GEORGE MASSEY TUNNEL Replacement Project

GEORGE MASSEY TUNNEL replacement Project

cONCEPTUAL HIGHWAY AND INTERCHANGE DESIGN summary Report MARCH 2014

Prepared for Prepared BY

Table of Contents

Acronyms ...... ii

1. Purpose of Report ...... 1

2. Conceptual Road Design Criteria ...... 2

3. Description of the Conceptual Scenarios ...... 3 3.1 Scenario 1 – Maintain Existing Tunnel ...... 4 3.2 Scenario 2 – Replace Existing Tunnel with New Bridge ...... 4 3.3 Scenario 3 – Replace Existing Tunnel with New Tunnel ...... 8 3.4 Scenario 4A – Maintain Existing Tunnel and Build New 6‐Lane Bridge along Highway 99 Corridor ...... 10 3.5 Scenario 4B – Maintain Existing Tunnel and Build New 6‐Lane Tunnel along Highway 99 Corridor ...... 12 3.6 Scenario 5 – Maintain Existing Tunnel and Build a New Crossing in a New Corridor ...... 14

4. New Bridge and Tunnel Conceptual Designs ...... 17

5. Navigational Clearance Considerations ...... 18

6. Agricultural Land Reserve: Considerations and Potential Impacts ...... 20

Tables Table 5‐1 Conceptual Navigational Clearance Envelope Design Criteria – Fraser River (Main Arm) ...... 18 Table 6‐1 Estimate of Area of ALR‐Affected Lands, By Scenario ...... 20

Appendixes Appendix A Conceptual Road Design Criteria Appendix B Conceptual Highway Design Drawings Appendix C Mapping Survey of the Study Area, conducted by Accuas Services Inc. in January 2013 (electronic copy)

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Acronyms

Accuas Accuas Services Inc. ALC Agricultural Land Commission ALR Agricultural Land Reserve ALRT advance light rail transit B&T Buckland & Taylor Ltd. BCG Ben C. Gerwick, Inc. CH2M HILL CH2M HILL Canada Limited cm centimetre CN Canadian National Railway Company DVD digital versatile disc EB eastbound ECW Enhanced Compression Wavelet Elev. elevation ELS Extended Length Super GMT George Massey Tunnel GP general purpose ha hectare HOV high‐occupancy vehicle HWL high water level km kilometre km/h kilometre per hour LRT light rail transit LWL low water level m metre MOTI BC Ministry of Transportation and Infrastructure NAD North American Datum NB northbound No. number RFD Rural Freeway Divided ROW right‐of‐way SB southbound UTM Universal Transverse Mercator WB westbound

470805 ii REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

1. Purpose of Report

The British Columbia (BC) Government announced in September 2012 they would immediately begin planning for a replacement of the George Massey Tunnel (GMT) in response to growing concerns about congestion on the approaches to the tunnel and the tunnel’s age and condition. The GMT is a four‐lane, immersed tube tunnel located on Highway 99 and under the Fraser River Main Arm. The tunnel was constructed in the late 1950s and connects the City of Richmond to the north with the Corporation of Delta to the south. The BC Ministry of Transportation and Infrastructure (MOTI) is leading this process to determine the most appropriate solution that will result in Highway 99 continuing to serve as a key component of the regional, provincial and national transportation networks. MOTI commissioned CH2M HILL Canada Limited (CH2M HILL) to prepare conceptual road, highway, and interchange designs for a number of possible improvement scenarios. The purpose of this report is to document the basis for the conceptual designs of those improvement scenarios, the assumptions made, the work completed and resulting findings, and any key actions required for future design development of the concepts. As part of the GMT replacement initiative, MOTI established a Public Consultation Program. Phase 1 of that program was held in November and December 2012, and sought public input on community considerations and travel needs. After Phase 1, five improvement scenarios were identified; these are:  Scenario 1: Maintain the existing tunnel.  Scenario 2: Replace the existing tunnel with a new bridge.  Scenario 3: Replace the existing tunnel with a new tunnel.  Scenario 4: Maintain the existing tunnel, and build a new bridge (Scenario 4A) or a new tunnel (Scenario 4B) along the existing Highway 99 corridor.  Scenario 5: Maintain the existing tunnel, and build a new crossing in a new corridor. Section 3 of this report describes these scenarios in detail, and Appendix B includes conceptual plan, profile, and cross‐section drawings. Scenarios 2, 3, 4A, and 4B in particular are described and illustrated in detail. No conceptual highway design was required for Scenario 1 and Scenario 5 was developed only as a single‐line concept as a result of feedback during Phase 2 consultation for the Project.

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2. Conceptual Road Design Criteria

For scenarios involving new highway construction, road design criteria were prepared for Highway 99. The conceptual designs and the design criteria focused on the portion of the Highway 99 corridor from just north of Steveston Highway to just south of Highway 17A (previously named Highway 17). It is recognized that the project Highway 99 corridor improvements may extend beyond these limits; however, within the scope of this study, the conceptual designs were limited to just this area. Full details of the Conceptual Road Design Criteria are provided in Appendix A of this report.

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3. Description of the Conceptual Scenarios

Several technical improvement scenarios were developed at the conceptual level, based on the feedback received from the Phase 1 public consultation. These scenarios were also based on understanding existing traffic patterns and future traffic needs, structural and geotechnical considerations, and constructability. In addition, the scenarios were aimed at achieving the following draft project objectives:  Reduce congestion and travel times for all users.  Improve traffic and seismic safety, as well as emergency response capabilities.  Improve access to local businesses and gateways.  Increase transit ridership, and protect the Highway 99 corridor for the future inclusion of rapid transit.  Provide cyclist and pedestrian facilities.  Minimize impacts on agricultural, park, and industrial lands.  Minimize environmental impacts.  Involve communities, businesses, and stakeholders in the project. The initiative to improve or replace the existing tunnel will need to include widening of the Highway 99 corridor, with new or upgraded interchanges for some distance north and south of the Fraser River Main Arm crossing. This section of the report provides a detailed description of the possible improvements for the immediate vicinity of the river crossing, and also a high‐level description of the additional improvements that may be needed further afield. To obtain and reflect current conditions and topography, a mapping survey of the immediate project study area was conducted by Accuas Services Inc. (Accuas) in January 2013. This survey extends along the Highway 99 corridor in an approximate 1 kilometre (km) wide band, from just north of Blundell Road to approximately 1,300 metres (m) south of Highway 17A. Appendix C provides the survey area outline. The mapping survey deliverables are in Universal Transverse Mercator (UTM), North American Datum (NAD) 83, Zone 10 coordinates, and comprise:  A 1 m grid spacing xyz point cloud file with 18 centimetre (cm) accuracy (note that due to the short survey acquisition and delivery schedule, a point cloud format without break lines was chosen).  A Civil3D surface model from the point file.  10 cm, high‐resolution colour ortho‐rectified images in Enhanced Compression Wavelet (ECW) format. An electronic copy of these mapping survey deliverables is included in this report on the digital versatile disc (DVD) provided in Appendix C.

