NOVEMBER 2013

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TABLE OF CONTENTS

1.0 INTRODUCTION ..............................................................................................................................................1

2.0 VISIONING DIRECTION ....................................................................................................................................2

2.1 Context for Sustainable Growth – The Official Community Plan ...................................................................2

2.2 Transportation Vision .....................................................................................................................................5

2.3 Integrated Goals & Objectives ........................................................................................................................6

3.0 STRATEGIC DIRECTIONS ..................................................................................................................................9

3.1 Pedestrian Strategy ..................................................................................................................................... 11

3.2 Bicycle Strategy ........................................................................................................................................... 15

3.3 Transit Strategy ........................................................................................................................................... 19

3.4 Road Network Strategy ............................................................................................................................... 24

4.0 IMPLEMENTATION PRIORITIES .................................................................................................................... 35

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1.0 INTRODUCTION

The City’s 2000 Master Transportation Plan (MTP) recommended a number of transportation improvements to

meet the demands of growth, to a planning horizon of 2021. Since that Plan was prepared, the City has

experienced significant growth and development. This rapid growth is expected to continue in the coming years

both in Port Coquitlam and in surrounding municipalities, which will place increasing pressures on the local and

regional transportation systems. In order to accommodate increasing pressures and to enhance mobility and

accessibility for residents and visitors, the City, TransLink, ICBC, the Province of BC and the federal government

have invested significantly in the transportation system over the past decade. Significant projects include the

Coast Meridian Overpass, the Pitt River Bridge, the Golden Ears Bridge, the David Avenue Connector and the

Port Mann Hwy 1 Improvement Project. In addition to these projects, a number of local, regional, and provincial

policy initiatives have placed an increasing emphasis in Port Coquitlam on sustainability and improved

transportation options.

With all the changes in the transportation landscape and expected growth on the horizon, the emphasis of the

2013 Master Transportation Plan update is on a transportation system that will support growth, development,

and connections between key areas of Port Coquitlam. In particular, the City has identified that future

development, redevelopment, and infill will be directed to the four mixed use areas of Downtown, Northside,

Westwood, and Dominion Triangle, while supporting businesses in Port Coquitlam’s economic engine. The City’s

Regional Context Statement (2013) supports this direction of concentrated urban growth, seeking the creation

of compact urban areas, and complete communities with sustainable transportation choices. Ultimately, the

2013 MTP is intended to help shape Port Coquitlam’s transportation investments in and around each of the

community and business nodes, providing residents, visitors, and businesses with key connections to, from, and

within these four core areas as they continue to grow and develop over time. The transportation system is also

intended to support the movement of people and goods to key destinations outside of the City, such as

northeast Coquitlam, Pitt Meadows, Coquitlam Centre, as well as the future Evergreen Line, and to connect

people with other parts of Metro Vancouver.

This process of updating the MTP is important to ensure that transportation investments work towards

achieving this strategic vision and community goals, and to make the best use of available resources. In order to

provide the City with clear directions and priorities, the 2013 MTP will provide the City of Port Coquitlam with a

clear vision of the multi-modal transportation system to serve the residents and businesses of the community

into the future.

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Regional Growth Strategy Goals

Create a compact urban area

Support a sustainable economy

Protect the environment and respond to climate change

Develop complete communities, and

Support sustainable transportation choices.

2.0 VISIONING DIRECTION

The vision for the 2013 Master Transportation Plan (MTP) builds on key community policies and plans and has

been developed through input and feedback received from the community and City staff. The MTP encourages

increased walking, transit and cycling while also accommodating general vehicle and commercial goods

movements. The vision includes increasing the non-automobile mode share from 14% to 25%. Council will

consider priorities and capital investments to support this vision as part of the annual Financial Plan review

process.

2.1 Context for Sustainable Growth – The Official Community Plan Port Coquitlam is committed to being more sustainable and “smart” as it grows by incorporating new ideas and

approaches into planning and development. These ideas and approaches are expressed in the City’s Official

Community Plan (OCP) and will result in a more integrated approach to community development that considers

the City’s economic, environmental and social future.

“Smart growth” is a collection of urban development to reduce sprawl and encourage development that is

fiscally, environmentally and socially responsible. Development patterns in traditional suburban areas have

raised concerns about sprawl, land consumption, loss of farmland, automobile-oriented commercial

development such as “big box” retail, habitat and stream destruction, waste production, air pollution and

greenhouse gases, energy consumption, reduced economic

efficiency and infrastructure costs. Smart growth is development

that enhances quality of life, protects the environment, and uses

tax revenues wisely with strategies which focus on compact

communities, affordable housing, transportation, economic

development, agricultural land, green space, alternative

development standards, and community involvement.

One of the key goals of the Metro Vancouver Regional Growth

Strategy (RGS) is for a compact urban area which will serve to

support cleaner air, more efficient infrastructure utilization, land conservation, effective waste management,

enhanced greenways, and a reduced ecological footprint region-wide. Port Coquitlam’s downtown is identified in

the RGS as a Municipal Town Centre, which is described as an area supporting local transportation hubs, frequent

transit, and having a high quality and accessible walking and cycling environment.

The OCP reinforces a community development pattern that reflects a compact, mixed-use community focused on

a vibrant commercial core in Downtown. In addition to Downtown, the OCP also identifies three additional core

commercial and mixed-use areas in Port Coquitlam – Westwood, Dominion Triangle, and Northside – as areas to

concentrate the city’s commercial development. The OCP describes these four commercial areas as becoming

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activity nodes, serving local and neighbourhood populations with a range of services and amenities. Higher

residential densities are also identified for the commercial areas, with mixed-use, pedestrian-oriented

development, and a range of mobility options available to residents. Recognizing that Port Coquitlam is a highly

developed community with more growth anticipated, the City aspires to focus future commercial and residential

development within these four identified mixed-use areas, each developing over time with a distinct identity. The

OCP also emphasizes the importance of supporting the employment in the industrial lands (i.e. Mary Hill Business

Park and Dominion Triangle). These mixed use and industrial areas of the city are shown below in Map 1.

Map 1 - Mixed Use and Industrial Areas of Port Coquitlam

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Over the last ten years, medium-density growth has been directed to these commercial areas, and in the future,

these areas will become the vibrant, mixed-used growth areas of Port Coquitlam. These areas will continue to

have a primarily commercial focus, mixed with office uses, and some increase in residential uses to support

vibrancy. The OCP reinforces that a diverse mixture of commercial activity can stimulate the local economy and

provide incentives for residential and economic growth, but must be carefully controlled so that potential

businesses and customers are not drawn away from the centres. This means encouraging commercial centres to

have services and amenities that attract the local or neighbourhood population, with a mix of retail, offices,

personal services, and pedestrian-oriented designs. The distinct identity of commercial centres must be

supported through integrated land use and transportation decisions.

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

Strong sense of place where residents and visitors will want to spend time;

Economic vitality and competitiveness with significant development potential and strong economic

anchors;

Residential and employment density with the critical mass of people can work, live, shop and socialize;

and,

Multi-modal transportation system with attractive options to getting around and between community

nodes, adjacent activity centres, major trip generators, and the committed Evergreen Line stations.

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2.2 Transportation Vision With this focus on concentrating future growth in Port Coquitlam to the mixed-use nodes of Downtown,

Dominion Triangle, Westwood, and Northside, the City’s transportation system will need to support movements,

to, from, and within these nodes. It is important that the transportation system into the future supports a range

of mobility and goods movement options with these community nodes, such as driving, cycling, walking, and

facilitates connections to regional and local transit service. Vibrant urban streets in and around these community

nodes should support the local population to walk, cycle, and take transit within and between key areas. In

addition, it is important to ensure that the transportation system supports making road, transit, walking and

cycling connections to major regional destinations, including northeast Coquitlam, the future Evergreen Line

stations, Coquitlam Centre, Pitt Meadows, and Maple Ridge.

