Meeting 1 of 9

METRO VANCOUVER REGIONAL DISTRICT (MVRD) - PARKS BOARD OF DIRECTORS

REGULAR BOARD MEETING Friday, June 23, 2017 9:00 A.M. 2nd Floor Boardroom, 4330 Kingsway, Burnaby, British Columbia

Membership and Votes

A G E N D A1

A. ADOPTION OF THE AGENDA

1. June 23, 2017 Regular Parks Meeting Agenda That the MVRD Board adopt the agenda for its regular Parks meeting scheduled for June 23, 2017 as circulated.

B. ADOPTION OF THE MINUTES

1. May 26, 2017 Regular Parks Meeting Minutes That the MVRD Board adopt the minutes for its regular Parks meeting held May 26, 2017 as circulated.

C. DELEGATIONS

D. INVITED PRESENTATIONS

E. CONSENT AGENDA Note: Directors may adopt in one motion all recommendations appearing on the Consent Agenda or, prior to the vote, request an item be removed from the Consent Agenda for debate or discussion, voting in opposition to a recommendation, or declaring a conflict of interest with an item.

1. REGIONAL PARKS COMMITTEE REPORTS

1.1 Derby Reach Regional Park—Langley Bog Viewing Platform Dedication That the MVRD Board approve the dedication of the new Langley Bog Viewing Platform in Derby Reach Regional Park to citizen leader Bays Blackhall.

1 Note: Recommendation is shown under each item, where applicable. June 14, 2017 Metro Vancouver Regional District - Parks - 1 MVRD Board Agenda - Parks June 23, 2017 Agenda Page 2 of 2

1.2 Colony Farm Regional Park - Fraser River Trade Area Multi-Modal Transportation Network Planning Study and Implications That the MVRD Board direct staff to write a letter to the Chair of the Gateway Transportation Collaborative Forum Steering Committee expressing concerns and potential impacts to Colony Farm Regional Park from proposed projects identified in the Fraser River Trade Area Multi-Modal Transportation Network Planning Study.

1.3 Tynehead and Boundary Bay Regional Parks and Delta-South Surrey Greenway -- Trans Canada Trail Designations That the MVRD Board approve the designation of trails in Tynehead and Boundary Bay Regional Parks and the Delta-South Surrey Greenway as part of the Trans Canada Trail network as requested by the Trans Canada Trail.

F. ITEMS REMOVED FROM THE CONSENT AGENDA

G. REPORTS NOT INCLUDED IN CONSENT AGENDA

H. MOTIONS FOR WHICH NOTICE HAS BEEN GIVEN

I. OTHER BUSINESS

J. BUSINESS ARISING FROM DELEGATIONS

K. RESOLUTION TO CLOSE MEETING Note: The Board must state by resolution the basis under section 90 of the Community Charter on which the meeting is being closed. If a member wishes to add an item, the basis must be included below.

That the MVRD Board close its regular Parks meeting scheduled for June 23, 2017 pursuant to the Community Charter provisions, Section 90 (1) (e) as follows: “90 (1) A part of a board meeting may be closed to the public if the subject matter being considered relates to or is one or more of the following: (e) the acquisition, disposition or expropriation of land or improvements, if the board or committee considers that disclosure could reasonably be expected to harm the interests of the regional district.”

L. RISE AND REPORT (Items Released from Closed Meeting)

M. ADJOURNMENT/CONCLUSION That the MVRD Board adjourn/conclude its regular Parks meeting of June 23, 2017.

Metro Vancouver Regional District - Parks - 2 Section B 1

METRO VANCOUVER REGIONAL DISTRICT BOARD OF DIRECTORS - PARKS

Minutes of the Regular Parks Meeting of the Metro Vancouver Regional District (MVRD) Board of Directors held at 9:04 a.m. on Friday, May 26, 2017 in the 2nd Floor Boardroom, 4330 Kingsway, Burnaby, British Columbia.

MEMBERS PRESENT: Vancouver, Vice Chair, Director Raymond Louie Port Moody, Director Mike Clay Abbotsford, Director Sandy Blue Richmond, Director Malcolm Brodie Anmore, Director John McEwen Richmond, Director Harold Steves Belcarra, Director Ralph Drew Surrey, Director Tom Gill Bowen Island, Director Maureen Nicholson Surrey, Director Bruce Hayne Burnaby, Director Derek Corrigan Surrey, Director Linda Hepner Burnaby, Director Sav Dhaliwal Surrey, Director Barbara Steele Burnaby, Director Colleen Jordan Surrey, Director Judy Villeneuve Coquitlam, Director Craig Hodge Vancouver, Alternate Director Elizabeth Ball for Delta, Director Lois Jackson Gregor Robertson Langley City, Director Rudy Storteboom Vancouver, Director Heather Deal Langley Township, Director Charlie Fox Vancouver, Director Geoff Meggs Langley Township, Director Bob Long Vancouver, Director Andrea Reimer Lions Bay, Director Karl Buhr Vancouver, Director Tim Stevenson New Westminster, Director Jonathan Coté West Vancouver, Director Michael Smith North Vancouver City, Director Darrell Mussatto White Rock, Director Wayne Baldwin North Vancouver District, Director Richard Walton Pitt Meadows, Director John Becker

MEMBERS ABSENT: Port Coquitlam, Chair, Director Greg Moore Coquitlam, Director Richard Stewart Abbotsford, Director Henry Braun Tsawwassen, Director Bryce Williams Electoral Area A, Director Maria Harris Vancouver, Director Kerry Jang Maple Ridge, Director Nicole Read

STAFF PRESENT: Carol Mason, Chief Administrative Officer Janis Knaupp, Assistant to Regional Committees, Board and Information Services Chris Plagnol, Corporate Officer

Minutes of the Regular Parks Meeting of the Metro Vancouver Regional District (MVRD) Board of Directors held on Friday, May 26, 2017 Page 1 of 4 Metro Vancouver Regional District - Parks - 3 A. ADOPTION OF THE AGENDA

1. May 26, 2017 Regular Parks Meeting Agenda

It was MOVED and SECONDED That the MVRD Board adopt the agenda for its regular Parks meeting scheduled for May 26, 2017 as circulated. CARRIED

B. ADOPTION OF THE MINUTES

1. March 31, 2017 Regular Parks Meeting Minutes

It was MOVED and SECONDED That the MVRD Board adopt the minutes for its regular Parks meeting held March 31, 2017 as circulated. CARRIED

C. DELEGATIONS No items presented.

D. INVITED PRESENTATIONS No items presented.

E. CONSENT AGENDA

It was MOVED and SECONDED That the MVRD Board adopt the recommendations contained in the following items presented in the May 26, 2017 MVRD Board - Parks Consent Agenda: 1.1 Crippen Regional Park - Davies Orchard Concept Options 1.2 Metro Vancouver Regional Parks 2016 Annual Visitor Use and Program Statistics 2.1 Delegations Received at Committee April 2017 CARRIED

The items and recommendations referred to above are as follows:

1.1 Crippen Regional Park - Davies Orchard Concept Options Report dated March 24, 2017 from Jeffrey Fitzpatrick, West Area Division Manager, Regional Parks, providing an update on the Davies Orchard planning study, and seeking MVRD Board direction to complete public engagement.

Recommendation: That the MVRD Board: a) direct staff to complete public engagement on two Davies Orchard concepts – Concept 1: Open Space Focus and Concept 2: Heritage Focus; and

Minutes of the Regular Parks Meeting of the Metro Vancouver Regional District (MVRD) Board of Directors held on Friday, May 26, 2017 Page 2 of 4 Metro Vancouver Regional District - Parks - 4 b) direct staff to report back to the Regional Parks Committee with the results of the public engagement and a final recommended Davies Orchard Concept. Adopted on Consent

1.2 Metro Vancouver Regional Parks 2016 Annual Visitor Use and Program Statistics Report dated March 7, 2017 from Craig Sobering, Acting Division Manager, Planning and Engineering Services, Regional Parks, providing annual statistics for Regional Parks’ visitor use, visitor services and volunteering in 2016, and information related to visitor use trends.

Recommendation: That the MVRD Board receive for information the report dated March 7, 2017, titled “Metro Vancouver Regional Parks 2016 Annual Visitor Use and Program Statistics”. Adopted on Consent

2.1 Delegations Received at Committee April 2017 Report dated April 26, 2017 from Kelly Hardy, Office Supervisor, Board and Information Services, Legal and Legislative Services, informing the MVRD Board of parks-related delegation activities at Committee in accordance with Board direction.

Recommendation: That the MVRD Board receive for information the report, dated April 26, 2017, titled “Delegations Received at Committee April 2017” containing submissions received from the following delegates: a) Melissa Harrison, Chair, Bowen Heritage; and b) Judi Gedye, President, Bowen Heritage. Adopted on Consent

F. ITEMS REMOVED FROM THE CONSENT AGENDA No items presented.

G. REPORTS NOT INCLUDED IN CONSENT AGENDA No items presented.

H. MOTIONS FOR WHICH NOTICE HAS BEEN GIVEN No items presented.

I. OTHER BUSINESS No items presented.

J. BUSINESS ARISING FROM DELEGATIONS No items presented.

Minutes of the Regular Parks Meeting of the Metro Vancouver Regional District (MVRD) Board of Directors held on Friday, May 26, 2017 Page 3 of 4 Metro Vancouver Regional District - Parks - 5 K. RESOLUTION TO CLOSE MEETING

It was MOVED and SECONDED That the MVRD Board close its regular Parks meeting scheduled for May 26, 2017 pursuant to the Community Charter provisions, Section 90 (1) (g) and (i) as follows: “90 (1) A part of a board meeting may be closed to the public if the subject matter being considered relates to or is one or more of the following: (g) litigation or potential litigation affecting the regional district; and (i) the receipt of advice that is subject to solicitor-client privilege, including communications necessary for that purpose.” CARRIED

L. RISE AND REPORT (Items Released from Closed Meeting) No items presented.

M. ADJOURNMENT/CONCLUSION

It was MOVED and SECONDED That the MVRD Board adjourn its regular Parks meeting of May 26, 2017. CARRIED (Time: 9:05 a.m.)

CERTIFIED CORRECT

Chris Plagnol, Corporate Officer Raymond Louie, Vice Chair

21731480 FINAL

Minutes of the Regular Parks Meeting of the Metro Vancouver Regional District (MVRD) Board of Directors held on Friday, May 26, 2017 Page 4 of 4 Metro Vancouver Regional District - Parks - 6 Section E 1.1

To: Regional Parks Committee

From: Wendy DaDalt, Division Manager, East Area, Regional Parks

Date: May 11, 2017 Meeting Date: June 7, 2017

Subject: Derby Reach Regional Park—Langley Bog Viewing Platform Dedication

RECOMMENDATION That the MVRD Board approve the dedication of the new Langley Bog Viewing Platform in Derby Reach Regional Park to citizen leader Bays Blackhall.

PURPOSE To obtain MVRD Board approval for dedication of a new viewing platform in Derby Reach Regional Park to a citizen leader, Bays Blackhall.

BACKGROUND The Derby Reach/Brae Island Parks Association at its May 1, 2017 Board meeting passed a motion to seek dedication of a new viewing platform in Derby Reach Regional Park to Bays Blackhall, who passed away in April 2017. The dedication would be recognized with a plaque on the platform. Metro Vancouver’s Regional Parks Naming and Dedications Board Policy, October 24, 2014 (Attachment), provides direction for considering such proposals. In order to recognize outstanding contributions, the MVRD Board may wish to dedicate park facilities after a donor or citizen leader.

Langley Bog Viewing Platform The Derby Reach/ Brae Island Parks Association has just completed the development of a large viewing platform on the Houston Trail in Derby Reach Regional Park overlooking the Langley Bog. The structure will officially open on May 24, 2017. The group provided volunteer labour and funds raised including contributions from businesses, Rotary, Pacific Parklands Foundation, and a $25,000 anonymous donation. Regional Parks provided an access ramp, trail upgrades for accessibility and in- kind professional and technical services. The Association will provide future interpretive signage and the dedication plaque.

Proposed Dedication Recipient Bays Blackhall Bays Blackhall was a pioneer, four-decade, volunteer and supporter of Regional Parks active in Derby Reach Regional Park events and programs until this year. As part of the Fort Langley Community Improvement Society, she obtained job creation grants over several years to create Derby Reach’s Houston Trail and parking lot and even helped layout the trail and oversee work. Passionate about preserving history, Bays, as a key member of the Langley Heritage Society, helped obtain grants, expertise and volunteers to restore heritage buildings in four Langley regional parks notably the Rowlatt Farmstead and Lochiel Schoolhouse in Campbell Valley Regional Park and the Houston House and Karr-Mercer Barn in Derby Reach Regional Park. For the latter she secured an emergency grant of $25,000 to save the project.

21627201 Metro Vancouver Regional District - Parks - 7 Derby Reach Regional Park—Langley Bog Viewing Platform Dedication Regional Parks Committee Regular Meeting Date: June 7, 2017 Page 2 of 2

Bays also advocated for environmental protection leading campaigns to prevent a landfill in the Langley Bog and a highway bridge crossing through Derby Reach and Kanaka Creek Regional Parks. When the Park Partnership Program launched, Bays Blackhall sat on regional forums and on the Steering Committee that would become the Derby Reach/Brae Island Parks Association. Bay’s community service reached far beyond Regional Parks into the Trans Canada Trail, Fort Langley National Historic Site, enhancing and promoting the village of Fort Langley and music education and appreciation.

POLICY CONSIDERATIONS Board policy provides for on-site recognitions such as a dedication plaque recognizing a citizen leader for outstanding contributions or service to Regional Parks. The Langley Bog viewpoint dedication plaque is an appropriate way of recognizing Bays Blackhall’s outstanding contributions to Regional Parks, subject to MVRD Board approval.

