VIEWS: 2 PAGES: 73 POSTED ON: 8/18/2011
CITY Of COQUITLAM Strategic Transportation Plan Working Paper # I - Context and Existing Conditions URBANWEMS. November 2001 CIN O F COQUITMM CONTENTS a Strategic 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 Appendices URBANMEMS. Novemkr 20. 2007 6IISOZ6 I IyMlngP.pu#I I doc 0 CITV OF COQUITLAM 1. Introduction Strategic The City of Coquitlam has experienced rapid growth in recent years, Transportation particularly as formerly undeveloped northern sections of the City have Plan 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 Working 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. 1-1 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: Plan 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? Existing Conditions 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 Background Key Issues Where do we want to Goals and Objectives Existlng Conditions Working Paper No. 2 - Future Base Conditions Planned Land Use and Network Changes Future Base Conditions Working Paper No. 3 - Network How do we get there? Options Assessment Options Generation & Evaluation RoadNetwork Transit Services Bicycles & Pedesrnans Phasmg and Implementation Strategic Transportation Plan I What steps are nd? ee: d Road Network Plan Transit Service Strategies Bicycle Network Pedestrian Facilities URB~AIUWEMS Travel Demand Management November 20,2001 a11wm.1 k&n~p.p.r#11h 1-2 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 Strategic transportation in Coquitlam. It also provides a summary of recent Transportation regional and provincial transportation initiatives, a review of key Plan issues affecting the development of the Plan, and a discussion of Working 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. Existing 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 ways: The Strategic Transportation Plan will be developed in conjunction with the City’s OCP, rather than in isolation. Land 1-3 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. Transportation Plan The Strategic Transportation Plan addresses issues and concerns that residents and other members of the Coquitlam Working 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. 1-4 0 ClTY O COQUlTLAM F Figure 1.2.1: Strategic Transportation Plan Scope Sfrafegic 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 Working Network Phasing and Implementation 0 Pedestrian Facility Design Guidelines Paper # I - Context & Strategy 0 Pedestrian Policv Recommendations 0 Future Activities Existing 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 1-5 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. Plan Transit Service Strategy. In support of the Northeast Sector Area Working 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 Involvement 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. 1-6 0 CITY Of COQUITLAM 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. Transportation Plan 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 TransLink. 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. @URSNrnMS November 20,2007 1-7 F ClN O COQUITLAM 2. Context Strategic This section of the report presents background information on the City Transportation of Coquitlam and the role that the City plays in delivering transportation Plan services in a regional and provincial context. The section concludes with a review of recent transportation initiatives at the regional and Working Paper # 7 - provincial levels that are relevant to Coquitlam. Context & Existing 2.1 Municipal Context Conditions 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 URBGANMEMS November 20,2001 61ISO28 I - including the Trans Canada Highway, Lougheed and Bamet Highways, and the Canadian Pacific Railway. 0 ~ 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 Working 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 Existing Conditions Highways. 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 I2 I - 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 2-2 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 Working 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 Existing Conditions 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 2-3 0 CiJY O COQU~TLAM 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 Working 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 2-4 ClTV O COQUlTLAM F specific level of government. In other cases, partnerships are needed to carry out the primary roles. Figure 2.2.1 illustrates the primary 0 transportation functions managed by the City of Coquitlam, TransLink, Strategic and the Province. Transportation Plan Figure 2.2.1: Key Transportation Functions Working Roads Paper # I - - *MRN Arterial Context & Local I Collector Existing Conditions - Bicycle Facilities City of -- Pedestrian Facilities Coquitlam - Transit Supportive Measures - TDM - Intelligent Transportation Systems - Public Transit Services Roads - *MRN Bridges (Patullo, Knight, Westham) Translink TDM - Alternative modes (ridesharing, cycling) Parking policy - Intelligent Transportation Systems - Roads Highways 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 UR~NSYSTEMS, Vancouver Transportation Authority (GVTA) through the Greater November 20,2007 mwze I 0 W H rm Papurr I o o* p 2-5 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 Working AirCare programs. Paper # 1 - Context & The new arrangement of authority over the transportation system will Existing Conditions 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. UR~NS/STEMS November 20,2007 2-6 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 Working 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 Existing Conditions maintains control of the Trans Canada Highway, Mary Hill Bypass, and the Lougheed Highway between United Boulevard and the Trans Canada. 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. 2-7 CITY OF COQUITLAM Recent Provincial and Regional Transportation Initiatives strategic 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 Conditions 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. 