Port Mann/Highway 1 Improvements

McGill St. Hastings St.

First Ave. Port

Boundary Rd. Willingdon Ave.

Grandview Hwy. Sprott St. Kensington Ave. Brunette Ave. Cape Horn Gaglardi Way

Port Mann Bridge

152nd St.

160th St. 176th St.

192nd St. 200th St. Consultation on Access and Interchange Improvements 216th St. Pre-design Community Consultation Phase 2 200 St

Discussion Guide on Access and Interchange Improvements www.gatewayprogram.bc.ca September – November 2006 CONSULTATION ON ACCESS AND INTERCHANGE IMPROVEMENTS: PRE-DESIGN COMMUNITY CONSULTATION PHASE 2

The Ministry of Transportation conducts community consultations at three design stages, including:

Pre-design Consultation: Phase 1 Pre-design Consultation: Phase 2 Preliminary Design Consultation Detailed Design Consultation February – April 2006 September – November 2006 2008 2009

Pre-design consultation discussion topics This phase of consultation focuses on With basic pre-design components Detailed design consultation generally focuses included goals for interchange upgrades, proposed conceptual improvements determined, consultation on preliminary on fewer but more specifi c treatments, such congestion reduction measures such as high to existing and new interchanges and design discusses refi nements to interchanges as detailed interchange and access features, occupancy vehicle lanes (HOV) and transit overpasses. These proposed modifi cations and accesses, lane use, specifi cs of congestion lighting and landscaping. This phase also priority on-ramps, commercial vehicle priority and upgrades would improve safety, access reduction measures and other key features. involves more fi nancial and technical analysis access to on-ramps, potential tolling, and and connections across the highway, support to confi rm that designs are fi nancially and improvements to the cycling network. transit, help reduce congestion and improve technically feasible. A Consultation Summary Report is posted facilities for cyclists and pedestrians. on www.gatewayprogram.bc.ca. Pre-Design Consultation: Phase 2 includes: • 22 Meetings • 9 Open Houses How Pre-design Consultation Input Is Used: The input from Pre-design Consultation on Access • On-line feedback form and Interchange Improvements will be considered along with technical and fi nancial inputs to • Consultation Summary Report determine which options to further refi ne for environmental review and as preliminary designs. The deadline for consultation feedback is November 8, 2006.

Open House Schedule

Vancouver: Wednesday, October 11 Italian Cultural Centre, Lobby Surrey: Tuesday, October 24 Pacifi c Academy, Theatre Lobby 6:00pm – 9:00pm 3075 Slocan Street, 6:00pm – 9:00pm 10238 – 168th Street, Surrey

Langley: Saturday, October 14 West Langley Hall Surrey: Thursday, October 26 Guildford Recreation Centre, Lower Lobby 10:00am – 1:00pm 9400 - 208th Street, Langley 6:00pm – 9:00pm 15105 – 105th Avenue, Surrey

Burnaby: Tuesday, October 17 Bill Copeland Sports Centre, Lobby Coquitlam: Saturday, October 28 Executive Plaza Hotel and Conference Centre, 6:00pm – 9:00pm 3676 Kensington Avenue, 10:00am – 1:00pm Aspen Room Burnaby: Wednesday, October 18 Shadbolt Centre for the Arts 405 North Road, Coquitlam 6:00pm – 9:00pm 6450 Deer Lake Avenue, Burnaby Maple Ridge: Monday, October 30 The ACT Arts Centre and Theatre, Main Lobby : Thursday, October 19 Justice Institute of , Lobby 6:00pm – 9:00pm 11944 Haney Place, Maple Ridge 6:00pm – 9:00pm 715 McBride Boulevard, New Westminster PORT MANN/HIGHWAY 1 PROJECT GOALS

WHAT IS THE GATEWAY PROGRAM? BUILDING LOCAL AND GLOBAL CONNECTIONS IN A GROWING REGION TABLE OF CONTENTS In 2003, the provincial government established the Gateway Program to Changing Regional Travel Patterns complement other regional road and transit improvements planned or The Ministry of Transportation and the Introduction/ The Gateway Program ...... 1 underway. The existing Highway 1 corridor from Vancouver to Langley Transportation Authority (TransLink) completed a travel survey of is one of three priority corridors identifi ed for consideration. The Greater Vancouver residents in 2004. One of the key trends from this Consultation Topics by Highway Segment

other two are the North Fraser Perimeter Road and the South Fraser survey shows increased job growth outside the downtown Vancouver MCGill Street to Grandview Highway (Vancouver) .... 4 Perimeter Road. area. For example, in the past decade, growth in the number of Boundary Road to Wayburne Drive (Burnaby) ...... 7 Vancouver residents working in other municipalities exceeded the GATEWAY PROGRAM BENEFITS growth in the number of other municipal residents working in Douglas Road to Gaglardi Way (Burnaby) ...... 11 Vancouver by a factor of 9 to 1. This type of job growth creates a Improving roads and bridges for people, goods and transit, North Road to Cape Horn (Coquitlam) ...... 16 greater need for travel from Vancouver to other municipalities, Gateway Program benefi ts include: and for inter-municipal travel, which is not easily served by transit. East End of ...... 21 • Addressing congestion The consequences of not making the necessary road and bridge to 160th Street (Surrey) improvements include increasing congestion, longer “rush hours”, • Improving the movement of people and goods in and East of 160th Street to 216th Street ...... 24 increased costs to the economy, delayed goods movement and through the region (Surrey/Langley) unreliable transit connections throughout the region. Overall, the Park-and-Ride and Park-and-Pool Locations ...... 28 • Improving access to key economic gateways cost of living and quality of life will suffer without comprehensive • Improving the regional road network improvements to the transportation and transit network. Strengthening a Strategic Link for Transportation and Trade • Improving quality of life How to use this Discussion Guide In addition to serving as the principal regional and inter-regional • Reducing vehicle emissions highway in the , and as the main east-west commuter Please review the material for each highway segment. Each segment includes a detachable feedback form. • Facilitating better connections route, Highway 1 (along with Highway 15) serves as the principal truck route from Greater Vancouver to the rest of Canada and the United • Reducing travel times States. Trade through Greater Vancouver is now expanding faster than • Improving safety and reliability at any other time in BC’s history. A signifi cant portion of it is due in part to the success of a BC Ports Strategy that is taking advantage of BC’s This icon shows Highway 1 from McGill Street to The Port Mann/Highway 1 Project includes widening the highway, location as a gateway between Canada and Asia, as well as between 216th Street. A white circle moves along the map twinning the Port Mann Bridge, upgrading interchanges and improving North America and Asia. The strategy seeks to expand BC’s share of to orient you to the segment under discussion. access and safety on Highway 1 from the McGill Street interchange container traffi c from the current 9% to 17% by 2020. About 15% of in Vancouver to 216th Street in Langley, a distance of approximately this expansion is expected to occur at the Port of Vancouver Burrard After reviewing the material, complete the feedback 37 kilometres. This project will be completed by 2013. Inlet facilities, with about 60% at Deltaport and the Fraser Surrey Docks form and return it to the Gateway Program: This project’s proposed improvements also include: – two key gateway facilities that will connect to Highway 1 through On-line Feedback form: www.gatewayprogram.bc.ca the proposed South Fraser Perimeter Road. The growth in associated Congestion-reduction measures such as HOV lanes, transit and Mailing Address: Gateway Program Project Offi ce transportation industries is projected to produce some 35,000 new jobs commercial vehicle priority access to highway on-ramps, improvements 2400 – 4710 Street and increase Canada’s GDP by $2.4 billion per year (in 2004 dollars). to the cycling network and a proposed toll on the Port Mann Bridge. Burnaby, BC V5H 4M2 As well, the new Port Mann Bridge will be built to accommodate future E-mail: [email protected] light rail transit. Telephone: 604-456-2420 Facsimile: 604-439-2585

Pre-Design Community Consultation: Phase 2 • September – November 2006 1 PORT MANN/HIGHWAY 1 ACCESS AND INTERCHANGE IMPROVEMENTS: BACKGROUND

