Port Mann/Highway 1 Pre-Design Concepts

FEEDBACK FORM ON BACK

www.gatewayprogram.bc.ca PORT MANN/HIGHWAY 1 PRE-DESIGN CONCEPTS Pre-Design Community Consultation Discussion Guide • February – April 2006 PRE-DESIGN COMMUNITY CONSULTATION : Port Mann/Highway 1

The Ministry of Transportation will conduct community consultation at three design stages:

Pre-design Consultation Open House Schedule February – April 2006 Langley: February 18, 2006 Walnut Grove Community Centre The purpose of the pre-design consultation on the Port Mann and 10:00 am – 1:00 pm 8889 Walnut Grove Drive Highway 1 Project is to obtain community and stakeholder feedback on pre-design concepts for improvements to the Port Mann/Highway 1 New Westminster: February 25, 2006 Centennial Community Centre corridor between Vancouver and Langley. The consultation seeks 10:00 am – 1:00 pm 65 East 6th Avenue feedback on goals for interchange upgrades, and draft options for congestion reduction measures such as high occupancy vehicle lanes, Burnaby: March 4, 2006 Burnaby Eight Rinks HOV and transit priority on-ramps, commercial vehicle priority access to 10:00 am – 1:00 pm 6501 Sprott Street on-ramps, potential tolling, and improvements to the cycling network. Burnaby: March 8, 2006 Bonsor Recreation Centre 6:00 pm – 9:00 pm 6550 Bonsor Avenue

Preliminary Design Consultation Vancouver: March 25, 2006 Hastings Community Centre 2007 10:00 am – 1:00 pm 3096 East Hastings Street With basic pre-design components determined, consultation on Auditorium preliminary design discusses reﬁ nements to interchanges and accesses, lane use, congestion reduction measures and other key features. Vancouver: March 29, 2006 Roundhouse Community Centre 6:00 pm – 9:00 pm 181 Roundhouse Mews, Great Hall

Surrey: April 8, 2006 Guildford Recreation Centre 10:00 am – 1:00 pm 15105 105th Avenue Detailed Design Consultation 2008 Surrey: April 11, 2006 North Surrey Arena Detailed design consultation generally focuses on fewer but more detailed 6:00 pm – 9:00 pm 10275 – 135th Street treatments, such as specifi c interchange and access features, lighting and landscaping. This stage also involves more fi nancial and technical analysis Coquitlam: April 22, 2006 Coquitlam Library, Poirier Branch to ensure designs are fi nancially and technically feasible. 10:30 am – 1:30 pm 575 Poirier Street

Coquitlam: April 25, 2006 Planet Ice How Public Feedback Will Be Used: Feedback gathered through this pre-design 6:00 pm – 9:00 pm 2300 Rocket Way consultation via open houses, stakeholder meetings, web and fax will be recorded and summarized in a Consultation Summary Report, which will be considered Abbotsford: April 29, 2006 Abbotsford Recreation Centre along with technical and fi nancial information as the Ministry of Transportation refi nes improvement designs. The Consultation Summary Report will also be 11:30 am – 2:30 pm 34690 Old Yale Road posted on the web and participants will be notifi ed of the posting. 2 TABLE OF CONTENTS

The Consultation Program ...... 2

The Gateway Program ...... 3

Environmental Review Process...... 7

Port Mann Bridge ...... 8

Consultation Topics

Pre-design Concepts ...... 9

Port Mann/Highway 1 Interchange Improvement Goals ...... 11

Tolling and Congestion Reduction...... 16

Helping People Make Good Transportation Choices ...... 17

Lane Use: HOV/Buses/Transit ...... 18

HOV and Transit Priority Access to Highway On-Ramps...... 19

Commercial Vehicle Priority Access ...... 20

Supporting Cycling ...... 21

Feedback Form ...... F1 - F4

1 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

THE CONSULTATION PROGRAM

INTRODUCTION PUBLIC CONSULTATION FEEDBACK SCHEDULE The Gateway Program was established as part of a broader response by the Province of British Columbia to reduce congestion, improve people Consultation Milestones and goods movement and improve safety and reliability. Consultation on Pre-Design February – April 2006 Recognizing the importance of consultation and ongoing communication Environmental Assessment Review Process Late 2006 with interested stakeholders and the public, the Gateway Program is undertaking a comprehensive consultation program as well as ongoing Consultation on Preliminary Design 2007 (tentative) community relations to ensure community and public input is considered Consultation on Detailed Design 2008 (tentative) in the development of the improvements.