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3.1 Scenario 1 – Maintain Existing Tunnel 3.1.1 General Description This scenario maintains the existing four‐lane tunnel crossing and provides no increase in traffic capacity at the tunnel. The current counter‐flow traffic operations and queue‐jumper lanes will be maintained. 3.1.2 Key Features  Upgrade Tunnel Systems, and Improve Earthquake Protection: Upgrade the existing tunnel’s electrical, mechanical, and fire life‐safety systems, and improve lighting inside the tunnel. Improvements will also include seismic upgrades for ground strengthening around the tunnel and approaches.  Rice Mill Road Bridge and Canadian National Railway Company (CN) Bridge: These bridges, which cross Highway 99, will receive seismic upgrades.  Deas Slough Bridge: Retrofit to improve the bridge condition.  Steveston Highway Interchange: Upgrade to improve functionality.  Highway 17A Interchange: Upgrade to improve functionality. Because of the modest nature of the proposed improvements, no highway or interchange conceptual designs were prepared for Scenario 1. 3.2 Scenario 2 – Replace Existing Tunnel with New Bridge 3.2.1 General Description This scenario involves constructing a new bridge at the existing tunnel location to provide additional capacity for all users. The existing tunnel will be decommissioned. 3.2.2 Horizontal Alignment Considerations A 2‐day technical workshop was conducted in December 2012 to explore new bridge and tunnel concepts within the existing Highway 99 corridor. The workshop was attended by experts in various technical fields, including highway and interchange design, major bridge design, tunnel design, geotechnical design, construction staging and traffic management, and constructability. During the workshop, a number of horizontal alignment options were considered for the new bridge. Four of these options are illustrated in plan view in Figures 3.1 to Figure 3.4, located in Appendix B. The options are:  Centered Option (Figure 3.1): The new bridge is located directly over the existing tunnel. This option has the advantage of minimizing the footprint of the new bridge; therefore, reducing possible permanent impacts within and adjacent to the Highway 99 corridor. However, this option also presents challenges with respect to constructability, and maintaining existing traffic flows during construction.  Downstream Parallel Option (Figure 3.2): The new bridge is located downstream of and parallel to the existing tunnel. This option has the advantage of reducing constructability challenges

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compared to the Centered Option; however, it will result in permanent impacts to properties located west of Highway 99. It will also impact overhead and underwater portions of the existing BC Hydro major transmission line.  Skewed Option (Figure 3.3): The new bridge crosses the existing tunnel alignment on a slight skew. This alignment will reduce impacts on and risk to the existing tunnel and traffic on Highway 99 during construction. The realigned Highway 99 and bridge approach is located west of the existing alignment on the north side of the crossing. South of the crossing through the Deas Island and Deas Slough areas, it is located east of the existing tunnel and highway. Because of the horizontal curvature required to support a 100 km/h design speed, the new bridge and approach structure alignment will impact several developed and undeveloped properties both north and south of the crossing. It will also impact an overhead portion of the existing BC Hydro major transmission line north of the crossing.  Downstream Skewed Option (Figure 3.4): The new bridge is located on a slight skew and immediately west (downstream) of the existing tunnel. Compared to the Skewed Option, this alignment reduces the impacts to properties located south of the crossing and east of the highway. However, impacts to properties north of the crossing and west of the highway are increased. As well, this alignment will impact overhead and underwater portions of the existing BC Hydro major transmission line. For the purposes of developing an overall new bridge option conceptual design, the Centered Option was selected. In future phases of the project design development, the proposed Highway 99 horizontal alignment at the crossing should be re‐examined in detail. As noted, the Centered Option includes challenges with respect to constructability, and maintenance of traffic. These fundamental considerations will need to be addressed as the design is developed in more detail. 3.2.3 Key Features  Build New Bridge: Construct a new bridge above the existing tunnel, with facilities for transit, cyclists, and pedestrians. A multi‐use path on the bridge for pedestrians and cyclists will connect with existing networks on either side of the bridge. The bridge will include dedicated transit and HOV lanes.  Decommission Existing Tunnel: Decommission the existing tunnel once the new bridge is in service.  Rice Mill Road: Realign Rice Mill Road, though local access will be maintained. Remove the existing Rice Mill Road Bridge, as it will no longer be required.  CN Bridge: Remove the existing CN Bridge, as it will no longer be required.  Deas Slough Bridge: Decommission and remove the existing Deas Slough Bridge, as it will no longer be required.  Steveston Highway Interchange: Replace the existing Steveston Highway interchange to improve safety, functionality, and earthquake protection.  Highway 17A Interchange: Replace the existing Highway 17A interchange to improve safety, functionality, and earthquake protection.  Highway 99 Corridor Improvements: Make corridor improvements – primarily highway widening – beyond the immediate area of the new river crossing, extending northwards to north Richmond and southwards to South Delta.

