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Road Traffic Distribution Report

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Road Traffic Distribution Report CONTAINER CAPACITY IMPROVEMENT PROGRAM Road Traffic Distribution Report September 27, 2012 CCIP Road Traffic Distribution Report COVER-i CONTENTS 1. Introduction .......................................1 1.1 Conclusions ...................................2 2. Roberts Bank Current Data and Projected Traffic .........3 2.1 Data on Container Movements ....................3 2.2 Truck Traffic Projections ..........................3 2.2.1 Notes on Roberts Bank Projected Road and Rail Traffic (Reference Table 2) ..................9 3. Roberts Bank-related Road Traffic Modelling and Distribution to the Regional Network .................11 3.1 Traffic Modelling Software .......................13 3.2 Traffic Generation ..............................14 3.3 Traffic Distribution .............................15 3.3.1 Container Traffic .........................15 3.3.2 2012 Traffic Validation .....................16 4. The George Massey Tunnel .........................17 4.1 Impact of Projected Port-related Traffic on the George Massey Tunnel ................................17 4.1.1 An Explanation of Traffic Behaviour ..........17 4.1.2 Traffic Conditions Under Different Scenarios ...28 4.1.3 What if 50% of Port-related Traffic or 0% of Port- related Traffic Use the George Massey Tunnel? . 33 4.2 Measures to Alleviate Port-related Traffic Use of the George Massey Tunnel ..........................35 5. Traffic Validation ..................................41 5.1 Truck Distribution from the 2008 Origin Destination Survey ......................................41 5.1.1 Truck Distribution from the TransLink Model ...43 5.1.2 Truck Distribution Using the Location of Industrial Lands .................................44 5.2 Estimated Travel Time Comparison .................45 5.3 Recent Traffic Impact Validation ...................46 CCIP Road Traffic Distribution Report i ii LIST OF TABLES Table 1 Factors Used in Roberts Bank Traffic Projections ...4 Table 2 Roberts Bank Projected Road and Rail Traffic ........8 Table 3 Roberts Bank Marine Terminal Cargo Horizons ... 11 Table 4 Alternative Traffic Demand and Network Scenarios12 Table 5 External Traffic Volumes Generated by Roberts Bank Marine Terminals ......................14 Table 6 Principal Routes to / from Roberts Bank ........15 Table 7 External Traffic To / From Roberts Bank Port Terminals 30 Table 8 Projected AM Peak Hour Traffic at the George Massey Tunnel (8 AM to 9 AM) ...............31 Table 9 Projected PM Peak Hour Traffic at the George Massey Tunnel (4 PM to 5 PM) ...............32 Table 10 George Massey Tunnel AM Peak Sensitivity .....33 Table 11 Container Truck Traffic Port-related Origin / Destination Routes ........................41 Table 12 Container Truck Traffic Port-related Origin / Destination Routes ........................43 Table 13 EMME/2 Deltaport Select Link Analysis 2031 ....43 Table 14 2010 Industrial Land Distribution –Source: Metro Vancouver 2010 Industrial Land Inventory .......44 Table 15 Geocoding of Top Truck Driver Origins – Source: Truck Driver Origin-Destination Survey 2008 ...........45 Table 16 Travel Time Comparison .....................45 CCIP Road Traffic Distribution Report iii iv LIST OF EXHIBITS Exhibit 1 Deltaport Container Movements (TEU) in 2010 and 2011. 5 Exhibit 2 Roberts Bank Estimated Truck Traffic Distribution . 19 Exhibit 3 Metro Vancouver Industrial Areas .............21 Exhibit 4 Potential Signal or Weigh Scale Delays using the George Massey Tunnel and the Alex Fraser Bridge 23 Exhibit 5 George Massey Tunnel Peak Hour Traffic ........25 Exhibit 6 Industrial Lands and Likely Routes Travelled by Trucks (AECOM 2008 Truck Driver Origin-Destination Survey) .................................42 CCIP Road Traffic Distribution Report v vi ACRONYMS BC MoT British Columbia Ministry of Transportation and Infrastructure CCIP Container Capacity Improvement Program DP Deltaport DTRRIP Deltaport Terminal, Road, and Rail Improvement Project GMT George Massey Tunnel PMH1 Port Mann / Highway 1 Project PMV Port Metro Vancouver SFPR South Fraser Perimeter Road TEU Twenty-foot equivalent units TFN Tsawwassen First Nation TMP Transportation Master Plan WB20 20-metre wheel base (truck) YVR Vancouver International Airport CCIP Road Traffic Distribution Report vii viii 1. INTRODUCTION Port Metro Vancouver's (PMV) Container Capacity Improvement Program (CCIP) has undertaken extensive analysis of road traffic generated by present and potential future port facilities at Roberts Bank. The CCIP team has undertaken the following tasks: • Performed data analysis and traffic counts to establish the volumes of truck and light vehicle trips that use and are likely to access the terminals at Roberts Bank