PORT MANN/HIGHWAY 1 The Port Mann/Highway 1 project includes widening the highway, twinning the Port Mann Bridge, upgrading interchanges and improving access and safety on Highway 1 from the McGill interchange in Vancouver to 216th Street in Langley, a distance of approximately 37 kilometres. The Ministry of Transportation will be conducting the fi rst of three stages of public consultation in February, March and April, 2006 regarding proposed improvements to the Port Mann/Highway 1 corridor. This fi rst stage of consultation, the pre-design stage, will specifi cally consult on goals for upgrades to interchanges, congestion reduction measures such as HOV lanes, transit and commercial vehicle priority access to highway on-ramps, improvements to the cycling network and a proposed toll on the Port Mann Bridge. The public will be asked to consider the pros, cons and trade-offs of measures that limit growth in traffi c, such as tolls and HOV lanes. In addition, the public will have clear choices regarding the acceptability of tolling and other congestion reduction measures. The Port Mann/Highway 1 pre-design consultation program consists of 50 to 60 stakeholder meetings with community organizations, residents and businesses, 11 public open houses, and a web-based discussion guide and on-line feedback form. A Consultation Summary Report of the results of the consultation will be posted on www.gatewayprogram.bc.ca.

2 Introduction to the Gateway Program

THE GATEWAY PROGRAM – COMPLEMENTS PLANNED REGIONAL ROAD AND TRANSIT IMPROVEMENTS

INTRODUCTION including more transit, new bridge connections, better access to border Congestion on regional roads and highways is increasing, with growing crossings and expanded cycling networks. Key commuter and goods impacts on residents, communities, the environment and the economy. movement corridors also require attention. In 2003, the provincial Transportation is now the top concern for Lower Mainland residents, and government established the Gateway Program to complement other the B.C. Trucking Association estimates that goods movers are stopped or regional road and transit improvements planned or underway. Three slowed 75% of the time, costing approximately $500 million per year. priority corridors were identiﬁ ed for consideration: Transportation infrastructure and service improvements are needed • The existing Highway 1 corridor from Vancouver to Langley throughout the region to address current and future transportation • The South Fraser Perimeter Road (SFPR) – a new east-west corridor needs and to support economic development associated with increasing along the south shore of the Fraser River trade and goods movement. A number of agencies have initiatives • The North Fraser Perimeter Road (NFPR) – an improved east-west underway in the Lower Mainland to provide needed improvements, corridor along the north shore of the Fraser River

Forecast Growth in Gateway Truck Volumes, 1999-2031 Average Weekday Hourly Trafﬁ c Volumes on the Port Mann Bridge

5000 12000 4000 BRIDGE CAPACITY

10000 2004 3500 1987 8000 3000

6000 2500

2000 4000

Number of cars per hour 1500 2000 Average Westbound Vehicle Volumes Vehicle Westbound Average Light and Heavy Truck Volumes (24 Hour) Volumes Light and Heavy Truck 1000 0 1999 2003 2011 2021 2031 500

This graph illustrates the projected growth in truck volumes associated with 0 the forecast growth in international trade. Approximately 50% of containerized 2 am 8 am 6 am 4 am 8 pm 2 pm 6 pm 4 pm Noon 10 am goods are currently transported to and from Greater Vancouver’s terminals by 10 pm

truck; the other 50% move by rail. Midnight Time of day

3 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

RISING CONGESTION REDUCES QUALITY OF LIFE, INCREASES COSTS Change in Greater Vancouver Commuting Patterns The population of the Lower Mainland has grown by 750,000 over the past 20 years and is anticipated to reach over three million by 2031. Automobiles are increasing at a rate of 20,000 per year. This growth is creating gridlock on Greater Vancouver’s road network, which has had no signifi cant improvements since the 1980s. Greater Vancouver is a strategic North American gateway for international trade, emerging as Canada’s hub for the Asia-Pacifi c region. The Port of Vancouver has seen a 56% growth in trade with China in the past year and the volume of BC port container traffi c is expected to quadruple by 2020. Coupled with population growth, this economic growth means more pressure on regional transportation infrastructure, such as highways, transit and intercity buses. Existing roads and bridges cannot support forecast demand. In fact, a number of key routes are already at capacity. Changing Regional Travel Patterns The Ministry of Transportation and the Greater Vancouver Transportation Authority (TransLink) completed a travel survey of Greater Vancouver A residents in 2004. One of the key trends from this survey shows increased job growth outside downtown areas. For example, in the past decade, growth in Vancouver residents working in other municipalities exceeded the growth of other municipal residents working in Vancouver by a factor of 9 to 1.This type of job growth creates a greater need for travel from Vancouver to other municipalities, and for inter-municipal travel, which is not easily served by transit. The consequences of not making the necessary road and bridge improvements include increasing congestion, longer and longer “rush hours”, increased costs to the economy, delayed goods movement, and unreliable transit connections through the region. Overall, the cost of living and quality of life will suffer without comprehensive improvements to the transportation and transit network.