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3.2.4 Specific Design Elements  Horizontal Alignment: The proposed horizontal alignment closely follows the existing highway and tunnel alignment. However, because of the proposed 100 km/h design speed, the new alignment varies slightly from the existing alignment in places. The proposed horizontal alignment is illustrated in Figures 3.5 to Figure 3.7, located in Appendix B.  Vertical Alignment: The proposed vertical alignment is illustrated in Figures 3.8 to Figure 3.11, located in Appendix B. The vertical alignment design is based on:  Providing approximately the same air draught clearance envelope as currently exists on the Fraser River Main Arm, upstream at the Alex Fraser Bridge (364 m wide; 55.0 to 56.4 m high).  Providing approximately the same air draught clearance envelope as currently exists, or greater, at the Deas Slough crossing.  Reaching existing ground levels at both Steveston Highway and Highway 17A.  Providing a 100 km/h design speed. The profile has a maximum gradient of 5.00 percent. To retain the existing Highway 99 SB connection to River Road in Delta a one‐lane elevated structure would be required. The elevated ramp would not meet the existing River Road level until approximately 250 m west of Highway 99. This possible connection has not been illustrated in the figures for Scenario 2 as shown in Appendix B. Figure 3.11 illustrates at natural scale, the proposed highway profile from north of Steveston Highway to south of Highway 17A. This figure also shows a cable‐stayed concept for the new bridge. The new bridge type has not been determined; however, the figure illustrates the cable‐stayed concept – at natural scale ‐ to provide a sense of the potential appearance and scale of the new bridge, and of the elevated structures on the north and south approaches. The required air draught clearances for the Fraser River and Deas Slough should be reviewed in detail in future phases of the project design development.  Cross‐section: Figure 3.13 shows the conceptual cross‐section for the new bridge and Highway 99 in the vicinity of the crossing. For the purposes of the conceptual designs, a 10‐lane cross‐section was used. The two median lanes are shown designated as HOV lanes. The proposed number of lanes and their lane use (HOV/GP/truck) must be reviewed further in future project design phases.  Steveston Highway Interchange: Figure 3.5 illustrates the proposed reconstructed interchange at Steveston Highway. While the proposed interchange is similar to the existing configuration, the proposed layout includes the following features:  A 10‐lane cross‐section on Highway 99 through the interchange area.  A four‐lane cross‐section on Steveston Highway, both west and east of Highway 99.  A two‐lane ramp exit from Highway 99 NB to Steveston Highway (required to accommodate the existing and future high volume NB to westbound [WB] movement).  A two‐lane bridge for eastbound (EB) traffic on Steveston Highway, and a three‐lane bridge for WB traffic on Steveston Highway, including one left‐turn lane.  The retention of a loop ramp for the EB to NB movement.  The vertical clearance on Highway 99 under Steveston Highway will be increased to a minimum of 5.00 m.

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This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange: Figure 3.7 illustrates the proposed reconstructed interchange at Highway 17A. The proposed interchange configuration differs from the existing layout and includes the following features:  A 10‐lane cross‐section on Highway 99 through the interchange area.  A six‐lane cross‐section on Highway 17A throughout the area, located on a new horizontal alignment.  A two‐lane directional ramp for the EB to NB movement.  A two‐lane ramp from Highway 99 SB to Highway 17A WB.  Adjacent loop ramps to accommodate the WB to SB and SB to EB traffic movements; the weave operation between these adjacent loop ramps should be carefully examined with respect to forecast traffic volumes in future phases of the design development.  The vertical clearance on Highway 99 under Highway 17A will be increased to a minimum of 5.00 m. Figure 3.12 illustrates the conceptual profiles for Highway 17A and the EB to NB directional ramp. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the southwestern quadrant. This interchange configuration as a whole should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange Option: Several interchange configurations were briefly considered at the conceptual level. Figure 3.14 illustrates one option worthy of further consideration. This interchange has a Parclo A configuration and is similar to the layout of the existing interchange. The main features of this interchange option are:  Highway 17A has a four‐lane, divided cross‐section.  The proposed horizontal alignment of Highway 17A closely follows the existing alignment.  The designs of the WB to SB ramp, the SB to EB ramp, and the SB to WB ramp are improved significantly compared to the existing interchange by incorporating more generous horizontal alignments. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the northwestern quadrant. The number of traffic lanes for Highway 17A should be reviewed in detail in future stages of the design development. Also, the horizontal alignment of Highway 17A should be closely reviewed, particularly with respect to construction staging and traffic detouring, and property impacts.  Rapid Transit Considerations: A stated goal of the GMT Replacement Project is to “…increase transit ridership and protect the Highway 99 corridor for the future inclusion of rapid transit.” The future rapid transit facility could take the form of bus‐only lanes, LRT, or ALRT (SkyTrain). To facilitate the future development of rail‐based rapid transit within the Highway 99 corridor, several geometric and alignment considerations must be recognized, including:  The location of the rail transit facility within the highway cross‐section: Normally, the facility would be located within the median area, and in this case, it could replace the two median traffic lanes. The lanes and median shoulders will need to be constructed with sufficient width to later accommodate the rail transit facility, including the width of barriers to separate it from the adjacent traffic lanes.

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 Highway 99 Corridor Improvements: The improvements within the Highway 99 corridor may extend beyond Steveston Highway to the north and Highway 17A to the south. For the purposes of this highly conceptual work, it is assumed that the existing laning on Highway 99 north of Steveston Highway will be modified as follows:  Steveston Highway to Blundell Road: Widen Highway 99 to ten lanes  Blundell Road to Westminster Highway: Widen Highway 99 to eight lanes All proposed Highway 99 corridor improvements must be considered in the context of forecast traffic volumes. 3.3 Scenario 3 – Replace Existing Tunnel with New Tunnel 3.3.1 General Description This scenario involves constructing a new tunnel adjacent to the existing tunnel to provide additional capacity for all users. The existing tunnel will be decommissioned. 3.3.2 Key Features  Build New Tunnel: Construct a new tunnel adjacent to the existing tunnel, with access for transit, cyclists, and pedestrians. A multi‐use path for pedestrians and cyclists in the tunnel will connect with existing networks on either side of the tunnel. The tunnel will include dedicated transit and HOV lanes.  Decommission Existing Tunnel: Decommission the existing tunnel once the new tunnel is in service.  Rice Mill Road: Construct a new bridge over the new Highway 99 alignment. Remove the existing Rice Mill Road Bridge, as it will no longer be required.  CN Bridge: Construct a new bridge over the new Highway 99 alignment. Remove the existing CN Bridge, as it will no longer be required.  Deas Slough Bridge: Construct a new bridge over Deas Slough, resulting in improved functionality and earthquake protection. Decommission and remove the existing Deas Slough Bridge, as it will no longer be required.  Steveston Highway Interchange: Replace the existing Steveston Highway interchange to improve safety, functionality, and earthquake protection.  Highway 17A Interchange: Replace the existing Highway 17A interchange to improve safety, functionality, and earthquake protection.  Highway 99 Corridor Improvements: Make corridor improvements beyond the immediate area of the new river crossing, extending northward to north Richmond and southward to South Delta. 3.3.3 Specific Design Elements  Horizontal Alignment: The proposed horizontal alignment closely follows the existing highway alignment near both the existing Steveston Highway and Highway 17A interchanges. Approaching the Fraser River crossing, the alignment swings to the east, while at the crossing, the new tunnel is located just upstream of and parallel to the existing tunnel. The proposed horizontal alignment is illustrated in Figures 3.15 to Figure 3.17, located in Appendix B.