ALTERNATIVES 1. That the MVRD Board approve the dedication of the new Langley Bog Viewing Platform in Derby Reach Regional Park to citizen leader Bays Blackhall.

2. That the Regional Parks Committee receive the report dated May 11, 2017, titled “Derby Reach Regional Park – Langley Bog Viewing Platform Dedication” for information and provide alternate direction to staff.

FINANCIAL IMPLICATIONS The Derby Reach/Brae Island Parks Association will collect donations to cover the cost of the dedication plaque on the Langley Bog Viewing Platform. Regional Park staff may install the plaque but there are no other anticipated financial obligations to Metro Vancouver.

SUMMARY / CONCLUSION Staff recommends Alternative 1 as an appropriate way to recognize the outstanding service provided to Regional Parks and the community by citizen leader, the late Bays Blackhall.

Attachment Regional Parks Naming and Dedications Board Policy (orbit doc 21677989)

Metro Vancouver Regional District - Parks - 8 ATTACHMENT BOARD POLICY

REGIONAL PARKS NAMING AND DEDICATIONS Effective Date: October 24, 2014 Approved By: GVRD Board

PURPOSE To provide direction for naming and dedications in regional parks. The Metro Vancouver Regional Parks Director will recommend naming and dedication prospects to the Committee responsible for regional parks and in accordance with this policy. The Committee will consider the proposal and seek confirmation by the GVRD Board.

DEFINITIONS

Naming: Bestowing a park, site within a park, natural feature, trail, facility, structure, portion of facility or structure, or a program with a name. Naming may be acknowledged with a ceremony. The name has daily usage on signs, brochures, maps and plans.

Dedication: On‐site recognition such as a dedication sign, plaque, suitable monument or associated exhibit with an inscription recognizing a donor or citizen leader for outstanding contribution or service to regional parks. Dedication may be acknowledged with a ceremony. Notice of the dedication does not appear on park signs, brochures, maps or plans, but the exhibit or plaque remains on site and the dedication is acknowledged at appropriate times.

Outstanding Contribution: Outstanding contributions are typically large financial donations but could also be contributions of service to the regional park system.

POLICY Metro Vancouver practice is to name regional parks, sites within parks, natural features, trails, facilities, and structures, portions of facilities or structures, and programs after geography, local history or tradition.

In order to recognize outstanding contributions, the Metro Vancouver Board may wish to name or dedicate regional parks, sites within parks, natural features, facilities, structures, portions of facilities or structures, or programs after a donor or citizen leader within the parameters established by this policy. Table 1 provides a summary of naming and dedication opportunities.

CONTEXT Naming and dedication are both appropriate ways of recognizing donors and citizen contributions. Requests for naming and or dedication are becoming more frequent. This policy does not include corporate sponsorships. In addition to the customary practice of using geography, history and tradition to name regional park components, there are some situations where alternative practices may be desired to honor outstanding contributions to the regional park service.

21677989 Regional Parks Naming and Dedications Page 1 of 2 Metro Vancouver Regional District - Parks - 9 BOARD POLICY DURATION OF NAMES AND DEDICATIONS Names and dedications will remain in place for the useful life of the asset or program. In the case of land gifts, dedications or names for the original donation remain in perpetuity. If a park’s natural feature or built asset has an existing name or dedication, it cannot be renamed or rededicated unless exceptional circumstances exist and only with explicit approval of the GVRD Board.

SUMMARY OF NAMING AND DEDICATIONS Regional Park Natural & Built Assets Naming Dedication Notes

Parks/Sites Existing parks and sites within parks with a prior No Yes No renaming opportunity. A prior name name attachment attachment is known to and valued by the community. Existing sites or features within parks without a Yes Yes prior name attachment New parks without a prior name attachment No Yes GVRD Board will approve naming of new regional parks, recommendations from Committee. Trails Existing trails or routes with a prior name No Yes Includes a prior name attachment known to attachment and valued by the community. Existing trails or routes without a prior name Yes Yes attachment New trails or routes Yes Yes A route may use sections of existing trails which have other names (superimposed over existing). Facilities/Structures (non‐heritage) Existing facilities, structures, or portions of No Yes Includes a prior name attachment known to facilities and structures with a prior name and valued by the community and won’t be attachment re‐named. Existing facilities, structures, or portions of Yes Yes facilities and structures without a prior name attachment Substantially repaired or replaced facilities, Yes Yes structures, or portions of facilities and structures

New facilities and structures or portions of Yes Yes facilities and structures Heritage Heritage buildings or structures No Yes Retain historic name or name that interprets the facility or structure. Rooms in heritage buildings Yes Yes The naming or dedication must support heritage interpretation of the building. Programs / Events Programs Yes Yes These are transient activities and thus the naming or dedication applies only for the duration of the program or event.

Regional Parks Naming and Dedications Page 2 of 2 Metro Vancouver Regional District - Parks - 10 Section E 1.2

To: Regional Parks Committee

From: Jamie Vala, Division Manager, Central Area, Regional Parks

Date: May 8, 2017 Meeting Date: June 7, 2017

Subject: Colony Farm Regional Park - Fraser River Trade Area Multi-Modal Transportation Network Planning Study and Implications

RECOMMENDATION That the MVRD Board direct staff to write a letter to the Chair of the Gateway Transportation Collaborative Forum Steering Committee expressing concerns and potential impacts to Colony Farm Regional Park from proposed projects identified in the Fraser River Trade Area Multi-Modal Transportation Network Planning Study.

PURPOSE The purpose of this report is to bring staff concerns about the Fraser River Trade Area Multi-Modal Transportation Network Planning Study proposed projects, which will impact Colony Farm Regional Park, to the attention of the Regional Parks Committee and MVRD Board.

BACKGROUND The Gateway Transportation Collaborative Forum is a joint effort of the federal and provincial ministries of transportation, TransLink, Port Metro Vancouver, and the Greater Vancouver Gateway Council. The role of the Gateway Transportation Collaborative Forum is to facilitate collaboration amongst cross agency interests and local governments, and to advance the development of priority projects and associated funding partnerships identified by the various trade area studies undertaken. Funding applications will be made by an appropriate party that is part of project delivery.

The Gateway Transportation Collaborative Forum released the Fraser River Trade Area Study in 2015 (Attachment 1). The study assessed the current and anticipated road and rail networks and issues arising from increased demand for international trade.

POTENTIAL IMPACTS Fourteen potential projects were short-listed, two of which have potentially large impacts on Colony Farm Regional Park; rail overpasses have been proposed at Pitt River Road and Colony Farm Road (Attachment 2). Impacts from these projects include:

• Conflict with planned major capital projects such as Sheep Paddocks Trail • Modification to existing vehicular, pedestrian, and cycle circulation networks • Limited access to the regional park during construction and possibly post construction • Environmental impacts from construction • Reduced habitat connectivity

Metro Vancouver Regional Parks is acknowledged as a key stakeholder in the study, and the Gateway Transportation Collaborative Forum has expressed a strong intent to involve Metro Vancouver as

21594030 Metro Vancouver Regional District - Parks - 11 Colony Farm Regional Park - Fraser River Trade Area Multi-Modal Transportation Network Planning Study and Implications Regional Parks Committee Regular Meeting: June 7, 2017 Page 2 of 2

both a land owner and in terms of its role in regional planning. No formal consultations have taken place with stakeholders to date, as the projects identified in the Fraser River Trade Area Study have not yet undergone project development and funding has not yet been committed. The Gateway Transportation Collaborative Forum has started to receive expressions of support for the projects that impact Colony Farm Regional Park. It is an opportune time for Metro Vancouver to send a letter expressing concerns, highlighting potential impacts to regional parks, and communicating a desire to be involved in the evaluation and planning process going forward.

ALTERNATIVES 1. That the MVRD Board direct staff to write a letter to the Chair of the Gateway Transportation Collaborative Forum Steering Committee expressing concerns and potential impacts to Colony Farm Regional Park from proposed projects identified in the Fraser River Trade Area Multi-Modal Transportation Network Planning Study.

2. That the Regional Parks Committee receive the report dated May 8, 2017, titled “Colony Farm Regional Park - Fraser River Trade Area Multi-Modal Transportation Network Planning Study and Implications” for information and direct staff to take no action until requested by external agency to provide comment on potential projects.

FINANCIAL IMPLICATIONS If the MVRD Board approves the staff recommended Alternative 1, there are no financial implications. There are also no financial impacts to Alternative 2.

SUMMARY / CONCLUSION The Gateway Transportation Collaborative Forum is a joint effort of the Federal and Provincial Ministries of Transportation, TransLink, Port Metro Vancouver, and the Greater Vancouver Gateway Council, whose purpose is to facilitate collaboration amongst cross agency interests and local governments, and to advance the development of priority projects and associated funding partnerships identified by the various trade area studies undertaken. The Gateway Transportation Collaborative Forum’s Fraser River Trade Area Study proposes projects which will have large impacts on Colony Farm Regional Park. These impacts to the regional park include conflict with planned major capital projects such as Sheep Paddocks Trail, modifications to existing vehicular, pedestrian, and cycle circulation networks, limited access to the regional park during construction, environmental impacts from construction, and reduced habitat connectivity.

The Gateway Transportation Collaborative Forum has received expressions of support for these projects. Metro Vancouver Regional Parks has been identified by the Gateway Transportation Collaborative Forum as a key stakeholder but has not yet been consulted. It is recommended that the Metro Vancouver Regional District direct staff to write a letter to the Gateway Transportation Collaborative Forum Steering Committee outlining potential impacts to Colony Farm Regional Park and requesting to be included in consultations for their Fraser River Trade Area Multi-Modal Transportation Network Planning Study. Staff recommends Alternative 1.

Attachments (orbit doc 21590366) 1. The Gateway Transportation Collaborative Forum Fraser River Trade Area Multi-Modal Transportation Network Planning Study Executive Summary, September 2016. 2. Colony Farm Regional Park Proposed Rail Overpass Locations

Metro Vancouver Regional District - Parks - 12 ATTACHMENT 1

DRAFT

FRASER RIVER TRADE AREA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY EXECUTIVE SUMMARY SEPTEMBER 2016

Submitted By: PARSONS

Metro Vancouver Regional District - Parks - 13 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

below, was based on common transportation themes, issues, and EXECUTIVE SUMMARY jurisdictional considerations found within the overall trade area boundaries: With anticipated growth in trade between Canada and the Asia ≈ West Segment: The West Segment encompasses the City of Pacific region, additional demands will be placed on the existing Richmond, the Vancouver International Airport (YVR) and Sea supply chains serving Canada’s Pacific Gateway in British Island infrastructure, and north / east portions of the Columbia. The key transportation agencies in the Greater Corporation of Delta adjacent to the south bank of the Fraser Vancouver area recognize the pending issues facing the River. The approximate boundaries include the Fraser River transportation network that serves the Port of Vancouver and the North Arm to the north, Georgia Straight to the west, City of related Gateway activity centres in the region, and in association Richmond / Highway 91 boundary to the east, and Highway 17 with the recently established Gateway Transportation Collaboration / Highway 99 to the south. Key logistics hubs in the West Forum (GTCF), commissioned focussed studies to fully understand Segment include the Vancouver International Airport (YVR), the issues affecting goods movement and to pursue solutions to the Fraser Richmond Industrial Lands (which includes the mitigate them. This report summarizes the efforts undertaken for Fraser Surrey Port Lands), as well as the Tilbury and Sunbury the study of the Fraser River Trade Area, one of four trade areas industrial areas in Delta. located in the Greater Vancouver area. ≈ Central Segment: The Central Segment features a complex Study Objectives multi-jurisdictional area within the heart of the Metro Vancouver region. The approximate boundaries included the The FRTA Multi-Modal Transportation Network Planning Study is a City of Richmond / Highway 91 boundary to the west, the comprehensive review of the transportation network within a large Surrey / Delta border and Highway 17 to the south, Tenth geographical area that includes marine terminals, railway Avenue in New Westminster to the north, and the Highway 1 intermodal yards, and industrial activity centres along the north and Cape Horn interchange to the east. Key logistics hubs in the south shores of the Fraser River between Richmond and Mission / Central Segment include the South Westminster / Bridgeview Abbotsford. The goals of the FRTA Study are to assess current Industrial Area (which includes the Fraser Surrey Port Lands), and anticipated future road and rail network conditions and issues Annacis Island industrial lands and industrial clusters in south resulting from increased demand for international trade, and identify Coquitlam. potential mitigation measures to address these issues in a manner ≈ East Segment: The East Segment covers the balance of the that: trade area from approximately the Highway 1 / Cape Horn ≈ Contributes to a safe, efficient, integrated, and sustainable interchange junction through the Northeast Sector and on to multi-modal transportation trade network that supports growth the Fraser Valley. On the north side of the Fraser River, the and success of Canada’s Pacific Gateway; segment encompasses the urban areas of Coquitlam, Port Coquitlam, Pitt Meadows, Maple Ridge, and Mission. On the ≈ Enhances quality of life for people living in the region; south side of the Fraser River, the extreme north portions of ≈ Accommodates increased trade volume and improves the Surrey, Langley and Abbotsford are included in the segment. movement of freight and people throughout the FRTA; and The approximate boundaries included the Highway 1 / Cape ≈ Are integrated and improve the area-wide transportation Horn interchange to the west, the north side of the Highway 7 network. corridor to the north, the Mission Rail Bridge to the east, and the Highway 1 / Roberts Bank transportation corridors to the The boundaries of the Fraser River Trade Area are shown in south. Key logistics hubs included the Mary Hill Bypass Figure E.1. To provide for a focused analysis of the trade area at industrial area, the CN and CP Intermodal Yards, as well as the appropriate level of detail, the trade area was segmented into the Port Kells industrial area in Surrey. three geographic areas at the onset. The segmentation, described