Change in Nature of Trips - There has been in a shift in the traditional municipal to downtown travel pattern (A), to more complex travel patterns (B) as a result of increasing population and dispersed locations for job creation.

4 Gateway Program: Challenges and Beneﬁ ts

THE BENEFITS OF THE GATEWAY PROGRAM Share of Employed Labour Force and Employment Growth by Sub-Area (1996-2001) Improving Roads and Bridges for People, Goods and Transit 30,000 The Gateway Program will provide road and bridge user beneﬁ ts Labour Force Growth Job Growth primarily in the form of travel time savings (avoided delays), reduced 25,000 vehicle operating costs and improved safety. Analysis indicates that the Gateway Program will result in travel time and operating cost savings

20,000 with a present value of $8 billion over the 35 year life of the project. Other beneﬁ ts include:

15,000 Address congestion Gateway improvements will help relieve congestion at key bottlenecks to keep people and goods moving. 10,000

Change in Labour Force / Jobs (1996-2001) Change in Labour Force Improve the movement of people and goods in and through the region

5,000 Bring corridors to current design and safety standards, make merging safer and easier, and provide enhanced opportunities for transit and HOV service. 0 e st Langleys Richmond Improve access to key economic gateways Vancouver North Shor Maple Ridge North East Sector Burnaby/New We No Fixed Workplace By improving links between ports, industrial areas, railways, airports and Delta/Surrey/White Rock Pitt Meadows/ border crossings, Gateway road and bridge improvements will help Greater Vancouver to retain and increase its role as a critical North American gateway for international trade. Growth over Regional Water Crossings (1985 – 2003) Improve the regional road network 140,000 Port Mann Bridge By alleviating gridlock along major corridors, the proposed improvements will contribute to better overall traffi c fl ow. 120,000 Alex Fraser Bridge Improve quality of life 100,000 By relieving bottlenecks on major routes, Gateway road and bridge George Massey Tunnel improvements will help keep regional traffi c on regional roads instead

80,000 of on local streets, improving quality of life in surrounding communities. Pattullo Bridge

Pitt River Bridges Reduce vehicle emissions 60,000 Gateway improvements will reduce emissions from congestion- Traffic Volume (24 Hour) Volume Traffic related idling. 40,000 Facilitate better connections to buses, SkyTrain, cycling and pedestrian

20,000 networks Each of the Gateway improvement projects includes cycling improvements. The Program is working with TransLink to ﬁ nd ways to make transit service 0 1985 1989 1993 1996 1999 2003 more feasible, including transit priority to on-ramps, park & ride facilities

Year and potential new and improved transit services.

5 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

Reduce travel times PROVIDING TRANSPORTATION CHOICES Gateway improvements are projected to reduce travel times through 2031. Public Transit, Cycling and HOV Depending on their origin and destination, travelers could see time savings Transportation needs are directly related to where people live and work. of up to 30% when compared to 2003. In high population areas, public transit is available and well used. In areas The Gateway Program will also provide signifi cant safety improvements of lower density, frequent transit service is less cost-effective and less along the major transportation corridors and as a result of reduced available, and people rely more on the automobile. regional traffi c on local streets. The Gateway Program is working with TransLink and Greater Vancouver municipalities to identify areas where alternatives such as transit, HOV services and cycling could be improved. The Gateway Program includes THREE COMPONENTS OF THE GATEWAY PROGRAM provision for: The Port Mann/Highway 1 Project Buses and Potential Future Light Rail on the Highway 1 Corridor The Port Mann/Highway 1 project includes widening of the highway, • New bus routes and reliable bus service across the Port Mann Bridge, twinning the Port Mann Bridge, upgrading interchanges and improving improved connections to rapid transit lines on both sides of the Fraser access and safety on Highway 1 from the McGill interchange in Vancouver River. to 216th Street in Langley, a distance of approximately 37 kilometres. • Capacity for future light rail transit on both the new Pitt River and Port This pre-design concept includes congestion-reduction measures such Mann Bridges for potential longer-term expansion of the region’s rapid as HOV lanes, transit and commercial vehicle priority access to highway transit system. on-ramps, improvements to the cycling network and a proposed toll on the Port Mann Bridge. As well, the new Port Mann Bridge will be built to • Expansion of Highway 1 HOV lanes to Langley. accommodate future light rail transit. • Signifi cant improvements to the cycling network, including across the South Fraser Perimeter Road (SFPR) twinned Port Mann Bridge, along the South Fraser Perimeter Road and The SFPR is a proposed new four-lane 80 km/h route along the south side across the Pitt River Bridge and Mary Hill Bypass / Lougheed Highway of the Fraser River extending from Deltaport Way in Delta to the Golden Interchange. Ears Bridge connector road and Highway 1 in Surrey/Langley. Reducing Congestion North Fraser Perimeter Road (NFPR) Planning for the Gateway Program also includes evaluation of congestion The NFPR is a set of improvements on existing roads to provide an reduction measures to provide incentives for people so they may consider effi cient, continuous route from New Westminster to Maple Ridge. alternatives to single-occupancy vehicle use. TransLink is responsible for the New Westminster section, while the Options include: Ministry of Transportation is responsible for the segment from King Edward Avenue (Coquitlam) to Maple Ridge. • Extending HOV lanes The Pitt River Bridge & Mary Hill Interchange Project is a stand-alone • A potential toll on the Port Mann Bridge component of the NFPR that includes a new bridge to replace the existing • Park & Ride facilities Pitt River swing bridges and an interchange to replace the existing Lougheed Highway and Mary Hill Bypass intersection. • Transit and HOV priority access to highway on-ramps • Cycling network expansion