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 Vertical Alignment: The proposed vertical alignment is illustrated in Figures 3.18 to Figure 3.20, located in Appendix B. The vertical alignment design is based on:  Providing a 200 m wide and 14.5 to 15 m deep water draught clearance envelope at the Fraser River Main Arm.  Providing approximately the same air draught clearance envelope as currently exists, or greater, at the Deas Slough crossing.  Reaching existing ground levels south of Steveston Highway and near River Road.  Providing a 100 km/h design speed.  The profile has a maximum gradient of 4.50 percent; the existing Highway 99 SB connection to River Road in Delta can be retained if desired. The required water draught clearance should be reviewed in detail in future phases of the project design development.  Cross‐section: Figure 3.21 illustrates the conceptual cross‐section for the new tunnel and Highway 99 in the vicinity of the crossing. For the purposes of the conceptual designs, a 10‐lane cross‐section was used. The two median lanes are shown designated as HOV lanes. The proposed number of lanes and their lane use (HOV/GP/truck) must be reviewed further in future design phases of the project.  Steveston Highway Interchange: Figure 3.15 illustrates the proposed reconstructed interchange at Steveston Highway. The proposed interchange conceptual design is essentially identical to that for Scenario 2, illustrated in Figure 3.5. This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange: Figure 3.17 shows the proposed reconstructed interchange at Highway 17A. The proposed interchange conceptual design is essentially identical to that for Scenario 2, illustrated in Figure 3.7. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the southwestern quadrant. This interchange configuration as a whole should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange Option: The proposed interchange option configuration is essentially identical to that for Scenario 2, illustrated in Figure 3.14. This interchange has a Parclo A configuration and is similar to the layout of the existing interchange. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the northwestern quadrant. The number of traffic lanes for Highway 17A should be reviewed in detail in future stages of the design development. Also, the horizontal alignment of Highway 17A should be closely reviewed, particularly with respect to construction staging and traffic detouring, and property impacts.  Rapid Transit Considerations: Any future design development of the geometry and alignment for Scenario 3 should include considerations for the eventual inclusion of a rail‐based rapid transit facility within the Highway 99 corridor. These considerations will be similar to those described in Section 3.2.4 for Scenario 2.

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 Highway 99 Corridor Improvements: The improvements within the Highway 99 corridor may extend beyond Steveston Highway to the north and Highway 17A to the south. For the purposes of this highly conceptual work, it was assumed that the existing laning on Highway 99 north of Steveston Highway will be modified as follows:  Steveston Highway to Blundell Road: Widen Highway 99 to ten lanes  Blundell Road to Westminster Highway: Widen Highway 99 to eight lanes All proposed Highway 99 corridor improvements must be considered in the context of forecast traffic volumes. 3.4 Scenario 4A – Maintain Existing Tunnel and Build New 6-Lane Bridge along Highway 99 Corridor 3.4.1 General Description This scenario maintains the existing tunnel. Capacity improvements for all users, including transit, cyclists, and pedestrians, will be provided with the construction of a new 6‐lane bridge within the existing corridor. 3.4.2 Key Features  Upgrade Existing Tunnel Systems, and Improve Earthquake Protection: Upgrade electrical, mechanical, and fire life‐safety systems of the existing tunnel, and improve lighting inside the tunnel. Improvements also include seismic upgrades for ground strengthening around the tunnel and approaches.  Build New Bridge: Construct a 6‐lane bridge adjacent to the existing tunnel to provide additional capacity for all users, including transit, cyclists, and pedestrians. For the purpose of the conceptual development of this scenario, a new bridge crossing is assumed, as follows:  The new bridge will include five NB lanes and one SB lane.  A multi‐use path for pedestrians and cyclists will be provided in the new crossing and will connect to existing networks on either side of the new crossing.  The new bridge crossing will include dedicated transit/HOV lanes.  The existing tunnel will be converted to four SB lane operation.  Rice Mill Road Bridge and CN Bridge: Retrofit to improve the condition of the existing bridges, including earthquake protection.  Deas Slough Bridge: Retrofit to improve the existing bridge condition.  Steveston Highway Interchange: Replace this interchange to improve safety, functionality, and earthquake protection.  Highway 17A Interchange: Replace this interchange to improve safety, functionality, and earthquake protection.  Highway 99 Corridor Improvements: Consider corridor‐wide improvements in Richmond and South Delta.

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3.4.3 Specific Design Elements  Horizontal Alignment: The proposed horizontal alignment of the new crossing closely follows the existing highway alignment near both the existing Steveston Highway and Highway 17A interchanges. Approaching the Fraser River crossing, the alignment swings to the east; while at the crossing, the new bridge is located just upstream of and parallel to the existing tunnel. The proposed horizontal alignment is based on providing a 100 km/h design speed and is illustrated in Figure 3.22 to Figure 3.24, located in Appendix B. Worthy of note is that the fifth SB lane – the HOV lane – is located on the new bridge, and a horizontal and vertical transition is required for this lane between the at‐grade section of the SB lanes, and the elevated portion, adjacent to the NB lanes. This transition is required on each side of the river crossing  Vertical Alignment: The proposed vertical alignment of the new bridge is illustrated in Figure 3.25 to Figure 3.27, located in Appendix B. The vertical alignment design is based on:  Providing approximately the same air draught clearance envelope as currently exists upstream on the Fraser River Main Arm at the Alex Fraser Bridge (364 m wide; 55.0 to 56.4 m high).  Providing approximately the same air draught clearance envelope as currently exists, or greater, at the Deas Slough crossing.  Reaching existing ground levels south of Steveston Highway and north of Highway 17A.  Providing a 100 km/h design speed. The profile has a maximum gradient of 5.00 percent. The existing Highway 99 SB connection to River Road in Delta can be retained, if desired. The required air draught clearance for the new crossing at the Fraser River and Deas Slough should be reviewed in detail in future phases of the project design development.  Cross‐section: The conceptual cross‐section for the existing tunnel, the new bridge, and Highway 99 in the vicinity of the crossing is illustrated in Figure 3.28, located in Appendix B. For the purpose of the conceptual design, a six‐lane cross‐section was used for the new bridge. These six lanes are comprised of: one SB HOV lane, one NB HOV lane, and four NB general purpose lanes. The SB and NB HOV lanes are physically separated. The proposed number of lanes and their lane use (HOV/GP/truck) must be reviewed further in future design phases of the project. Pedestrian and cyclist facilities will be included in the new bridge.  Steveston Highway Interchange: The proposed conceptual design of the reconstructed interchange at Steveston Highway is essentially identical to that for Scenario 2, illustrated in Figure 3.5, located in Appendix B. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange. This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange: The proposed conceptual design of the reconstructed interchange at Highway 17A is almost identical to that for Scenario 2, illustrated in Figure 3.7, located in Appendix B. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the southwestern quadrant. This interchange configuration as a whole should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.