The vision for Port Coquitlam’s transportation system reinforces the community’s goals for sustainable growth

patterns as follows:

Port Coquitlam’s transportation system will support the development of diverse, vibrant and

safe neighbourhoods, supporting a prosperous local economy, facilitating sustainable

transportation, encouraging a healthy environment and high quality of life, and providing a

range of transportation choices.

Recognizing that changes within the transportation landscape, such as the Evergreen Line, and future

development within the community, will create changes in travel behaviours over time, the 2013 MTP supports

this vision with aspirations to provide integrated and sustainable transportation choices. This includes getting

around each community node, between the nodes themselves, and to and from other neighbouring

communities. Within each area, facilities and support strategies to encourage walking and cycling will

strengthen the overall accessibility as well as the attractiveness and place making of the area. The Plan also

reinforces sustainable transportation choices that make the community nodes more accessible to each other as

well as to the neighbouring municipalities to Port Coquitlam.

The MTP encourages increased walking, transit and cycling while also accommodating general vehicle and

commercial goods movements. The vision includes increasing the non-automobile mode share from 14% to

25%. Council will consider capital investments to support this vision as part of the annual Financial Plan review

process.

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Transportation Themes in Support of Community Nodes

2.3 Integrated Goals & Objectives Achieving the vision for the 2013 MTP requires transportation-specific goals to guide and measure the progress

of the City over time. In addition, aligning the goals of the MTP with the Corporate Strategic Plan, Official

Community Plan (updated in 2005), and Environmental Strategic Plan will ensure that the transportation network

of Port Coquitlam will grow, develop and be managed in such a way that reflects shared community values. The

goals of the 2013 MTP are designed to align with the other objectives and policies for the major themes of the

OCP, which are summarized below as “OCP Goals”. As the OCP works in conjunction with other Port Coquitlam

plans to ensure the community develops in a coordinated manner, establishing the OCP themes as a foundation

for the MTP goals ensures compatibility with community interests. The City will consider these relationships as

part of the next overall OCP review (planned for 2014).

Growth Management and Sustainability

OCP Goal: To plan for the orderly and efficient development of land for housing,

businesses, jobs, and community amenities and facilities.

Corresponding MTP Goal: To encourage high densities and mixed land uses in the

downtown core, around major commercial areas, and along Frequent Transit Network

corridors to support walking, cycling, and transit to community services and amenities.

Walkable environment

Cycling routes & support facilities

Short-term and managed public

parking

Local serving transit & supporting

passenger amenities

Driving support for car share & carpools

Attractive cycling routes

Support access for goods & services

Frequent & direct regional transit service

and supporting passenger amenities

WITHIN

Community

Nodes

BETWEEN

Community

Nodes &

Neighbouring

Areas

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Housing and Neighbourhoods

OCP Goal: To facilitate the provision of housing that provides residents with choice in

housing form, location, tenure, and price and facilitates neighbourhood identity and

connections between residents.

Corresponding MTP Goal: To manage traffic in residential neighbourhoods to improve

safety, enhance quality of life, and to facilitate opportunities for social connections and

recreation.

Economy

OCP Goal: To facilitate business and employment opportunities in the industrial, retail,

office, service, public and agricultural sectors in support of a more diversified local

economy and a higher quality of life.

Corresponding MTP Goal: To maximize the efficiency of the transportation network in

order to enhance the movement of people and goods.

Environment and Parks

OCP Goal: To protect environmentally sensitive areas, provide adequate park space and

establish links between public open spaces.

Corresponding MTP Goal: To develop a network of active transportation and

recreational links that connect to parks, schools, downtown, and other commercial

areas.

Transportation

OCP Goal: To ensure that the transportation network is safe and efficient, and

accommodates different modes of travel for pedestrians, bicycles, bus and rapid transit,

trucks, and private passenger cars.

Corresponding MTP Goal: To provide safe, accessible, convenient and affordable

transportation choices, with a greater priority on walking, cycling and transit

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Design

OCP Goal: To ensure that development improves the appearance of buildings, public

spaces and streetscapes in a manner that is reflective of the community’s context and

heritage and respectful of the natural setting and existing built environment.

Corresponding MTP Goal: To support high quality urban environments that provide a

strong sense of place, and to encourage built form design that supports a walkable and

bikeable environment

Community

OCP Goal: To ensure that public and private services and facilities, such as those for arts

and culture, recreation, library, fire, police, education, faith, health and social needs, are

provided to meet the present and future needs of our residents.

Corresponding MTP Goal: To support the development of a complete community, with

services and amenities accessible to residents of all ages and abilities.

Utilities and Services

OCP Goal: To ensure the efficient provision of water, drainage, liquid and solid waste,

and other utility services throughout the community while accommodating changing

technology and new regulatory requirements for these services.

Corresponding MTP Goal: To ensure that transportation routes provide for the effective

delivery of goods, services, and community infrastructure.

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3.0 STRATEGIC DIRECTIONS

Long-term strategic directions have been developed for Port Coquitlam’s transportation system that reinforce

the community’s aspirations to create sustainable transportation choices within and between key community

nodes. Future developments within Port Coquitlam, along with the anticipated Evergreen Line, will lead to mode

shifts in the community, particularly towards more sustainable travel modes. In particular, the strategic

directions are the pillars of the Master Transportation Plan (MTP), and reflect the aspirations of the City and

residents for the local walking, cycling, transit and roads network.

Recognizing the strategic role and location of Port Coquitlam within Metro Vancouver, as well as the

involvement of several jurisdictions and agencies in key parts of the city’s transportation system, the strategic

directions also ensure that the local network is integrated with the larger regional transportation system, and

facilitating key connections to neighbouring areas. The strategic directions, as articulated through the long-term

walking strategy, cycling strategy, transit strategy, and road network strategy, will guide planning and

investment decisions in Port Coquitlam’s transportation facilities and support strategies over the next 20 to 30

years. These strategic directions outline the needs and priorities for the local transportation network, and will

effectively shape the development of an integrated transportation system in Port Coquitlam that provides both

functional and balanced transportation choices for residents and visitors. Ultimately, the strategic directions for

the Master Transportation Plan will guide the City of Port Coquitlam’s financial plans and investments, and will

shape opportunities for the City to work with other agencies, as well as the private sector, on developing a

sustainable and attractive transportation system in Port Coquitlam. Strategic directions are summarized below,

and presented more in-depth in the technical appendices.

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STRATEGIC ASPIRATION KEY THEMES

PED

ESTR

IAN

ST

RA

TEG

Y

To make walking safe, attractive and comfortable for people of all ages and abilities.

Increase the pedestrian network

Enhance walkability of key community nodes

Address critical barriers and gaps

Pedestrian support programs

BIC

YC

LE

STR

ATE

GY

To develop a safe and comprehensive bicycle network to get around the community and to promote healthy living.

Build a complete and connected bicycle network

Address critical barriers and gaps

Bicycle support facilities and programs

TRA

NSI

T

STR

ATE

GY

To increase the important role of transit through attractive and accessible services, support facilities and land use patterns.

Plan for rapid and express transit corridors

Enhance local and neighbourhood services

Integrate land use and transportation plans

Implement priority measures for transit

Implement accessible and attractive passenger facilities

RO

AD

NET

WO

RK

ST

RA

TEG

Y

To accommodate the efficient movement of goods and people by all modes with a road network that balances space for all modes.

Plan for key major roadway network improvements

Implement minor intersection improvements

Upgrade arterial roads to full functionality

Expand Intelligent Transportation Systems (ITS)

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The shaping influences for the Pedestrian

Strategy include:

Pedestrian treatments can be tailored

to areas of higher pedestrian activity,

such as commercial areas, schools, and

bus stops.

Many walking trips in Port Coquitlam

are short trips, indicating that

pedestrian improvements should

focus on short-distance and local trips.

Improving walkability can encourage

children and youth to walk at an early

age.