6 Gateway Program: Transportation Choices and Environmental Review

WORKING WITH COMMUNITIES ENVIRONMENTAL REVIEW PROCESS Consultation with municipalities and the public, underway for more than two years, is ongoing. In 2005, pre-design public consultation took Due to its length, the Port Mann/Highway 1 Project is subject to a place in Delta regarding options to upgrade or relocate Highway 17 as harmonized federal/provincial environmental review process. Following part of the South Fraser Perimeter Road. Consultation on the pre-design public consultation and subsequent pre-design concept refi nements, the of the 80th to Nordel Way segment of the SFPR will be completed in Project Team will prepare an Environmental Assessment application for February, 2006. the project. The application and supporting studies will be submitted Consultation took place in spring, 2005 in Port Coquitlam, Pitt Meadows to the B.C. Environmental Assessment Offi ce for review. Potential and Maple Ridge regarding improvements to the Pitt River Bridge and environmental and socio-community impacts will be identifi ed along with Mary Hill Bypass. proposed mitigation and compensation measures. Through the review, additional opportunities for public input will be provided, wherein Pre-design consultation for the Port Mann/Highway 1 project is being additional issues may be identifi ed and addressed in accordance with conducted February through April, 2006. Environmental Assessment Review procedures. Fieldwork required to support analysis for the environmental assessment application is continuing. It is anticipated that the project will enter the environmental review process in late 2006, following pre-design community consultation.

7 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

PORT MANN BRIDGE

As proposed in the pre-design concept, the Highway 1 crossing of the Fraser River at Port Mann will consist of two bridges, with the existing bridge serving westbound trafﬁ c and a new bridge serving eastbound trafﬁ c. In addition, the new bridge will be built to accommodate future light rail transit.

Pre-design concept for twinned Port Mann Bridge

8 Pre-Design Concepts

Please consider this information when completing the feedback form on pages F1 - F4 CONSULTATION TOPICS

PRE-DESIGN CONCEPTS*

The proposed Port Mann/Highway 1 project includes widening the Highway 1 Interchanges highway, twinning the Port Mann Bridge, upgrading interchanges and The pre-design concept proposes upgraded interchanges, and at some improving access and safety on Highway 1 from the McGill interchange locations, reconstructed interchanges to: in Vancouver to 216th Street in Langley, a distance of approximately • Enhance safety as vehicles enter and leave the highway 37 kilometres. • Ensure interchanges meet modern standards New Port Mann Bridge The pre-design concept proposes a new parallel bridge on the west • Facilitate cyclists and other traffi c crossing the highway side of the existing Port Mann Bridge to relieve congestion at this • Improve internal community connections signifi cant bottleneck on the corridor. The new bridge will have 4 lanes Many of the overpasses need to be replaced due to insuffi cient width eastbound. for the highway widening and to add clearance for taller standards of New Port Mann Bridge - HOV and Rapid Transit vehicles. In some places, it is proposed that additional overpasses be On both the existing and new bridges the pre-design concept proposes considered to support the movement of municipal traffi c across the that one lane will be designated as an HOV lane. highway. The new crossing will provide cycling access and also have the capacity to It is also proposed that at key locations, typically at interchanges, accommodate potential future light rail rapid transit. dedicated on/off ramps or priority access lanes be added to facilitate the enhanced movement of HOV, transit and commercial vehicles. With the addition of the new bridge and HOV lanes on both bridges, it becomes possible to accommodate bus service so that TransLink has the Cycling Improvements opportunity to provide scheduled bus connections between communities Cycling facilities will be included as part of the interchange upgrades to south and north of the Fraser River. increase opportunities for cyclists to cross the highway and to enhance connections to the regional cycling network. Highway 1 The pre-design concept proposes widening the highway to improve Intelligent Transportation Systems overall operation of the corridor. This widening will be primarily within The pre-design concept includes the implementation of Intelligent the existing highway right-of-way. Transportation Systems (ITS) for the Port Mann/Highway 1 corridor. ITS measures contemplated include: Generally from the McGill Interchange to the Port Mann Bridge, one additional lane will be added in each direction. East of the Port Mann • Dynamic message signs Bridge, 2 additional lanes will be added in each direction to 216th Street. • Closed-circuit cameras • Vehicle detectors