2-8 F CITY O COQUI 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, Transportation Burnaby, New Westminster, the Northeast Sector (including Plan Coquitlam), North Surrey, and North Delta. Working 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 system. 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 follows: 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. 2-9 0 CITY O COQUITLAM F 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. Transportation 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. 2-10 F ClTY O COQUITLAM Specific transit improvements contained within the STP that are of particular significance to Coquitlam include the following: 0 Strategic Completion of Northeast Sector Area Transit Plan Transportation Surrey to Coquitlam Express Coach (2003) Plan Barnet Highway (Port Coquitlam-Vancouver) Express Coach (2003) Working 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 Existing Conditions 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 COQUITLAM 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 Working 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 Existing Conditions 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. 2-12 ClrY OF COQUlTLAM 3. Transportation Issues Strategic Many of the key transportation issues that must be addressed within the Transportation Strategic Transportation Plan for the City of Coquitlam are primarily Plan 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: Conditions 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 O Pnority Rating High 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 process. 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: Plan a) General Working 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 congestion. 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 automobile. 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. 3-2 CITY O COQUITLAM 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 arterials. Working 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 Existing contributed toward the discontinuities that are currently found Conditions within the collector system of roads in Southwest Coquitlam, some of which connect to the arterial system at challenging locations. 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. rn 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 network. 3-3 0 ClN O COQUIJLAM 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. Transportation Plan 0 Several roadways within the City are aged beyond their Working 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. Conditions 0 The North Fraser Goods Movement Route (including the extension of United Boulevard), the expansion of the Port an 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 extension). 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. Transit 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 3-4 CITY OF the areas requiring transit service. COQUITLAM The provision of SkyTrain to the Coquitlam Town Centre is a Strategic fundamental issue for most residents, and there is a desire for Transportation the City to work proactively with RTPO, TransLink, and Plan neighbouring municipalities in the planning for SkyTrain. Concerns about fbrther delay in the provision of the SkyTrain Working 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 n cannot support conventional transit services. Linkages between transit and other modes (such as walking, 0 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. Neighbourhoods a Non-local or through traffic within communities has become a URM-NSWEMS 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 3-5 0 CITY O COQUITLAM F strong desire to protect neighbourhoods from the impacts of increasing traffic. Strategic 0 Roadway design standards have traditionally focused on the Transportation need to accommodate cars and have only recently incorporated Plan the need to make neighbourhood streets part of the community Working through strategies that include other modes - cycling, walking, Paper # 7 - and transit. Context & Pedestrian Systems Existing Conditions 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 3-6 CiN OF obstacle to the provision of standardized bicycle facilities along COQU~TLAM some roadway comdors. Strategic Travel Demand Management Transportation 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 0 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 8II~a6.i W i n p Rpu #I I doc 3-7 0 ClTV O COQUITLAM F 4 Goals & Objectives . Strategic This section presents the overall goals of the Strategic Transportation Transportation Plan, as well as the objectives that were developed to promote the Plan achievement of these goals. Working 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 achieved. 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. Plan Objectives Working Paper # I - 1.1 Road Network To maintain a hierarchy o roads throughout f 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 f and local streets by non-local traffc. 1.2 Neighbourhood To maintain and improve the quality o the f Streets neighbourhood streets as a placefor people and transportation. 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 f Connection transportation system with the timing o land f use growth and development throughout the City. 1.5 Historical & To minimize impacts on historical areas and Natural natural ecosystems. Environments 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 f lfestyles - cycling, walking, etc. 1.8 Emergency To maintain and improve accessfor emergency vehicles to all communities within the Citv. URESNWEMS. November 20,2001 6115020 1 Working P4pw (I1 1 doc 4-2 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 . - Transportation Plan Objectives 2.1 Moving People, To measure the petjiorniance o the transportations.mtetti f Working Goods, and Services in terms ofmovement ofpeople. not vehicle. and to Paper # 1 - prioritize the movement o transit vehicles. goods. arid f Context & services. Existing Conditions 2.2 Accessibility To ensure that transportation alternatives are accessible to individuals o all ages and physical abilities f 2.3 Integrate Modes To integrate diferent tnodes o tratisportatioti both f within the City and regionally. 