With an aging population, there is a

growing need to ensure that

pedestrian facilities are universally

accessible.

3.1 Pedestrian Strategy Supporting walking is a key element to developing a sustainable

transportation system in Port Coquitlam, and to enhancing the

concept throughout the City. The Pedestrian Strategy seeks to

influence and shape the development of the pedestrian network

to make walking a safe, attractive, and comfortable mode for

people of all ages and abilities, primarily in the four community

nodes of Downtown, Dominion Triangle, Northside, and

Westwood. The strategic direction for the Pedestrian Strategy

recognizes that in these areas of the City, the provision of

comfortable and attractive sidewalks is necessary in order to

complete the network and to provide continuity for walking trips.

In that regard, the improvement concepts for pedestrians include

completing the sidewalk network in these key areas of the City.

The Pedestrian Strategy recognizes that certain areas of the City

will generate more pedestrian demand over a larger area than

others. For many areas of the City, such as the Downtown and

other mixed-use areas where walking will be most prominent,

treatments above and beyond the provision of sidewalks are

required to make walking even more attractive. This will require

treatments within and leading to those areas that are accessible

for all levels of mobility. With improved facilities, walking will

become a convenient and attractive mode choice for more

residents and visitors. Improvement concepts for the Pedestrian

Strategy will be undertaken through and in conjunction with

development to optimize the use of public funds. Specific

improvement concepts for the Pedestrian Strategy are described

below:

"“”Approximately 94% of all walking trips

generated by Port Coquitlam are less than 4km.

0

1,000

2,000

3,000

4,000

5,000

6,000

1 2 3 4 5 6 7 8 9 10

# o

f D

aily

Wal

kin

g Tr

ips

Distance Travelled (kilometres)

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1. Increased Pedestrian Network

There are several areas where sidewalk coverage is limited, fragmented, or non-

existent. In addition, the sidewalk network in Port Coquitlam includes steep hills and

unsafe pedestrian crossings that can deter walking activity. It is important to support

the pedestrian network, as 9% of daily trips in the City are by walking, and 90% of

these trips are within the City itself. However, implementing a full sidewalk upgrade

program throughout the City to meet existing standards is beyond the City’s current

financial resources. The Pedestrian Strategy recommends strategically increasing

sidewalk coverage in areas that reflect higher pedestrian demand, as well as areas that

address safety concerns. The long-term strategic direction for encouraging and

supporting walking trips in Port Coquitlam has been prioritized for mixed-use nodes,

schools, and bus stops as illustrated in Map 2. Note that Map 2 does not include pedestrian improvements that

will be provided as part of larger transportation projects (Lincoln Avenue Connector, arterial road completion

projects etc.).

2. Enhance Commercial Walkability

Commercial walkability is to be enhanced in the

commercial and mixed-use areas of Downtown,

Westwood, Northside, and Dominion Triangle.

Downtown Port Coquitlam has the most well-

developed sidewalk network in the City, resulting in

a vibrant area of pedestrian activity. However,

there are still parts of its sidewalk network that

could be enhanced to improve walkability and

connectivity throughout this core commercial area

of the City, as well as in the other key commercial

nodes, to attract more pedestrians, and ensure a

safe and connected pedestrian environment.

3. Address Barriers and Connections

Walkability of Downtown Port Coquitlam, Westwood, Northside, and

Dominion Triangle is challenged by infrastructure and natural barriers

(such as highways, railways, and watercourses) that can prevent

connectivity between different neighbourhoods. Some of the key

improvements to address these barriers include the Shaughnessy Street

Underpass, Traboulay PoCo Trail Underpass and the Coquitlam River

Crossings

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4. Pedestrian Support Programs

In addition to providing a network of pedestrian facilities, support policies and

programs are essential to consider as part of a comprehensive approach to make

walking more convenient and attractive in Port Coquitlam. The City and its partners

have undertaken a number of pedestrian awareness and pedestrian safety programs

including City Trails Brochure, TravelSmart Port Coquitlam, school education, and

pedestrian safety events at the West Coast Express station and on Shaughnessy

Street at Elgin Avenue. The City’s education programs will also reach out to school

aged children to encourage walking and transit as preferred modal choices at an

early age. This will also improve overall health and will help manage the traffic

congestion presently occurring at and around schools. These efforts are very

important, and continued education and encouragement initiatives are

recommended.

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Map 2 – Strategic Direction for Sidewalk Expansion

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The shaping influences for the Bicycle

Strategy include:

A complete, connected bicycle network

is required to make cycling an attractive

option, with connections to key

destinations such as community

facilities, commercial spaces and

activity centres.

Many cycling trips in Port Coquitlam are

short, local trips.

There is an opportunity to tailor bicycle

investments towards those who are

interested but concerned about safety

Port Coquitlam’s bicycle network should

be integrated with surrounding

municipalities, with links to bicycle

facilities and routes/trail in Coquitlam

and Pitt Meadows.

Bicycle facilities should be integrated

with transit.

3.2 Bicycle Strategy Although it is often used primarily for leisure and recreation purposes in Port Coquitlam, the bicycle is increasingly seen in Port Coquitlam and elsewhere as a viable mode of transportation for many trip purposes. Developing a safe and comprehensive bicycle network is an important way to support healthy lifestyles and to recognize the positive environmental aspects of cycling as a convenient and attractive mode of transportation. With appropriate facilities, cycling can be time competitive with both automobiles and transit, particularly over short-to-moderate distances during peak travel periods. The strategic direction of the Bicycle Strategy seeks to influence and shape the development of the cycling network to make cycling a safe, comfortable, and convenient mode for people to connect between and within the four mixed-use nodes of Downtown, Dominion Triangle, Northside, and Westwood. The strategic direction also recognizes the importance of high quality cycling connections to adjacent communities, the Evergreen Line stations and other key trip generators.

The improvement concepts for cycling include recommendations

for providing a network of high quality bicycle facilities that

connect cyclists safely and conveniently to major community

destinations, key mixed-use areas of Port Coquitlam, adjacent

communities and transit services. The improvement concepts also

involve support facilities such as bicycle parking, end-of-trip facilities, improved signage and wayfinding to make

cycling a more attractive transportation option. Ultimately, as bicycle ridership in Port Coquitlam is low, this

indicates a significant potential for growth in this mode. The improvement concepts are to be affordable and

practical improvements to the bicycle network, occurring in conjunction with city road improvements and land

development, where possible. Specific improvement concepts for the Bicycle Strategy are described below:

1. Complete, Connected Bicycle Network

Complete, Connected Bicycle Network is the first theme of the long-term Bicycle Strategy. This bicycle network,

when complete, would place all residents and businesses within 400 metres of a bicycle route, and will connect

to all major destinations throughout the City, including the downtown core and other commercial areas, as well

as all parks and schools in Port Coquitlam (Map 3). This will ensure that cycling is a viable option for a variety of

trip purposes, whether it be commuting, shopping, going to school, or recreation. This bicycle network is an

aspirational goal that may be achieved over the next 30 to 40 years. The completion of the bicycle network is

beyond the City’s current financial resources.

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In addition to providing a network that is accessible to all residents and businesses and connects to major

destinations throughout the community, the Bicycle Strategy focuses on bicycle facilities that are comfortable

for people of all ages and abilities. In that regard, the Bicycle Strategy includes a hierarchy of bicycle facilities,

including off-street pathways, local street bikeways, bicycle lanes, marked wide curb lanes, and paved shoulders.

In addition, the Bicycle Strategy recommends improved crossings for cyclists, including improvements to

crossings by implementing bicycle activated pushbuttons at key intersections throughout the City.