Page E - 1 Metro Vancouver Regional District - Parks - 14 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

Subsequent discussions regarding various road and / or rail Stakeholder Engagement network issues, mitigation options, and evaluation processes will all be related back to the three geographic segments described above. Stakeholder engagement was conducted to identify or validate current and anticipated future issues, as well as opportunities, constraints or other concerns to address these issues. Meetings were held with a wide range of stakeholders, including municipalities, regional agencies, industry associations, industry operators and railway companies, as listed below:

≈ Municipalities ≈ Industry Associations − Corporation of Delta; − BC Trucking Association; − City of Richmond; − Greater Vancouver − City of Burnaby; Gateway Council; Figure E.1: Fraser River Trade Area – Study Area − City of New − Western Canadian The Fraser River Trade Area runs along both sides of the Fraser River from Westminster; Shippers Coalition; the Georgia Strait to the Mission / Langley area. On the north side of the − City of Surrey; − BC Chamber of river, the FRTA includes parts of the municipalities of Richmond, Burnaby, Shipping; New Westminster, Coquitlam, Port Coquitlam, Pitt Meadows, Maple Ridge, − City of Coquitlam; − Council of Marine and Mission; on the south side of the river, Delta, Surrey, Langley, and − City of Port Carriers; Abbotsford. These twelve municipalities represented key stakeholders Coquitlam; within the FRTA. The FRTA also intersects the asserted and established − Fraser River traditional territories and treaty lands of a number of Aboriginal groups. For − City of Pitt Meadows; Industrial Association. the FRTA Study, Aboriginal engagement was undertaken as a separate, yet − City of Maple Ridge; parallel process to stakeholder engagement. ≈ Industry Operators − District of Mission; − YVR; − City of Abbotsford; − Canaan Group; Study Process − Township of Langley. − Seaspan; − Coast 2000. ≈ Regional Agencies The FRTA Study included technical transportation analysis, ≈ Railways* − Metro Vancouver; combined with input from key Fraser River Trade Area stakeholders − CP Rail; − Ministry of and First Nations, to generate and evaluate transportation network − CN Rail; Transportation and improvement options for recommendation as part of a Gateway- − SRY; Infrastructure (South related infrastructure investment program. The FRTA Study − BNSF. Coast Region); process, which closely followed the study objectives, is graphically illustrated in Figure E.2. − TransLink. * Passenger railways (Rocky Mountaineer, West Coast Express, VIA Rail and Amtrak) were also notified, but declined to participate.

Figure E.2: FRTA Study Process

Page E - 2 Metro Vancouver Regional District - Parks - 15 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

Several rounds of stakeholder engagement were undertaken, The following Aboriginal groups were notified of the FRTA Study generally following the process shown in Figure E.3. and provided with an opportunity to participate in the engagement program: ≈ Cowichan Tribes ≈ Seabird Island First Nation ≈ Halalt First Nation ≈ Semiahmoo First Nation ≈ Katzie First Nation ≈ Shxwowhamel First ≈ Kwantlen First Nation Nation* Figure E.3: Stakeholder Engagement Process ≈ Kwikwetlem First Nation ≈ Skawahlook First Nation* ≈ Lake Cowichan First The first two rounds of stakeholder engagement were undertaken ≈ SnawNawAs Nation Nation with all five categories of stakeholders while the third round of ≈ Soowahlie First Nation* stakeholder engagement was generally focused towards municipal ≈ Leqa:mel First Nation* ≈ Squamish Nation government participants, as a specific result of several ≈ Lyackson First Nation municipalities requesting additional follow-up. ≈ Sto:lo Nation* ≈ Matsqui First Nation ≈ Sto:lo Tribal Council* The feedback received from the stakeholder engagement process ≈ Musqueam First Nation assisted in identifying key issues, establishing the option evaluation ≈ Stz’uminus First Nation ≈ Penelakut Tribe criteria (Multiple Account Evaluation process), refining candidate ≈ Sumas First Nation options, and confirming the recommended options. The feedback ≈ Peters Band ≈ Tsawwassen First Nation from each round of engagement (Round 1, Round 2, and Round 3) ≈ Popkum First Nation has been incorporated into the FRTA Study and is documented ≈ Tsleil-Waututh Nation within the business case inputs for further consideration if any recommended options are advanced for further development and * Members of the S’ólh Téméxw Stewardship Alliance / represented by People of the River Referrals Office. potential implementation. Two rounds of engagement were undertaken with the various First Subsequent to the first round of stakeholder engagement, it was Nations; with the first round occurring around the same time as the acknowledged that the portion of the Central Segment on the north first round of stakeholder engagement, and the second round of side of the Fraser River (encompassing the City of New Aboriginal engagement occurring between the second and third Westminster, as well as a small portion of Coquitlam along United rounds of stakeholder engagement. Boulevard) was an exceptionally challenging area to address, due to the high concentration of goods movement issues within a very Similar to the stakeholder engagement process, the feedback small and highly urbanized area. Therefore, a separate stakeholder received from the Aboriginal engagement process assisted in engagement workshop process was initiated between the FRTA identifying key issues, establishing the Multiple Account Evaluation Study team and the City of New Westminster, which would run criteria, refining candidate options, and confirming the parallel to the main FRTA Study. recommended options.

Aboriginal Engagement

In addition to engaging the various stakeholders, a complementary engagement process was also undertaken with several First Nations in the Lower Mainland, the Fraser Valley, and on Vancouver Island.

Page E - 3 Metro Vancouver Regional District - Parks - 16 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

Issues Identification However, not all identified issues are necessarily significant in terms of their impact on international trade. Therefore, to screen In addition to the stakeholder and First Nations engagement, high- out transportation network issues that might not directly impact level technical assessments of the road and rail transportation Gateway-related transportation activities, a set of high-level network within the trade area were undertaken to identify existing screening criteria were developed: and anticipated future issues that may affect the efficiency and 1. A capacity issue along a major rail segment serving a Gateway safety of goods movement related to international trade. related facility.

Analysis of the railway network within the trade area was conducted 2. A road conflict issue affecting rail operations along a major rail to identify operational and / or capacity related issues associated segment serving a Gateway related facility. with the existing infrastructure. Specifically, a review of the Port of 3. An issue located on a road network element that provides Vancouver Regional Rail Network Model and Assessment critical access to a major marine port facility, multi-modal summary document was conducted to understand the rail network facility, or industrial cluster. performance under existing and future conditions. This high level rail network performance information was augmented with various 4. Issue located on a road network element that provides mobility site observations and discussions with representatives from the to high volumes of truck traffic that is related to international four railway operating lines within the trade area. trade.

Various railway capacity and / or operational issues have been All identified issues that did not fall into at least one of these four identified within the existing rail network as well as any potential categories was deemed to be not “Gateway-significant”, and were future issues that are related to the forecasted conditions. not considered further as part of the FRTA study. As a result of the issues screening process, the Initial Issues List of 77 issues was The technical assessment of the existing road transportation reduced to a Screened Issues List of 48 issues. The retained network within the Fraser River Trade Area was undertaken to issues are identified in the following exhibits as well in Screening identify existing and anticipated future issues affecting the Results, Table E.1 through Table E.3. efficiency and safety of the road network in terms of its ability to facilitate road-based movement of goods related to international trade. The road network analysis for the FRTA Study focused on provincial highways, Major Road Network links and municipal truck routes within the FRTA boundaries. This assessment included a review of the existing multi-modal facilities and services, technical analysis of existing traffic data to highlight multi-modal travel and freight characteristics, as well as stakeholder and First Nations engagement findings to identify and / or confirm issues that might not be evident from the data analysis.

The current and anticipated future issues on both the rail and road networks were consolidated in order to develop an Initial Issues List, featuring a total of 77 issues. Figure E.4 through Figure E.6 graphically depict the issue locations for all issues in the West, Central and East segments, respectively.

Page E - 4 Metro Vancouver Regional District - Parks - 17 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

Figure E.4: West Segment – Initial and Retained Issues

Table E.1: Initial Issues List - West Segment (Screening Results) ID Mode Location Issue Type Gateway Significance? W1 Rail CN Rail Lines – Richmond Capacity Yes W2 Road Burnaby Big Bend Area Road & Rail Conflicts Yes W3 Road George Massey Tunnel Capacity Yes W4 Road Moray Channel Bridge Capacity / Reliability Yes W5 Road Highway 99 between Oak Street Bridge and Westminster Highway Capacity Yes W6 Road Highway 99 between Westminster Highway and Steveston Highway Capacity Yes W7 Road Hwy 91 between Knight Street and Alex Fraser Bridge Capacity Yes W8 Road Knight Street Bridge Capacity Yes W9 Road Marine Way west of Queensborough Bridge Capacity Yes W10 Road Highway 17A south of Highway 99 Capacity No W11 Road Sea Island Way Capacity Yes W12 Road Highway 17 between Highway 99 and Highway 91 Operations / Connectivity Yes W13 Road Alderbridge Way between Shell Road and No. 4 Road Road & Rail Conflicts / Capacity No W14 Road Steveston Highway at No. 5 Road Capacity / Safety Yes W15 Road Sunbury / Tilbury Industrial Areas Operations Yes W16 Road 96 St. between River Rd. and the signalized intersection with Hwy. 17 and the Hwy. 91 Connector Road & Rail Conflicts No W17 Road Arthur Laing Bridge Capacity No W18 Road Bridgeport Road Road & Rail Conflicts No W19 Road Cambie Street between Highway 99 and Knight Street Road & Rail Conflicts No W20 Road Nordel Way between River Road and Highway 91 Connector Road & Rail Conflicts No W21 Road Oak Street Bridge Capacity No W22 Road River Road in the Tilbury area Road & Rail Conflicts No W23 Road Westminster Highway between McMillan Way and Knight Street Road & Rail Conflicts Yes W24 Road Westminster Highway between Shell Road and No. 4 Road Road & Rail Conflicts / Capacity No W25 Rail / Road Fraser Richmond Port Lands Road & Rail Conflicts / Connectivity Yes

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Figure E.5: Central Segment – Initial and Retained Issues

Table E.2: Initial Issues List - Central Segment (Screening Results) ID Mode Location Issue Type Gateway Significance? C1 Rail BNSF / Northwest No. 2 Westminster Subdivision crossings in New Westminster Road & Rail Conflicts / Capacity / Operations Yes C2 Rail CP Rail Westminster Subdivision / SRY Fraser Valley Subdivision / CN Rail Line Road & Rail Conflicts / Capacity / Operations Yes C3 Rail / Road BNSF / Northwest No. 2 Westminster Subdivision crossing at Elevator Road Road & Rail Conflicts / Operations Yes C4 Rail / Road Braid Street between E Columbia Street and United Boulevard Road & Rail Conflicts / Capacity Yes C5 Rail / Road SRY Fraser Surrey Spur Road & Rail Conflicts / Operations Yes C6 Road 10 Avenue between McBride Boulevard and Kingsway Capacity Yes C7 Road 120 Street south of King George Boulevard Road & Rail Conflicts Yes C8 Road Alex Fraser Bridge Capacity / Safety Yes C9 Road Brunette Avenue between Highway 1 and E Columbia Street Capacity Yes C10 Road E Columbia Street between Brunette Avenue and Front Street Capacity Yes C11 Road Front Street between Columbia Street E and Columbia Street W Road & Rail Conflicts / Operations / Connectivity Yes C12 Road Highway 1 Capacity / Connectivity Yes C13 Road Highway 91 and Highway 1 Connection Capacity / Connectivity Yes C14 Road King George Boulevard east of Bridgeview Drive Capacity Yes C15 Road McBride Boulevard between 10 Avenue and Pattullo Bridge Capacity Yes C16 Road Pattullo Bridge Capacity / Safety Yes C17 Road Queensborough Bridge Capacity Yes C18 Road Royal Avenue Capacity Yes C19 Road Highway 17 between Alex Fraser Bridge and Pattullo Bridge Road & Rail Conflicts / Operations / Connectivity Yes C20 Road Highway 17 between Pattullo Bridge and Port Mann Bridge Capacity Yes C21 Road Lougheed Highway between Schoolhouse Street and North Road Capacity No C22 Road Stewardson Way between Columbia Street and Queensborough Bridge Capacity Yes C23 Road River Road near Centre Street Road & Rail Conflicts No C24 Road Highway 91A between Alex Fraser Bridge and Queensborough Bridge Capacity Yes C25 Road 8 Avenue east of McBride Capacity Yes

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Figure E.6: East Segment – Initial and Retained Issues

Table E.3: Initial Issues List - East Segment (Screening Results) ID Mode Location Issue Type Gateway Significance? E1 Rail CN Rail Yale Subdivision at Matsqui Junction Capacity Yes E2 Rail CN Rail Yale Subdivision in Glen Valley Capacity Yes E3 Rail CP Rail Westminster Subdivision Capacity / Operations Yes E4 Rail / Road CP Rail Cascade Subdivision Road Rail Conflicts / Capacity Yes E5 Rail / Road Pitt River Road east of Lougheed Highway Road & Rail Conflicts Yes E6 Road Haney Bypass Capacity / Safety No E7 Road Lougheed Highway between Haney Bypass and Stave Lake Street Safety No E8 Road Lougheed Highway between Barnet Highway & Pitt River Bridge Capacity No E9 Road Lougheed Highway between Pitt River Bridge & Golden Ears Bridge Capacity / Operations / Safety Yes E10 Road Lougheed Highway between United Boulevard & Barnet Highway Capacity No E11 Road Mary Hill Bypass Capacity Yes E12 Road Port Mann Bridge Safety No E13 Rail / Road Kingsway Avenue between Shaughnessy Street and Westwood Street Road & Rail Conflicts / Capacity Yes E14 Rail / Road Westwood Street between Lougheed Highway and Como Lake Avenue Road & Rail Conflicts Yes E15 Road Coast Meridian Road between Prairie Avenue and Kingsway Avenue Capacity No E16 Road 203 Street between Lougheed Highway and Golden Ears Bridge Road & Rail Conflicts No E17 Road 96 Avenue between Glover Road and 216 Street Road & Rail Conflicts / Safety No E18 Road Ford Road in Pitt Meadows Capacity No E19 Road London Avenue east of Commercial Street in Mission Road & Rail Conflicts No E20 Road Maple Meadows Way between Dunn Avenue and Hammond Road underneath Golden Ears Overpass Road & Rail Conflicts No E21 Road Lougheed Highway between Golden Ears Way and Haney Bypass Capacity No E22 Road Mission Bridge Capacity No E23 Road Kennedy Road west of Lougheed Highway Road & Rail Conflicts Yes E24 Road Glover Road north of 96 Avenue Road & Rail Conflicts No E25 Road Mariner Way at Barnet Highway Capacity No E26 Road Tamarack Lane west of Lougheed Highway Road & Rail Conflicts No E27 Road 240 Street south of Lougheed Highway Road & Rail Conflicts No