*Note: Prior to broad public consultation regarding access and interchange improvements, further technical liaison is required with municipalities. 9 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

Introduction of ITS technology will provide for early detection of traffi c incidents, effective emergency response and effi cient removal of vehicles and debris. Other benefi ts include improved safety through more efficient traffic management and a reduction in collisions, resulting in improved trip reliability and user satisfaction. General Purpose Use While transit, cycling, and walking will contribute signifi cantly to travel in the region, analysis indicates that the majority of commuting trips will continue to be by private vehicle. Individuals who must travel alone in their vehicles will benefi t from the general purpose lanes. The addition of a new general purpose lane in each direction along the length of the corridor will accommodate planned population and employment growth, enhance safety, increase reliability and provide travel time savings for all users of the general purpose lanes.

10 Port Mann/Highway 1 Interchange Improvement Goals

PORT MANN/HIGHWAY 1 INTERCHANGE IMPROVEMENT GOALS

OVERVIEW Improvements to the highway are required to address safety at interchanges including insuffi cient merge lengths, extensive off-ramp queues that back up onto the highway and undesirable lane changing at on and off-ramps. Specifi c improvements at Highway 1 interchanges will be the subject of further consultation. The Gateway Program is currently consulting with each municipality regarding options for interchange improvements. Interchanges between McGill Street and 216th are numbered on the maps that follow, with corresponding goal descriptions, which are identifi ed below each map.

11 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

PRE-DESIGN CONCEPTS – HIGHWAY 1 INTERCHANGE IMPROVEMENT GOALS: McGILL STREET TO KENSINGTON AVENUE

1 lane added in each direction Auxiliary lanes added 1 lane added in each direction for 6 lanes total in each direction to for 8 lanes in total. the existing 6 lanes.

MC GILL ST 1

HASTINGS ST

VVANCOUVERANCOUVER Y BBURNABYURNABY 2 LAND OR AV LOUGHEED HIGHWA N E 5

FIRST AVE 4

3 R

KENSINGTON AVE KENSINGTON BURNABY LAKE

E Y RD DOUGLAS

N SPROTT ST R

U CANADA WA B Y Y AVE A

BROADWA

GRANDVIEW HWY

BOUNDARY BOUNDARY

WILLINGDON AVE WILLINGDON

1 McGill Street ramp modifi cations would: • Improve safety on the highway and municipal roads by 5 Construction of a potential new overpass at Wayburne • Enhance highway operation by improving traffi c fl ow reducing confl ict points Drive would: entering and exiting the highway • Improve connections across the highway 4 Reconstruction of the Willingdon Avenue interchange • Improve safety by eliminating the short merging • Assist the operation of the Willingdon Interchange would: distance for traffi c entering the highway by reducing traffi c volumes • Enhance the operation of the interchange by improving • Address current and future traffi c in the 2 First Avenue ramp modifi cations would: access to and from the highway Still Creek/Willingdon Area • Improve safety on the highway by reducing traffi c • Improve connections across the highway queues exiting the highway • Improve safety on the highway and municipal roads by 6 Reconstruction of the overpass at Sprott Street and reducing traffi c weaving with auxilliary lanes and ramp interchange at Kensington Avenue would: 3 Extension of the Boundary Road on-ramp and reconstruction improvements • Improve the traffi c fl ow entering the highway of Grandview Highway overpass would: • Improve connections across the highway • Enhance highway operation by improving traffi c fl ow • Improve safety on the highway and municipal roads entering the highway 12 Port Mann/Highway 1 Interchange Improvement Goals

PRE-DESIGN CONCEPTS – HIGHWAY 1 INTERCHANGE IMPROVEMENT GOALS: GAGLARDI WAY TO THE PORT MANN BRIDGE

1 lane added in each direction for 8 lanes in total.