2. Barriers and Connections

Cyclists in many areas of Port Coquitlam are challenged by topography, limited connectivity to Downtown,

limited east-west bicycle routes, and few crossings of the Coquitlam River and the CPR yards. These barriers can

prevent connectivity within and between the four principle community nodes, to neighbouring communities and

to transit services. Barriers to cycling in Port Coquitlam can be overcome through a variety of improvements,

which include:

Accessibility upgrades to existing crossings across the Coquitlam River, such as ramps for cyclists, and

removal of gates (or replacement with bollards) to improve the comfort for cyclists using these

crossings.

A new pedestrian / bicycle connection across the Coquitlam River at Lincoln Avenue as part of the

proposed road crossing, to facilitate safety, network connectivity, and improved travel times for cyclists

between Port Coquitlam and Coquitlam.

Enhancing the connection under the CP rail yard along the Traboulay PoCo Trail by improving

connections to the trail, widening the trail at the pinch point underneath the rail yard, and also

considering safety and lighting improvements following crime prevention through environmental design

principles.

Improving access to Downtown for pedestrians and cyclists along

Shaughnessy Street to the downtown core by building a new 4m

wide underpass of the railway corridor on the east side of

Shaughnessy Street.

Improving connections to the Pitt River Bridge, including improved

bicycle route signage and pathway connections, to ensure that this

crossing is convenient and accessible for cyclists.

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Map 3 – Port Coquitlam Existing and Proposed Bicycle Network

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3. Support Facilities and Programs

In addition to expanding the bicycle network, supportive facilities and programs must also be in place to

encourage people to cycle to and within Port Coquitlam. A number of hard and soft support measures briefly

described below can be undertaken to make cycling a more attractive and convenient mode of transportation

for local trips.

a. Bicycle Parking and End-of-Trip Facilities. The provision of on-site

bicycle parking for commercial sites, office buildings, larger

industrial buildings and retail buildings supports increased cycling

use. In addition, businesses should be encouraged to provide end-

of-trip facilities, such as showers and clothing lockers at major

workplaces. The bicycle network can also benefit from enhanced

bicycle parking at City community facilities, the West Coast Express

station, schools, and various on-street locations (i.e. Downtown).

b. Bicycle-Transit Integration to accommodate longer-distance

commute trips, through the provision of bicycle racks on buses, secure parking at major transit facilities

as noted above, and adequate infrastructure around bus stops and stations to facilitate accessibility for

cyclists.

c. Education and Encouragement to ensure that residents have

the skills, information, confidence and support to bicycle

more. In addition to existing City initiatives, the City can

develop and support, with its partners, supporting cycling skills

programs and safe routes to school programs.

d. Marketing and Promotion Strategies to actively market and

promote Port Coquitlam’s bicycle facilities, policies, and

programs using various media. This includes Port Coquitlam’s Bicycle User Map and collaboration with

the other two Tri-Cities, and displaying information such as bicycle routes, key destinations, transit

routes, bicycle parking and bicycle retailers, for example. The City has developed a dedicated web

presence and the use of other social media tools to promote and market cycling initiatives.

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The shaping influences for the Transit

Strategy include:

Land use patterns fundamentally affect the

success of transit.

The Evergreen Line will enhance transit

connections to and from communities west

of Port Coquitlam

Communities to the east and south could

be strong growth markets for transit to

achieve local goals.

Peak and off-peak transit service

frequencies within the City need to be

increased to make transit more attractive

Transit services and facilities must be

accessible in order to serve a growing

population of people with mobility

challenges.

Passenger comfort and security at transit

stops is an important ingredient to make

transit an attractive alternative to driving.

Most transit trips originating from Port Coquitlam today

remain in the North East Sector or Burnaby, Maple Ridge, and

Pitt Meadows (source TransLink Trip Diary Survey).

3.3 Transit Strategy Transit services in Port Coquitlam, and throughout Metro

Vancouver, are planned/funded by TransLink and operated

by various subsidiary companies and contractors. The

definition of a Transit Strategy in the Master Transportation

Plan is essential to defining the City of Port Coquitlam’s

overall transportation vision. The Transit Strategy also

communicates the community’s goals and needs to key

decision makers such as TransLink, Metro Vancouver, the

provincial government and the federal government.

Municipalities throughout Metro Vancouver not only

participate in the planning and design of transit services and

major facilities such as rapid transit lines and stations, but

also provide the local infrastructure in which to

accommodate transit services and passengers. As the City

intends to focus future growth on the four mixed-use nodes

of Downtown, Westwood, Northside and Dominion Triangle,

transit services and support facilities to, from, and between

these areas is critical. In addition, ensuring that regional

connections are facilitated between these nodes is also an

important part of making transit service an attractive

transportation option for Port Coquitlam residents and visitors. To achieve a transit network that reflects these

community priorities, the Transit Strategy provides direction and guidance for future dialogue between the City

and TransLink in regards to the transit planning and service provision in Port Coquitlam.

In general, significantly improved transit services,

support facilities that make transit more attractive

and transit supportive land use patterns that enable

greater investments in transit are required for the

City and region to achieve the collective goals for

transit. Although TransLink recently introduced

service changes within the City and across Metro

Vancouver that reflect current ridership and fiscal

realities, the Area Transit Plan update will occur in

2013 and 2014. This 2013 MTP has and will provide

input and guidance to that process for Port

Coquitlam.

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The transit improvement concepts described below are intended to provide strategic direction to TransLink and

the City regarding the long-term needs of the community with respect to transit services to help inform the

Northeast Sector Area Transit Plan Update. Specific improvement concepts considered for the Transit Strategy

include the provision of rapid transit services between Port Coquitlam and neighbouring municipalities; transit

service facilitating connections to and from Port Coquitlam’s core mixed-use areas, enhanced local services

within and to the edges of the City (particularly connections with Coquitlam) transit supportive design which

also enhances walking and cycling; and investments in universally accessible transit facilities. Potential long-term

services are conceptually illustrated in Map 4.

Map 4 – Port Coquitlam Transit Service Improvement Concepts

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1. Rapid Transit

The lack of rapid transit connections to Port Coquitlam has been identified by residents as a significant barrier to

increasing the long-term transit mode share for the community. The transit strategy identifies priorities to

achieve frequent, reliable transit service to Port Coquitlam in both the medium and long term. The longer term

option of extending the Evergreen Line into Port Coquitlam is highly anticipated and a key transit priority for

Port Coquitlam. The City sees the regional and rapid transit connections provided by the recommended

Evergreen Line extension as a key part of the long-term transportation system. The provision of rapid transit

service can make transit more attractive, efficient, and competitive with driving, and can also facilitate more

regional connections by transit instead of by car. Rapid transit options that have been identified for Port

Coquitlam include:

Evergreen Line Extension in order to address the market potential for a rapid transit extension to Port

Coquitlam, and that this extension will serve the demands better than a rapid bus connection for a short

segment and transfer. It is recommended that Port Coquitlam pursue this extension to achieve the

strategic objective of a mode shift to transit from the single occupant vehicle.

Expanding West Coast Express services (daytime & weekend) to capitalize on its success and make it a

more convenient alternative to commuting to and from downtown and other parts of Vancouver. In

support of the economic growth of the Port Coquitlam, reverse peak service has been identified as a

high priority to bring commuters from other parts of the region to the City, as well as midday train

services to augment TrainBus and weekend train service.

2. Frequent Transit Network

Direct, frequent transit services (including B-Line services) are needed to connect major trip generators in the

City and the neighbouring areas of Coquitlam, Pitt Meadows, Maple Ridge etc. These services constitute a

Frequent Transit Network, providing frequent reliable service for most of the day and night. Increased

densification and mixture of uses within downtown Port Coquitlam, Dominion Triangle, Westwood, and

Northside and the increased travel generated by growth in Coquitlam City Centre will ensure efficient use of the

expanded Frequent Transit Network. The expansion of TransLink’s Frequent Transit Network is also

recommended to provide a coordinating element for the City’s community land use.