HIGHLIGHTS OF PRE-DESIGN CONSULTATION: PORT MANN/HIGHWAY 1 ENVIRONMENTAL ASSESSMENT PHASE 1 RESULTS PRE-DESIGN CONSULTATION PROGRAM The Project Team is currently undertaking environmental impact Earlier this year, the Gateway Program conducted Pre-design The Ministry of Transportation conducted the fi rst of three stages assessment studies for the Port Mann/Highway 1 Project based on the of public consultation in February, March and April 2006 regarding pre-design concepts identifi ed in the January 2006 Program Defi nition Consultation: Phase 1. More than 3,400 people participated proposed improvements to the Port Mann/Highway 1 corridor. Report. Field work completed in 2005 documented existing conditions in the consultation program. Highlights of the results of this Phase 1 of the Pre-design Consultation sought public input on goals for fi sheries, vegetation and wildlife, water quality, air quality, input are listed below. for interchange upgrades, congestion reduction measures such as contaminated sites, archaeology, noise, and socio-community aspects. HOV lanes, transit and commercial vehicle priority access to highway This fi eld work provided baseline input for impact assessments, which • 56% support a $2.50 toll (2005 dollars) on the Port Mann on/off-ramps, improvements to the cycling network and a proposed will include potential environmental and socio-community impacts Bridge, with 73% supporting a reduced toll for high toll on the Port Mann Bridge. It consisted of a series of 50 stakeholder along with proposed mitigation measures. meetings and 13 public open houses in Abbotsford, Langley, Surrey, occupancy vehicles (HOV), 70% supporting variable tolls Based on its length and the extent of improvements, the Port Mann/ New Westminster, Burnaby, Surrey, Maple Ridge, , Highway 1 Project is subject to a harmonized federal/provincial for peak and off-peak periods and 76% supporting a Coquitlam, Vancouver and a website containing a feedback form. environmental review process. Following pre-design refi nements, toll-free period overnight. More than 3,400 individuals participated in the consultation program. the Project Team will prepare an Application for an Environmental • 88% of participants support extension of HOV lanes, Assessment Certifi cate. The Application and supporting studies will be WHY A PHASE 2 CONSULTATION? with 78% supporting HOV and transit priority on-ramps submitted to the Environmental Assessment Offi ce (EAO) for review, Port Mann/Highway 1 improvements pass through fi ve municipalities: following completion of this phase of the pre-design consultation. and 55% supporting priority access and dedicated Vancouver, Burnaby, Coquitlam, Surrey and Langley. Some sections are During the pre-application and application review phases of the ramps for commercial vehicles. also located close to and interact with road networks and transit in New environmental assessment, there will be additional opportunities for Westminster and Port Coquitlam. As a result, each section has different • 77% support improvements to the cycling network. public comment. The project entered the pre-application phase in needs and local planning objectives that affect the planning and design June, 2006. A working group comprised of federal and provincial of highway and bridge access and interchange improvements along the The Consultation Summary Report for Pre-design Consultation: regulatory agencies, local governments and First Nations has been corridor. Consulting with each municipality helps to ensure that Port Phase 1 is posted on www.gatewayprogram.bc.ca. formed to assist the Environmental Assessment Offi ce in reviewing the Mann/Highway 1 improvements are integrated with municipal plans in scope of the assessments and the application. A public comment period addition to addressing regional and inter-regional needs. to review the scope of the assessments is scheduled for fall 2006. Concurrent with the Pre-design Consultation: Phase 1, the project More information about the environmental assessment is available at team conducted technical consultation with municipal staff regarding www.eao.gov.bc.ca. how highway accesses and interchanges can most effectively interact with municipal road networks; how connections across the highway can best enhance connections between communities; and how pedestrian and cyclist facilities can be improved. This ongoing municipal liaison is suffi ciently advanced such that public consultation on specifi c improvements and options for access and interchanges can now be conducted.

Burnaby Open House: Phase 1 Consultation, Spring 2006

2 Port Mann/Highway 1 • Access and Interchange Improvements PRE-DESIGN CONCEPTS: PHASE 2 – OVERVIEW

OVERVIEW OF THE PORT MANN/HIGHWAY 1 IMPROVEMENTS SUPPORTING CONGESTION REDUCTION

New Port Mann Bridge Congestion on regional roads and highways is increasing, As discussed in the Pre-design Consultation Phase 1, a major component which would allow priority access vehicles to bypass the queue of with growing impacts on residents, communities, the of the Port Mann/Highway 1 Project is the provision of additional general-purpose traffi c, is also being considered. These signals would lanes across the to relieve congestion at this signifi cant improve operational effectiveness and provide additional travel time environment and the economy. Transportation is now bottleneck. The pre-design concept proposes a new parallel bridge on savings for priority users. Further public discussion would take place at the top concern for Lower Mainland residents. The B.C. the west side of the existing Port Mann Bridge, which would also preliminary and detailed design. Trucking Association estimates that goods movers are provide cycling access and be designed to accommodate potential Cycling Improvements future light rail transit. With this additional capacity, one lane in each stopped or slowed 75% of the time, costing approximately Cycling facilities will be included as part of interchange upgrades to direction will be designated as an HOV lane, signifi cantly expanding $500 million per year. Transport Canada estimates that the increase opportunities for cyclists to cross the highway, to enhance the existing HOV network. It will then be possible to accommodate connections to the regional cycling network and to provide access over total cost of congestion is $1.5 billion annually. bus service so that TransLink has the opportunity to provide reliable the Port Mann Bridge. scheduled connections between communities north and south of the The Gateway Program complements planned regional Fraser River. Traffi c Incident Management road and transit improvements. The pre-design concept includes the implementation of incident Highway 1 management measures for the Port Mann/Highway 1 corridor that will Analysis indicates that the Port Mann/Highway 1 Project’s The pre-design concept proposes widening the highway, usually provide for early detection of traffi c incidents, effective emergency within the existing right-of-way, to improve overall operation of the proposed capacity improvements and congestion-reduction response and effi cient removal of vehicles and debris. Other benefi ts corridor. Generally, one additional lane in each direction is planned include improved safety through more effi cient traffi c management measures, such as HOV lanes, transit- and commercial- from the McGill interchange to the Port Mann Bridge. East of the Port and a reduction in collisions, resulting in improved trip reliability and vehicle priority measures and tolling, will address current Mann Bridge, two additional lanes in each direction are planned as user satisfaction. far as 200th Street. This would allow one lane in each direction to be and forecast travel demand through to 2031 and beyond. dedicated to HOV between Grandview Highway and 200th Street. A Comprehensive Solution Refi nements to pre-design concepts for these improvements Between 200th Street and 216th Street, one additional lane in each While the project provides signifi cant improvements to promote transit, are presented in this discussion guide. direction is planned. cycling and walking that will contribute signifi cantly to increasing travel options in the region, analysis indicates that the majority of Overpasses and Interchanges commuting trips will continue to be by private vehicle. People who Many of the existing highway overpasses need to be upgraded or need to travel alone in their vehicles will benefi t from the addition replaced to provide additional clearance for today’s taller commercial of new general-purpose lanes along the length of the corridor. These vehicles and to accommodate the additional proposed highway lanes. lanes will accommodate expected population and employment growth, Additional overpasses (across Highway 1) are being considered at enhance safety, increase reliability and provide travel time savings for appropriate locations to support the movement of municipal traffi c, all Highway 1 users. including pedestrians and cyclists, across the highway and to alleviate congestion at current crossings. It is also proposed that at key locations, typically at interchanges, dedicated on- and off-ramps or “priority access lanes” be added to facilitate movement of HOV, transit and/or commercial vehicles. The use of traffi c signals at highway on-ramps,

Vancouver Open House: Phase 1 Consultation, Spring 2006

Pre-Design Community Consultation: Phase 2 • September – November 2006 3 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT

PORT MANN BRIDGE/ HIGHWAY 1 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) PROPOSED PRE-DESIGN PHASE 2 IMPROVEMENTS This section of Highway 1 runs from the McGill Street interchange to Proposed Improvements The pre-design concept includes widening The improvements to Port Mann/Highway 1 Grandview Highway, providing access to and from Vancouver for both this section of the highway by one lane in each direction to create eastbound and westbound traffi c, as well as to the Port of Vancouver, three general-purpose lanes in each direction. All of this section of the access and interchanges work together to: North Burnaby and the Ironworkers Memorial . highway was originally built in the 1960s to accommodate additional • improve safety and reliability This section of Highway 1 has a high proportion of vehicles entering lanes by widening into the median and as such no property acquisition and exiting the highway relative to other sections in the Highway 1 is anticipated. Proposed access improvements include modifying • address congestion corridor due to the high number of interchanges (4) over a relatively interchanges and/or ramps to make it easier to exit and enter the • support opportunities for HOV and transit use short distance. highway. Specifi c improvements, from west to east, are described in the following pages. Challenges Currently, large numbers of vehicles entering and exiting • improve local connections across the highway and the highway result in lane changes that contribute to congestion. These within communities lane changes have greater impacts at ramps with short merge lanes, • improve access to and exit from the corridor for where vehicles are quickly channelled onto or off the highway. goods movement • improve cycling and pedestrian facilities and connections

EXISTING PROPOSED

Aerial view of congestion on Highway 1. Highway 1, looking west from the Grandview Highway overpass, showing Highway 1, looking west from the Grandview Highway overpass after existing conditions improvement, showing widening into the median for the new lanes

4 Port Mann/Highway 1 • Access and Interchange Improvements MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT

Cassiar Connector HOV LANES Located between the Ironworkers Memorial Second Narrows The pre-design concept includes establishing three lanes in each Bridge and the Cassiar Connector, this interchange primarily serves direction, with one of the lanes becoming a dedicated westbound off- The Ministry of Transportation’s primary objectives commuters travelling between the North Shore and Vancouver, as well ramp and eastbound on-ramp at McGill Street. The dedicated ramps are for HOV lanes are to: as commercial vehicles accessing the Port of Vancouver’s south shore the principal improvements which will accommodate current and future terminals. Population and employment forecasts for the North Shore traffi c fl ows, enable vehicles to enter and exit the Cassiar Connector • Increase movement of people suggest that commuting traffi c volumes will experience limited growth; to and from McGill Street more safely and effi ciently, and provide a • Provide travel time savings however, the Port of Vancouver anticipates signifi cant future growth, better connection for commercial vehicles between Highway 1 and • Improve trip reliability leading to increased commercial vehicle volumes at this interchange. the Port of Vancouver. • Increase per-lane effi ciency The Cassiar Connector currently operates with two lanes in each • Minimize negative impacts on general-purpose lanes direction, but was constructed in 1992 to accommodate three lanes in each direction. The tunnel is extremely congested at peak times, • Maintain safety due to large volumes of vehicles entering or exiting at the McGill Highway 1 High Occupancy Vehicle (HOV) lanes opened in Street interchange combined with large volumes of through-traffi c to and from the Ironworkers Memorial Second Narrows Bridge. 1998 and have signifi cantly increased the person movement throughput along the HOV section of Highway 1 and its parallel routes during peak periods.

Planning for the Port Mann/Highway 1 Project includes extension of Highway 1 HOV lanes so that there is one lane EXISTING PROPOSED in each direction from Grandview Highway to 200th Street for HOV users.