New bridge to have 4 lanes including 1 HOV lane, built to accommodate

BBURNABYURNABY D CCOQUITLAMOQUITLAM potential rapid transit in the

LOUGHEED HIGHWAY future. NORTH R NORTH

Y 10 A

LOUGHEED HIGHWAY

R BLUE MOUNTAIN ST MOUNTAIN BLUE PORT MANN

KING EDWARD ST EDWARD KING A

L 9 BRIDGE

A G BRUNETTE AVE UNITED BLVD

C 8 A R IB 7 O O

RO FRASER RIVER AD

7 Reconstruction of the interchange at Gaglardi Way and 9 Construction of a potential new dedicated overpass at 10 Reconstruction of the Cape Horn Interchange and the overpass at Cariboo Road would: King Edward Street would: twinning of the Port Mann Bridge would: • Enhance the operation of the interchange by improving • Improve safety on the highway by smoothing the • Enhance the operation of the highway and interchange the traffi c fl ow entering the highway highway and improving the sight lines by allowing free traffi c fl ow between the major • Improve connections across the highway • Improve connections across the highway arterial roads • Improve safety on the highway by increasing the • Remove an at-grade rail crossing on King Edward Street • Address current and future traffi c distance traffi c has to enter and exit the highway • Address current and future traffi c anticipated in the • Improve connections between the major arterial roads south Coquitlam and Pacifi c Reach area and the highway 8 Reconstruction of the Brunette Avenue interchange would: • Assist the operation of the Brunette Interchange • Improve connections between Surrey and the Tri-Cities • Address current and future traffi c • Improve safety on the highway by improving • Improve connections to and across the highway directional signage and reducing traffi c weaving • Enhance the operation of the interchange by improving traffi c fl ow entering and exiting the highway • Improve safety on the highway by reducing traffi c queues exiting the highway 13 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

PRE-DESIGN CONCEPTS – HIGHWAY 1 INTERCHANGE IMPROVEMENT GOALS: PORT MANN BRIDGE TO 176TH STREET

1 General Purpose trafﬁ c and 1 HOV lane ASS added in each direction for 8 lanes in total.

MARY HILL BYP

SSURREYURREY

11 110TH AVE

13 12

104TH AVE 96TH AVE

152ND ST 152ND ST 160TH ST 168TH ST 176TH

11 Reconstruction of the 152nd Street overpass would: 12 Reconstruction of the 160th Street interchange would: 13 Reconstruction of the 176th Street interchange would: • Improve safety at the interchange • Improve connections across the highway for the • Enhance the operation of the highway and interchange • Address the current and future trafﬁ c Fraser Heights community by improving access to and from the highway • Address the current and future trafﬁ c • Address forecast changes in travel patterns due to • Enhance the operation of the highway and municipal the Golden Ears Bridge and South Fraser Perimeter roads by improving access to and from the highway Road projects • Improve safety by relocating the weigh-scales and • Improve connectivity across the highway and to other improving adjacent intersections major transport routes • Improve safety on the highway and municipal road network

14 Port Mann/Highway 1 Interchange Improvement Goals

PRE-DESIGN CONCEPTS – HIGHWAY 1 INTERCHANGE IMPROVEMENT GOALS: 192ND STREET TO 216TH STREET

1 General Purpose trafﬁ c and 1 lane added in each direction No widening, 1 HOV lane added in each direction for 6 lanes in total. 4 lanes as per existing. for 8 lanes in total.

SSURREYURREY LLANGLEYANGLEY 192ND ST 192ND

14 15

GLOVER RD 208TH ST 208TH 216TH ST 216TH 200TH ST 200TH

HARVIE RD

14 Construction of a proposed partial interchange at 192nd 15 Construction of a potential new interchange at 216th Street would: Street would: • Address changing future travel patterns in the • Address the changing travel patterns Port Kells Area • Assist the operation of the 200th Street interchange • Improve access to and from the highway for the • Improve connectivity across the highway Port Kells area • Improve access to and from the highway • Improve operation of the 176th Street and 200th Street interchanges • Improve connectivity across the highway