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Option Development ≈ Project Impacts are free of “show stoppers” in terms of: − Property requirements; Mitigation options were generated to address all issues identified − Environmental impacts; as being Gateway significant. In total, 52 option candidates were generated, which collectively addressed the 48 issues included in − Geotechnical challenges; the Screened Issues List. The options generated were identified − Agricultural Land Reserve impacts; or from a variety of sources, including: − Major Utilities Conflicts. ≈ Established projects or studies actively moving towards further ≈ Deliverability, in terms of: planning or implementation. − Whether an option could be deliverable within the next ≈ Recent transportation planning studies that previously five to ten years; and identified the same issue as currently identified in the FRTA − Whether the option has a “champion” that could move it Study along with a proposed mitigation measure / option. forward to implementation. ≈ Stakeholder inputs and recommendations. As a result of the option screening process, 37 mitigation options ≈ A series of internal “options generation” workshops which were retained for further consideration, four options were noted as were conducted with the FRTA Study Team to review the being part of an independent project that is already addressing a applicability of any options identified by one of the three corresponding Gateway-significant issue, and 13 options were approaches listed above, as well as to develop new or removed from further evaluation as part of the FRTA study. During additional options where none was previously proposed, or subsequent options development work, several options in additional options where possible. Richmond and Surrey were identified as requiring further review beyond the scope of the FRTA study, and were not evaluated In some cases, multiple options were developed to address an further. identified issue whereby one or more improvement options might be located in the vicinity of the issue and another option may be Community Impact Assessment located in another area to divert traffic to a new or existing adjacent route. The issues screening and option development analysis summarized above focused primarily on issues that could act as a Prior to moving forward to the comprehensive option evaluation constraint to the ability to accommodate increasing demand for phase, all mitigation options generated as described above international trade and the movement of goods on the trade area’s underwent a further screening process, which was distinct from the road and / or rail networks. issue screening process described previously. Where the issue screening process assessed whether an issue was “Gateway However, the forecasted increase in goods movement along the significant”, the purpose of the mitigation option screening process road and rail networks may also impact the adjacent communities was to review the options generated and to screen these options in in the form of additional noise or access disruptions. terms of the reasonableness of being implemented. The option screening criteria includes: Impacts related to the anticipated increase in train volumes through ≈ Gateway Significance (in effect, ensuring that the option the adjacent communities was raised as a major source of concern actually addresses the issue at hand). from several municipalities during the stakeholder engagement process. Two main issues associated with increased train volumes ≈ Funding Potential, including: were identified: − Whether the option would be eligible for federal funding; ≈ Community Severance: Trains passing through at-grade − Whether the option would have potential for funding from road / rail crossings and blocking the use of public roads for all other key stakeholders.

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road users, such as pedestrians, cyclists, transit service, All 127 public at-grade rail crossings within the Fraser River Trade private automobiles and trucks. Increased volumes of goods Area were ranked, and the top 25 crossings were identified and transported by rail will result in increased numbers of trains subjected to a warrant analysis, which assessed whether: and / or increased lengths of trains passing through a crossing, ≈ The location has already been identified as having a which will exacerbate these issues relative to the current “Gateway-significant” issue that will be addressed as part of situation. In some cases, long trains may simultaneously the Fraser River Trade Area Study; block all accesses in and out of a given area. This is an inconvenience for local residents and businesses, and also ≈ The crossing currently experiences a minimum of 10 trains per poses some concern related to emergency service access to day; the neighbourhood when a train is passing through an area ≈ The crossing is anticipated to see a 25% or greater growth in and simultaneously blocking one or more at-grade crossings. train volumes; and ≈ Noise Impacts: Disturbance caused by train whistling. By ≈ The crossing already has whistle cessation in place, and if so, regulation, Transport Canada’s Canadian Rail Operating what proportion of the impact is due to train whistling noise Rules #14, requires trains to sound a sequence of whistles at versus community severance. all at-grade public crossings. Train whistling improves crossing safety, but can also be a nuisance for adjacent All of the top 25 crossing locations that passed the warrant analysis residential communities, particularly if trains are travelling at were then grouped into five assessment areas, based on their night (trains must sound their whistle at all times of the day). proximity to other crossings. ≈ Group 1 – Port Hammond, consisting of crossings at: Neither of these issues are “Gateway Significant” in the sense that, − Maple Meadows Way if left unaddressed, they would directly impact the ability of the transportation network within the region to accommodate − Lorne Avenue movement of an increased volume of goods efficiently. Rather, − Ditton Street consideration of these potential community impact issues relates − 203 Street more to the degree to which organizations involved in international ≈ Group 2 – Albion, consisting of crossings at: trade have a mandate to consider the impacts that their business − operations will have on the communities through which they River Road / Tamarack Lane operate. − River Road / 240 Street ≈ Group 3 – Fort Langley, consisting of crossings at: A community impact screening assessment was developed, which − 96 Avenue (West) was based on the following metrics: − 96 Avenue (East) ≈ Community Severance, in terms of: − Glover Road − Traffic Impacts; and ≈ Group 4 – Walnut Grove, consisting of crossings at: − Transit Service Impacts. − 208 Street ≈ Whistling Noise Impacts. − 216 Street The two community severance metrics were each given a 25% − 201 Street weighting, while whistling noise impacts were given the remaining ≈ Group 5 – Bridgeview, consisting of crossings at: 50%. These metrics were calculated based on a number of data − 130 Street sources, including the number of people in the area being “severed”, train volumes and crossing occupancy durations, travel times to detour to an existing grade separation, transit service headways and whistle noise isochrones.

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Based on the underlying reason that each crossing was screened Option Evaluation in (i.e. community severance versus whistle noise impacts), and in recognition of the need for whistle cessation to be applied uniformly The evaluation of the various mitigation options was carried out to all crossings within a given area for the actual cessation of using a Multiple Account Evaluation (MAE) technique. The MAE whistling to be effective, community impact mitigation measures technique employed in the Fraser River Trade Area Study generally were recommended. follows the format prescribed by the BC Ministry of Transportation and Infrastructure Business Case Guidelines Appendix 4: Option Whistle Cessation is suggested at the following locations: Evaluation Guidelines for MoTI Business Cases, including Multiple Account Evaluation. ≈ In Maple Ridge, where the CP Cascade Subdivision crosses: − Maple Meadows Way In keeping with accepted practise, the evaluation framework − 113b Avenue developed for the Fraser River Trade Area Study incorporates − Lorne Avenue appropriate performance measures or indicators under the − Ditton Street following five accounts: − River Road / Tamarack Lane − River Road / 240 Street ≈ Financial; ≈ ≈ In Surrey, where the CN Brownsville Line crosses: Customer Service; − 130 Street ≈ Socio-Community; ≈ Environmental; and In addition to whistle cessation considerations, a grade-separation is recommended at the 96 Avenue (East) crossing of the CN Yale ≈ Economic Development. Subdivision. A conceptual design was generated for this grade- separation, and was subjected to the same option evaluation Each of these five accounts featured numerous criteria that were process (described below) as the rest of the potential mitigation applied to assess specific performance metrics. options generated through the issues identification and option development processes described previously. Based on the outcome of the evaluation, a total of fourteen options are recommended for further consideration by the GTCF. A summary sheet that describes the key details, is provided below for each recommended option.

Page E - 10 Metro Vancouver Regional District - Parks - 23 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Marine Way Westbound Dual Left Turn North Fraser Way at Marine Way Dual Westbound Left Turn Location: North Fraser Way at Marine Way Road Authority: City of Burnaby Rail Authority: CP Rail

Purpose Option Description To increase the capacity of the intersection and to Immediately south of the intersection, North Fraser Way reduce spillover from the westbound turn lane into the crosses the CP Rail Marpole Spur at-grade. The westbound through-lanes along Marine Way, this pavement at this crossing would need to be widened option would consist of the construction of a second slightly in order to provide a second receiving lane, and left-turn bay at the Marine Way and North Fraser Way the railway crossing signals would have to be relocated intersection. This additional lane would increase the and upgraded. capacity of the intersection for vehicles turning left into the Big Bend Industrial Area from Marine Way. The It is anticipated that this option could be implemented The intersection of Marine Way and North Fraser dual left-turn movements would improve the efficiency without any major property impacts (other than widening Way is often congested, particularly in the *Not a design drawing, for illustrative purposes only. of goods movement by enabling more left-turning North Fraser Way across the railway corridor), by westbound direction in the AM Peak Hour. This capacity to access the Big Bend Industrial Area, as eliminating of the dedicated right-turn lanes. This option congestion impacts the efficiency of truck-based well as ensuring that trucks (and other vehicles) bound would also provide space for the multi-use path on the goods movement (as well as other vehicles) to / from Proposed Cross Section for the Big Bend Industrial Area do not obstruct trucks south side of Marine Way to continue eastward from the Big Bend Industrial Area, as there is insufficient Marine Way at North Fraser Way Looking West (and other vehicles) travelling westbound along Marine this intersection. capacity to accommodate the left-turn volumes from Way. Marine Way westbound onto North Fraser Way southbound. This causes left turning traffic to spill into the median westbound through-lane along Marine Way, and therefore also delays goods 0 3 6 9 c movement and other traffic on this major corridor that Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits connects to the Boundary Road and Knight Street corridors. Score Comments

Financial $2.3 M Capital cost ($2016). Customer Service 9 Mitigate or eliminate vehicular delays associated with the westbound left turn movement at the intersection. Provisions for eastward extension of Multi-Use Path on the south side of Marine Way. Socio-Community 6 Surrounding communities would be unaffected by this option, while noise and visual impacts would remain unaffected. In addition, emergency vehicle access and delays are anticipated to be unaffected. Train Volumes & AADT Environmental 6 No significant environmental impacts anticipated. 2015 2030 Economic Development 9 Improves truck and vehicular access to the Big Bend Industrial

Trains / Day: ≤1 ≤1 Area; improves the efficiency of goods movement. Total Blockage Delay (hh:mm): ≤0:02 ≤0:02 Marine Way AADT: 39,300 45,200

Page E - 11 Metro Vancouver Regional District - Parks - 24 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Moray Channel Bridge Replacement and Sea Island Way Signal Coordination Plan View Moray Channel Bridge Replacement Location: Moray Channel Bridge between Lulu Island and Sea Island Road Authority: Ministry of Transportation and Infrastructure Rail Authority: N/A

Mitigated: Purpose Option Description The existing eastbound two-lane Moray Bridge would Prior to implementation of this option, several issues be replaced with a new eastbound three-lane bridge to may require further consideration in terms of impact Detailed Plan View mitigation: the south of the existing alignment. The new bridge Moray Channel Bridge Replacement Plan View (South Bridge Alignment Preferred) elevation would match the three-lane westbound  Ensuring that property impacts do not extend Bridgeport Road crossing to provide adequate beyond previously agreed-upon limits as part of the clearance to marine traffic without requiring a swing- permitting of a recent development. Mitigation of span structure. property impacts to the Vancouver Marine will also As part of the scope of work, coordination of the traffic be an important consideration. signals on Sea Island Way between No. 3 Road and  Providing a signal cycle that is more favourable to Garden City Road could be used to improve the east movements will have negative impacts on Sea Island Way is the main road connection for eastbound flow of vehicular traffic. Coordination of the north-south movements. vehicles travelling from Vancouver International traffic signals could also be undertaken immediately if Airport to Highway 99. Currently, vehicles travelling desired. Drawing by CH2M Hill for BC MoTI South Coast Region. eastbound across the Moray Channel Bridge are susceptible to delays whenever the bridge swing- 0 3 6 9 c span is opened to enable passage of marine Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Proposed Cross Section vessels. The bridge is also nearing the end of its Option Evaluation Moray Bridge Looking East structural service life, and will require significant Account Score Comments refurbishment if it is not replaced. Some of the NORTH SOUTH mechanical equipment used in the bridge swing Financial $84 M Capital cost including property ($2016). mechanism are no longer commercially available, Improvements for walking, cycling, transit and vehicles due to elimination of bridge closures, improvement in reliability to river and must be custom manufactured. Customer Service 9 navigation due to the elimination of risk of bridge swing mechanism failure. No anticipated property impacts; improve connections between the communities on Sea Island and the communities on Lulu Island; Scio-Community 9 negligible noise impacts; marginal visual impacts; improved emergency service accessibility due to the elimination of bridge opening delays or associated detours. Minor effects on terrestrial wildlife and vegetation; narrow sections of Drawing by CH2M Hill for BC MoTI South Coast Region. Train Volumes & AADT land on both sides of the Fraser River designated ESA; potential Environmental 3 2015 2030 effects to the Fraser River and small watercourses or drainages on the west side of the Fraser River. Trains / Day: N/A N/A Accommodates the growth of air cargo facilities on Sea Island Way by Economic Development 9 Total Blockage Delay (hh:mm): N/A N/A reducing interruptions in the movement of goods. Moray Bridge AADT: 19,000 32,700