3. Rapid Bus (B-Line) Services

The provision of a limited stop, express bus service should be provided along the Lougheed Highway corridor

between Coquitlam Station (and the committed Evergreen Line), Port Coquitlam, Pitt Meadows and Maple

Ridge. Rapid Bus service would allow Port Coquitlam residents to easily connect to the Evergreen Line, with the

added benefit of being only ‘one-bus’ away from the regional SkyTrain network. This service would connect

with the downtown areas of each community and potentially support attractive transfers from other services as

well as passenger drop-off and park-and-ride facilities. Transit priority treatments (such as intersection queue

jumpers or bus bypass shoulders) should be considered to address delay and congestion, and to provide

enhanced transit travel speeds and maintain reliability for passengers.

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4. Local and Neighbourhood Services

The Transit Strategy recommends increasing frequency on most local routes,

providing enhanced weekend and evening services, and improving

connections to the key commercial areas of Port Coquitlam. This includes

increased frequency on most local routes during the weekday peak and off-

peak and weekend services with local services operating at frequencies of

less than 15 minutes during the peak periods and no more than 30 minutes

during the midday and evening periods and weekends.

5. Integrated Land Use and Transportation Planning

Land use patterns significantly influence overall travel and, consequently, the success of transit. Communities

that are more “transit oriented” not only support higher levels of transit, but also are more pedestrian and

bicycle friendly. Transit-oriented development means concentrating higher density, mixed-use, human scale

development around frequent transit stops and stations, in combination with mobility management measures

to discourage unnecessary driving. In Port Coquitlam, integrating the land use and the transportation system

around the four mixed-use nodes of Downtown, Westwood, Northside and the Dominion Triangle can

encourage these areas to be community activity nodes, as well as transportation hubs, supporting walking,

cycling, transit, and driving to these areas. With supportive adjacent residential and office uses, and strong local

and regional transportation connections to and from these areas, this can have the added benefit of supporting

the economic vibrancy of these commercial uses.

6. Transit Priority

Transit priority treatments are recommended along rapid and frequent transit corridors. Where delays and

congestion exist today or are anticipated to get worse in the future, the City will examine opportunities for

priority treatments that reduce delays to bus services. These transit priority treatments will improve service for

transit, typically on roadways with capacity for two general purpose lanes and a bus queue jumper. Although

treatments will impact vehicles, they are key to supporting long-term transit ridership growth by prioritizing

transit over vehicles. The primary opportunities will be along Lougheed Highway and the Mary Hill Bypass.

Planning for the transit priority system would be conducted in conjunction with TransLink and the Province.

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7. Passenger Facilities and Accessibility

Passenger accessibility and facilities at bus stops,

transit exchanges and rapid transit stations can

also have a significant impact on passenger safety

and comfort in addition to attracting new

customers. This can include striving to have 100%

of bus stops in the City fully accessible in the long-

term. Improving passenger amenities can include

shelters, benches, trash receptacles, as well as

system maps and wayfinding at bus stops. In the long-term, the City should strive to provide seating, lighting

and customer information at all bus stops, rapid transit stations, and transit exchanges in Port Coquitlam. In

addition, shelters are desirable in areas of higher pedestrian activity such as the Downtown core, commercial

areas, at high activity bus stops, and along frequent transit corridors.

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The shaping influences for the Road Network

Strategy include:

Planned local and regional growth

continues to generate additional traffic

within and through the City, placing

pressures on the major roadway

network.

Planned network improvements at the

periphery of the City will influence travel

and traffic patterns.

Peak period traffic volumes in Port

Coquitlam are expected to increase by

anywhere from 20% to 50% on various

corridors by 2031.

Future growth in peak traffic volumes will

result in significant delays and

congestion on several corridors.

A limited grid system of major roads

forces most traffic growth onto the few

east-west and north-south arterial roads

in the City.

Safety issues on the City’s road network

will need to be addressed through

continued investments on safety

improvements.

3.4 Road Network Strategy Maintaining a safe and efficient street network to support all

modes is one of the key elements to supporting mobility and

quality of life in the City. The Roadway Network Strategy is a

critical component of the Master Transportation Plan as it

accommodates the efficient movement of goods and people by

all modes of travel. With a rapidly growing population, vehicle

travel will continue to increase over the next 20 years, placing

increased pressure on the existing road facilities. To date, the

significant roadway network investments have been made

within Port Coquitlam and the surrounding areas to improve

mobility and accessibility on a local and regional basis,

including the completion of the David Avenue Connector, the

Coast Meridian Overpass, Pitt River Bridge replacement, and

currently, the Port Mann/Highway 1 project. Some of the

recommendations in the previous plan have yet to be

completed and are being revisited through this MTP update to

ensure the goals and objectives of this new strategy are still

being met.

The potential roadway network improvement concepts

explored within this section of the assessment are separated

into major network improvements, minor corridor and

intersection improvements, functional upgrades to arterial

roads, as well as intelligent transportation systems

investments. These road improvement concepts would be

integrated with other corridor improvements for transit, cycling and pedestrians, benefiting a broad range of

transportation users. In addition, many of the roadway network improvement concepts are also specifically

designed to address east-west mobility challenges currently experienced in Port Coquitlam. While north-south

operations in Port Coquitlam are generally satisfactory, improvements are needed to address and improve east-

west movements in many areas of the city. The road network improvements described in this report are

aspirational and may be achieved over the next 30 to 40 years. As the road improvement program is beyond

the City’s current financial resources, staff and Council will need to prioritise investments based on cost and

benefit.

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1. Major Roadway Network Improvements

Four major roadway network improvements have been identified and evaluated in the MTP update. These

include:

Fremont Connector - Dominion Avenue to Victoria Drive;

Lincoln Avenue Connector - new crossing of Coquitlam River;

Mary Hill Bypass - widening (6 lanes) or grade separation at signalized intersections;

Lougheed Highway - widening (6 lanes) for High Occupancy Vehicles (HOV)/transit lane.

Each of these potential major network improvements examined within this section of the report are illustrated

in Map 5.

Map 5 – Major Network Improvement Concepts

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Other than the Mary Hill Bypass, these projects have the potential for funding through TransLink’s Major Road

Network capital programs. The South Coast British Columbia Transportation Authority Act defines TransLink’s

authority regarding the Major Road Network MRN). The act authorizes TransLink to designate new MRN roads,

subject to local government support. The City currently receives annual funding from TransLink to operate,

maintain and rehabilitate the MRN. The MRN in Port Coquitlam currently includes Lougheed Hwy, Coast

Meridian Road, the Coast Meridian Overpass and Broadway Street. Lincoln Avenue and the Fremont Connector

are future arterial roads that may qualify for inclusion in TransLink’s MRN. Once approved as an MRN road, the

local government may not take any action that would reduce the “people moving capacity” of the road.

a. Lincoln Avenue Connector (potential TransLink Major Road Network element). There are currently five

east-west connections across the Coquitlam River including (from south to north): Mary Hill Bypass, Pitt

River Road, Kingsway Avenue, Lougheed Highway, and David Avenue. With planned growth in the

Northeast Sector of Metro Vancouver, east-west travel demands will continue to increase, placing

greater pressure on the existing river crossings.

The proposed Lincoln Avenue Connector is a new crossing of the Coquitlam River between Shaughnessy

Street (Port Coquitlam) and Pipeline Road (Coquitlam). The City of Coquitlam’s Strategic Transportation

Plan Update identified the Lincoln Avenue Connector as the most effective and beneficial major road

project that can be constructed in the City of Coquitlam. Implementation of the Lincoln Avenue

Connector will require coordination between the City of Coquitlam and the City of Port Coquitlam.

Coquitlam is expected to initiate planning (route, impacts etc.) for the Lincoln Avenue Connector in the

next few years.