Cassiar Connector looking west, with two lanes in each direction as per Cassiar Connector looking west, after improvements, with three lanes in Pre-design concept proposes 3 lanes in each direction for general existing condition each direction commuters and goods movers and one lane for HOV between Vancouver and Surrey

Pre-Design Community Consultation: Phase 2 • September – November 2006 5 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT

FEEDBACK FORM Hastings Street Interchange Grandview Highway HOV Lanes This interchange was redeveloped as part of the Cassiar Connector Options Pros Cons Grandview Highway HOV Lanes project in the early 1990s and functions well. No improvements, A. Include provision Better addresses Reduces parking on westbound other than possible ramp lengthening, are planned as part of the for potential congestion on Grandview Grandview Highway during pre-design concept. implementation Highway at Boundary peak hours of peak-hour HOV Road in peak periods Potential increase in traffi c on 1st Avenue Interchange lanes on Grandview Reduces traffi c on Grandview Highway in peak Located south of the Cassiar Connector, this interchange serves traffi c Highway (details to other routes connecting periods (redirected from be developed jointly Vancouver and Highway 1 other streets) between Highway 1 and 1st Avenue, much of it travelling between with the City of Burnaby/Coquitlam and Vancouver. Regional plans to expand rapid Vancouver) Expands and enhances Removes general-purpose traffi c transit (Evergreen Line) will help address growing demand for travel the HOV system lane on Grandview Highway eastbound during peak hours from the northeast sector, helping to limit growth in vehicle traffi c (lane would still be available travelling to Vancouver. However, even for today’s traffi c volumes, the for vehicles turning right) existing eastbound on-ramp is too short for comfortable and effi cient merging with highway through traffi c. The westbound off-ramp’s short B. Do not establish No change to current Lost opportunity to expand peak-hour HOV parking conditions on HOV facilities length also causes traffi c leaving the highway to slow down on the lanes on Grandview Grandview Highway Less effective than Option A Highway westbound highway itself, rather than the off-ramp, causing safety concerns. In at addressing highway and addition, large volumes of traffi c exiting the highway at peak times can intersection congestion in peak periods The red lines show the extent of the proposed HOV lane expansion cause traffi c to back up onto highway through-lanes. In conjunction on Grandview Highway (right turn available for vehicles from with the proposed addition of one lane in each direction on the Grandview Highway eastbound to Boundary Road southbound) highway, proposed lengthening of the on- and off-ramps will allow vehicles to enter and exit the highway more safely and effi ciently. PROPOSED 1. Grandview Highway HOV Lanes Grandview Highway HOV Lanes Please indicate which of the following two options HOV lanes on Highway 1 currently start and end just west of you prefer. (See options on right-hand side of page.) Willingdon Avenue. In consultation with the City of Vancouver and as part of planned HOV expansion on Highway 1, the potential to Option A. New Peak-hour HOV lanes add peak-hour HOV lanes on Grandview Highway (westbound and

eastbound) between Rupert Street and Boundary Road is being Option B. No new HOV lanes explored. Peak hours could potentially be between 7 a.m. and 9:30

a.m. and between 3 p.m. and 6 p.m. (matching the current eastbound Comments: parking restrictions). During these times, the curbside westbound lane, currently used for parking, could be designated as an HOV lane; the curbside eastbound lane could be re-designated from a general- purpose traffi c lane to an HOV lane. Since these designations would apply to existing lanes, there would be no requirement to widen Grandview Highway. Extending HOV facilities beyond Highway 1 itself would make HOV use on Highway 1 more attractive and increase overall HOV use. Grandview Highway looking west, with potential HOV lanes

Gateway Program: Access and Interchange Improvements 6 Port Mann/Highway 1 • Access and Interchange Improvements BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT

BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) MOVEMENT CHALLENGES BETWEEN GRANDVIEW HIGHWAY AND WAYBURNE DRIVE (BURNABY) This segment runs from Boundary Road to just west of the existing To address current weaving problems between Highway 1 and Douglas Road overpass. This is the busiest section of the Highway 1 Grandview Highway, the confi guration of the existing Grandview This segment of Highway 1 currently has multiple corridor, carrying more than 140,000 vehicles per day, and Highway off-ramp is expected to change. This will make it more confl icting traffi c patterns within closely-spaced provides a major connection between Highway 1 and Vancouver via diffi cult and challenging for the small volume of eastbound Grandview Grandview Highway as well as Burnaby via Willingdon Avenue. A Highway traffi c to safely make a left turn across the off-ramp to interchanges. These include: number of Burnaby’s major north-south roads cross the highway within access Still Creek commercial/industrial area. Therefore, the pre-design • The western end of Highway 1 HOV lanes this segment, including Boundary Road, Willingdon and Gilmore Avenues. concept calls for this access to be eliminated. Redirecting this traffi c to alternate routes will not signifi cantly increase travel time for the small Challenges Due to the very close spacing of highway interchanges in • High traffi c volumes weaving between the eastbound number of users making this turn, while maintaining safety on both this segment, improvements need to be considered as a whole package Grandview Highway on-ramp and Willingdon off-ramp the highway and local roads. There are a number of alternate routes to rather than individual solutions, to avoid simply moving problems from access Still Creek. • High volumes of traffi c entering and exiting the one location to another. Another current defi ciency is the shared use of Grandview Highway Willingdon interchange Proposed Improvements Proposed pre-design improvements to (Clydesdale Avenue) for both local traffi c and traffi c entering Highway 1 address the diverse and increasing travel demand in this section include • High volumes of weaving traffi c on municipal streets at westbound from Willingdon Avenue. The project proposes to separate highway widening within the existing right-of-way, a reconstructed these uses, maintaining Clydesdale Avenue for local users. the Willingdon interchange Willingdon Avenue interchange and potential new overpass at Wayburne Drive (south of Highway 1) / Westminster Avenue (north of • High volumes of north/south traffi c on Highway 1). The Highway 1 HOV lane system would remain through Willingdon Avenue. this segment. The proposed access and interchange improvements Boundary Road/Grandview Highway Interchanges address these concerns. Straddling Vancouver and Burnaby at the western edge of the Still Creek industrial/commercial area and the community of Renfrew Heights, these interchanges work together as one. Grandview Highway provides major east-west connections for Highway 1 traffi c to and from Vancouver destinations such as Vancouver General Hospital, central and UBC. The Boundary Road interchange serves traffi c to and from the west, and provides a major north-south connection to southeast Vancouver, central Burnaby and the Marine Way industrial/commercial area. The project team is working with City of Vancouver staff to explore possibilities to improve access from Highway 1 to Boundary Road and Broadway, which are the primary truck routes in this area of Vancouver. However, signifi cant differences in the height of Highway 1 as compared to Boundary Road, combined with extensive development nearby, make a direct connection diffi cult. As a result, the pre-design concept contemplates minor changes to the Boundary Road interchange, such as potential improvements to the on- and off-ramps, Burnaby Open House: Phase 1 Consultation, Spring 2006 similar to those at 1st Avenue.

Pre-Design Community Consultation: Phase 2 • September – November 2006 7 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT

FEEDBACK FORM Willingdon Avenue Interchange Option A: Construct a new Highway 1 overpass at Wayburne Drive/ Located south of the Still Creek industrial/commercial area and north Westminster Avenue 2. Wayburne Drive/Westminster Avenue overpass of BCIT, this interchange sees the most traffi c entering and exiting A potential new overpass could link Wayburne Drive south of Highway 1 Please indicate which of the following two options Highway 1 within Burnaby. Willingdon Avenue is a major north-south to Westminster Avenue north of the highway. An overpass at this you prefer. (Please choose only one.) arterial route for the City of Burnaby. It links the town centres of location is part of Burnaby’s Offi cial Community Plan. The new overpass Metrotown and Brentwood and provides access to BCIT, the Still Creek could provide another north-south community connection across the Option A. Wayburne Drive/Westminster Avenue area, Canada Way and Discovery Park industrial areas. Burnaby’s Offi cial highway for vehicles, cyclists and pedestrians to access BCIT and the

overpass (illustrated on page 9) Community Plan identifi es Willingdon Avenue as a transit corridor. Still Creek industrial area, as well as reduce traffi c volumes and improve Currently Burnaby has designated HOV/transit lanes on Willingdon safety at the Willingdon Avenue interchange. The new overpass would Option B. Focus all improvements at south of Canada Way, with future extensions planned north through serve only north-south traffi c and would not include connecting

Willingdon Avenue Interchange the interchange to Hastings Street. However, the existing interchange on- and off-ramps to Highway 1. is not wide enough to accommodate HOV expansion. Comments: Option B: Focus all improvements at Willingdon Avenue Interchange Challenges The short distance between the end of the existing With this option, all improvements to address the existing congestion eastbound Highway 1 off-ramp and the intersection of Willingdon and safety concerns at the Willingdon interchange would be focused Avenue and Canada Way causes congestion, primarily because vehicles at Willingdon Avenue, rather than splitting local traffi c between exiting Highway 1 must cross multiple lanes on Willingdon Avenue Willingdon Avenue and Wayburne Drive. This would mean that (which often have high volumes of southbound traffi c) in a short the interchange at Willingdon would need to be much larger to distance in order to turn left at Canada Way. This traffi c weaving accommodate transit/HOV priority lanes and forecast traffi c volumes. across the southbound lanes contributes to congestion, especially when traffi c volumes are high. Analysis of forecast traffi c conditions indicates Wayburne Drive Overpass Options that, without additional capacity across Highway 1 to accommodate local Burnaby traffi c, the existing Willingdon Interchange will become A. Options Pros Cons severely congested. A. Construct new Improves connection across Increases local Burnaby traffi c overpass at Highway 1 for vehicles, on Wayburne Drive/ Westminster Proposed Interchange Improvements: Wayburne Drive/ cyclists and pedestrians Avenue Westminster Reduces traffi c volumes Noise impacts to residential • Improving access and connections across Highway 1, and Avenue (across at the Willingdon Avenue neighbourhood near new overpass Highway 1) accommodating proposed future transit / HOV lane extensions. interchange (noise mitigation measures may be required) • Upgrading cycling and pedestrian facilities with a southbound bike Improves access to area and BCIT Potential requirement for minor lane and sidewalk and an urban trail northbound. road widening along sections of the existing Wayburne Drive and • Addressing the current drainage and fl ooding issues on the existing Westminster Avenue ramps near Still Creek.