Page E - 12 Metro Vancouver Regional District - Parks - 25 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Westminster Highway Rail Overpass Westminster Highway Overpass Location: Westminster Highway at the Ewen Industrial Branch crossing Road Authority: City of Richmond Rail Authority: CN Rail

Purpose Option Description *Not a design drawing, for illustrative purposes only. The new four-lane alignment of Westminster Highway Prior to implementation of this option, several issues (currently under construction as part of a separate would require further consideration in terms of impact project) would be elevated to provide an overpass mitigation: Proposed Profile above the Ewen Industrial Branch railway line. West-  A temporary detour road built on agricultural lands Westminster Highway Overpass facing ramps would be provided to maintain access to (north) Westminster Highway, and the multi-use path may be required during construction of the would remain at-grade in order to avoid creating a “hill” overpass.  for pedestrians and cyclists. Over the longer term, Loss of access across from Westminster Highway Westminster Highway is an east-west arterial road in grade-separation of this crossing could help enable to No. 9 Road. This could potentially be mitigated the City of Richmond that plays an important role for increased flexibility for train operations along the Ewen through road improvements at the south end of No. regional goods movement by providing access to the Industrial Branch should such movements become 9 Road that would provide an alternative access Fraser Richmond Industrial Lands from the east (via necessary. point to Westminster Highway via either Nelson Nelson Road). Westminster Highway crosses the CN Road or McMillan Way. Rail Ewen Industrial Branch rail corridor at-grade, and therefore traffic on Westminster Highway Proposed Cross Section (including goods movement vehicles) is subject to delays caused by train movements on this rail Westminster Highway Rail Overpass Looking West corridor. Although not currently subject to high train 0 3 6 9 c volumes, the rail line is anticipated to see increases Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits in both the frequency and length of trains in the Option Evaluation future, particularly if the Ewen Industrial Branch were Score Comments to be extended to the Fraser Wharves. Although not Financial $29 M Capital cost ($2016). currently an issue the presence of the at-grade crossing also limits the long-term flexibility of railway Customer Service 9 Eliminates delays and increases safety for vehicles, pedestrians and operations along the line. cyclists by removing train conflicts, improves long-term rail operating flexibility, increased travel times for some trips to properties fronting (north) Westminster Highway. Socio-Community 9 No permanent property impacts, negligible visual impacts, reduction in Westminster Highway West Approach Looking West noise impacts due to train whistles, benefit to air quality and public health, decreased accessibility to northern Westminster Highway. Environmental 6 Decreased emissions from idling vehicles, minor impacts during Train Volumes & AADT construction of detour roadway, no anticipated long term 2015 2030 environmental impacts. Trains / Day: 2 8* Economic Development 9 Decreased potential for economic disruptions due to elimination of train and vehicle conflicts; decreased travel time for goods movement Total Blockage Delay (hh:mm): 0:11 0:49* vehicles using Westminster Highway. Westminster Highway AADT: 11,500 19,500 * Assuming Ewen Rail extension is constructed, resulting in increased future rail traffic.

Page E - 13 Metro Vancouver Regional District - Parks - 26 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Overall Scope of Proposed Options Portside Road Overpass & Upgrade Location: Portside Road at / south of Blundell Road Road Authority: City of Richmond and Port of Vancouver Rail Authority: CN Rail

Purpose A third issue is that westbound vehicles along Portside No. 8 Road and the No. 7 Road Canal to provide a Road can be blocked by vehicles turning into individual westbound left turn lane. Implementing this businesses accesses. Lastly, there is currently no road dedicated left turn lane would provide operational Proposed Portside Road Overpass or rail access to Area IV within the FRIL. and safety benefits along this corridor. • The new development in the Area IV site to the Option Description west of the No. 7 Road Canal would be provided vehicular access through the extension of Portside This option features the following key components: Road across the No. 7 Road Canal. A parallel bridge across the canal would provide space for up • The entire intersection of Blundell Road and to five railway tracks. A major transportation issue facing the west portions No. 8 Road / Portside Road would be raised and • A Multi-Use Path would be provided on the north of the Fraser Richmond Industrial Lands (FRIL) widened. Raising the intersection will provide side of Blundell Road. A second MUP could be includes a bottleneck for the movement of container Portside Road with sufficient clearance above the maintained at-grade to “bypass” the raised trucks and other vehicles at the intersection of No. 8 Ewen Industrial Branch rail corridor, thereby intersection in order to avoid creating a “hill” for Road / Portside Road and Blundell Road. Delays eliminating the crossing with the railway tracks pedestrians and cyclists to climb if they are and queueing concerns at this intersection are and its related delays. Widening the intersection continuing along Blundell Road. anticipated to be exacerbated in the future once all would increase the capacity of the intersection planned developments in the vicinity are and reduce vehicular delays, particularly for implemented. A second and related issue is that the eastbound vehicles. only access to businesses along Portside Road • Portside Road would be widened between requires passing through the at-grade crossing with *Not a design drawing, for illustrative purposes only. the Ewen Industrial Branch rail corridor just south of the intersection with No. 8 Road and Blundell Road. 0 3 6 9 c Proposed Profile This at-grade crossing is adjacent to the eastern end Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits of the Ewen Yard and it is subject to a very high Portside Road Overpass number of train movements caused by switching Score Comments movements associated with the yard. When trains Financial $85 M Capital costs ($2016); some additional property costs TBD. are blocking the intersection, trucks and other Customer Service 9 Eliminates delays to vehicles caused by train blockages; increased vehicles travelling to/from the businesses located capacity of the intersection; safety improvements due to removal of along Portside Road are obstructed. train and vehicle conflicts; eliminates left-turn delays on Portside Road. Train Volumes & AADT Socio-Community 9 No property impacts; no noise impacts; no visual impacts, high compatibility with future plans and strategies; improved air quality due 2015 2030 to elimination of emissions from idling vehicles. Trains / Day: 37* 41* ** Environmental 6 Require crossing of large drainage at No. 7 Road Canal, expected to Total Blockage Delay (hh:mm): 2:13 2:48* initiate review or regulatory requirements with provincial agencies. Portside Road AADT: 2,600 2,900 Economic Development c Eliminates queues and potential for economic disruptions to vehicles and trains by eliminating the conflicts between trains and vehicles / * train volumes include switching movements ** assuming Ewen Rail extension is constructed resulting in increased vehicles and vehicles. Access to Area IV enables site development. future rail traffic

Page E - 14 Metro Vancouver Regional District - Parks - 27 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Scope of Blundell Road Widening Blundell Road Widening Location: Blundell Road west of Nelson Road Road Authority: City of Richmond Rail Authority: N/A

Purpose Option Description This option would widen Blundell Road from a two‐lane It is understood that the existing road was constructed road to a four‐lane divided arterial road with left turn with the eventual four-laning in mind, and therefore no lanes for a 1,500 metre length between just west of No. significant challenges are anticipated for its 8 Road and the No. 7 Road Canal. Sufficient right-of- implementation. The east end of this option would tie way for this expansion already exists that would allow into the Portside Road Overpass and Upgrade option. this widening on the south side of the existing road alignment. The current two-lane road would ultimately be repurposed as the two westbound lanes, once two new eastbound lanes are built just to the south of the The Fraser Richmond Industrial Lands (FRIL) are a Detailed Plan View existing road alignment. A landscaped median would key area within the region for international trade. also be provided and used to provide space for left turn Proposed Layout of Road Widening These lands contain a significant amount of lane storage bays where required. warehousing facilities for containers, which generate a large number of truck trips comparable to a marine container terminal. Blundell Road is the primary access point for many of these facilities and is often congested, which impacts the flow of international goods and the employees working in the area. Volumes are expected to increase substantially in the future, as additional sites, such as the Ecowaste 0 3 6 9 c development on the west side of the No. 7 Road Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Canal, are developed to provide additional Option Evaluation warehousing. All vehicle access to and from this Score Comments development will occur via Blundell Road. This Financial $4.5 M Capital costs ($2016); some property costs TBD. increase in volume may negatively impact the road’s Customer Service 9 Improves safety by enhancing visibility, reducing queuing and reducing ability to accommodate additional volumes of goods *Not a design drawing, for illustrative purposes only. being transported by truck. Therefore widening aggressive overtaking; reduces delays caused by signalized intersection; reduces delays to potential future bus transit routes along Blundell Road will mitigate the effects of the Blundell Road. increased traffic and thereby support planned Proposed Cross Section developments in the FRIL area. Socio-Community 6 Few property impacts; negligible visual and noise impacts; moderate improvement in emergency response speed; moderate benefits to air Blundell Road Extension Looking West, East of No. 7 Road NORTH SOUTH quality due to the reduction in idling from vehicles queuing. Environmental 6 No significant environmental impacts. Train Volumes & AADT Economic Development 9 Increased goods movement capacity along this corridor to 2015 2030 accommodate additional development of industrial and logistics Trains / Day: N/A N/A spaces that are required to support anticipated increases in international container trade through Canada’s Asia-Pacific Gateway in Total Blockage Delay (hh:mm): N/A N/A Vancouver. Blundell Road AADT: 3,300 4,300

Page E - 15 Metro Vancouver Regional District - Parks - 28 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Plywood Road and Highway 17 Interchange Plywood Road / Grace Road Interchange at Highway 17 Location: Plywood Road / Grace Road and Highway 17 Road Authority: City of Surrey, BC MoTI and Port of Vancouver Rail Authority: BNSF, port tenants

Purpose Option Description *Not a design drawing, for illustrative purposes only. Plywood Road would be elevated to cross the railway • Due to space constraints, the overpass may need corridor and Highway 17. West facing on- and off- to provide a clear span across both Highway 17 ramps would provide connectivity between Highway 17 and the railway corridor. Given the long span and Proposed Cross Section and Plywood Road. The new Plywood Road overpass unusual shape of the bridge structure, this could would tie into the existing Plywood Road on the west result in a high cost bridge structure. Further Plywood Road and Overpass side and an undeveloped parcel of land on the east design development to optimize the alignment in a side, and ultimately connect to Grace Road as a Y- manner that simplifies the bridge structure is intersection. This Y intersection would also allow River recommended. Road to be realigned to also connect to Grace Road. • The location of the west abutment may need to be Highway 17 was originally constructed with Several issues may require further consideration revised once there is further certainty regarding the temporary right–in / right–out access at Elevator should this option be implemented: number of tracks (and hence width of the train envelope) that the overpass must span. Road. However, this access was recently closed. • The Plywood Road overpass structure and • Vehicular and public access now provided to the connection to Grace Road will have to be The undeveloped land parcel east of Plywood west side of the South Westminster / Bridgeview designed to minimize noise and visual impacts to Road is zoned for business park use, although it is Industrial Area from Highway 17 West via the residential areas along the River Road corridor also envisioned as a community greenspace in Tannery Road Interchange and the Timberland planning policy. However, this property is owned • The intersection of Plywood Road and Elevator Road/ Robson Road corridor. This route is now the by the City of Surrey and feedback from the City Road may also require grade-separation over the sole access to the west side of the area and suggests that the proposed infrastructure could be railway tracks the accommodate train operations, Plywood Road and Overpass Overtop of Rail Tracks in Fraser Surrey Port Lands furthermore results in inefficient truck access to the considered if appropriate compensation is made. which could increase costs by $10 to $20 M. west side of the South Westminster / Bridgeview Industrial Area and diminishes the long term flexibility for the development of port facilities in the 0 3 6 9 c vicinity, as they must be designed to continue to Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits accommodate access via the Timberland/Robson Option Evaluation corridor. Account Score Comments Financial $94 M Capital cost incl. some property ($2016); property cost in FSPL TBD. Improved truck operations along Highway 17 destined to the western Customer Service 9 portions of the South Westminster / Bridgeview Industrial Area. Would reduce rat-running on local residential streets by connecting Socio-Community 9 River Road to Grace Road; impact of truck movements on residential Train Volumes & AADT areas can be minimized through grading and noise walls if necessary. Significant impacts due to clearing of forested property to construct off- 2015 2030 Environmental 3 ramp from Highway 17; potential watercourse impacts. Trains / Day: 15 19 Improved truck and employee access to port area; increased long-term Economic Development 9 Total Blockage Delay (hh:mm): 0:42 0:58 flexibility for terminal layout within the Fraser Surrey Port Lands. Highway 17 AADT: 27,100 35,800

Page E - 16 Metro Vancouver Regional District - Parks - 29 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Bell Road Overpass and Road Bell Road Overpass Location: CN Rail Yale Subdivision in Abbotsford east of the Mission Bridge Road Authority: City of Abbotsford Rail Authority: CN Rail