With the implementation of the Lincoln Avenue crossing of the Coquitlam River, forecast traffic volumes

were projected to decrease on the Lougheed Highway, Shaughnessy Street and Prairie Avenue corridors,

thus reducing forecast delays and congestion at several major intersections. In this regard, the project

benefits of a Lincoln Avenue connector and related improvements within Port Coquitlam include, but

are not limited to:

Provision of alternative east-west access between the Coquitlam City Centre area, NE Coquitlam and

north Port Coquitlam;

Accommodation of increased traffic from growth in North Port Coquitlam and Northeast Coquitlam;

Supports more effective transit service for North Port Coquitlam and Port Coquitlam;

Enhances east-west cycling connectivity;

Enhances east-west pedestrian connectivity;

Relieves traffic pressures (growth) on Lougheed Highway, Prairie Avenue, and Shaughnessy Street.

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In addition to these network benefits, the Lincoln Avenue crossing also provides enhanced access for

transit to the Coquitlam City Centre and the committed Lincoln Station for the Evergreen Line.

In conjunction with the crossing, Port Coquitlam will have to plan for upgrades to Lincoln Avenue from

Oxford Street to the Coast Meridian Overpass. The updated traffic analysis indicates a four-lane cross

section is required from Oxford Street to Wellington Street, and a two lane cross-section is required

from Wellington Street to Coast Meridian Road. The selection of an appropriate cycling facility (i.e.

multi-use path or marked bicycle lanes) on Lincoln Avenue is subject to more detailed planning.

b. Mary Hill Bypass (MoTI). The Mary Hill Bypass is a Ministry of Transportation and Infrastructure corridor

providing access to and from Highway 1 and the Port Mann Bridge. Growth in the Northeast Sector of

Metro Vancouver and improvements to the Highway 1 corridor are projected to result in significant

growth in vehicle traffic through the southern portions of Port Coquitlam. In order to accommodate the

significant growth projected along the Mary Hill Bypass and other east-west corridors, potential long-

term improvement concepts examined in the MTP Update include corridor widening.

The widening of the existing corridor from four to six lanes between Shaughnessy Street and Lougheed

Highway would include additional through and in some cases turn lanes at each of the existing signalized

intersections. Although the Mary Hill Bypass is the responsibility of the Ministry, the corridor and related

intersection improvements would support projected 2031 regional travel demands between the

Highway 1 and the Northeast Sector and reduce pressures on other congested roadways in Port

Coquitlam as follows:

Vehicle trips reduced by approximately 10% on Lougheed Highway between Westwood Street and

the Pitt River Bridge in the peak direction during both the AM and PM periods;

Vehicle trips reduced by approximately 20% on Shaughnessy Street south of Pitt River Road in the

peak direction during both the AM and PM periods;

Significant traffic growth diverted from other east-west corridors, including relieving traffic

pressures on Lougheed Highway, Kingsway Avenue, and Pitt River Road; and

Minor reduction of vehicle trips on Pitt River Road and Kingsway Avenue.

Shaughnessy Street experiences a high volume of turning vehicles to and from the Mary Hill Bypass. It is

recommended that the City pursue a grade separated interchange as a higher priority with the Ministry

of Transportation and Infrastructure. The City should also pursue grade level improvements to the

intersection of Broadway Street and the Mary Hill Bypass, to support increased volumes to Port

Coquitlam and Northeast Coquitlam. Provision of a grade separated interchange at this location will also

be required in time. Failure to implement these improvements will result in diversion of regional traffic

onto Port Coquitlam’s arterial and collector roads, which are not designed to handle these volumes.

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c. Lougheed Highway Widening (existing TransLink Major Road Network element). The Lougheed

Highway corridor between Pitt River Bridge and Westwood Street serves city-wide and regional travel

between the communities in the Northeast Sector. It is designated as part of Translink’s Major Road

Network and the City receives funding for the operation, maintenance and rehabilitation of the existing

road infrastructure (excluding bridges). It also serves as a Frequent Transit Network (FTN) corridor,

supporting services between other Northeast Sector communities and Coquitlam’s West Coast Express

Station (and future Evergreen Line SkyTrain Station). East-west mobility within and through Port

Coquitlam was identified as one the key challenges in the 2000 MTP and continues to exist today. As a

result, the widening of Lougheed Highway from four to six lanes for priority vehicles such as transit and

high-occupant vehicles (HOV) was identified as a potential strategy to reduce projected delays and

congestion along the corridor.

The traffic analysis of the widening indicates average vehicle delays would be reduced at Hastings,

Oxford and Ottawa, but the intersections of Shaughnessy and Westwood at Lougheed Highway would

continue to operate at failing levels of service during the PM peak hour. The overall travel time for

HOVs (and buses) would be well below that of the general purpose traffic lanes. In the longer term, the

potential of developing an HOV lane concept may evolve from the potential transit priority

improvements at these intersections.

The potential widening of Lougheed Hwy to six lanes is not recommended as a priority for the City of

Port Coquitlam. The Lougheed Hwy widening is not as effective a solution for east-west travel as the

proposed Lincoln Avenue crossing of the Coquitlam River. The potential widening of Lougheed Hwy can

be reconsidered during a future update of the MTP, or as part of a TransLink initiative to extend rapid

transit along the Lougheed Hwy corridor.

d. Fremont Connector (potential TransLink Major Road Network element). The Fremont Connector is a

planned north-south arterial road connecting Lougheed Highway and Mary Hill Bypass in the south with

Victoria Drive at Cedar Drive in the north. The Fremont Connector was one of the recommended

improvements in the 2000 MTP. The Fremont Connector would accommodate a portion of the traffic

generated by proposed developments in Port Coquitlam north of Lougheed Highway and in Northeast

Coquitlam (Burke Mountain area). Phase 1 of the Fremont Connector has been completed between the

new Pitt River Bridge interchange and the intersection of Dominion Avenue at Burns Road (opened

December 2012).

The projected traffic volumes in Phase 2 of the Fremont Connector (Dominion Avenue to Prairie Avenue)

will require capacity of two lanes in each direction. The alignment of this Phase 2 was defined as Burns

Road between Dominion Avenue and the extension of Riverside Drive in the 2005 OCP Update.

However, the alignment of the Fremont Connector between the extension of Riverside Drive and Prairie

Avenue has not been determined, and remains subject to a comprehensive study.

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The projected traffic volumes for Phase 3 (between Prairie Avenue and Victoria Drive) are much lower

than Phase 2, and would be accommodated by a two lane roadway (one lane in each direction). Traffic

projections indicate that about 400 vehicles per hour would operate on Phase 3 in the peak direction (in

the peak periods). The following describes the role and character of Phase 3 of the Fremont Connector:

Diverts a portion of the through vehicle trips off of Cedar Drive

Accommodates about 200 vehicles per hour to/from Northeast Coquitlam

Accommodates about 200 vehicles per hour that are generated within north Port Coquitlam

The transportation network analyses indicate that the Fremont Connector will accommodate a small

proportion of the traffic generated by development in Northeast Coquitlam. Based on preferred

destinations, most of the NE Coquitlam generated traffic will travel west or south, using David Avenue,

Victoria Drive or Coast Meridian Road.

The City could defer the route planning for the northerly phases of the Fremont Connector until some of

the additional road capacity is completed in NE Coquitlam. For example Coquitlam will be extending

David Avenue (further east) and will be upgrading Victoria Drive in the next few years. These projects

will draw some of the potential traffic away from Cedar Drive. The Fremont Connector could be

reassessed when the MTP is revisited in approximately five years, as a stand alone corridor alignment

study, or as part of a more comprehensive neighbourhood plan subsequent to the OCP review. Council

passed a resolution is 2005 providing clear direction on the scope of study required to determine a

preferred alignment of the future Fremont Connector.

e. Rail Crossings. There are three at-grade rail crossings on the edges of Port Coquitlam that affect local

and regional traffic flows as well as the movement of goods and services: Westwood Street (near Davies

Avenue); Kingsway (near Westwood Street); and Pitt River Road (near lower Lougheed Highway). Each

of these roadways cross the CP Rail tracks at-grade and are frequently blocked by train crossings

throughout the day and night. The Westwood/Davies rail crossing is part of the CPR mainline for long-

haul goods to and from the Lower Mainland.