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 Highway 17A Interchange Option: The proposed conceptual design of the interchange option configuration is essentially identical to that for Scenario 2, illustrated in Figure 3.14, located in Appendix B. This interchange has a Parclo A configuration and is similar to the layout of the existing interchange. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the northwestern quadrant. The number of traffic lanes for Highway 17A should be reviewed in detail in future stages of the design development. Also, the horizontal alignment of Highway 17A should be closely reviewed, particularly with respect to construction staging and traffic detouring, and property impacts.  Rapid Transit Considerations: Any future design development of the geometry and alignment for Scenario 4A should include considerations for the eventual inclusion of a rail‐based rapid transit facility within the Highway 99 corridor. These considerations should be similar to those described in Section 3.2.4 for Scenario 2.  Highway 99 Corridor Improvements: The improvements within the Highway 99 corridor may extend beyond Steveston Highway to the north and Highway 17A to the south. For the purpose of this highly conceptual work, it is assumed that the existing laning on Highway 99 north of Steveston Highway will be modified as follows:  Steveston Highway to Blundell Road: Widen Highway 99 to ten lanes  Blundell Road to Westminster Highway: Widen Highway 99 to eight lanes All proposed Highway 99 corridor improvements must be considered in the context of forecast traffic volumes. 3.5 Scenario 4B – Maintain Existing Tunnel and Build New 6-Lane Tunnel along Highway 99 Corridor 3.5.1 General Description This scenario maintains the existing tunnel. Capacity improvements for all users, including transit, cyclists, and pedestrians, will be provided with the construction of a new 6‐lane tunnel within the existing corridor. 3.5.2 Key Features  Upgrade Existing Tunnel Systems and Improve Earthquake Protection: Upgrade electrical, mechanical, and fire life‐safety systems of the existing tunnel, and improve lighting inside the tunnel. Improvements also include seismic upgrades for ground strengthening around the tunnel and approaches.  Build New Tunnel: Construct a 6‐lane tunnel adjacent to the existing tunnel to provide additional capacity for all users, including transit, cyclists, and pedestrians. For the purposes of the conceptual development of this scenario, a new tunnel crossing is assumed, as follows:  The new tunnel will include five NB lanes and one SB lane.  A multi‐use path for pedestrians and cyclists will be provided in the new crossing and will connect to existing networks on either side of the new crossing.  The new tunnel crossing will include dedicated transit/HOV lanes.  The existing tunnel will be converted to four SB lane operation.

470805 12 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 GEORGE MASSEY TUNNEL REPLACEMENT PROJECT CONCEPTUAL HIGHWAY AND INTERCHANGE DESIGN

 Rice Mill Road Bridge and CN Bridge: Retrofit to improve the condition of the existing bridges, including earthquake protection. Also, construct new bridges to cross the new Highway 99 roadway.  Deas Slough Bridge: Retrofit to improve the existing bridge condition. Construct a new 6‐lane Deas Slough bridge to accommodate the new crossing.  Steveston Highway Interchange: Replace this interchange to improve safety, functionality, and earthquake protection.  Highway 17A Interchange: Replace this interchange to improve safety, functionality, and earthquake protection.  Highway 99 Corridor Improvements: Consider corridor‐wide improvements in Richmond and South Delta. 3.5.3 Specific Design Elements  Horizontal Alignment: The proposed horizontal alignment of the new crossing closely follows the existing highway alignment near both the existing Steveston Highway and Highway 17A interchanges. Approaching the Fraser River crossing, the alignment swings to the east; while at the crossing, the new tunnel crossing is located just upstream of and parallel to the existing tunnel. The proposed horizontal alignment is based on providing a 100 km/h design speed and is illustrated in Figure 3.29 to Figure 3.31, located in Appendix B.  Vertical Alignment: The proposed vertical alignment of the new tunnel is illustrated in Figure 3.32 to Figure 3.34, located in Appendix B. The vertical alignment design is based on:  Providing a 200 m wide and 12.6 to 13.1 m deep water draught clearance envelope at the Fraser River Main Arm.  Providing approximately the same air draught clearance envelope as currently exists, or greater, at the Deas Slough crossing.  Reaching existing ground levels south of Steveston Highway and near River Road.  Providing a 100 km/h design speed. The profile of the new tunnel has a maximum gradient of 4.00 percent. The maximum gradient of the existing tunnel is 4.50 percent. The existing Highway 99 SB connection to River Road in Delta can be retained if desired. The required water draught clearance should be reviewed in detail in future phases of the project design development.  Cross‐section: The conceptual cross‐section for the existing tunnel, the new tunnel, and Highway 99 in the vicinity of the crossing is illustrated in Figure 3.35, located in Appendix B. The crossing will actually consist of two, separate tubes, because of the number of lanes required. For the purposes of the conceptual design, a six‐lane cross‐section was used for the new tunnel. These six lanes are comprised of: one SB HOV lane, one NB HOV lane, and four NB general purpose lanes. The SB and NB HOV lanes are physically separated. The proposed number of lanes and their lane use (HOV/GP/truck) must be reviewed further in future design phases of the project. Pedestrian and cyclist facilities will be included in the new tunnel.  Steveston Highway Interchange: The proposed conceptual design of the reconstructed interchange at Steveston Highway is essentially identical to that for Scenario 2, illustrated in Figure 3.5, located in Appendix B. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange.