To address congestion in this area, two options are under consideration: B. Focus No change to current Less effective at addressing traffi c one would take advantage of the City of Burnaby’s long-term plans improvements traffi c conditions on volumes at Willingdon, Wayburne Drive Planned local transit priority to extend Wayburne Drive across Highway 1, while the other focuses no overpass improvements at Willingdon are improvements at the existing Willingdon Interchange. These options are more diffi cult to provide due to closely linked to the fi nal improvements to the Willingdon to Grandview right-of-way constraints segment of the highway, discussed in the section immediately following.

Gateway Program: Access and Interchange Improvements 8 Port Mann/Highway 1 • Access and Interchange Improvements BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT

CYCLING IMPROVEMENTS PROPOSED The Gateway Program includes an investment of $50 million for cycling on the Port Mann and Pitt River bridges as well as along the South Fraser and North Fraser Perimeter Roads. Cyclists are not permitted on Highway 1 itself for safety reasons; however, the Port Mann/Highway 1 project provides connections to existing cycling routes on both sides of the twinned Port Mann Bridge. An additional $10 million has been allocated for off-corridor improvements, to be delivered on a cost-shared basis with municipalities.

Planning for new and upgraded interchanges and overpasses on Highway 1 includes identifying ways to Map showing location of the proposed Wayburne Drive overpass improve access for cyclists and pedestrians as well as improving connections to existing municipal cycling networks. This work is being done in conjunction with Proposed Wayburne Drive overpass, looking north municipalities, with input from cycling organizations.

Phase 1 pre-design consultation explored proposed cycling improvements along the corridor. Phase 2 pre-design consultation includes seeking public input on specifi c cycling options at the Sprott/Kensington Interchange. Improvements at other interchanges will be further explored during the preliminary design phase.

Pre-Design Community Consultation: Phase 2 • September – November 2006 9 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT

Traffi c Flow between Grandview and Willingdon Avenue Interchanges While these direct access ramps are effective, they can have greater visual impacts because one ramp must cross over the other. They also prohibit Challenges The existing interchanges at Grandview Highway certain local traffi c fl ows, which must be rerouted to local streets. and Willingdon Avenue are very close together, with Grandview’s eastbound on-ramp ending just before Willingdon’s southbound Option B: Auxiliary Lane System off-ramp. This busy section of the highway currently accommodates This option physically separates highway through-traffi c from on- and off-ramps, HOV lanes, general-purpose lanes and frontage entering/exiting traffi c. A smaller number of dedicated highway lanes roads for an effective eight-lane cross-section. When many vehicles serve through-traffi c, while auxiliary lanes immediately adjacent to enter and exit the highway in this short section at the same time, the highway – and separated by a median barrier – serve entering or through-traffi c becomes congested. Vehicles must cross multiple lanes exiting traffi c within a busy section of highway. These auxiliary lanes to access through-lanes or HOV lanes, or to exit via the ramps. This effectively operate as extended on- and off-ramps. traffi c weaving is a signifi cant safety issue and has contributed to a high Auxiliary lanes are increasingly used on freeways when interchanges accident rate compared to other Highway 1 segments. Drivers using the are closely spaced. Rather than connecting traffi c from local streets directly highway for short trips, entering at Grandview and exiting to the highway through-lanes via ramps, auxiliary lanes allow slower- at Willingdon, add to the congestion and traffi c weaving. moving, entering and exiting vehicles to merge over a longer distance, Proposed Improvements Two options are under consideration to without disturbing through-traffi c. In addition to making merging safer improve traffi c fl ow and safety in this area. Both effectively add one and easier, this system also makes better use of existing lanes. lane in each direction within the existing right-of-way, but each has a In the case of Highway 1, the auxiliary-lane system would run between different traffi c pattern. Grandview Highway and Willingdon Avenue, within the existing Option A: Highway Widening and Direct Ramp Access highway right-of-way. The highway itself would remain at the current This option accommodates forecast traffi c demand by widening the six lanes, while the auxiliary-lane system would consist of two lanes in existing six lanes to eight lanes (plus two ramps), and eliminating traffi c each direction. weaving by altering the traditional design of on- and off-ramps. Traffi c fl ow between Grandview and Willingdon Avenue Interchanges On typical highways, the on-ramp from one interchange directly precedes Options Pros Cons the off-ramp to the next interchange. Normally, this works well. However, when two interchanges are very close together, the on-ramp A. Highway Reduces some weaving on Traffi c between Grandview widening and the highway Highway and Willingdon Avenue of the fi rst interchange must either cross or merge with the off-ramp of direct ramp Improves safety cannot be provided through the the second interchange, causing congestion as vehicles merge into the access interchange. Instead, these fl ows exit lane and out of the entrance lane onto the highway. Addresses congestion would be accommodated on existing local streets One solution is to separate the two movements by placing the off-ramp Greater visual impacts before the on-ramp so that one ramp passes over the other. This solution has traditionally been used when entrance and exit ramps B. Auxiliary Lanes Reduces and eliminates some Requires drivers to exit the are spaced closely together and traffi c volumes are high. In Greater weaving on the highway highway sooner than would Improves safety normally be expected. Signs Vancouver, these types of ramps are located just west of the Port Mann would be in place to direct traffi c Bridge, where the westbound off-ramp toward Lougheed Highway is Addresses congestion appropriately built over the westbound on-ramp from Mary Hill Bypass. Allows slower-moving traffi c to enter and exit over longer distances, improving overall traffi c fl ow Burnaby Open House: Phase 1 Consultation, Spring 2006

10 Port Mann/Highway 1 • Access and Interchange Improvements DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT

Willingdon FEEDBACK FORM EXISTING PROPOSED Avenue Interchange looking east 3. Traffi c fl ow between Grandview and Willingdon Avenue Interchanges Please indicate which of the following two options you prefer. (Please choose only one.)

Option A. Highway Widening and Direct Ramp Access

Option B. Auxiliary Lanes Traffi c movements at PROPOSED Willingdon Avenue Comments: interchange with Option A, “Highway Widening and Direct Ramp Access“

Traffi c movements at PROPOSED Willingdon Avenue interchange with Option B, “Auxiliary Lanes“

Pre-Design Community Consultation: Phase 2 • September – November 2006 11 Gateway Program: Access and Interchange Improvements DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT

ABOUT HIGHWAY NOISE DOUGLAS ROAD TO GAGLARDI WAY (BURNABY)

The Gateway Program has retained an environmental This section of Highway 1 runs through the Burnaby Lake area from Existing overpasses at Douglas Road and Cariboo Road will be either Douglas Road to Gaglardi Way. It carries highway traffi c through upgraded or replaced. In addition, overpasses that allow the highway engineering fi rm specializing in noise and acoustic issues Burnaby and provides connections to central and eastern Burnaby to cross over the Burlington Northern Santa Fe Railway and the to assess the potential noise impacts from construction and destinations, including via the Sprott Street/ Brunette River will be widened. Kensington Avenue and Gaglardi interchanges. operation of the Port Mann/Highway 1 Project. The pre-design concept also proposes improvements to interchanges Challenges Large volumes of through-traffi c in peak periods combined at Sprott Street, Kensington Avenue and Gaglardi Way to address Existing noise levels have been established by using noise with local traffi c bound for destinations within Burnaby lead to current and future travel patterns and safety concerns, as well as the monitoring stations along the corridor. These measurements signifi cant congestion on the highway. In fact, this section is one of the potential addition of commercial vehicle only ramps at the existing provide a baseline against which any project-related changes busiest on the corridor. In addition, current interchange locations and Douglas Road overpass. These ramps would better serve the Still Creek in noise levels can be compared. confi gurations in this section do not provide adequate access to the commercial/industrial area as well as relieve some congestion at existing development that has occurred since the highway was built in the 1960s. interchanges. Each of these improvements is discussed further in this Monitoring sites were selected to be representative of discussion guide. Proposed Improvements The pre-design concept calls for widening residential areas and other special receptors, such as schools, this section of the highway by one lane in each direction. The that are most directly exposed to existing highway noise. existing right-of-way is generally wide enough to accommodate the Once the baseline noise levels are established, future added lanes. Proposed retaining walls would reduce the amount of additional land required, minimizing impacts on adjacent properties. noise levels will be projected using recognized industry noise models to determine post-construction noise levels. EXISTING PROPOSED Based on future predicted noise levels, the project team will determine whether noise mitigation is necessary and identify appropriate mitigation measures.

This work will be done in consultation with the Environmental Assessment Working Groups established for this project by the BC Environmental Assessment Offi ce.

Further community consultation on noise measures will take place during preliminary and detailed design. People will also have an opportunity to comment on proposed noise mitigation as part of the Environmental Assessment Review. For more information, please visit www.eao.gov.bc.ca.

