to other levels of government to
                           reduce travel or change travel patterns through TDM supportive
                           initiatives. The development of an HOV network in Greater Vancouver
                           is representative of this commitment toward discouraging SOV travel by
                           supporting carpooling and vanpooling.

                           In Transit

                           This strategy essentially provided an overview of BC Transit’s (the
                           forerunner of TransLink) 1O-year development plan. The plan, which
                           was represented through various individual initiatives, emphasized the
                           need for improved service frequency, express bus services,
                           improvements that allow buses to bypass traffic congestion, and
                           development of new Light Rail Transit lines. While the creation of
                           TransLink, through the Agreement on Transportation Funding and
                           Governance in Greater Vancouver (discussed below), may alter the
                           methods of service delivery, the hndamental commitments presented
                           within In Transit were maintained and reaffirmed in TransLink’s
                           Strategic Transportation Plan. These initiatives include:

                           0   Expansion of bus services that focus on the Regional Town Centres,

       November 20,2001
                               as well as a commitment to alternative forms of transit, such as
                               paratransit services.
       ClTY OF       Provision of a Rapid Bus service between Richmond and downtown
   COQUITMM          Vancouver.
                 0   Development of rail transit lines along the Broadway-Lougheed and
                     Coquitlam-New Westminster corridors.
                 The lower Mainland Highway System Report
   Paper # 7 -   This report is a highway development and investment strategy that is
    Context &    designed to support and hrther the plans for regional growth. The
      Existing   fundamental objectives of this initiative were to offer:
                 0   a more integrated transportation system.
                 0   better protection of land and air resources.
                 0   better use of investment dollars.
                 0   a common vision and guide for cooperation among all partners.
                 0   an approach to future planning.

                 The study process was separated into four key areas - the HOV
                 Network, North-South Comdor, East-West Comdor and TCH/North
                 Fraser Corridors. Within and immediately surrounding Coquitlam, the
                 long-term transportation improvements recommended from the report

                 0   lougheed Highway - HOV lanes extending from Maple Ridge to
                     North Road in Coquitlam.
                 0   Trans-Canada Highway - widening to eight lanes from 176th
                     Avenue in Surrey to the Grandview Highway in Vancouver,
                     including the widening and twinning of the Port Mann Bridge.
                 0   North-South Crossing - four-lane crossing of the Fraser River
                     between Langley/Surrey and Pitt Meadows/Maple Ridge along an
                     alignment to be confirmed - options included a Barnston Island
                     crossing, a 200th Street crossing, and the Cottonwood Connector.

                 HOV Network Plan and Implementation Strategy

                 In April of 1996, the BCTFA and MOTH embarked on developing an
                 HOV Network Plan and Implementation Strategy for the Lower
                 Mainland. The desirability for HOV facilities in the region was first
                 raised in Transport 2021 as part of an integrated strategy to reduce SOV
                 travel. This HOV Plan was designed to hrther the commitment and
                 initiative by reviewing the principles needed to develop and implement
                 HOV facilities in the Lower Mainland and by confirming the network
0             Cl7Y O
                    F        strategy needed to achieve the overall system goals - a transit priority
                             network versus a carpool/vanpool priority network. The recommended
                             option is a balanced strategy that combines transit priority treatments
            Strategic        concentrated primarily in the core area of Vancouver and on radial
       Transportation        corridors with carpool and vanpool treatments that form a grid pattern in
                Plan         the inner and outer suburbs.
                             Within the City of Coquitlam, nine HOV measures were identified, as
          Paper # I -
           Context &
                                 Brunette Avenuenrans Canada Highway queue jumpers
                                 Blue MountaidBrunette Avenuenougheed Highway queue jumpers
                                 Mary Hill Bypasslllnited Boulevard queue jumpers

                             .   Lougheed Highway HOV lanes - Colony Farm to Cape Horn
                                 Lougheed Highway HOV lanes - Coquitlam Centre to Colony Farm
                                 Brunette Avenue queue jumpers - Lougheed Highway to Trans
                                 Canada Highway
                                 Gaglardi Way/Broadway/Clarke Road queue jumpers
                                 Lougheed Highway queue jumpers - Coquitlam Centre to Mary Hill

                             .   Bypass
                                 Lougheed Highway transit priority signals - Lougheed Mall to Cape

      November 20.2001
      ClTY O
                              Appendix B
         Plan              Draft Translink
     Working     Regional Bicycle Network
   Paper # 1 -
    Context &

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