470805 13 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 SUMMARY REPORT MARCH 2014

This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange: The proposed conceptual design of the reconstructed interchange at Highway 17A is almost identical to that for Scenario 2, illustrated in Figure 3.7, located in Appendix B. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the southwestern quadrant. This interchange configuration as a whole should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17A Interchange Option: The proposed conceptual design of the interchange option configuration is essentially identical to that for Scenario 2, illustrated in Figure 3.14 and located in Appendix B. This interchange has a Parclo A configuration and is similar to the layout of the existing interchange. The Highway 99 mainline will consist of ten lanes in the vicinity of the interchange. Acquisition of ALR‐designated lands is required for this interchange option, particularly in the northwestern quadrant. The number of traffic lanes for Highway 17A should be reviewed in detail in future stages of the design development. Also, the horizontal alignment of Highway 17A should be closely reviewed, particularly with respect to construction staging and traffic detouring, and property impacts.  Rapid Transit Considerations: Any future design development of the geometry and alignment for Scenario 4B should include considerations for the eventual inclusion of a rail‐based rapid transit facility within the Highway 99 corridor. These considerations should be similar to those described in Section 3.2.4 for Scenario 2.  Highway 99 Corridor Improvements: The improvements within the Highway 99 corridor may extend beyond Steveston Highway to the north and Highway 17A to the south. For the purposes of this highly conceptual work, it is assumed that the existing laning on Highway 99 north of Steveston Highway will be modified as follows:  Steveston Highway to Blundell Road: Widen Highway 99 to ten lanes  Blundell Road to Westminster Highway: Widen Highway 99 to eight lanes All proposed Highway 99 corridor improvements must be considered in the context of forecast traffic volumes. 3.6 Scenario 5 – Maintain Existing Tunnel and Build a New Crossing in a New Corridor 3.6.1 General Description This scenario provides capacity improvements for all users, including transit, cyclists, and pedestrians, with the construction of a new bridge or tunnel between Highway 91 in Richmond in the vicinity of Number (No.) 8 Road and Highway 17 (South Fraser Perimeter Road) in Delta in the vicinity of 80 Street. This scenario is illustrated in plan view in Figure 3.36, located in Appendix B. 3.6.2 Key Features  Upgrade Tunnel Systems, and Improve Earthquake Protection: Upgrade electrical, mechanical, and fire life‐safety systems of the existing tunnel, and improve lighting inside the tunnel.

470805 14 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 GEORGE MASSEY TUNNEL REPLACEMENT PROJECT CONCEPTUAL HIGHWAY AND INTERCHANGE DESIGN

Improvements will also include seismic upgrades for ground strengthening around the tunnel and approaches.  Build New Bridge or Tunnel: Construct a new bridge or tunnel upstream of the GMT, connecting with Highway 91 at No. 8 Road in Richmond and Highway 17 near 80 Street in Delta. A multi‐use path for pedestrians and cyclists will be included in the crossing and will connect to existing networks on either side of the new crossing. For the purposes of the conceptual development of this scenario, a new six‐lane bridge crossing is assumed.  Rice Mill Road Bridge and CN Bridge: Retrofit to improve the condition of the existing bridges, including earthquake protection.  Deas Slough Bridge: Retrofit to improve the existing bridge condition, including earthquake protection.  Steveston Highway Interchange: Upgrade this interchange to improve safety and functionality.  Highway 17A Interchange: Upgrade this interchange to improve safety and functionality.  Highway 99 Corridor Improvements: Consider corridor‐wide improvements in Richmond and South Delta. 3.6.3 Specific Design Elements  Horizontal Alignment: The proposed horizontal alignment of the new Richmond – Delta connector and Fraser River crossing is illustrated in single‐line format in Figure 3.36. The alignment connects to Highway 91 at No. 8 Road in Richmond with an interchange. The alignment follows No. 8 Road to the south and passes over Westminster Highway. The alignment curves to the southeast before crossing the Fraser River Main Arm. South of the Fraser River, the new crossing connects with Highway 17 (South Fraser Perimeter Road) with an interchange in Delta, near 80 Street. The proposed horizontal alignment is based on providing a 100 km/h design speed. While connections to Highway 91 and Highway 17 are fundamental, the proposed horizontal alignment of the new crossing between these two highways should be reviewed in detail in future phases of design development.  Vertical Alignment: The profile of the new crossing will be very similar to that proposed for Scenario 2 in that the existing terrain is comparable and very flat for both locations, and the proposed air draught envelope is identical. The vertical alignment design is based on:  Providing the same air draught clearance envelope as currently exists on the Fraser River Main Arm, upstream at the Alex Fraser Bridge (364 m wide; 55.0 to 56.4 m high).  Reaching existing ground levels south of Westminster Highway in Richmond and by Highway 17 in Delta.  Being grade‐separated from all existing roads and the rail line in the Tilbury Island area of Delta.  Providing a 100 km/h design speed.  The profile will have a maximum gradient of 5.00 percent. The required air draught clearance should be reviewed in detail in future phases of the project design development.  Cross‐section: The conceptual cross‐section of the proposed bridge and road approaches will closely resemble the cross‐sections for Scenario 2, illustrated in Figure 3.13, located in Appendix B. For the purposes of the conceptual design, a six‐lane cross‐section is assumed for the new bridge and road approaches. The proposed number of lanes and their lane use (HOV/GP/truck) must be

470805 15 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 SUMMARY REPORT MARCH 2014

reviewed further in future design phases of the project. Pedestrian and cyclist facilities will be included on the new bridge structure.  Highway 91 Interchange: The proposed new link will connect with existing Highway 91 in Richmond with an interchange. The interchange configuration is yet to be determined; however, for the purposes of this conceptual design work, it is assumed that a Trumpet B interchange configuration will be used at this location. This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Highway 17 Interchange: The proposed new link will connect with existing Highway 17 in Delta with an interchange. The interchange configuration is yet to be determined; however, for the purposes of this conceptual design work, it is assumed that a Trumpet A interchange configuration will be used at this location. This interchange configuration should be reviewed in detail in future phases of the design development, particularly with respect to forecast traffic volumes.  Regional Highway Corridor Improvements: In conjunction with the addition of the proposed, six‐ lane crossing, additional improvements will be needed on many of the connecting and adjacent highways. For the purposes of this highly conceptual work, it is assumed that the existing laning on the regional highway system will be modified as follows:  Highway 91 from Knight Street to the New Connector: Widen Highway 91 to eight lanes  Highway 91 from Highway 99 to Knight Street: Widen Highway 91 to six lanes  Highway 17 from the New Connector to Highway 99: Widen Highway 17 to six lanes All proposed improvements to the regional highway corridors must be considered in the context of forecast traffic volumes.