Highway 1 in the Burnaby Lake area, looking west, as it currently exists Highway 1 in the Burnaby Lake area with one additional lane added in each direction, showing retaining walls to minimize land requirements

12 Port Mann/Highway 1 • Access and Interchange Improvements DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT

Douglas Road Commercial Vehicle Only Ramps Sprott Street / Kensington Avenue Interchanges FEEDBACK FORM The Douglas Road overpass serves as a north-south connection for Located just west of Burnaby Lake, these interchanges work together, local traffi c within Burnaby and provides access across Highway 1 to serving traffi c to and from Highway 1 and local arterial streets, the Still Creek industrial/commercial area. There is currently no access including Kensington Avenue, Sprott Street, Canada Way and Deer Lake to Highway 1 itself, and commercial vehicles on Highway 1 destined Parkway. Major local destinations include Burnaby City Hall, adjacent for the Still Creek area now use either the Sprott Street/Kensington schools and businesses, recreational facilities at Burnaby Lake Sports Avenue or Willingdon Avenue interchanges. This contributes to Complex and Deer Lake Park, as well as points north via the adjacent increased traffi c volumes at these interchanges and surrounding Norland Avenue and points south via Deer Lake Parkway and Royal Oak intersections. Avenue. The interchanges also provide connections across the highway for pedestrians and cyclists. Potential new commercial vehicle only ramps – a westbound off-ramp and an eastbound on-ramp – at the Douglas Road overpass could Challenges Short distances between the Highway 1 ramps and the provide commercial vehicles with direct access between Highway intersection of Kensington Avenue and Canada Way lead to traffi c 1 and the Still Creek area, and help reduce congestion at adjacent weaving and congestion. For example, travellers turning left from interchanges. Canada Way (eastbound) to access the Highway 1 eastbound on-ramp must immediately merge with traffi c turning right from Canada Way Douglas Road Commercial Vehicle Only Ramps (westbound) to access the Highway 1 westbound on-ramp. Weaving also occurs when traffi c exiting Highway 1 eastbound to turn left at Options Pros Cons Canada Way crosses southbound traffi c on Kensington Avenue seeking A. Construct new Provides commercial vehicles Potential property impacts to turn right onto Canada Way. commercial with direct access to the due to new on/off ramps at Red lines show proposed traffi c movement with the addition of vehicle only Still Creek industrial/ the existing Douglas Road Proposed Improvements Three options are being considered to Commercial Vehicle Only Ramps. ramps commercial area, reducing overpass. the amount of time they improve access and safety, reduce congestion and improve connections spend on the highway and across Highway 1 at this location. All options would be designed to 4. Douglas Road Commercial Vehicle Only Ramps local streets. accommodate future traffi c, cycling and pedestrian requirements. Please indicate the extent of your agreement or Reduces traffi c volumes disagreement with constructing new commercial vehicle and congestion at Sprott Option A: Reconstruct or widen Kensington Avenue and Sprott Street only ramps. Street/Kensington Avenue overpasses. This option would also include new traffi c signals next and Willingdon Avenue interchanges, improving to the interchange to address existing traffi c weaving (see map on Strongly Agree operations and safety. next page). Agree Somewhat Removes truck traffi c from the Burnaby Lakes Option B: Relocate two highway ramp ends from the south side of recreational area. the highway to the north side, lengthening the distance between the Neither Agree nor Disagree

ramps and the intersection of Canada Way and Kensington Avenue. Disagree Somewhat B. Do not construct Minimizes increase in Focuses commercial traffi c This would require construction of two new overpasses and removal commercial commercial traffi c volume on growth at Sprott Street/ of the existing Sprott Street to Highway 1 westbound on-ramp Strongly Disagree vehicle only the Douglas Road overpass Kensington Avenue ramps and north of the highway. and Willingdon Avenue (see map on next page). interchanges, mixing Comments: commercial vehicles with other traffi c for longer periods of time on local streets.

Pre-Design Community Consultation: Phase 2 • September – November 2006 13 Gateway Program: Access and Interchange Improvements DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT

FEEDBACK FORM Option C: Separate highway movements between the two interchanges, making Kensington Avenue the access to and from Highway 1 from the east and Sprott Street as the access to and from Highway 1 from the 5. Sprott Street/Kensington Avenue Interchanges west. This would mean relocating existing ramps as well as new ramps Please indicate which of the following three options for Kensington Avenue northbound and southbound traffi c. It would you prefer. (Please choose only one.) also mean relocating the existing Sprott Street westbound on-ramp. The City of Burnaby has expressed some concern about this option since Option A. Reconstruct Kensington Avenue it would change local traffi c movements. In order to assist ongoing and Sprott Street overpasses using discussions with the City of Burnaby, the Gateway Program is seeking existing ramps input from the public on this as well as on Options A and B (see page 13). PROPOSED Option B. Relocate ramp ends currently located

south of Highway 1 on Kensington Avenue Option A: Reconstructed Kensington Avenue and Sprott Street overpasses using existing ramps to the north side of the highway Sprott Street /Kensington Avenue Interchanges

Option C. Separate highway movements between Options Pros Cons

Kensington Avenue and Sprott Street A. Reconstruct Kensington Smallest footprint Traffi c congestion at the interchanges Avenue and Sprott Street of three options intersection of Canada Way/ overpasses using existing Improves safety Kensington will continue Comments: ramps (although to a lesser extent) More diffi cult to address current “weaving” concerns

B. Relocate existing ramps Reduces weaving Largest footprint of three options (currently located Addresses Some traffi c congestion and south of Highway 1) on congestion complex traffi c patterns at PROPOSED Kensington Avenue to the proposed new intersection Improves safety north side of the highway of Kensington Avenue and Option B: Ramps south of highway relocated to north side of the highway ramp termini

C. Separate highway Reduces weaving Increases traffi c volumes on movements between Addresses Norland Avenue between Sprott the two interchanges congestion Street and Canada Way and (Kensington and Sprott) requires allowance for trucks in Improves safety this section of Norland Avenue Simplifi es traffi c Increases traffi c volumes on movements Canada Way between Kensington Avenue and Norland Avenue/ Deer Lake Parkway Eliminates eastbound Highway 1 off-ramp at the existing PROPOSED interchange

Option C: Separate highway movements between Kensington Avenue and Sprott Street interchanges

Gateway Program: Access and Interchange Improvements 14 Port Mann/Highway 1 • Access and Interchange Improvements DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT

Kensington Avenue/Sperling Avenue Cyclist Access FEEDBACK FORM The pre-design concepts for each of the Sprott Street/Kensington Avenue interchange options discussed on page 14 include improve- ments to pedestrian/cyclist access. In addition, the City of Burnaby also 6. Kensington Avenue/Sperling Avenue Cyclist Access has proposed a local pedestrian/cyclist-only overpass across Highway 1, Please indicate which of the following two options roughly along the Sperling Avenue alignment and about 200m east you prefer (Please choose only one.) of the Kensington Avenue interchange, to improve access to the Lakes Option A. Develop full pedestrian/cyclist facility Bikeway and Central Valley Greenway. Based on Burnaby’s input, two at Kensington Avenue interchange options have been developed for providing pedestrian/cyclist facilities in this area. Option B. Financial support of the development of

Sperling Avenue pedestrian/cyclist-only Option A focuses funding and improvements at the Kensington overpass by the City of Burnaby, with Interchange. limited facilities at the Kensington Avenue Option B would provide limited facilities at the interchange, interchange with residual funds provided to the City of Burnaby to construct a dedicated pedestrian/cycling overpass at nearby Sperling Avenue. Comments: The Gateway Program’s contribution would be fi nancial only, with the development of the overpass to be undertaken by the City of Burnaby. This alternative would provide a more comfortable environment for a wider range of pedestrians/cyclists.

Kensington Avenue/Sperling Avenue Cyclist Access Red bars with arrows show the locations of the two cycling options A. Options Pros Cons

A. Develop full Improves safety and ease in Inexperienced cyclists pedestrian / crossing Highway 1, particularly may fi nd the Highway 1 cyclist facility for experienced cyclists facilities at Kensington at Kensington Developed as part of Gateway Avenue challenging due Gaglardi Interchange Upgrade interchange Program, potentially sooner to its proximity to the busy Located just east of Burnaby Lake, this interchange serves traffi c than Option B Canada Way/Kensington intersection between Highway 1 north to Gaglardi Way and south to Cariboo Road. Major destinations include Simon Fraser University, Burnaby Lake B. Support Provides an alternative to Limited cycling facilities at Regional Park, Lougheed Mall Town Centre and Cariboo and development of Kensington Avenue and improves Kensington Avenue Lake City Industrial areas. Short distances between highway access Sperling Avenue access by creating a more Implementation not tied to ramps and the Cariboo Road-Gaglardi Way intersection can result pedestrian/ pedestrian- and cyclist-friendly Gateway schedule cyclist-only environment in some traffi c weaving at peak times. The pre-design concept overpass by the Provides better continuity with contemplates upgrades to the existing traffi c signals and roadway City of Burnaby Burnaby’s Bikeway/Greenway to alleviate this problem. network

Pre-Design Community Consultation: Phase 2 • September – November 2006 15 Gateway Program: Access and Interchange Improvements NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT

FEEDBACK FORM NORTH ROAD TO CAPE HORN (COQUITLAM) This segment of Highway 1 runs from the Burnaby-Coquitlam border to the western end of the Port Mann Bridge. In addition to carrying 7. Improved Transit Access highway traffi c through Coquitlam, it provides a connection between Please indicate which of the following two options Coquitlam and New Westminster through interchanges at Brunette you prefer. (Please choose only one.) Avenue and Cape Horn, as well as underpasses at North Road and King Option A. Transit access to Braid Street SkyTrain Edward Street. This segment is also the meeting point of several other

Station via regular ramps at Brunette major routes, including Lougheed Highway, the Mary Hill Bypass and Avenue interchange (existing conditions) United Boulevard. As a result of this combination of regional and local traffi c, local traffi c connections tend to be less direct. Option B. Construct transit-only access ramps

at North Road to provide access to Challenges Primarily due to the number of major movements and Lougheed Town Centre SkyTrain Station connections this section of Highway 1 serves, it consistently experiences signifi cant congestion in both directions. Large volumes of westbound Comments: traffi c exiting the highway to travel southbound at the Brunette interchange can back up onto the highway, leading to congestion and safety concerns during peak periods. Proposed Improvements The pre-design concept contemplates widening this section of the highway by one lane in each direction, within the existing right-of-way. This would result in a total of eight through-lanes, two of which would remain designated for HOV.