15 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

TOLLING AND CONGESTION REDUCTION

The pre-design concept considers tolling of the Port Mann Bridge as a could expect to realize $0.50-1.50 in vehicle operating cost savings and potential option to reduce congestion, limit growth in traffi c demand approximately $5.00 in travel time savings in each direction. and generate revenue to pay for the improvements. Tolling could Electronic tolling similar to the tolling technology contemplated for potentially be an option in combination with HOV priority lanes, and the Golden Ears Bridge could be used. An electronic system maximizes transit and commercial vehicle priority access to highway on-ramps. effi ciency of traffi c fl ow and minimizes driver inconvenience as vehicles These measures are being considered in various combinations to reduce are not required to slow down or stop to pay the toll. congestion and limit growth in traffi c on the highway and Port Mann crossing. Following consultation, if tolls were introduced on the Port Mann Bridge, it would affect traffi c on the Pattullo and Alex Fraser bridges. Some users If the improved highway is not effectively managed through tolls and/or of the Port Mann Bridge would choose to use these crossings instead other congestion-reduction measures, analysis shows that it would reach of paying a toll. Traffi c modeling indicates that the volume of traffi c in current levels of congestion 5 to 10 years after project completion. 2021 would not be appreciably different on the Pattullo and Alex Fraser Additionally, without these measures, the level of congestion in the bridges than it would be if the Gateway Program was not built. However, corridor would make it diffi cult to offer improved transit services along with respect to the Pattullo Bridge, the Ministry of Transportation would the route. work with TransLink to contribute funding for safety and reliability A potential toll on the Port Mann Bridge could be in the order of $2.50 improvements, as required. (2005$) each way for private vehicles. The rate for trucks would, if implemented, be higher, but the rate for motorcycles would be lower. The potential Port Mann Bridge toll would be generally consistent with tolls proposed for the Golden Ears Bridge. This proposed tolling option on the Port Mann Bridge, combined with improved transit service, HOV lanes, transit and commercial vehicle priority access to highway on-ramps, and cycling improvements, would keep bridge congestion below current levels until 2031 or beyond. Other tolling measures that could be considered include: PLEASE COMPLETE • Reduced toll rates for HOVs to encourage HOV use and improve FEEDBACK QUESTION mobility; ON THIS TOPIC • Variable toll rates for peak and off-peak periods to encourage those users who have fl exibility to travel in less busy times; and, • A possible free period overnight. If the proposed tolling and congestion-reduction measures were implemented, the benefi ts to users of the expanded bridge and improved highway would include vehicle operating cost savings and time savings. For example, a daily commuter traveling from Vancouver to Langley

16 Tolling and Congestion Reduction

HELPING PEOPLE MAKE GOOD TRANSPORTATION CHOICES: HOV/LANE USE/COMMERCIAL VEHICLE RAMPS

OVERVIEW In developing the Port Mann/Highway 1 pre-design concept, consideration Lane-use designation provides a wide range of benefi ts for has been given to all modes of transportation including transit, high qualifi ed road users, including: occupancy vehicles and cycling. The Gateway Program also conducted • A higher level of service, such as less delay and/or travel time savings a review of recent experiences and practices in transportation demand for specifi c user groups management (congestion-reduction measures) to identify a range of • More reliable trip times measures appropriate for the corridor. • More transportation choices An objective of the Port Mann/Highway 1 project is to facilitate alternatives to the single-occupant vehicle and relieve congestion for those who must drive. The pre-design concept both improves the highway and introduces measures to limit growth in traffi c. CONGESTION REDUCTION MEASURES – LANE-USE ALLOCATION Lane-use allocation refers to the practice of implementing measures and design features that support the designation or allocation of traffi c lanes for the use of specifi c vehicle types or user groups, providing them with superior service during congested periods. Congestion occurs when traffi c demand exceeds roadway capacity. Lane allocation is a means of reducing overall traffi c demand by promoting the use of more effi cient modes of transportation, such as transit and HOVs. In general, lane-use allocation works in one of three ways: • Imposing user eligibility requirements, such as the number of people required in a car to qualify as a high occupancy vehicle • Physically limiting access • Charging a user fee

17 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

LANE USE: HOV/BUSES/TRANSIT

HOV LANES The benefi ts of HOV lanes include: In the context of Highway 1, a high-occupancy vehicle (HOV) is defi ned • Travel-time savings to HOV users as a vehicle that carries at least two people. The pre-design concept • More reliable trip times to HOV users proposes HOV lanes from Grandview Highway in Vancouver to 200th Street in Langley. This includes a new HOV lane in each direction east • Enhanced bus / transit reliability of the Port Mann Bridge to 200th Street. HOVs can include carpools, • Reduced fuel consumption and vehicle emissions per person for motorcycles, vanpools and transit vehicles. The purpose of HOV priority HOV users lanes is to provide advantages to HOV users in the form of travel-time savings and more reliable trip times. The intent is to encourage more • When combined with transit services, HOV lanes have the potential to people to travel together rather than driving alone. Many of the existing substantially increase the person-movement capability of a corridor HOV priority facilities have one or more objectives: • Encourage use of more effi cient travel modes • Increase the average number of persons per vehicle • Providing an incentive for modifying travel behaviour to increase use • Move more people with the same number of lanes, thereby of more sustainable transportation modes improving capacity of the roadway • Reduces congestion for people in general-purpose (GP) lanes, as each • Enhance bus/transit operations time someone decides to share a ride (HOV) there is one less car in the GP lane

Highway 1 currently has 2 lanes for general commuters and goods movers and one HOV lane Pre-design concept proposes 3 lanes for general commuters and goods movers and one between Vancouver and Surrey lane for HOV between Vancouver and Langley