470805 16 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

4. New Bridge and Tunnel Conceptual Designs

The MOTI commissioned Buckland & Taylor Ltd. (B&T) and Ben C. Gerwick, Inc. (BCG), respectively, to provide conceptual engineering design services for possible new bridge and new tunnel options. Concept drawings for new bridge and new tunnel options were not prepared within the scope of this high‐level study. However, B&T and BCG did provide CH2M HILL information and guidance with respect to the geometric and alignment constraints and other limitations of these major structures. The following new bridge and new tunnel design parameters were considered in the development of highway concept designs.

NEW BRIDGE CONCEPTS: For the purposes of this study, it is assumed that a new bridge crossing, located either within the existing Highway 99 corridor or further east, will consist of a cable‐stayed design, similar to the existing Alex Fraser Bridge. Other bridge design parameters used in the development of the highway concept designs include:  Within the length of the main (cable‐stayed) bridge, the highway cannot include any significant horizontal curvature.  The new bridge design can accommodate the requirement for vertical curves and 4.00 percent to 5.00 percent gradients on the highway.  The main bridge towers could be located sufficiently apart to site them both outside the wetted perimeter of the Fraser River Main Arm at the Highway 99 corridor.  The bridge could have a main span of approximately 630 m and back spans of approximately 290 m.  The structural depth of the main bridge deck is assumed to be 6.0 m.  The lengthy approach structures located north and south of the main bridge are assumed to consist of a series of 50 m spans.

NEW TUNNEL CONCEPTS: For the purposes of this study, it is assumed that a new tunnel crossing, located either within the existing Highway 99 corridor or further east, will consist of an immersed tube design, similar to the existing GMT. Other tunnel design parameters used in the development of the highway concept designs include:  Within the length of the immersed tube tunnel, the highway cannot include any significant horizontal curvature.  The new tunnel design can accommodate the requirement for vertical curves and 4.00 percent to 5.00 percent gradients on the highway.  A new tunnel structure must be separated from the existing tunnel structure by approximately 35 to 41 m, whether or not the existing tunnel is being retained. The separation required is partly dependent on the proposed depth of the new tunnel.  To accommodate an 8‐ or 10‐lane highway cross‐section (Scenario 3), the new tunnel will be constructed using two, separate structures – one for the SB lanes and one for the NB lanes.  The new tunnel concept design includes 1.5 m of rock armoring placed on the top of the tunnel structure.

470805 17 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

5. Navigational Clearance Considerations

The development of conceptual profiles for new bridge and new tunnel crossing options is greatly affected by the navigational clearance – air draught and water draught envelopes – provided. While the MOTI recently consulted with Fraser River marine stakeholders, further review and assessment is needed to better understand the implications of providing specific air draught or water draught clearances. For the purposes of developing the highway conceptual designs, specific navigational clearances were used. Table 5‐1 presents details of these clearances.

TABLE 5‐1 CONCEPTUAL NAVIGATIONAL CLEARANCE ENVELOPE DESIGN CRITERIA – FRASER RIVER (MAIN ARM) Proposed Air Draught Clearance Envelope (applies to Scenarios 2, 4A, and 5) Width 364 m Matches width provided at the Alex Fraser Bridge Height 55.0 to 56.4 m Matches height provided at the Alex Fraser Bridge Measured above Elev. + 1.83 HWL at GMT crossing Water Draught Clearance Envelope Existing GMT Clearance Envelope (applies to Scenarios 1, 4A, 4B, and 5 Width 200 m Height 12.0 to 12.5 m No allowance for tidal assist or under‐keel clearance Measured below Elev. ‐1.80 LWL at GMT crossing Proposed Clearance Envelope (applies to Scenarios 3 and 4B) Width 200 m Matches existing width at GMT Height – Scenario 3 14.5 to 15.0 m No allowance for tidal assist or under‐keel clearance – Scenario 4B (new tunnel only) 12.6 to 13.1 m No allowance for tidal assist or under‐keel clearance Measured below Elev. ‐1.80 LWL at GMT crossing Notes: Elev. – elevation HWL – high water level LWL – low water level

PROPOSED AIR DRAUGHT: The length of approach structure required for the new bridge options is very sensitive to the height of the bridge. For the purposes of preparing conceptual profile designs for new bridge options (Scenarios 2, 4A, and 5), the existing air draught clearance envelope at the Alex Fraser Bridge was used. Therefore, the new bridge navigational clearance used was 55.0 to 56.4 m. On Highway 99, in order to achieve that clearance and reach existing highway levels at Steveston Highway, the highway gradient was increased from 4.00 percent to 5.00 percent.

EXISTING AND PROPOSED WATER DRAUGHT: The existing navigational clearance at the GMT ranges from 12.0 to 12.5 m. In Scenario 3, a water draught of 14.5 to 15.0 m is proposed. In Scenario 4B, which includes retention of the existing tunnel, a water draught of 12.6 to 13.1 m is proposed for the new tunnel. It may also be

470805 18 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 GEORGE MASSEY TUNNEL REPLACEMENT PROJECT CONCEPTUAL HIGHWAY AND INTERCHANGE DESIGN

possible to slightly increase the water draught of the existing tunnel; therefore, providing some benefit to the marine community. Further investigation is warranted in future phases of the design development in order to better understand the costs and benefits of providing various air and water draught values.

470805 19 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

6. Agricultural Land Reserve: Considerations and Potential Impacts

The Agricultural Land Reserve (ALR) is a provincial zone in which agricultural is recognized as the priority use. The ALR is administered by the Agricultural Land Commission (ALC), an independent Crown agency, and through the Agricultural Land Commission Act. Since the entire Highway 99 corridor runs adjacent to agricultural lands, any improvements that require land outside of the existing right‐of‐way (ROW) have the potential to affect agricultural land. Effects can be negative (e.g., land acquisition for road construction, bisecting existing parcels or reducing access), or positive (e.g., consolidation of currently severed or unproductive parcels due to size or access constraints, and improving access across the highway and/or to adjacent parcels by creating new agricultural accesses). Maintaining the existing tunnel would have the least direct land impacts but would not provide opportunities for improved access. Constructing a new bridge or tunnel on the existing Highway 99 corridor (Scenarios 2‐4) would require some ALR for new interchange construction; which might be mitigated in part through land consolidation and improved agricultural access. Constructing a new crossing on a new alignment (Scenario 5) would require significantly more agricultural land acquisition.