Purpose Option Description To enable a train waiting to cross the Mission Rail Prior to implementation of this option, several issues Bridge to stop for an extended period of time without may require further consideration in terms of impact violating Canadian Rail Operating Rule 103(d), the at- mitigation: grade public road crossings at Hargitt Street, Bell Road  Impacts to the Agricultural Land Reserve. and Swanson Street would need to be closed. To  Detailed Plan View mitigate traffic and community severance impacts Construction of retaining walls or property associated with these crossing closures, an overpass acquisition for embankments would be required for Proposed Bell Road Overpass would be provided at Bell Road, the busiest road in the the approaches to the overpass. vicinity. The Hargitt Street and Swanson Street  Construction of new access roads would affect crossings would be closed and a new road would be three properties west of Bell Road and two The Yale Subdivision, East of Matsqui Junction, constructed between these streets, parallel to and properties east of Bell Road. forms the westbound approach to the Lower approximately 375 metres north of Fore Road, to  This option would result in impacts to the local Mainland rail network. It is part of the directional provide access to the nearby properties that are residents due to the change in local access, as running zone, and is the track upon which all CN and currently accessed via Hargitt and Swanson Streets. well as visual impacts of the overpass structure. CP trains travelling from the rest of Canada arrive. The at-grade crossing at Beharrell Road would remain Trains crossing to the north side of the Fraser River in order to provide reasonably distanced north and at Mission are sometimes required to wait while the south connections over the railway corridor. rail bridge becomes available. These waiting trains *Not a design drawing, for illustrative purposes only. block the CN mainline and delay other westbound trains. The high volume of trains also blocks local 0 3 6 9 c Proposed Profile traffic and community connectivity along several Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits streets (particularly Bell Road) for several hours of Bell Road Overpass the day. Train whistling at all the crossings along this Account Score Comments section of railway can also create a noise nuisance Financial $16 M Capital cost including property ($2016). for local residents. Rail efficiency improvements; travel time savings and reliability Customer Service 9 improvements for local traffic on Bell Road (the busiest road in the area); improved road safety due to closure of rail crossings. Some visual and property impacts to adjacent agricultural properties and residences; elimination of whistling noise; improved emergency Socio-Community 6 Proposed Cross Sections vehicle access; improved First Nations connectivity to Fraser River via Bell Road due to elimination of train-related blockages. Bell Road Overpass Looking North, above CN Rail Tracks New Farm Access Roads – Typical Section Train Volumes & AADT Environmental 6 No significant environmental impacts anticipated. WEST EAST Improves the ability of the rail networks to transport an increased 2015 2030 Economic Development C volumes of goods, should demand for international trade increase. Trains / Day: 31 55 Total Blockage Delay (hh:mm): 2:59 5:32 Bell Road AADT: 700 700

Page E - 17 Metro Vancouver Regional District - Parks - 30 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed 96 Avenue Overpass and Road 96 Avenue Overpass Location: CN Rail Yale Subdivision in Township of Langley west of Fort Langley Road Authority: Township of Langley Rail Authority: CN Rail

Purpose Option Description To reduce the significant community impacts resulting Prior to implementation of this option, several issues from future increased train traffic along the CN Rail may require further consideration in terms of impact *Not a design drawing, for illustrative purposes only. Yale Subdivision, the rail crossing at 96 Avenue by Billy mitigation: Brown Road would be grade separated. In order to  preserve the existing road network as well as to reduce Additional refinements of horizontal and vertical Proposed Profile structure cost and complexity, the overpass would have alignments is required in order ensure an 96 Avenue Overpass a curved shape, minimizing the skew angle between appropriate geometric design.  the roadway and the rail tracks. Impacts to the Agricultural Land Reserve.  Construction of retaining walls or property acquisition for embankments would be required for The Yale Subdivision intersects with a number of the approaches to the overpass. roadways near Fort Langley, resulting in very  This option would result in impacts to the local significant community impacts in the area. This is residents due to the change in local access, as well especially noticeable for the developments in Fort as visual impacts of the overpass structure. Langley located to the north of the rail tracks, which are cut off from the transportation network when long trains travel past. These impacts will only become Proposed Cross Sections more apparent with future increased train traffic. 96 Avenue Overpass Looking North, above CN Rail Tracks 0 3 6 9 c Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Account Score Comments Financial $12 M Capital cost including property ($2016). Travel time savings and reliability improvements for local traffic on 96 Avenue; elimination of periodic community severance for the northern Customer Service 9 sections of Fort Langley; improved safety due to closure of rail crossing. Some visual and property impacts to adjacent residential and agricultural properties; elimination of whistling noise at this rail Train Volumes & AADT Socio-Community C crossing; improved connectivity to northern sections of Fort Langley due to elimination of train-related blockages, and the guarantee of a 2015 2030 permanently open route. Trains / Day: 22 36 The presence of the SARA at-risk or rare red-legged frog has been Total Blockage Delay (hh:mm): 0:50* 1:20** Environmental 6 identified in the area and may need species specific mitigation. Other terrestrial and aquatic impacts are anticipated to be minor. 96 Avenue AADT: 5,600 5,600 * Scaled from future blockage delay using train / day percentage increase Economic Development 6 No significant economic development impacts anticipated. ** Average of three model days

Page E - 18 Metro Vancouver Regional District - Parks - 31 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Allen Way Interchange, and Harris Road Overpass and Underpass

Harris Road Underpass & Allen Way Interchange Location: Highway 7 and Harris Road Road Authority: Ministry of Transportation and Infrastructure and City of Pitt Meadows Rail Authority: CP Rail

Purpose Option Description This option consists of a single-point diamond inter- If this option were to move forward towards change to replace the existing signalized intersection implementation, several issues may require further at Highway 7 and Allen Way, with connections to the consideration and / or mitigation: CP Vancouver Intermodal Yard to the south and a new • road on the north side of Highway 7, which would Impacts to the Agricultural Land Reserve. connect Allen Way to Harris Road. The intersection at • Access to commercial properties on the Highway 7 and Harris Road would be replaced with an southeast and southwest quadrants of the Detailed Plan View Highway 7 and Harris Road interchange. overpass that would include right-in/right-out access to Harris Road Rail Underpass Highway 7. An underpass on Harris Road would • Alternative access provisions for properties At certain times of the day Highway 7 experiences replace the existing at-grade rail crossing. adjacent to the Harris Road Underpass. significant congestion, which creates delays for all • Maintaining traffic flow and train movements road users, including local Pitt Meadows traffic, during construction. regional traffic and goods movement traffic. Highway 7 is the main east-west road corridor along the north side of the Fraser River extending from the Lower Mainland to the Fraser Canyon. Highway 7 also connects communities within the Fraser Valley. The existing at-grade railway crossing at Harris Road 0 3 6 9 c results in operational inefficiencies for train Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits operations in the vicinity of the intermodal facility, located along CP Rail’s Cascade Subdivision that Account Score Comments connects the region to the rest of Canada. Harris Financial $139 M Capital cost including property ($2016). Proposed Profile Road is also the primary arterial road that connects Improved rail and trucking operation efficiencies; considerable travel Harris Road Rail Underpass the Pitt Meadows urbanized area to the rest of the time savings for Pitt Meadows and Maple Ridge residents; traffic Customer Service C region (via Highway 7), and the high volume of train safety improvements by removing conflicts between trains and movements at this crossing frequently delays local vehicles; potential improvements for West Coast Express capacity. Pitt Meadows road users. Some impacts to agricultural properties and businesses; some impacts Socio-Community 6 Train Volumes & AADT to heritage properties; minor visual and noise impacts. Project will be in the vicinity of seven terrestrial and four aquatic at risk 2015 2030 Environmental 3 species; underpass would require relocating two heritage buildings; Trains / Day: 38 57 decrease in greenhouse gas emissions from vehicle idling. Total Blockage Delay (hh:mm): 1:47 3:05 Enables improved rail operating efficiency of CP’s intermodal facility Economic Development C and of Highway 7 for trucking, both of which will help the region Highway 7 AADT: 67,000 74,000 accommodate potential growth in demand for international trade. Harris Road AADT: 22,500 23,900

Page E - 19 Metro Vancouver Regional District - Parks - 32 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Kennedy Road Overpass Kennedy Road Overpass Location: Kennedy Road south of Highway 7 Road Authority: City of Pitt Meadows Rail Authority: CP Rail

Purpose Option Description This option would eliminate the at-grade crossing of  A construction easement would be required the CP Rail Cascade Subdivision at Kennedy Road by from properties adjacent to the overpass to providing an overpass of Kennedy Road above the provide a temporary at-grade crossing while railway tracks along the existing road alignment. the overpass is being constructed. *Not a design drawing, for illustrative purposes only.  Several issues may require further consideration Further confirmation of appropriate shoulder regarding impact mitigation if this option were to move widths for cycling should be developed, in the Detailed Plan View towards implementation: context of any anticipated road cross-section changes to Kennedy Road on either side of Proposed Kennedy Road Overpass  Retaining walls or property acquisition would the overpass. Additional road widening along Kennedy Road is the only at-grade crossing that be required for the approaches to the the Kennedy Road corridor to provide trains must pass through as they move between CP Kennedy Road overpass. shoulders could increase property impacts to Rail’s Vancouver Intermodal Facility and Coquitlam agricultural lands. Yard. This crossing impacts the flexibility of train building and movements across the Pitt River Rail Bridge between these two facilities. These two facilities are both located along the Cascade Subdivision that connects the Lower Mainland to the *Not a design drawing, for illustrative purposes only. rest of Canada. Kennedy Road, a truck route, has among the largest 0 3 6 9 c Proposed Profile daily number of train movements (and total Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Kennedy Road Overpass blockage) of any at-grade rail crossing of any road in the region. This creates travel delays and reliability Account Score Comments impacts for local road users in Pitt Meadows. Financial $14 M Capital cost including property ($2016). Furthermore, in the event of a train crossing, the Improved rail and trucking operating efficiencies; travel time savings nearest alternative route is via Harris Road, which Customer Service 9 and improved reliability for local road users on Kennedy Road, which would represent over a 12 km long detour for a road is one of the two roads crossing the CP rail tracks in Pitt Meadows. user intending to travel westwards across the Pitt River Bridge. The high train volumes at this crossing No long term impacts to adjacent properties beyond relocation of Socio-Community 9 access points; elimination of train whistling noise; improved Proposed Cross Section also create a correspondingly high level of train emergency access and response reliability. whistling noise. Kennedy Road Overpass Looking North Environmental impacts and benefits are anticipated to be relatively WEST EAST Train Volumes & AADT Environmental 6 minor, although there will be some agricultural land impacts during construction. 2015 2030 Enables more efficient rail operations between CP’s Vancouver Trains / Day: 40 62 Economic Development 9 Intermodal Facility and Port Coquitlam Rail, which will help the region Total Blockage Delay (hh:mm): 2:52 5:01 accommodate potential growth in demand for international trade. Kennedy Road AADT: 2,400 4,200

Page E - 20 Metro Vancouver Regional District - Parks - 33 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Westwood Street Underpass and Road* Westwood Street Underpass Location: Westwood Street north of Dewdney Trunk Road Road Authority: City of Coquitlam and City of Port Coquitlam Rail Authority: CP Rail

Purpose Option Description *Not a design drawing, for illustrative purposes only. This option would grade-separate the existing at-grade  The property to the southwest of the railway crossing at Westwood Street by providing an underpass crossing would have its access underpass beneath the railway corridor. Gordon changed so as to use Hosmer Court. The Proposed Profile Avenue and Davies Street would be connected with a property to the southeast would have a bridge structure that parallels the rail corridor. Property provisional access at their southwest corner Westwood Street Underpass Road* access has been addressed as follows: that acts as an east leg to the Westwood Street and Dewdney Trunk Road intersection.  The properties north and south of the underpass that connect to Westwood Street This option seeks to address both rail operations and A key issue that would require further consideration if would also require realignment of their road user impacts at the at-grade crossing of the project were to move forward to implementation is a accesses due to new grade differences. Westwood Street and the CP Rail Cascade traffic management strategy. Maintaining traffic flow Specifically, on the east side of Westwood Subdivision, which is the primary rail line to the port during construction could reduce impacts to road users, Street, the first property north of the rail facilities on the South Shore of the Burrard Inlet. The residents and businesses, but may increase project corridor would have their primary access on presence of the at-grade crossing impacts costs associated with temporary detouring works. Davies Street while the second property operational flexibility for building trains to the west of Impacts to railway operations would also need to be would shift its primary access point further the Coquitlam Yard, and therefore the overall considered. capacity to move goods by rail within the region. northwards on Westwood Street. Goods movement by rail to/from these port facilities is expected to increase considerably in the future. 0 3 6 9 c Proposed Cross Section Westwood Street is also a major north-south corridor Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits within the Tri-Cities area, and forms the municipal Option Evaluation Westwood Street Underpass Looking South EAST WEST border between Coquitlam and Port Coquitlam. The Score Comments high volume of train movements through this crossing Bridge Structure for Rail Tracks creates significant delays for local road users in Financial $ 50 M Capital cost including property ($2016). Coquitlam and Port Coquitlam. Additionally, train Customer Service C Improved efficiency for rail operations; significant travel time savings movements can impact the reliability of emergency for local road users; traffic safety improvements by removing conflicts response vehicles. between trains and other road users; potential to provide improved walking and cycling facilities. Socio-Community 6 Some direct property impacts and indirect property access impacts; some community severance due to removal of direct roadway Train Volumes & AADT connections, although also reduced community severance due to removal; of train blockages; improved emergency response access; 2015 2030 consistency with regional and municipal plans. Trains / Day: 33 38 Environmental 9 Anticipated decrease in greenhouse gas emissions due to reduced Total Blockage Delay (hh:mm): 2:57 4:13 idling; few anticipated negative impacts. C Westwood Street AADT: 21,000 33,800 Economic Development Enables improved rail operation efficiency at CP’s Coquitlam Yard, which will help the region accommodate potential growth in demand for international trade.