18 Congestion Reduction Measures: HOV and Transit Priority Access

For the community, lane-use designation benefi ts include: HOV AND TRANSIT PRIORITY ACCESS TO HIGHWAY ON-RAMPS • Supporting regional sustainability goals by managing the use of A priority access on-ramp for HOV and transit is a separate lane on the additional capacity on-ramp that is reserved for the exclusive use of priority vehicles. This • Infl uencing transportation choices by providing priority treatment priority access allows vehicles to bypass the queue of general-purpose to more effi cient modes of travel traffi c which is controlled by a traffi c signal. • Reducing the environmental impact of regional travel (less vehicle Coupled with lanes, HOV and transit priority access on-ramps are an emissions, lower fuel consumption, improved air quality) effective way to encourage HOV use on the overall highway. • Supporting regional economic goals by providing priority treatment HOV and transit priority access on-ramps could be added to interchanges to transit and goods movement, where appropriate such as Gaglardi Way, Brunette Avenue, and 152nd Street. The fi gure below shows: The challenges of HOV lanes include: 1 HOV and transit priority access on-ramp • Can be perceived as being under-utilized 2 Traffi c light controlling general purpose traffi c access • HOV lanes may encourage longer distance trips • Number of users willing to use HOV lane is limited

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Highway 1: Transit and HOV priority access on-ramp

19 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

COMMERCIAL VEHICLES – PRIORITY ACCESS TO HIGHWAY ON-RAMPS AND DEDICATED RAMPS Commercial vehicle priority measures under consideration on the Highway 1 corridor are proposed in the form of priority access on-ramps and/or dedicated ramps (ramps to get on and off the highway) at key locations. For example, commercial vehicles accessing or exiting the Port of Vancouver, Still Creek in Burnaby, the Cape Horn area in Coquitlam or Port Kells in Surrey might beneﬁ t from commercial vehicle priority ramps. These priority accesses would facilitate goods movement and reduce potential impacts of commercial vehicles traveling through local neighbourhoods.

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Highway 1: Dedicated commercial vehicle exit

20 Commercial Vehicle Priority Access and Support for Cycling

SUPPORTING CYCLING AS AN ALTERNATIVE TRANSPORTATION MODE

The Port Mann/Highway 1 pre-design concept proposes to signifi cantly The proposed improvements include the following elements: improve cycling and pedestrian access across the Highway 1 corridor. A. Provide cycling and pedestrian access across the Port Mann Bridge The benefi ts of improving the cycling network include: Access across the twinned Port Mann Bridge includes a barrier-separated • Transportation Network Effi ciency – Cycling as a commuting option makes two-way multi-use cycling and pedestrian path across the Fraser River at Port better use of transportation infrastructure, using less space per person Mann. On the Surrey side, the shared-use path would connect directly to than other modes. Increasing cycling’s share of total trips can reduce the local cycling network; on the Coquitlam side, connections are proposed vehicle traffi c and in turn reduce demand for future road infrastructure to United Boulevard, Mary Hill Bypass and, via a multi-use path through the improvements. Cape Horn Interchange, to the Lougheed Highway (west). • Environmental – Cycling is a sustainable form of transportation. B. Reduce Highway 1 as a north-south barrier to cycling through • Health – Cycling has numerous health benefi ts including regular exercise. improved cycling network connections It is proposed that improvements for walking and cycling be provided at local • Tourism – The development of recreational cycling can generate economic road crossing points, particularly where municipal cycling facilities meet the activity from cycling activities and events. Pitt Meadows, Delta and corridor. Appropriate crossings, sidewalks or bike lanes will be provided at Vancouver have been identifi ed as centres for training and events, interchanges and overpasses, transitioning to match pedestrian facilities on including several annual races. the municipal networks. C. Improve safety at crossings of Highway 1 by integrating cycling into highway design Safe crossing of the highway will be an integral part of the design for highway improvements. The type of cycling feature provided will depend on several factors, including safety, adjacent existing municipal facilities and traffi c patterns. D. Expand the regional cycling network Cost-share with municipalities for additional off-corridor improvements to cycling networks, to assist in making cycling a more viable alternative to driving.

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Cycling on the Port Mann Bridge

21 Port Mann/Highway 1 Pre-Design Consultation • February – April 2006

For further information about the proposed improvements to the Port Mann/Highway 1 corridor, please visit our website at www.gatewayprogram.bc.ca or contact: [email protected] Tel: 604-456-2420 Fax: 604-439-2585

22 Feedback Form

1. TOLLING AND CONGESTION REDUCTION Please indicate how much you agree or disagree with each of the following possible tolling concepts for the Port Mann Bridge. a) A potential toll (to reduce congestion and limit growth in trafﬁ c on the Port Mann Bridge) of $2.50 each way for private vehicles.