A study by Transport Canada (the South Shore Trade Area Study) concluded that a potential overpass of

Kingsway Avenue at Westwood Street would be much higher cost than the two other grade separation

projects. This project was not recommended as a priority for Transport Canada and the railway

operator.

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Transport Canada’s South Shore Trade Area Study also examined conceptual layouts for the grade-

separation of Pitt River Road at Lougheed Hwy and of Westwood Street at Davies Avenue. The study

recommended construction of a four lane underpass structure at Westwood Street to eliminate the

existing at-grade crossing of the CP Rail trunk line. The study also recommended improvements at Pitt

River Road and Lougheed Highway, a three-leg intersection that provides one of the most direct routes

to access Port Coquitlam from Highway 1. The improvement concept for this intersection included a

grade-separated connection of Pitt River Road with Lougheed Highway. This improvement would

support uninterrupted travel along Lougheed Highway and Pitt River Road in all directions.

Port Coquitlam should support the Westwood/Davies and Lougheed Hwy/Pitt River Road grade

separation projects for their traffic safety and capacity benefits. Given the high project costs, these

projects should be led and funded by Transport Canada and the railway operator.

Most of these major network road improvement concepts are focused on improving east-west vehicle mobility

throughout the city, with many of these projects also providing enhancements for alternative transportation

modes. In summary, the major road improvement concepts recommended within the 2013 MTP are:

Lincoln Avenue Connector (potential TransLink MRN), an east-west arterial providing a key

connection between North Port Coquitlam and Coquitlam City Centre. This project will have multi-

modal benefits, enhancing east-west travel by vehicle, transit, bicycle and pedestrian;

Mary Hill Bypass widening (MoTI), to significantly enhance the capacity of the provincial corridor,

and divert significant traffic growth from other east-west corridors in Port Coquitlam and Lower

Lougheed;

Fremont Connector (potential TransLink MRN), which would provide a north-south connection

between Lougheed Highway and Prairie Avenue, accommodating traffic movements between north

Port Coquitlam and Northeast Coquitlam; and

Grade-separated rail crossings (by Transport Canada and railways), to support uninterrupted travel

across rail lines.

2. Minor Intersection Improvements (Capacity & Safety) In urban areas such as Port Coquitlam, the operation of the network is principally constrained at signalized

intersections. The City has recently implemented improvements at several intersections including, but not

limited to: Broadway Street at Kingsway Avenue (capacity and signal improvements); Broadway Street at Mary

Hill Bypass (capacity improvements on Broadway Street); and Oxford Street at Lougheed Highway (southbound

left-turn lane).

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Over the next 20 years, additional intersections beyond those included in the corridor improvements discussion

will experience increasing delays with the projected traffic growth. The City will need to consider the provision

of minor intersection improvements such as left turn lanes and left turn signal phases to reduce delays and

improve safety for all road users. In key pedestrian areas and cycling corridors, priority must be given to allocate

road space for pedestrians and cyclists at intersections to support other aspects of the plan. Intersection

improvements will be considered at various locations over the next 20 years that include, but are not limited to

the following locations: Coast Meridian Road (MRN) at Lincoln Avenue (widen to provide left turn bays on Coast

Meridian Road); Coast Meridian Road (MRN) at Laurier Avenue (widen to provide southbound left turn bay on

Coast Meridian Road); and Pitt River Road at McLean Avenue (widen to provide westbound left turn bay on

McLean Avenue). Map 6 illustrates some of the intersections being considered for minor capacity and safety

improvements.

In addition to various capacity improvements that are designed to maximize the capacity of the existing road

network, the City of Port Coquitlam also places a high priority on traffic safety. The City has completed

numerous traffic safety projects in partnership with ICBC over the last 20 years. It is recommended that the City

continue to invest in various road network safety improvements in partnership with ICBC, the Ministry of

Transportation and Infrastructure, and TransLink. The proposed improvements on TransLink’s Major Road

Network (MRN) may be partially funded by TransLink, subject to available funding.

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Map 6 – Potential Safety and Capacity Improvements

33

3. Arterial Road Upgrades to Full Functionality The City’s transportation system includes a network of arterial and collector roads. This network has been

planned to accommodate the transportation needs of the City based on the growth in population and

employment projected in the Official Community Plan. Several portions of the road network have not been

constructed to provide the full functionality required for pedestrians, cyclists, transit, commercial goods

movement and general traffic. Map 7 shows the corridors in Port Coquitlam that should be upgraded over the

next 20 years.

4. Intelligent Transportation Systems

Intelligent Transportation Systems (ITS) refers to the use of information and communications technology to manage the transportation system and vehicles, including priority modes such as transit and emergency vehicles. ITS includes the provision of signal upgrades (such as new controllers, fibre optics, and central control systems) that permit communications between signalized intersections to provide real-time controls and vehicle detection and signal pre-emption that give priority to transit and other vehicles. In general, installation of ITS is designed to make best use of existing transportation infrastructure for general purpose traffic or priority modes in the long-term. The City currently has 61 signalized intersections, including pedestrian / bicycle signals. Over the next 20 years,

the number of signals will continue to increase as described in the MTP and at other locations when warranted.

ITS equipment is provided at the Coast Meridian Overpass between Robertson Avenue in the north and

Kingsway Avenue in the south. Over the next five or so years, Broadway Street, Coast Meridian Road and

Lougheed Highway may be considered for expansion of the ITS system. Because these are among the highest

traffic corridors in the City, real-time management of the traffic flow will maximize their utilization and serve to

support priority modes such as transit and emergency vehicles. ITS equipment should be utilized as new signals

are warranted and installed over time within the City as part of other capital road projects.

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Map 7 – Arterial & Collector Road Functional Upgrades

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4.0 IMPLEMENTATION PRIORITIES

The City of Port Coquitlam’s 2013 Master Transportation Plan (MTP) provides the long-term direction for

walking, cycling, transit, and roadways to make the transportation system more effective, efficient and balanced

in terms of moving people and goods within the community. The comprehensive strategies are intended to

guide the City of Port Coquitlam’s planning and capital investment decisions, and to provide the City with clear

directions and priorities. The MTP provides the City with a vision for the future of transportation in the

community over the long-term. However, recognizing the long-term vision of the Plan will require significant

investment, an implementation strategy is required to prioritize short-term improvements that are within the

range of the City’s current capital budget for investment in new transportation infrastructure. Ultimately, these

short-term projects will work towards strengthening mobility within and between the key community nodes of

Downtown, Westwood, Northside, and Dominion Triangle, as well as facilitating connections to key destinations

outside of Port Coquitlam.

Over the next 5 to 10 years, the highest priority improvements are designed to support and reinforce the City’s

aspirations for a sustainable and integrated transportation system that support mobility within and between key

community nodes. In this regard, the short-term priorities for walking, cycling, transit and roadway network

investments are briefly highlighted.

1. Walking

While the MTP Update contains long-term sidewalk improvements that result in a potential sidewalk program of

$16 million in the long-term (30 to 40 years), the City must prioritize the works for funding over the next 5 to 10

years. The criteria used to rank sidewalk projects focus on improvements in areas of high pedestrian demand,

including schools, commercial areas, and destinations, and are:

Pedestrian volumes

Traffic volumes

Proximity to school

Proximity to commercial developments

Proximity to seniors facility

Using these criteria, a sidewalk priority program has been recommended for the next 5 to 10 years as illustrated

in Map 8. In general, short-term sidewalk improvements are identified for school areas (City wide) and in the

mixed use areas of Downtown, the Shaughnessy Prairie Area, the Northside and the Dominion Triangle. Many

sidewalk improvements (Downtown etc.) will be funded through redevelopment, optimizing the use of public

funds. The sidewalk improvements in the Downtown area will be prioritized based on the Downtown Pedestrian

Circulation Study and Council direction.