Page E - 21 Metro Vancouver Regional District - Parks - 34 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Proposed Kingsway Avenue Overpass Kingsway Avenue Overpass Location: Kingsway Avenue east of Westwood Street Road Authority: City of Coquitlam and City of Port Coquitlam Rail Authority: CP Rail

s) Mitigated:

Purpose Option Description The existing intersection of Kingsway Avenue and Several issues may require further consideration if this Westwood Street would be closed, and the Kingsway option were to be implemented: Avenue at-grade crossing of the CP Rail Westminster  Acquisition of approximately ten to twelve Subdivision tracks just south of MacAulay Junction properties in Port Coquitlam would be would be eliminated. Kingsway Avenue and Westwood required for the construction of the overpass Street would be connected via a new grade-separated and its approaches. extension of Kingsway Avenue overtop of the railway  Accessibility to properties on the south side of corridor and Westwood Street. The west side of the Kingsway Avenue and Westwood Street *Not a design drawing, for illustrative purposes only. The presence of an at-grade road / rail crossing at overpass would touch down just north of Greene would be more indirect due to closure of direct Kingsway Avenue (along with those at Colony Farm Street. All existing movements are accommodated; access to Kingsway Avenue from Bedford Proposed Cross Section Road and Pitt River Road) negatively impacts the however, the roads would be re-aligned such that Street and Burleigh Avenue. Kingsway Avenue Overpass Looking West efficiency of railway operations along the CP Rail Kingsway Avenue and the northern leg of Westwood  The intersection would be reoriented to EAST WEST Westminster Subdivision. Train movements also Street would become a continuous route, while the provide continuity between Westwood Street impact traffic movements to / from Westwood Street southern leg of Westwood Street would approach the (North) to Kingsway Avenue; Westwood (the municipal boundary between Coquitlam and “T”-intersection as the third leg. Greene Street would Street (South) would become a third leg. Port Coquitlam) from Kingsway Avenue, and train then be extended and form an intersection with  The overpass structure would result in whistling can create a noise nuisance for nearby Westwood Street so as to accommodate local traffic. significant visual impacts on nearby residents. residents.

0 3 6 9 c Option Evaluation Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Account Score Comments Financial $47 M Capital cost including property ($2016). Improved rail operation efficiencies; road safety improvements by Customer Service 9 removing conflicts trains and vehicles. Eliminates train-related severance; eliminates whistling noise; significant visual and property impacts to surrounding area; potential Socio-Community 3 for some landscaping mitigation measures on leftover portions of purchased properties. Train Volumes & AADT Potential minor effects to Maple Creek watercourse; potential Environmental 6 relocation of heritage property at 2050 Westwood Street required; 2015 2030 potential GHG reduction resulting from reduced idling. Trains / Day: 13 21 Improved rail operational efficiency for access to CP’s Coquitlam Yard this could help provide additional capacity for goods movement by rail Total Blockage Delay (hh:mm): 0:42 1:21 Economic Development 9 to and from anticipated new terminals in the North Shore Trade Area Kingsway Avenue AADT: 14,500 18,500 and Fraser Richmond Industrial Lands.

Page E - 22 Metro Vancouver Regional District - Parks - 35 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Pitt River Road Overpass Pitt River Road Overpass Location: Pitt River Road and Highway 7 Road Authority: City of Coquitlam Rail Authority: CP Rail

Purpose Option Description The intersection of Pitt River Road and Highway 7  A number of protected trees are located on the would be raised approximately 9 m above the current Riverview Hospital site. These trees would require *Not a design drawing, for illustrative purposes only. grade, with Pitt River Road passing over top of the special consideration if any are found to be in the railway corridor, thereby eliminating the existing at- immediate vicinity of the project. Proposed Profiles grade crossing. The existing sidewalk on Pitt River  Project timing would need to be coordinated with Road would be extended across the raised intersection the redevelopment of the Riverview Hospital site. Pitt River Road Overpass and will continue westwards along the new road that  Due to the height required for an overpass to cross accesses the Riverview Hospital site. A southbound above the railway tracks, the BC Hydro left turn lane would be added, thereby enabling a transmission lines that currently run parallel to the The presence of an at-grade road / rail crossing at Pitt movement that is currently not permitted. A northbound rail tracks may need to be moved or elevated so as River Road (along with those at Colony Farm Road left turn lane would also be provided to allow access to maintain sufficient clearance. and Kingsway Avenue) negatively impacts the from Lougheed Highway to the Riverview Hospital site.  Traffic management during construction would be efficiency of railway operations along the CP Rail Provisions for bus stops could be provided in the a challenge and may require a combination of lane Westminster Subdivision. vicinity of the Pitt River Road and Highway 7 narrowing and temporary retaining walls, intersection. Several issues may require further Train movements also impact local traffic movements temporary road realignments, and potentially consideration if this option were to be implemented: to/from Pitt River Road, and can also create a vehicle closing Pitt River Road for an extended period of queue “spillover” into the northbound through lanes on time. Highway 7. The intersection also features turning movements restrictions. The intersection also 0 3 6 9 c provides poor walking, cycling and transit connectivity. Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits This location is also intended to become the “front Option Evaluation door” to the Riverview Hospital redevelopment, and Account Score Comments therefore Pitt River Road needs to be elevated in Financial $53 M Capital cost ($2016) excl. west leg of intersection; property cost TBD. order to provide access to the hospital site. Improved rail operation efficiencies; minor improvement to local truck Highway 7 movement efficiency; improvement for pedestrian and cyclist Customer Service C connectivity; road safety improvements by removing conflicts between Train Volumes & AADT trains and vehicles; improved access to local destinations. 2015 2030 Improved connectivity between Riverview Hospital Site (undergoing Socio-Community 9 redevelopment) and Coquitlam / Port Coquitlam; consistent with Trains / Day: 13 21 municipal plans; improved emergency access. Total Blockage Delay (hh:mm): 0:47 1:32 Minor environmental impacts from option footprint; construction and Environmental 6 Highway 7 AADT: 58,000 66,000* detouring footprint may cause larger impacts. Pitt River Road AADT: 14,200 15,000* Improved rail operational efficiency for access to CP’s Coquitlam Yard this could help provide additional capacity for goods movement by rail *2030 AADT volumes estimated using RTM which does not yet Economic Development C account for Riverview Hospital or Kwikwetlem FN developments. to and from anticipated new terminals in the North Shore Trade Area and Fraser Richmond Industrial Lands.

Page E - 23 Metro Vancouver Regional District - Parks - 36 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT Option Location Plan View Colony Farm Road Overpass Colony Farm Road Overpass Location: Colony Farm Road and Highway 7 Road Authority: City of Coquitlam Rail Authority: CP Rail ID: 3201E (East Segment) Gateway Issue(s) Rail operational and capacity constraints along the CP Westminster Mitigated: Subdivision

Purpose Option Description *Not a design drawing, for illustrative purposes only. In this option, Colony Farm Road would pass overtop • A number of protected trees are located on of the CP rail corridor and Highway 7, and would tie the Riverview Hospital site. Those trees would into Cape Horn Avenue, which would be raised above require special consideration if any are found Proposed Profile its current grade. As the signalized intersection at to be in the immediate vicinity of the option. Highway 7 and Colony Farm Road would be removed, • Retaining walls would be required in order to Colony Farm Road Overpass a new connection from Colony Farm Road to Highway raise Cape Horn Avenue above its current 7 would be provided via Cape Horn Avenue through grade. The Colony Farm Road approach the Riverview Hospital site. Cape Horn Avenue will tie could be constructed with embankments into a new T-intersection with Highway 7 located instead. This may be less expensive but could The presence of an at-grade road / rail crossing at approximately 1,500 m east of the existing intersection. increase the impact on the Agricultural Land Colony Farm Road (along with those at Pitt River To be consistent with the City of Coquitlam’s Strategic Reserve. Road and Kingsway Avenue) negatively impacts the Transportation Plan, a walking and cycling greenway • Geotechnically challenging soils. efficiency of railway operations along the CP Rail could be constructed on the west side of the overpass • The BC Hydro transmission lines that parallel Westminster Subdivision. where it would tie into the redeveloped Riverview the tracks would have to be elevated. Train movements also impact traffic movements and Hospital site. Prior to implementation of this option, • Road design will need to take into account reliability of access to the Kwiketlem First Nation, the several issues may require further consideration, potential for flooding as well as existing and Forensic Psychiatric Hospital and Colony Farm including: proposed utilities that may pose constraints. Regional Park. A reliable crossing is particularly important to provide emergency vehicle access to the Forensic Psychiatric Hospital. The crossing has 0 3 6 9 c also been identified by the community as a safety Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits Proposed Cross Section concern. The current signalized intersection also Option Evaluation Colony Farm Road Overpass provides a poor quality connection for walking and Account Score Comments cycling along a route that is intended to become part Financial $30 M Capital cost; property cost TBD. of a municipal and regional greenway network. Finally, train whistling also creates noise impacts to Improved rail operation efficiencies; improved road user travel times C nearby residents. Customer Service and reliability; incorporation of proposed cyclist and pedestrian greenway; safety improvements from removal of at-grade crossing. Eliminates train-related severance to Colony Farm Regional Park, the Forensic Psychiatric Hospital (FPH) and Kwikwetlem First Nation Socio-Community 9 reserve; increased connectivity between Riverview Hospital site and FPH; reliable emergency access to FPH; elimination of train whistling. Train Volumes & AADT Two at risk terrestrial species are located in the adjacent areas, Environmental 6 2015 2030 removal of culvert may improve adjacent watercourse; flooding risk. Trains / Day: 13 21 Improved rail operational efficiency for access to CP’s Coquitlam Yard this could help provide additional capacity for goods movement by rail Total Blockage Delay (hh:mm): 0:47 1:32 Economic Development C to and from anticipated new terminals in the North Shore Trade Area Colony Farm Road AADT: 1,600 1,600 and Fraser Richmond Industrial Lands.

Page E - 24 Metro Vancouver Regional District - Parks - 37 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

Implementation Strategy to any individual project. To administer the program, a single administrative team should be formed with overall direction At the conclusion of the FRTA Study, all recommendations are provided by the GTCF. The administrative team would be simply considered preferred “options” and none have yet become responsible for the following: “projects”. However, a preliminary implementation strategy has ≈ Ensuring that business cases for funding applications are been developed to provide a starting point for the Gateway prepared in a consistent manner; Transportation Collaboration Forum (GTCF) partners to identify partnerships and delivery opportunities should any of these options ≈ Providing advice and assisting in negotiations regarding move forward to become a project. funding contributions from potential beneficiaries; ≈ Providing advice on the contracting methodology and / or With over 14 separate options recommended throughout the Fraser bundled delivery of several projects as a single contract; River Trade Area along with several other key initiatives, a ≈ consistent delivery approach is suggested. A consistent delivery Providing advice in identifying the appropriate delivery agency; approach provides a number of advantages: ≈ Providing project development oversight; ≈ Project Development - Funding: Once identified as a potential ≈ Scheduling of the overall program and each individual project; project by the GTCF, applications for federal funding would be ≈ Providing overall program cost controls; similar in format which will result in cost efficiencies in preparing the various business cases and should expedite the ≈ Providing on-going reporting on program status. funding approval process; In terms of delivering the various recommended options once they ≈ Project Development – Design: With funding approved, are advanced to the project level, it should be noted that some preliminary and detailed design of the project would options are interdependent or otherwise related. This means that commence in a consistent manner, especially if one or more two (or more) projects may need to be simultaneously completed in options are chosen to be delivered under a single project; order to fully achieve the benefits of each project. In other cases, ≈ The coordination with external stakeholders would be similar individual projects may have a “trigger”, where the benefits of the thus creating a positive and fair process during potential scope project would only emerge once a specific action or development is negotiations; undertaken. These interdependencies include: ≈ Consultation with First Nations would be similar between ≈ Along the CP Rail Westminster Subdivision, grade-separation potential projects and more effective if numerous projects of the crossings at Colony Farm Road, Pitt River Road, and were considered as a program rather than individually; Kingsway Avenue should generally proceed in the order of (1) ≈ Messaging and potential public consultation during project Pitt River Road, (2) Colony Farm Road, and (3) Kingsway delivery would be similar between projects, therefore Avenue in order to leverage the greatest interim efficiencies eliminating potential conflicts with other broader Gateway for moving trains between the CP Rail network to / from the related initiatives. North Shore or Richmond, as well as trains from the CN Rail network to / from the South Shore. To maintain this consistency across all of the potential projects ≈ In the Fraser Richmond Industrial Lands, the Portside Road identified by the GTCF and applicable stakeholders from the list of Overpass and Upgrade should occur prior to, or recommended options, a program should be established to simultaneously with, the Blundell Road Four-Laning. The latter administer the project development and eventual delivery. In option will not provide any significant benefit unless the former delivering all or most of the potential projects under one program, option is in place first. the overall program would receive consistent support from the ≈ Retiming of signals along Sea Island Way should be various agencies representing the GTCF and from the various considered in conjunction with the Moray Channel Bridge funding partners, irrespective of their potential funding contributions

Page E - 25 Metro Vancouver Regional District - Parks - 38 FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY FINAL REPORT

replacement, but should also occur on a regular basis Vancouver could benefit from improvements to the railway regardless of whether the bridge is replaced or not. network. In some cases, beneficiaries may have previously identified the recommended mitigation option as a desired To better understand some of the other elements affecting future improvement in their own transportation planning process, project delivery, a high level assessment was conducted to identify while in other cases the recommended option may be a “new” the actual beneficiaries and the potential delivery agency for each idea that is not known to have been previously contemplated recommended option. For each recommended option, the potential by any agency. beneficiaries and delivery agencies have been summarized in ≈ The potential delivery agency has been identified for each Table E.5 for each recommended option and briefly summarized recommended option should the option become a project. below: This may be the agency that stands to benefit the most, but ≈ In developing a list of potential beneficiaries, consideration could also be another agency that is not proposed to contribute was given to identify both direct beneficiaries as well as those a significant share of the funding, however may be well- that benefit indirectly. For example, a municipality could positioned to deliver a project. Generally, the applicable road benefit from road network improvements in an adjacent authority has been identified as the preferred delivery agency, municipality, a road agency could benefit from a project that especially in those recommended options where land moves traffic to another agency’s road, and the Port of acquisition may be required.