2.4 Safety To address and enhance the long-tertti safev o the f 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 f 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 f travel. 2.8 Transit To ensure that long-term transit services support growth and development o the community and that support f strategies are devetoped to enhance the success of transit. 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 f 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 f Mainland that support pawenger travel and goods movement I 4-3 CrTY OF COQUITLAM Goal 3 - Quality of Transportation Strategic Transportation Provide tmnsportation infirrstructure and services that support long- Plan term municbal and regional land use and economic policies and actions. Working 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. 4-4 0 Cl7Y O F 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. f Plan . . Objectives Working Paper # 1 - 4.1 Minimize Toprovide cost-eflective investments in Context & Infrastructure transportation infrastructure at the lowest Existing possible price. Conditions 4.2 Efiicient To maximize use of existing roadway Investment infastructure before investing in itew or expandedfacilities. 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 vehicles. 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 f improvements. 4-5 5. Existing Conditions Strategic This section of the Strategic Transportation Plan describes the existing Transportation travel patterns and traffic conditions on Coquitlam’s roads, as well as Plan the current state of facilities for other modes of travel. In particular, it outlines the current characteristics of travel between Coquitlam and the Working 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). 0 ‘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 residents. 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. Transportation Plan Figure 5.1.1: Time Distributionof Trips in the Northeast Sector Working Paper # 1 - Context & Existing Conditions Penk 49% Off-peak 51% 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 5-2 C / NOF Figure 5.1.2: 1996 AM Peak Hour Trip Purpose Summary COQUTLAM Other Strategic Transportation Plan Working Paper # I - Work 49% Context & Existing Conditions Post Secondary School 4% 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 Transit WalklBlcycle a “, a 6% Auto-Penon 82% 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 - URBSNSYSEMS primarily discretionary personal business - account for over 40% of November 20,2001 @IIsoo16 I wcd.lng Paper #I I doc 5-3 0 CITY O COQUITIAM 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. Working Paper # 7 - Context 8, Existing Conditions 5-4 Figure 5.1.4: 1994 PM Peak Period Trip Purpose Summary Strategic Transportation Work I Plan +Secondary School 35% Working Othei Paper # 1 - 42% Context & Existing Conditions Grade School 23% Swm, 1994 24-HoW GVRD Tnp Dlav Sum FiRure 5.1.5: 1994 P Peak Period Mode Split M Other WalklBIke 0% 84% 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 UR~.NMEMS. 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 ~m#P.p.rUIIdOc 5-5 0 CITY O COQUITLAM 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. Transportation Plan 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. 5-6 CITY O COQUITUM F They also travel further than residents of Richmond, Burnaby, New Westminster, and the North Shore. On average, Coquitlam residents 0 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 Working 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. Existing Conditions Figure 5.1.7: Average AM Peak Hour Trip Distance Vanwuwr I UEL Rkhmond Bumaby I New Wnlmlmmr Noeh Shorn rnglyr I Abbotltord I Chilliwack D o hI S u n y I W h h Rock MMHdOWSI 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. URE~NMEMS November 20,ZOOl 6If5029 $ w m g p l p r r r I doc 5-7 0 CITY O COQUITLAM 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 Working 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 Existing Conditions MRN. 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 amss 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 calming 0URSIUMEMS November 20.2001 5-8 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 Plan capacity and minimize delays to through traffic. Posted speeds are high - generally 80 km/h or more, and parking is usually prohibited Working along provincial highways. Transit service is often limited to express Paper # 7 - Context & bus services with relatively few or no stops along the roadway. Existing 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. URMNWTEMS November 20,2001 611W28 1 Hbl*NIgP.pwa1fdo( 5-9 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. Strategic Transportation Plan Working Paper # I - Context & Existing Conditions 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. 