at the following cargo horizons: o at present, handling 1.5 million twenty-foot equivalent units (TEU) at Deltaport (DP) and 25 million tonnes of coal at Westshore per year; o after completion of the Deltaport Terminal, Road, and Rail Improvement Project (DTRRIP) handling 2.4 million TEUs at Deltaport and 33 million tonnes of coal at Westshore per year; o after completion of DTRRIP and potential future port improvements1, handling 4.8 million TEUs at Roberts Bank per year and potential future increases in coal at Westshore. • Developed a traffic model to show the distribution of Roberts Bank port-related traffic to the local and regional road network2. This CCIP model builds on regional models recently prepared by TransLink and the BC Ministry of Transportation and Infrastructure (BC MoT). • Provided discussion on the impacts that Roberts Bank port- related traffic will have on key road transportation infrastructure including the South Fraser Perimeter Road (SFPR), Highway 99, and Highway 91, as well as crossings of the Fraser River under different operating scenarios. 1 It is assumed, for the purposes of the study, that potential future port improvements would double the existing Roberts Bank container capacity. 2 Future road traffic analysis assumes SFPR opening day configuration. CCIP Road Traffic Distribution Report 1 1.1 CONCLUSIONS This report provides an overview of CCIP traffic projections and focuses on potential future traffic conditions inland of Roberts Bank, specifically at the George Massey Tunnel on Highway 99 as a result of the distribution of port-related traffic. It concludes the following: • Once Deltaport’s capacity reaches 2.4 million TEUs (2017), total daily port-related truck trips (arrivals PLUS departures) are expected to be 3,6923. • Roberts Bank port-related traffic does not have an overwhelming effect on the operations of the George Massey Tunnel whose main traffic loads are commuter and ferry-related. • Results of the study indicate that current conditions are not, and future potential improvements to terminal facilities at Roberts Bank will not be, a major cause of congestion through the George Massey Tunnel. o Currently, port-related traffic only accounts for 2.0% of total AM peak-hour northbound traffic through the George Massey Tunnel. With Deltaport’s capacity at 2.4 million TEUs (2017), this will increase to 2.6%. o Currently, port-related traffic only accounts for 1.2% of total PM peak-hour southbound traffic through the George Massey Tunnel. With Deltaport’s capacity at 2.4 million TEUs (2017), this will increase to 1.9%. • The Report discusses the positive effects of operational truck traffic reduction measures currently being explored by Port Metro Vancouver, as well as the possibility of land use developments and measures that have historically reduced truck trips. • These measures could result in the percent of future container truck traffic being maintained at, or below existing levels. 3 Early traffic studies estimated 4,500 total daily port-related truck trips including intra-terminal moves. For the purposes of the traffic impact assessment, this report focuses on trucks that travel beyond the boundary of the Roberts Bank causeway. 2 1. Introduction 2. ROBERTS BANK CURRENT DATA AND PROJECTED TRAFFIC 2.1 DATA ON CONTAINER MOVEMENTS In 2010, the first full year of operation for the expanded, three-berth, container terminal, Deltaport's throughput was approximately 1.5 million TEUs. Throughput for 2011 and year-to-date figures indicate a 7.5% increase in port-wide container volumes. Exhibit 1 shows a breakdown of laden and empty container movements through Deltaport. The data was collected by PMV who routinely collects data on cargo, train, and truck movements through all PMV terminals. 2.2 TRUCK TRAFFIC PROJECTIONS Traffic projections associated with present and future Roberts Bank facilities relate primarily to the movement of containers by truck, PEAK HOURS employee car traffic, and visitor traffic. Traffic planners use AM and PM Port-related Truck Traffic: commuter peak hours for assessing the operating conditions on roads AM Peak Hour ...8 AM to 9 AM and bridges. The peak hour represents the hour of the day which carries PM Peak Hour ...4 PM to 5 PM the highest level of hourly traffic. Port Employee Traffic: The commuter peak hours, in the South Delta area, have been observed AM Peak Hour ...7 AM to 8 AM to be between 7 AM and 8 AM and 4 PM and 5 PM and represent PM Peak Hour ...4 PM to 5 PM between 8% and 12% of daily traffic. Commuter Traffic: The port-related truck peak hours have been observed to occur AM Peak Hour ...7 AM to 8 AM between 8 AM and 9 AM and can represent up to 12% of the daily truck PM Peak Hour ...4 PM to 5 PM total. This happens to be in the adjacent hour to the observed commuter peak hour when background
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