Table E.5: Summary of Potential Beneficiaries and Delivery Agencies Potential Beneficiaries Mitigation Option Potential Beneficiaries (Rail) Potential Delivery Agency (Road and / or Community) North Fraser Way at Marine Way Dual Left Turn Burnaby, TransLink n/a City of Burnaby Moray Bridge Replacement & Sea Island Way MoTI, YVR, Richmond n/a MoTI Signal Coordination The Port of Vancouver, TransLink, Westminster Highway Overpass The Port of Vancouver, Railways City of Richmond Richmond Portside Road Overpass & Upgrade Richmond, the Port of Vancouver, The Port of Vancouver, Railways The Vancouver Fraser Port Authority* City of Richmond (or the Vancouver Blundell Road Four-Laning The Port of Vancouver, Richmond n/a Fraser Port Authority if combined with Portside Road Overpass & Upgrade) Plywood Road / Grace Road Interchange at MoTI, Surrey, Delta, the Port of The Port of Vancouver, Railways The Vancouver Fraser Port Authority Highway 17 Vancouver, BNSF Bell Road Overpass Abbotsford The Port of Vancouver, Railways City of Abbotsford 96 Avenue (East) Overpass Township of Langley n/a Township of Langley MoTI (and City of Pitt Meadows if Harris Road Underpass & Allen Way MoTI, Pitt Meadows, TransLink, the The Port of Vancouver, Railways Harris Road Underpass delivered Interchange Port of Vancouver, Railways separately). Kennedy Road Overpass Pitt Meadows The Port of Vancouver, Railways City of Pitt Meadows Westwood Street Underpass TransLink, Coquitlam, Port Coquitlam The Port of Vancouver, Railways City of Coquitlam Kingsway Avenue Overpass TransLink, Coquitlam, Port Coquitlam The Port of Vancouver, Railways City of Port Coquitlam TransLink, Coquitlam, Port Coquitlam, Pitt River Road Overpass The Port of Vancouver, Railways City of Coquitlam BC Housing, Kwikwetlem First Nation TransLink, Coquitlam, BC Housing, Metro Vancouver, Forensic Colony Farm Road Overpass The Port of Vancouver, Railways City of Coquitlam Psychiatric Hospital, Kwikwetlem First Nation

* The Vancouver Fraser Port Authority is responsible for the stewardship of federal port lands at the Port of Vancouver, and would be the actual agency that would be responsible for the delivery of any “port-led” mitigation options.

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A number of other implementation considerations have also been Other Key Initiatives identified for each recommended option based on the input received and technical analysis conducted during the issue In addition to the 14 recommended mitigation options, there are a identification through option evaluation steps. These number of other key initiatives that have been developed or implementation considerations include items such as: documented during the FRTA Study which could address several other key transportation issues identified through the technical ≈ Timing / priority analysis and stakeholder engagement activities. These key ≈ Project Bundling initiatives are listed below for further consideration by the GTCF: ≈ Project Development Duration ≈ Whistle Cessation at the locations identified through the ≈ Construction Duration Community Impact Assessment ≈ Project Approvals and Permitting ≈ Brunette Avenue Interchange including New Westminster Rail Crossings ≈ Pubic Consultation ≈ Old Yale Road Overpass and Brownsville Area ≈ First Nations Consultation ≈ Sunbury and Tilbury Interchanges ≈ Potential Major Delivery Risks, Challenges and Considerations ≈ Fraser Richmond Industrial Lands access Improvements

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Page E - 28 Metro Vancouver Regional District - Parks - 41 ATTACHMENT 2 Attach 2: COLONY FARM REGIONAL PARK proposed rail overpass locations Likely areas of project impact within Colony Farm Regional Park Current level crossing Rail line Trail Road Park boundary Gates Park (City of Port Coquitlam)

0 250 500 1,000 m d er R Last modified 4/28/2017 iv R 2016 orthophotography tt Pi

y w Riverview Lands H Future Kwikwetlem Mariner Way Mariner d Sheep First Nation e e Paddocks h g Trail u route o L

C COLONY FARM Mundy o Creek prkg q REGIONAL PARK

lot u

i t l a Colony Farm Rd m R i v e r

Shaughnessy St

Main prkg lot

United Blvd

Forensic Kwikwetlem Psychiatric First Nation Hospital

Hwy 1 Mary Hill Bypass F Metro Vancouver Regional District - Parks - 42 Fraser River Section E 1.3

To: Regional Parks Committee

From: Wendy DaDalt, Division Manager, East Area, Regional Parks

Date: May 09, 2017 Meeting Date: June 7, 2017

Subject: Tynehead and Boundary Bay Regional Parks and Delta-South Surrey Greenway -- Trans Canada Trail Designations

RECOMMENDATION That the MVRD Board approve the designation of trails in Tynehead and Boundary Bay Regional Parks and the Delta-South Surrey Greenway as part of the Trans Canada Trail network as requested by the Trans Canada Trail.

PURPOSE To seek MVRD Board approval to respond to a request made by the Trans Canada Trail organization. (Attachment 1).

BACKGROUND The Trans Canada Trail organization has requested trail sections in two regional parks and one greenway be designated and signed as part of the Trans Canada Trail. The Trans Canada Trail was endorsed as an integral part of the Regional Greenway system by the GVRD Board in 1998.

Initially the Board designated trail connections in Capilano River, Glen Valley and Matsqui Trail Regional Parks as part of the Trans Canada Trail. The current trail route does not run directly through Glen Valley. Later the Trail was designated and signed through Kanaka Creek, Derby Reach Regional Parks and the Pitt River Regional Greenway. In total, approximately 30 km of the Trans Canada Trail traversing five regional sites is signed and a pavilion is located in Matsqui Trail Regional Park (Attachment2). Designation has made grant funds available from the Trans Canada Trail Foundation for new trail construction including $107,000 toward completion of the segment from Fort Langley to Golden Ears Bridge, through Derby Reach Regional Park.

The Trans Canada Trail is a not-for-profit organization, created in 1992 to develop along a trail across Canada from coast to coast to coast. It works with land managers and supporters to implement. While it has made remarkable progress, over 17,000 km of trail, it is fuelling its momentum by aiming to complete the 24,000 km connection across Canada to celebrate this year’s Canada’s 150th anniversary. It is using new branding “The Great Trail” to promote the trail internationally and convey the magnitude of the trail experience. Trans Canada Trail is also trying to be accessible to more Canadians by providing extensions from its main corridor that reach more communities and tourist destinations.

PROPOSED LOWER MAINLAND SOUTHERN ROUTE Trans Canada Trail recently developed a partnership with BC Ferries endeavoring to connect the ferry terminals on Vancouver and the Gulf Islands and the Lower Mainland to the Trail (Attachment 3). The local route would connect the existing Trail at Golden Ears Bridge in Langley to Tsawwassen Ferry

Metro Vancouver Regional District - Parks - 43 Tynehead and Boundary Bay Regional Parks and Delta-South Surrey Greenway -- Trans Canada Trail Designations Regional Parks Committee Regular Meeting Date: June 7, 2017 Page 2 of 3

Terminal. This would use built sections of trails, greenways and at times be on some roads as an interim measure. For Metro Vancouver it would traverse Tynehead Regional Park’s Perimeter Trail along 96th Avenue to 168th Street, the Delta-South Surrey Greenway alignment from Mud Bay to Joe Brown Park and the Boundary Bay Regional Park dyke trail from 17a to Mud Bay. Staff have been advised by the Trans Canada Trail organization that the Township of Langley, City of Surrey, Corporation of Delta, BC Ferries and the Ministry of Transportation and Infrastructure support the routing for the Trail within their jurisdictions.

Designation of the southern route could help to advance completion or improvements to missing or weak regional trail connections. For example, this could help advance at least one segment overlapping with the proposed Experience the Fraser (ETF) Canyon to Coast Trail west from the Golden Ears Bridge to the Golden Ears Parkway. Further west ETF follows the Fraser River to Surrey Bend Regional Park. A safer route along the BC Ferries causeway is a shared goal.

ALTERNATIVES 1. That the MVRD Board approve the designation of trails in Tynehead and Boundary Bay Regional Parks and the Delta-South Surrey Greenway as part of the Trans Canada Trail network as requested by the Trans Canada Trail.

2. That the Regional Parks Committee receive the report dated May 9, 2017, titled “Tynehead and Boundary Bay Regional Parks and Delta-South Surrey Greenway -- Trans Canada Trail Designations” for information and provide staff with alternative direction

FINANCIAL IMPLICATIONS Trans Canada Trail designation does not oblige a land manager to build or upgrade the Trail but can make additional grants and partners available for shared projects. It is expected that the host will install provided Trans Canada Trail wayfinding signage, which may require a nominal expenditure for posts. Metro Vancouver has largely chosen to integrate the Trail logo into its own sign panels and cover the full cost of signage and installation.

OTHER IMPLICATIONS Metro Vancouver can only designate and authorize the Trans Canada Trail on property it owns or holds an interest. It has only provided its support for alignments that have been endorsed by host municipalities.

SUMMARY / CONCLUSION The Trans Canada Trail is a bold national trail vision that has been supported by Metro Vancouver since the late 1990s, including designation of several regional park and greenway segments. The Trail has been a catalyst for advancing a regional greenway system connecting communities and parks. The proposed southern route touches additional communities and would help to connect the Lower Mainland by a ferry trail to the Gulf and Victoria Islands. Designation through two regional parks and one greenway, Alternative 1, would add momentum to the Trans Canada Trail and the Experience the Fraser Canyon to Coast Trail from Golden Ears Bridge to Tsawwassen and BC Ferries.

Metro Vancouver Regional District - Parks - 44 Tynehead and Boundary Bay Regional Parks and Delta-South Surrey Greenway -- Trans Canada Trail Designations Regional Parks Committee Regular Meeting Date: June 7, 2017 Page 3 of 3

Attachments (Orbit doc 21626412) 1. Correspondence dated April 13, 2017, from Trans Canada Trail to the Regional Parks Director 2. Trans Canada Trail Map 3. Proposed Trans Canada Trail Tsawwassen Ferry Terminal to Golden Ears Bridge Map 4. Proposed Trans Canada Trail Victoria to Nanaimo Map

Metro Vancouver Regional District - Parks - 45 ATTACHMENT 1

April 13, 2017

Frieda Schade Director, Regional Parks (Acting) Metro Vancouver 4330 Kingsway Burnaby, BC V5H 4G8

Dear Ms. Schade,

For almost 25 years now, the Trans Canada Trail has worked towards the development of a national Trail network and it is scheduled to be connected across Canada this year. To celebrate the connection of The Great Trail and our country’s 150 years of Confederation, we are looking for opportunities to enhance the Trail and make it more accessible to all Canadians. We recently developed a partnership with BC Ferries and are endeavouring to connect the main ferry terminals on Vancouver Island and the Lower Mainland to the Trail. By doing so, we can create loops and new cycling routes that make use of the ferry system and take The Great Trail through more communities.

As part of this new project, the Trans Canada Trail is proposing to designate sections of Metro Vancouver Regional Trails to create a new cycling route between the Tsawwassen Ferry Terminal and our existing Trail at Golden Ears Bridge. This will also require use of existing sections of Greenway and some roads through the communities of Tsawwassen, Delta, Surrey and Langley Township.

Our request covers the following trail sections operated by Metro Vancouver Regional District:

1. Boundary Bay Dyke Trail (17a Ave to Mud Bay) 15.0 km 2. Delta South Surrey Regional Greenway (Mud Bay to Joe Brown Park) 2.6 km 3. Tynehead Perimeter Trail (168 St to 176 St) No new trail construction is proposed as part of this project. The route we wish to designate is already existing and only requires the installation of wayfinding signage. We provide Trail markers to our partners at no cost and always work with the local authority to meet signage standards/requirements (see attached signage information).

As of now, all the municipalities involved along the BC Ferries route are working towards the designation of the proposed route and we hope that signage installation will begin this spring. Below is a brief update of each community:

21626412 Metro Vancouver Regional District - Parks - 46 Township of Langley Staff are supportive of joining the TCT. They have approved the proposed secondary-road route and they hope that an off-road route can be developed in the future to replace the temporary roadway route. Here the new proposed route will meet with the existing portion of the Trans Canada Trail (The Great Trail) at the Golden Ears Bridge.

City of Surrey Staff are very supportive of joining the TCT and have approved the proposed route. The Parks Committee will receive a staff update this spring.

Corporation of Delta Working with the Delta Hub Committee we identified a cycling route that would take users from Highway 17 to the Boundary Bay Dyke Trail. We are working with engineering staff of Delta to designate the proposed cycling route.

Tsawwassen FN We are working with the Tsawwassen FN to obtain necessary approvals to designate a greenway route and elders have expressed support. Until permissions are finalized, the Ministry of Transportation and Infrastructure has issued permission to sign Highway 17 between the Ferry Terminal and 56th Street within Delta.

Capital Regional District The CRD is supportive of connecting The Great Trail to Schwartz Bay Terminal, and has approved the designation of the Lochside Trail. It will be signed this spring.

Nanaimo City of Nanaimo is supportive of connecting the Great Trail to the Duke Point Terminal and has identified and approved the designation. It will be signed this spring.

Thank you for considering our request to designate these Metro Vancouver Regional Trails as part of the Trans Canada Trail network. If additional information and supporting materials are needed please do not hesitate to ask.

Sincerely,

Trisha Kaplan Trail Development Manager, Western and Northern Canada Trans Canada Trail

Metro Vancouver Regional District - Parks - 47 ATTACHMENT 1

ATTACHMENT2 Trans Canada Trail Trans Canada Trail Regional Parkland Waterbodies

Proposed Southern Route Former Albion Capilano River Ferry Route Regional Park 4 2 0 4 Kilometers ±

Pitt River Regional Greenway

Kanaka Creek Regional Park Derby Reach Tynehead Regional Park Regional Park

Delta-South Surrey Regional Greenway Matsqui Trail Regional Park Boundary Bay Regional Park

Metro Vancouver Regional District - Parks - 48 ATTACHMENT 3

Metro Vancouver Regional District - Parks - 49 ATTACHMENT 4

Metro Vancouver Regional District - Parks - 50