North Road or Braid Street Proposed Transit Access Improvements Red line shows location of proposed Transit-Only Access ramps (Option B) Twinning the Port Mann Bridge and developing HOV / transit lanes east of the Port Mann Bridge will enable TransLink to provide reliable public Improved Transit Access (North Road or Braid Street) transit between communities east and west of the Fraser River for the A. Options Pros Cons fi rst time in more than 20 years. Current TransLink plans propose to integrate existing and/or new bus routes at the Braid Street SkyTrain A. Transit to access New direct bus access from Highway 1 Potentially less Braid Street SkyTrain to SkyTrain and connecting bus routes reliable transit Station, where users would have the option of transferring to the Station via regular service than Millennium Line SkyTrain service or bus connections. Improving access ramps at Brunette Option B at to transit could also help reduce some traffi c on Highway 1. interchange peak times due to highway Preliminary analysis indicates that direct transit priority lanes to Braid congestion Station would be very diffi cult to provide. However, in consultation B. Construct transit- New direct bus access from Highway 1 More land may with TransLink, the Gateway Program has identifi ed an opportunity only ramps at North to all transit modes including new be required to provide a more effi cient and direct transit priority connection at Road to provide light rail transit for ramp construction Lougheed Town Centre Station through new transit-only highway access access to Lougheed More reliable service, due to transit-only Town Centre SkyTrain ramps at Government Street and North Road. In addition to providing designation for ramps, eliminating the Station need to access Brunette Interchange access to the future Millennium Line and multiple bus routes, transit users would also have direct access to the Evergreen Line Light Rail service.

Gateway Program: Access and Interchange Improvements 16 Port Mann/Highway 1 • Access and Interchange Improvements NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT

Brunette Interchange King Edward Street IMPROVING COMMUNITY CONNECTIVITY Located on Highway 1 between King Edward Street and North Road, King Edward Street is the main connection between residential areas of this interchange is heavily used by highway traffi c headed for Coquitlam Coquitlam and one of its primary commercial and employment centres King Edward Street is the main connection between to the north and New Westminster to the south. It also serves as a key at Pacifi c Reach along United Boulevard. This important route passes residential areas of Coquitlam and the Pacifi c Reach local connection between these municipalities. Built in the 1960s to under Highway 1 and crosses the CP Rail line at a protected railway commercial and employment area. The photo below accommodate low traffi c volumes, it now handles high volumes of crossing. At times rail cars, (which have the right-of-way), block traffi c illustrates the extent of traffi c back-ups that can develop highway and municipal traffi c, and serves cyclists and pedestrians, on King Edward Street, causing signifi cant local congestion and delays. especially those using SkyTrain at the Braid Street Station. It is also a In addition, Highway 1 motorists experience limited sightlines where on King Edward Street when a train is crossing at the primary interchange for trucks traveling between Highway 1, Lougheed the highway passes over King Edward Street. Highway 1 underpass. Highway, United Boulevard, and Marine Way. In consultation with the City of Coquitlam, the pre-design proposes The interchange is located close to a major intersection to the north at The King Edward Street underpass also affects Highway 1 a new four-lane overpass at King Edward Street about 150m west Brunette Avenue/Lougheed Highway and Blue Mountain Road, and of the existing King Edward Street underpass, to improve local traffi c because the highway was raised slightly in this area the high traffi c volumes at this intersection place additional demand connections across the highway and eliminate the at-grade railway to accommodate the underpass. This affects sightlines on on the interchange. crossing. The new overpass would also improve sightlines on Highway 1 in this area. A more effective way of addressing Some potential solutions have been explored; however, these improve- Highway 1. the various transportation needs in this area would be ments are related to proposed King Edward Street improvements (described below), as well as to community planning for the Maillardville to construct an overpass to take King Edward Street traffi c area that is currently proceeding in the City of Coquitlam. As such, the over Highway 1. This would help to improve highway Gateway Program is working with the City of Coquitlam to identify sightlines and eliminate the at-grade rail crossing for an appropriate concept for an upgraded interchange that would best fi t within Coquitlam’s long-term plans for the area, while minimizing the Coquitlam traffi c. various property, operational, environmental and community impacts.

EXISTING PROPOSED EXISTING

Highway 1 as it currently exists at King Edward Street Proposed King Edward overpass, after construction Existing King Edward Street underpass

Pre-Design Community Consultation: Phase 2 • September – November 2006 17 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT

FEEDBACK FORM Cape Horn Commercial Vehicle Priority Ramps Proposed Improvements The pre-design concept provides Due to the high volume of commercial vehicles traveling two options for these ramps: between Highway 1 and the Pacifi c Reach industrial area along Option A would provide commercial traffi c with 24-hour priority access 8. Cape Horn Commercial Vehicle Priority Ramps United Boulevard and Mary Hill Bypass, all highway users would from these ramps to the United Boulevard area. Please indicate which of the following two options benefi t from the addition of commercial-vehicle priority ramps you prefer. (Please choose only one.) from Highway 1 westbound to United Boulevard, particularly Option B would allow this priority access only during peak hours, during peak periods. These ramps would separate commercial with other traffi c permitted to use the ramp outside these times. Option A. 24-hour commercial priority ramps vehicle traffi c from general-purpose traffi c, reducing the number When access to the ramps is restricted, general traffi c would of commercial vehicles on this section of the highway as well as access United Boulevard via the Brunette Avenue interchange and Option B. Peak-hour commercial priority only at the Brunette Avenue interchange. Lougheed Highway as it currently does. Comments:

Cape Horn Commercial Vehicle Priority Ramps

A. Options Pros Cons

A. 24-hour Separates general-purpose traffi c Ramps not available for commercial from commercial vehicles at all general-purpose traffi c priority ramps times, increasing driver comfort and going to/from Pacifi c safety Reach industrial area Provides commercial vehicles which would access coming from the east on Highway 1 via Brunette Avenue/ with continuous direct access to Lougheed Highway/ Pacifi c Reach industrial area United Boulevard

B. Peak-hour Separates general-purpose traffi c Requires general- commercial from commercial vehicles during purpose traffi c to take priority only peak hours alternate routes during Provides general-purpose traffi c peak hours direct access to Pacifi c Reach More diffi cult to enforce industrial area during off peak hours Provides commercial vehicles coming from the east on Highway 1 with direct access to Pacifi c Reach Red lines show the traffi c movements and approximate location for proposed industrial area during peak hours Cape Horn Commercial Vehicle Priority Ramps

Gateway Program: Access and Interchange Improvements 18 Port Mann/Highway 1 • Access and Interchange Improvements NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT

Cape Horn Interchange Reconstruction Because of the single-lane and exit ramps, many of the connections are FEEDBACK FORM Located on Highway 1 between King Edward Street and the indirect, making it diffi cult to provide clear directional signing. Finally, so west end of the Port Mann Bridge, this interchange serves high much regional traffi c congregating in a single location often encourages volumes of through-traffi c as well as high volumes of traffi c this traffi c to use local routes to avoid highway congestion. This leads to 9. Pre-design Concepts accessing major local and regional roads. Despite a history of congestion on local roads, limiting access to local destinations. Due to the complexity of the existing interchange site-specifi c improvements to meet increasing volumes and as well as residential, railway and environmental The pre-design concept proposes a complete reconstruction of the changing traffi c patterns, this interchange has reached its design constraints, improvement options at Cape Horn will Cape Horn Interchange. These improvements will address congestion on limits. Current estimates suggest that traffi c volumes at Cape Horn primarily be determined by technical feasibility. Highway 1 by improving traffi c fl ow between the major arterial roads, will increase nearly 30% by 2031. improve safety by reducing traffi c weaving and upgrading to modern Do you have any comments about the proposed Cape Horn has some very tight curves that require vehicles to travel standards, providing more direct connections to and from Highway 1 improvements? much more slowly than at other interchanges. These tight curves and improving the directional signage. The following primary traffi c are diffi cult for commercial trucks to negotiate and this periodically movements will be improved (see maps A – D). leads to trucks overturning. The interchange has only one single-lane Highway 1 eastbound entrance ramp, to which traffi c from all other routes is channeled, causing signifi cant congestion. Similarly, a single-lane westbound off-ramp accommodates vehicles destined for Lougheed Highway, United Boulevard, and the Mary Hill Bypass.

On the following four maps, the dotted line shows existing traffi c movements and the solid red line shows proposed changes in traffi c movement.

Map B: Interchange improvement for direct access from Mary Hill Bypass to Highway 1 (westbound and eastbound); existing traffi c light removed Map A: Interchange improvement for Lougheed Highway westbound to Highway 1 eastbound

Pre-Design Community Consultation: Phase 2 • September – November 2006 19 Gateway Program: Access and Interchange Improvements NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT

CYCLING – FOR HEALTH AND THE ENVIRONMENT

Across Greater Vancouver, walking and cycling trips increased by 24% between 1999 and 2004. Studies show that most Canadians would like to cycle more often, yet only about 2% of Greater Vancouver residents bike to work.

Some of the primary reasons people give for not cycling to work is that it takes too long and that there aren’t enough safe cycling routes. For instance, a commuter wanting to travel from west to Coquitlam Town Centre (a distance of about 10 km by car and almost directly north) currently must travel east to the and then double back almost exactly the same distance before heading north to Coquitlam Town Centre. Map C: Interchange improvement to create a more direct access from Lougheed Map D: Interchange improvement to create a more direct access from Highway 1 Highway eastbound to Mary Hill Bypass eastbound westbound to Lougheed Highway westbound The Gateway Program includes provision for a two-way pedestrian/cycling path across a twinned Port Mann Bridge, with connections to Lougheed Highway, United Boulevard and Mary Hill Bypass cycling routes on the north side of the Fraser River and existing cycling routes on 152nd Street/108 Avenue south of the River. This will make cycling a viable option for many people traveling short distances between points north and south of the Fraser River. More than 50% of westbound vehicle traffi c that gets on Highway 1 at the 152nd Street Interchange in the morning peak hour exits at Cape Horn at the north end of the bridge.