5-10 0 CrTY Of COQUITLAM 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. Strategic Transportation 5.2.3 Goods and Services Movement Plan 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 Existing network was initially established as Bylaw No. 424, 1974, and restricts Conditions 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 follows: 0 Trans Canada Highway 0 Lougheed Highway 0 North Road I Clarke Road 5-1 1 C m ot 0 Brunette Avenue COQUITLAh 0 Barnet Highway Strategit 0 Como Lake (east of Lougheed Highway) Transportation Plan Table 5.2.2 below shows daily truck volumes at several sample locations throughout Coquitlam. Working 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. .URmNSrSTEMS November 20.2007 5-12 0 CITY Of COQUITLAM Location ' 24-Hour 8199 two-wi AM Peak volumes) 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 Plan - 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 Existing 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 5-13 0 CITY OF COQUITLA M 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. Transporfation Plan The highest number of collisions at a single intersection occurred at two locations - the Lougheed Highway/Dewdney Trunk intersection and the Working 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 Existing Conditions 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 5-14 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. Transportation Plan Level of Service (10s) is essentially an indicator of the delay experienced by the average motorist at a particular location, or on a Working 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 Existing 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 Intersections 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 5-15 morning and an afternoon peak hour version of the model - which uses essentially the same road network but different origin-destination matrices - were used. Strategic 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 Working 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 & Existing capacity ratios. The only road that currently suffers severe congestion Conditions (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 5-16 e CITY O COQUITLAM 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. Working 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 Existing 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 x" 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 5-17 0 Cl7Y O COQUITLAM 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 Working congestion blocks local traffic movement on Lougheed Highway and Paper # I - United Boulevard. Context & Existing 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 driveways. 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. 5-18 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 Transportation controllers are not coordinated with upstream or downstream signals. Plan Their impacts can be significant, especially if they are activated regularly. Working 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 frequently. 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 5-19 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. Transportation Plan Coquitlam’s transit services are currently typical of most suburban transit services, in that they are laid out in a ‘hub-and-spoke’ Working arrangement, with transit services radiating out from three major transit Paper # I - exchanges - Lougheed Mall (on the boundary with Burnaby), Context & Existing 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 Westminster. 5-20 0 CIN OF COQUITLAM 0 All local bus services in northern Coquitlam operate radially from Coquitlam Station, located at the intersection of Bamet and Strategic Lougheed Highways. Several routes serving the areas north of Transportation Plan 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. Existing 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 customers. 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 F ClTV O COQUITLAM Coquitlam. Although potential ridership levels might not justify conventional transit service in these areas, there is an opportunity to 0 apply alternative service models in the northern areas of Coquitlam. Strategic Transportation The success of bus transit in Coquitlam is pnmarily influenced by two Plan broad factors - service levels and transit-supportive measures. Working 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 0 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. 5-22 F CITY O 5.3.2 Commuter Rail COQUITLAM The West Coast Express began service in 1995 and provides peak- Strategic period heavy rail service between Mission and downtown Vancouver. Transportation The service operates Monday to Friday, with five trains in the peak Plan direction at 30- to 50-minute headways. Working 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 municipalities. 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 5-23 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 access. Strategic 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 Working 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 €xisting Conditions 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. 5-24 ClTY O COQUITLA F M Appendix A Strategic Transportation Plan Recent Transportation Initiatives Working Paper # 7 - Context & Existing Conditions CITY O F COQUITLAM Greater Vancouver Travel Demand Management Projec Final Report Strategic 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: Conditions 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 Strategic bicycling. Municipal transportation plans can have a significant role Transportation in creating more livable environments, conducive to all modes of Plan travel. 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, 0 URSNSYSTEMS, 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. Strategic 0 Development of rail transit lines along the Broadway-Lougheed and Transportation Coquitlam-New Westminster corridors. Plan The lower Mainland Highway System Report Working 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: Conditions 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 include: 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 COQUITLAM 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. Working Within the City of Coquitlam, nine HOV measures were identified, as Paper # I - follows: Context & Existing Brunette Avenuenrans Canada Highway queue jumpers Conditions 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 Horn @UR&;IFNSVSTEMS November 20.2001 1 ClTY O COQUITLAM F Appendix B Strategic Transportation Plan Draft Translink Working Regional Bicycle Network Paper # 1 - Context & Existing Conditions
"Northeast - Coquitlam Strategic Transportation Plan - Working "