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

37

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

that include:

City trails brochures;

TravelSmart Port Coquitlam Portal for education and outreach;

Pedestrian safety events; and,

School education programs.

2. Cycling

Recognizing that bicycle ridership in Port Coquitlam is currently low, there is a significant potential for growth in

bicycle use and the 2013 MTP contains long-term bicycle network improvements. Several projects have been

identified as potential bicycle capital improvements to be implemented in the next five years as illustrated in

Map 9. Many of the projects can be implemented in conjunction with road improvements to ensure a practical

and affordable approach to bicycle improvements. Many of these proposed bicycle projects provide improved

cyclist connections to Downtown Port Coquitlam, and the Northside and Dominion Triangle mixed-use areas, as

well as facilitate regional cycling connections to destinations outside of Port Coquitlam. The key short-term

bicycle projects that have been identified are:

Fraser Avenue: Signed Bicycle Route. The provision of a signed and marked bicycle route on this low

traffic volume roadway will connect the PoCo Traboulay Trail with the Wellington Street signed bicycle

route. The City has recently constructed a traffic signal to assist cyclists crossing Shaughnessy Street.

Kingsway Avenue – Wilson Avenue to Broadway Avenue Mixed Use Trail. A design for a mixed use trail

on the north side of Kingsway Avenue has been completed, and the City is pursuing funding, and

negotiating for the use of BC Hydro and private property for the construction/operation of the trail.

Shaughnessy Street Pedestrian/Cyclist Underpass. As mentioned earlier, there is a need to provide an

improved active transportation environment on Shaughnessy Street between Elgin Street and Lions

Way. The City is proceeding with pursuing the design and construction of a new tunnel for a mixed use

trail under the CP Rail line. TransLink and the Province of BC are expected to cost share in the project.

Shaughnessy Street at Fraser Avenue, cyclist-activated signal. The provision of a bicycle activated

traffic signal has provided protected crossings of Shaughnessy Street and supports the Fraser Avenue

bicycle route.

Downtown to Westwood Street Bicycle Route. The provision of a cycling route along this corridor is

under consideration to provide a key east-west route between Downtown Port Coquitlam and

destinations in Coquitlam and beyond. The route would also connect directly with the PoCo Traboulay

Trail.

Donald Park – Mixed Use Trail. The provision of a high quality mixed use trail will support the high

densities in Downtown Port Coquitlam, support school access and provide network connectivity with the

Shaughnessy Street Underpass.

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

39

In addition to the construction of physical improvements, the City will continue to undertake and support

initiatives to promote cycling such as:

Cycling network and trails brochures;

Bike month campaigns and bike to work week promotions;

TravelSmart Port Coquitlam Portal for educating and outreach; and,

School education programs.

3. Transit

The 2013 MTP contains a long-term transit strategy to guide and influence future dialogue with TransLink on the

structure of transit services and support facilities in Port Coquitlam, to ensure transit provision reflects

community aspirations and needs. The following projects have been identified as likely transit initiatives in the

short-term to be advanced between the City and TransLink.

Area Transit Plan Update. TransLink has now initiated the North East Sector Area Transit Plan (ATP)

update study, which will include Port Coquitlam, Coquitlam, Port Moody, Anmore, and Belcarra. The

updated ATP will identify a long-term vision and near-term priorities for the transit networks in these

municipalities, guiding future bus service expansion in Port Coquitlam, and informing the bus integration

plan required for the opening of the Evergreen Line in 2016. The City has identified the Evergreen Line

as a high transit priority, as the regional and rapid transit connections provided by the Evergreen Line

are a key part of the community’s aspirations for its future transportation network. In particular, the

ATP will include developing long-term vision (30-year) aligned with expected land use and travel

patterns, as well as a near-term (1-10 year) service and infrastructure priorities to support the vision.

The improvement concepts for transit identified in the MTP Update will be taken into consideration

during the ATP development process.

Evergreen Line Bus Integration Plan. When the Evergreen Line opens, the City and TransLink will

carefully monitor the changes to the supporting transit network. The City will utilize the Area Transit

Plan for guidance in seeking appropriate improvements after the Evergreen Line has been put into full

service.

Evergreen Line Extension. The City should pursue the extension of the Evergreen Line to Port Coquitlam

in order to achieve the desired mode shift to from the automobile to transit.

West Coast Express Strategy. Port Coquitlam and other municipalities with West Coast Express Service

have been promoting various WCE service improvements with TransLink. These improvements may be

considered as part of TransLink’s Regional Transportation Strategy Implementation Plan.

Regional Transportation Strategy. The City will work with TransLink to ensure that the City’s and the

North East Sector’s transit service needs are addressed in the Regional Transportation Strategy 30-year

plan. This work will occur in 2013 and 2014.

OCP Update. The City of Port Coquitlam will be updating the Official Community Plan in 2014/2015. The

OCP update will consider the potential for increased density along TransLink’s current (Lougheed Hwy)

and future Frequent Transit Network. The OCP update will also consider coordination with TransLink’s

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Regional Transportation Strategy. The City will encourage TransLink to include the Northside area and

the Downtown in TransLink’s Frequent Transit Network. This will occur as part of the NE Sector Area

Transit Plan Update process, and the ongoing Regional Transportation Plan process. The designation of

additional Frequent Transit Network within Port Coquitlam would support the modal shift from the

automobile to transit.

4. Roads

The 2013 MTP contains several long-term road network improvements. The following projects have been

identified as road projects that should be considered in the short term (next 5 to 10 years), and are also

reflected in Map 10. Many of these major corridor improvements will involve other jurisdictions, such as the

Ministry of Transportation and Infrastructure, the City of Coquitlam, and TransLink, and thus moving forward

with these projects will require collaboration with key agencies and organizations outside of the City.

Corridor Improvement Projects. The City has a number of arterial corridors that have not been

constructed to their intended capacity and character. The following corridors will be considered over

the next 5 to 10 years:

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

The majority of these road improvements would occur in the 5 to 10 year timeframe. The City will

monitor development related traffic to determine when to advance specific projects to the current 5

year Financial Plan. The City will also work closely with TransLink regarding projects on the existing and

potential Major Road Network.

Intersection Capacity Improvements. Pending completion of larger corridor upgrades, there are many

localized intersection improvements that provide additional capacity and improve traffic, pedestrian and

cyclist safety. The following intersection capacity improvement projects will be considered for

construction over the next 5 to 10 years.

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

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

The need for other intersection improvement projects should be reconsidered annually as part of the

City’s Financial Plan review process, and during future updates of the Master Transportation Plan. The

impact of larger corridor projects, the Evergreen Line, and the rate of land development will inform the

need and schedule for intersection specific capacity improvement projects.

Traffic Signal Improvements. The Transportation Association of Canada (TAC) has developed a

methodology for evaluating the need or “warrant” for new traffic signals. The City applies the TAC

methodology to specific intersections to determine the need for and the relative priority of potential

traffic signals. The TAC methodology supports signalization if the numerical “warrant” meets or exceeds

100. There are other factors that may support advancing the traffic signal such as:

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

There can be situations where the installation of a traffic signal would have significant negative impacts

on the road network. The alternate of installing pedestrian bulges would reduce the length of the

pedestrian crossing and provide adequate pedestrian crossing opportunities. Recent examples of

pedestrian bulges include the intersections of Mary Hill Road at McAllister Avenue, Pitt River Road at

Cameron Avenue, Pitt River Road at Tyner Avenue, and Shaughnessy Street at Kelly Avenue.

The following intersections will be considered for signalization or alternate traffic improvements over

the next 5 to 10 years:

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

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The traffic signal improvement program should be reconsidered annually as part of the City’s Financial

Plan review process, and during future updates of the Master Transportation Plan. The impact of larger

corridor projects, the Evergreen Line, and the rate of land development will further inform the need and

schedule for specific traffic signals.

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