20 Port Mann/Highway 1 • Access and Interchange Improvements EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT

PORT MANN BRIDGE (COQUITLAM/SURREY) PROPOSED In addition to being a primary goods movement route across the Proposed Improvements Widening of the existing highway from two Fraser River, the Port Mann Bridge provides a critical connection across general-purpose lanes in each direction to three general-purpose lanes the Fraser River for long-distance provincial trips, a major regional and one HOV lane in each direction would create a total of eight lanes. commuter route to and from South Fraser communities and a local Proposed improvements include reconstruction of existing interchanges connector between Coquitlam and Surrey. The bridge also carries the at 152nd Street and 160th Street, as well as potential construction of a largest volumes of trucks in the region. Expansion of the bridge in 2001 new partial interchange at 156th Street. added an HOV lane eastbound. There is currently no westbound HOV All overpasses that cross Highway 1 in this segment are expected to lane. With large volumes of traffi c funnelling into a constrained and be replaced to accommodate the widened highway. Widening will narrowed section of the highway, the crossing experiences increasing generally take place within the existing right-of-way. Retaining walls congestion and queues – now more than 13 hours a day. The bridge are proposed to minimize impacts to adjacent residential properties. has become a major bottleneck on Highway 1, causing delays in both directions, particularly in peak periods. This chronic congestion Concurrent with development of the Gateway Program, the Ministry currently makes reliable transit service impossible. The existing crossing of Transportation is developing a regional weigh scale program, also has no facilities for pedestrians or cyclists to access the cycling which likely will see removal of the existing eastbound Highway 1 network on either side of the Fraser River. weigh scales near the 160th Street Interchange. The pre-design concept for the twinned Port Mann Bridge was discussed in the Pre-design Consultation: Phase 1. The concept proposes a new parallel bridge, which would also provide cycling access, and be designed to accommodate potential future light rail rapid transit. PROPOSED Pre-design concept for twinned Port Mann Bridge With this additional capacity, it will be possible to extend existing HOV lanes and accommodate TransLink’s plans to provide reliable scheduled PROPOSED bus service between communities north and south of the Fraser River. EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) This section of Highway 1 runs from the east end of the Port Mann Bridge to just east of the 160th Street interchange. It forms the east approach/exit for the Port Mann Bridge, with large volumes of traffi c, particularly at peak times. Interchanges at 152nd Street and 160th Street provide access to Highway 1 for the majority of Surrey’s traffi c, which comprises approximately half of all traffi c crossing the bridge, much of which exits at Cape Horn. Challenges Bottlenecks at the Port Mann Bridge can cause further problems on Surrey’s road network, making it diffi cult for local traffi c to cross the highway. The Highway 1 eastbound HOV lane currently Cross-section of Highway 1 at Johnson Hill just east of the twinned Pre-design concept for the Port Mann Bridge showing transit and ends at the west end of this segment. Port Mann Bridge cycling lanes

Pre-Design Community Consultation: Phase 2 • September – November 2006 21 EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT

152nd Street Interchange 156th Street Located at the end of 152nd Street in North Surrey, this interchange The City of Surrey and the Ministry of Transportation are currently forms the fi rst highway connection east of the Port Mann Bridge. developing a new crossing under Highway 1 at 156th Street. This Traffi c volumes at the current 152nd Street interchange are some of crossing will address the existing diffi culty that the Fraser Heights the largest on the Highway 1 corridor. The existing interchange serves community has in moving back and forth across Highway 1, due to North Surrey traffi c accessing Highway 1 to and from the east, as well traffi c congestion on both the 152nd Street and 160th Street as providing local and highway access for the Fraser Heights community. overpasses. The new crossing will provide an opportunity to add ramps at this location as part of the Port Mann/Highway 1 project. The combined high volumes of traffi c both at the interchange and on the highway itself can make merging diffi cult. Traffi c volumes Proposed Improvements Three options are under consideration: entering the highway at 152nd Street signifi cantly affect highway Option A: HOV/Transit Only Ramps (see map, left) operations, slowing through-traffi c. In addition, during peak periods, highway queues form along 152nd Street to and beyond 108th Avenue, • Construct an HOV/transit-only interchange at 156th Street for both a condition that is expected to worsen over time without signifi cant eastbound and westbound directions that provides direct access to improvements to the existing interchange and Port Mann Bridge. and from the median HOV lanes, so buses and car-poolers don’t have Highway-related congestion blocks access northbound on 152nd Street, to cross multiple lanes of traffi c to access the median HOV lane. This limiting access to Fraser Heights. Additionally, there are no facilities for direct access would improve traffi c fl ow for HOV/transit vehicles as Option A. Red line shows traffi c pattern with Option A: well as providing benefi t to general-purpose traffi c on the highway. Construct an HOV/transit only interchange at 156th Street and HOV, transit or cyclists at this interchange. maintain right-in, right-out access to Highway 1 at 110th Avenue The pre-design concept calls for full redevelopment of this interchange, • Maintain right-in, right-out access to Highway 1 at 110th Avenue. including rebuilding the existing overpass and improving merging • Establish transit priority access at 152nd Street for conditions with Highway 1. To address safety considerations, the Surrey-to-Tri Cities traffi c (westbound). current westbound to southbound left turn across the 152nd Street ramp from 110th Avenue in Fraser Heights would be removed. Instead, Option B: General Purpose Ramps (see map, left) Fraser Heights residents would have improved cross-highway access • Construct an eastbound off-ramp and a westbound on-ramp at 156th at 156th Street. Street for all traffi c. The new ramps would provide an additional access point to and from Highway 1, helping to improve traffi c fl ow and distribute traffi c more effi ciently through Surrey’s road network. • Remove existing access to Highway 1 at 110th Street. Fraser Heights residents would access Highway 1 at 156th Street or 160th Street interchanges. • Establish transit / HOV priority access at the 152nd Street interchange (westbound). Option C: No additional construction (see map, right) No change to existing traffi c movements other than:

Option B. Red line shows traffi c pattern with Option B: • Maintain right-in, right-out access to Highway 1 at 110th Avenue. Relocate access to Highway 1 from 110th Avenue and construct a westbound on-ramp and an eastbound off-ramp at 156th Street • Establish transit / HOV priority access at the 152nd Street interchange for general-purpose traffi c (westbound).

22 Port Mann/Highway 1 • Access and Interchange Improvements EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT

160th Street Interchange FEEDBACK FORM Located south of Fraser Heights and north of Johnson Heights in Surrey, this interchange serves traffi c between Highway 1 and 160th Street and between Highway 1 and 104th Avenue. It is the last 10. 156th Street Potential Interchange westbound exit prior to the Port Mann Bridge and is heavily used Please indicate which of the following three options by traffi c exiting to Surrey. It is also the fi rst eastbound entrance you prefer (please choose only one): to Highway 1 from Surrey. Within the immediate vicinity of this Option A. Construct an HOV/transit only interchange, a number of closely spaced intersections also connect interchange at 156th Street and maintain major arterial streets and create very diverse travel patterns, adding right-in, right-out access to Highway 1 to the interchange’s complexity. at 110th Avenue The interchange also serves local traffi c between Fraser Heights and Option B. Relocate access to Highway 1 parts of Surrey south of Highway 1, as well as recreational traffi c from 110th Avenue and construct a bound for Tynehead Regional Park. Congestion from traffi c accessing westbound on-ramp and an eastbound Highway 1 at the 160th Street interchange creates signifi cant delays off-ramp at 156th Street for general- for local traffi c trying to cross the highway. purpose traffi c Option C. Red line shows traffi c pattern with Option C: Construction of a new underpass at 156th Street in advance of current conditions, no additional construction Option C. No additional construction the Port Mann/Highway 1 project (described on page 22) will address local traffi c needs and enhance the overall effi ciency of 156th Street Potential Interchange Comments: the existing 160th Street Interchange. However, without additional Options Pros Cons improvements, capacity constraints at this interchange will remain. A. Construct a median Improves access and travel No access to Highway 1 The pre-design concept calls for a complete redevelopment of HOV/transit-only times for HOV/transit via 156th Street for the 160th Street interchange, increasing vehicle capacity as well interchange at vehicles to Highway 1 via general-purpose vehicles, 156th Street dedicated ramp which concentrates general- as expanding pedestrian and cycling facilities, providing better (full interchange) connections to the Surrey bicycle network. Improved traffi c fl ow for all purpose traffi c at 152nd users at the 152nd and 160th Street and 160th Street Street interchanges interchanges

B. Construct a partial Spreads traffi c destined for More land may be required interchange at 156th Highway 1 to three locations for new ramps at 156th Street Street, providing a instead of the existing two standard westbound Improves Highway 1 and on-ramp and an 152nd Street/160th Street eastbound off-ramp on-ramp traffi c fl ow at 156th Street for all traffi c

C. No additional Lower cost Higher traffi c volumes at construction at 152nd and 160th Streets 156th Street No additional HOV/transit travel time savings

Pre-Design Community Consultation: Phase 2 • September – November 2006 23 Gateway Program: Access and Interchange Improvements EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT

EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) EXISTING This section of Highway 1 runs from east of 160th Street to 216th Street. It serves commuters from Langley and Surrey, commuters from the east destined for Langley and Surrey, and an increasing number of Vancouver, Burnaby and Coquitlam commuters who work at locations south of the Fraser River. It also serves commercial vehicles bound for local industrial areas, the U.S. border via Highway 15 and, in the future, the proposed Bridge and South Fraser Perimeter Road. Interchanges at 176th and 200th Streets currently provide access to Port Kells, a major commercial/industrial area. Challenges Queues regularly occur in this segment at peak periods due to congestion at the approaches to the Port Mann Bridge. To avoid highway congestion, many commuters use neighbourhood streets to bypass highway congestion and access interchanges further west. Current interchange locations and confi gurations do not provide adequate access to industrial and commercial development that has occurred since the highway was built in the 1960s. In addition, Highway 1 between 160th Street and 200th Street as it currently exists this section of Highway 1 currently has no HOV lanes or transit (2 lanes in each direction) priority measures. Proposed widening of the highway would add one general-purpose lane PROPOSED and one HOV lane in each direction for a total of eight lanes to 200th Street, then dropping to six lanes to 216th Street. Extension of HOV lanes will provide signifi cant travel time savings for HOV/transit users. The existing highway median is wide enough to accommodate the added lanes. Proposed improvements to access along this section include reconfi guring 176th Street interchange, development of a new interchange at 216th Street, and provision for transit park-and-ride facilities. A current project at 192nd Street interchange (Harvie Road), which includes the construction of an eastbound off-ramp and westbound on-ramp, will be completed by fall 2006. Pending further discussions with the City of Surrey, an extension of this near-term improvement is also being considered as part of the pre-design concept, which contemplates the construction of a westbound off-ramp and eastbound on-ramp for commercial vehicles only. The existing interchange at 200th Street, constructed in 2004, was designed to accommodate the widened highway.

Langley Open House: Phase 1 Consultation, Spring 2006 Highway 1 between 160th Street and 200th Street with widening of Highway 1 into the median (4 lanes in each direction)

24 Port Mann/Highway 1 • Access and Interchange Improvements EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT

EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) 176TH STREET INTERCHANGE

176th Street (Highway 15) Interchange With North Langley and North Surrey continuing to Located in Surrey between Tynehead Regional Park and the Port Kells grow as signifi cant population and employment centers, community, this interchange currently connects traffi c between Highway 1 and Highway 15, the primary truck route to the U.S. Border. transportation needs in this area are also growing. As The interchange also serves as a key access to the Port Kells industrial the map on the left indicates, a number of infrastructure area as well as the main access to the CN Rail intermodal yard. projects are planned or underway to address growing A number of local connections to 176th Street/Highway 15 between demand between 176th and 200th Street, including: Barnston Drive and 96th Avenue compete with regional traffi c in the vicinity of this interchange. Limited capacity on 176th Street/Highway 15 • TransLink’s new (one lane in each direction) also contributes to delays at traffi c lights • The South Fraser Perimeter Road north and south of the interchange. Finally, existing short merge lanes cause weaving and confl icts between traffi c entering and exiting • The Port Mann/Highway 1 project Highway 1. • Highway 15 (176th Street) widening Completion of the proposed South Fraser Perimeter Road (SFPR) and Golden Ears Bridge, as well as the current upgrading of Highway 15 These projects will work together to support the growing to four lanes, will result in signifi cant traffi c pattern changes in the number of trips in this busy commercial, residential and vicinity of the 176th Street interchange. Not only will these new and/or industrial area and will help reduce traffi c congestion improved regional routes interact with each other, they will also use 176th Street as the primary access point for Highway 1. As an initial on local roads such as 96th and 104th Avenue and step to relieve the congestion and confl icts at this interchange, the Barnston Drive. Ministry of Transportation is currently constructing ramps at 192nd Street to provide more direct access to the Port Kells industrial area and relieve traffi c volumes on the 176th Street interchange and Barnston Drive. 176th Street Interchange showing all the road improvements that are proposed or currently underway in the Port Kells/176th Street area The pre-design concept for the Port Mann/Highway 1 project proposes to reconfi gure the existing 176th Street interchange to improve access, address congestion and accommodate anticipated increases in traffi c volumes. All existing traffi c movements at this interchange would be retained.

Pre-Design Community Consultation: Phase 2 • September – November 2006 25 EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT

FEEDBACK FORM 192nd Street (Harvie Road) In fall 2006, construction of a new eastbound off-ramp and new westbound on-ramp at 192nd Street and Highway 1 will be 11. 192nd Street (Harvie Road) – New Commercial completed. This new partial interchange will serve traffi c between Priority Ramps Highway 1 and the Port Kells industrial area. Please indicate how strongly you agree or disagree Proposed Improvements The Gateway Program is considering with the construction of a new truck priority adding to this new access by constructing a new westbound off-ramp westbound off-ramp and eastbound on-ramp. and a new eastbound on-ramp for commercial vehicles, to provide (Please choose only one). additional direct access to the Port Kells industrial area. These priority Strongly Agree ramps would reduce the number of commercial vehicles using the 200th Street interchange. The new ramps would be designed to Agree Somewhat prevent heavy trucks from accessing the residential community south of Highway 1 while maintaining a local connection across Neither Agree nor Disagree the highway. Disagree Somewhat

Strongly Disagree

Comments: Construction of new ramps at 192nd Street, currently underway

192nd Street Additional Ramps for Commercial Priority (Harvie Road)

A. Options Pros Cons

A. Construct new truck Improves access to the Additional property required priority westbound Port Kells industrial area for for ramp construction off-ramp and commercial vehicle traffi c Potential environmental eastbound on-ramp Reduces traffi c volumes impacts* still to be determined at 176th and 200th Street interchange and on 96th Avenue north of Highway 1 Prevents heavy truck access to residential community south of Highway 1

B. Do not construct No land impacts Truck traffi c to and from new ramps Port Kells industrial area continues to use 200th Street interchange and 176th Street

* All projects within the Gateway Program are subject to a harmonized federal/provincial Red lines show the new traffi c pattern with the proposed eastbound off-ramp environmental review process and westbound on-ramp for commercial vehicles

Gateway Program: Access and Interchange Improvements 26 Port Mann/Highway 1 • Access and Interchange Improvements EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT

216th Street Interchange Park-and-Ride and Park-and-Pool Locations BENEFITS OF PARK-AND-RIDE AND PARK-AND-POOL As part of planning for future road network improvements, the Existing park-and-ride facilities at 160th Street in Surrey and 200th Township of Langley has identifi ed a need for a new interchange Street in Langley allow drivers to park their cars and take transit to Park-and-Ride/Park-and-Pool facilities help make transit at 216th Street. This would better serve the growing population and complete their commute. There are also informal park-and-pool lots and carpooling a viable transportation option. employment centre of Walnut Grove, as well as provide an additional at the 232nd Street and 264th Street interchanges. local connection across Highway 1, including improved access to Depending on your origin and destination, sometimes A primary goal of the Gateway Program is to support expanded use of Trinity Western University. The Gateway Program, in partnership with it is impractical or even impossible to make a trip entirely transit and HOV lanes, including transit across the Port Mann Bridge. the Township, is planning construction of this new interchange, which As a result, in consultation with TransLink, the Gateway Program is by transit or carpool. In addition, instead of getting picked also includes facilities that provide cycling and pedestrian connections investigating the development of potential new and/or upgraded across the highway. Traffi c forecasting indicates this interchange will up at home, some carpoolers prefer to drive alone to a Park-and-Ride or Park-and-Pool facilities. Park-and-Ride facilities would provide an important connection point to Highway 1 for the signifi cant common meeting place and then carpool the rest of the have supporting transit service, while Park-and-Pool facilities would volume of traffi c to and from this area, including increasing interaction serve as meeting points for HOV users. New bus service and routes way to their destination. with communities to the east. under consideration by TransLink include: With fast, convenient and safe access to major transit routes • Abbotsford to 104th Avenue and the Surrey Central SkyTrain station and Park-and-Ride/Park-and-Pool facilities, people are PROPOSED along Highway 1 encouraged to consider transit or ridesharing for at least • Haney (Maple Ridge) to 104th Avenue and the Surrey Central SkyTrain part of their travel. In turn, this helps to reduce the number station via the Golden Ears Bridge of vehicles on the road. • Guildford (Surrey) to Coquitlam via the Port Mann Bridge • Langley to Coquitlam (Braid or Lougheed SkyTrain station) via the Port Mann Bridge • New local service between north and south Langley via the 216th Street interchange • Existing local services in Langley and Surrey, including Port Kells and Fraser Heights would continue (currently using 160th, 176th and 200th Street interchanges)

216th Street Interchange on completion of construction

Pre-Design Community Consultation: Phase 2 • September – November 2006 27 PARK-AND-RIDE AND PARK-AND-POOL FACILITIES

FEEDBACK FORM

12. Park-and-Ride and Park-and-Pool Facilities A. Use of Facilities Please indicate with an X which of the following Park-and-Ride and Park-and-Pool Facilities you would use:

156th Street

160th Street

200th Street

216th Street (potential new facility)

232nd Street

264th Street

Comments:

B. Locations for Facilities Are there other locations where you would like Park-and- Ride and Park-and-Pool Facilities? (please be specifi c.)

Comments:

C. Primary Use of Facilities If additional Park-and-Ride and Park-and-Pool Facilities are provided, which would you personally use?

Park-and-Ride

Park-and-Ride and Park-and-Pool Facility Locations Park-and-Pool

Neither Map showing location of Park-and-Ride and Park-and-Pool facilities

Comments:

Gateway Program: Access and Interchange Improvements 28 Port Mann/Highway 1 • Access and Interchange Improvements CONSULTATION ON ACCESS AND INTERCHANGE IMPROVEMENTS: PRE-DESIGN COMMUNITY CONSULTATION PHASE 2

FEEDBACK FORM

The deadline for public feedback is November 8, 2006. How Public Feedback Will Be Used 13. Additional Comments Feedback gathered through this pre-design consultation For more information about the proposed road and bridge via open houses, stakeholder meetings, web and fax improvements for the Port Mann/Highway 1 corridor, or other will be recorded and summarized in a Consultation components of the Gateway Program, please visit our website Summary Report, which will be considered along with www.gatewayprogram.bc.ca or contact: technical and fi nancial information as the Gateway [email protected] Program refi nes improvement designs. The Consultation Tel: 604-456-2420 Summary Report will also be posted on the web and Fax: 604-439-2585 consultation participants will be notifi ed of the posting if they choose.

Please provide your contact information (optional): Name: Address: Phone: E-mail:

Gateway Program: Access and Interchange Improvements