TABLE 6‐1 ESTIMATE OF AREA OF ALR‐AFFECTED LANDS, BY SCENARIO Scenario Rating Notes

1 Minimal No significant changes to existing conditions.

2 Some land requirement and some Construct primarily within existing ROW. potential for connectivity improvements

3 Slightly more land required than for May require slightly more land due to required separation Scenario 2 from current alignment and related approach cuts for the new tunnel.

4A and 4B Similar effects to Scenario 3 While the new crossing would be smaller than for Scenario 3, additional land requirements may be needed to accommodate traffic routing using two separate facilities (old and new).

5 Significantly more land required New corridor and connections required. No. 8 Road already (est. twice that of Scenario 2) an agricultural access route, so the new crossing would need to provide for both through traffic and local agricultural connections. A frontage road may be required.

470805 20 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

APPENDIX A CONCEPTUAL ROAD DESIGN CRITERIA

Appendix A Conceptual Road Design Criteria

A design criteria table was developed to document the assumed geometric elements of the conceptual road design, including horizontal alignment, vertical alignment, and cross‐section. Table 1 summarizes the road design criteria applied in the development of the conceptual road designs.

TABLE 1 CONCEPTUAL ROAD DESIGN CRITERIA – HIGHWAY 99 Road Design Parameter Units Comments Road Design Classification RFD Design Speed 100 km/h Posted Speed 100 km/h Number of Traffic Lanes 8 to 10 Eight to 10 lanes for Scenarios 2 and 3 only. For Scenarios 4A, 4B, and 5, six new lanes are assumed. Minimum Radius 440 m Vertical Curves (Crest) Minimum K Factor 80 Vertical Curves (Sag) Minimum K Factor 50 (25) Without lighting (with lighting) Maximum Gradient 4.00 to 5.00% Maximum gradient for Scenarios 2 and 4A is 5.00% Maximum gradient for Scenario 3 is 4.50%. Maximum gradient for Scenario 4B is 4.00% in the new tunnel and 4.50% in the existing tunnel. Maximum Superelevation 6.00% Minimum Stopping Sight Distance 210 m Minimum Decision Sight Distance 315 m Lane Width 3.70 m Shoulder Width – Outside 3.00 m Shoulder Width – Inside 1.50 m Inside shoulder width varies. Minimum width is 1.0 m for Scenario 3. Median Width 3.60 m Median width varies and includes an allowance for a concrete median barrier. Minimum Vertical Clearance 4.15 to 5.00 m Scenario 1: 4.15 m Scenario 2: 5.00 m Scenario 3: 5.00 m Scenario 4A: 4.15 m at GMT; 5.00 m on new bridge Scenario 4B: 4.15 m at GMT; 5.00 m in new tunnel. Scenario 5: 4.15 m at GMT; 5.00 m at the new crossing Pedestrian/Cycle Path Width 3.00 m A pedestrian/cycle path is provided within and on both approaches to the new bridge and the new tunnel. Design Vehicle ELS B‐Train Notes: ELS – Extended Length Super RFD – Rural Freeway Divided km/h – kilometre per hour SB – southbound NB – northbound

470805 A-1 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014 SUMMARY REPORT MARCH 2014

A 100 km/h design speed was adopted for Highway 99 for planning purposes. For new infrastructure options, higher speeds would result in several major impacts, including a significantly elevated Highway 99 mainline at the Steveston Highway interchange, and significantly longer approach structures on both the northern and southern sides of the crossing. Similarly, a maximum gradient of 4.00 percent was considered for Scenario 2. This value was eventually increased to 5.00 percent, again, to facilitate reaching existing highway levels at the Steveston Highway interchange and help minimize structure lengths. For Scenario 3, a maximum gradient of 4.5 percent was used. Several aspects of the road design are worthy of emphasis with respect to how they differ between the various scenarios, namely:  Number of Traffic Lanes on Highway 99:  Scenario 1: Four (existing)  Scenario 2: Eight to 10 (new)  Scenario 3: Eight to 10 (new)  Scenarios 4A and 4B: Ten (four existing plus six new ‐ 1 SB lane and 5 NB lanes)  Scenario 5: Ten (four existing, plus six new)  Maximum Gradient on Highway 99:  Scenario 1: 4.50 percent (existing)  Scenario 2: 5.00 percent  Scenario 3: 4.50 percent  Scenario 4A:  4.50 percent on the (existing) SB lanes  5.00 percent on the new bridge (1 SB lane and 5 NB lanes)  Scenario 4B:  4.50 percent on the (existing) SB lanes  4.00 percent in the new tunnel (1 SB lane and 5 NB lanes)  Scenario 5:  4.50 percent at the GMT (existing)  5.00 percent at the new crossing  Minimum Vertical Clearance on Highway 99:  Scenario 1: 4.15 m (existing)  Scenario 2: 5.00 m  Scenario 3: 5.00 m  Scenario 4A:  4.15 m on the (existing) SB lanes  5.00 m on the new bridge (1 SB lane and 5 NB lanes)  Scenario 4B:  4.15 m on the (existing) SB lanes  5.00 m on the new tunnel (1 SB lane and 5 NB lanes)  Scenario 5:  4.15 m at the GMT (existing)  5.00 m at the new crossing3  Median Width: The proposed median width varies between, and sometimes within, the various conceptual scenarios; however, the required minimum median width is always achieved.

470805 A-2 REPORT PREPARED FOR BC MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE BY CH2M HILL CANADA LIMITED, 2014

APPENDIX B CONCEPTUAL HIGHWAY DESIGN DRAWINGS

List of Figures

Figure 3.1 Scenario 2 Horizontal Alignment Concepts: Centered Option – Plan Figure 3.2 Scenario 2 Horizontal Alignment Concepts: Downstream Parallel Option – Plan Figure 3.3 Scenario 2 Horizontal Alignment Concepts: Skewed Option – Plan Figure 3.4 Scenario 2 Horizontal Alignment Concepts: Downstream Skewed Option – Plan Figure 3.5 Scenario 2: Replace Existing Tunnel with New Bridge – Plan Figure 3.6 Scenario 2: Replace Existing Tunnel with New Bridge – Plan Figure 3.7 Scenario 2: Replace Existing Tunnel with New Bridge – Plan Figure 3.8 Scenario 2: Replace Existing Tunnel with New Bridge – Profile Figure 3.9 Scenario 2: Replace Existing Tunnel with New Bridge – Profile Figure 3.10 Scenario 2: Replace Existing Tunnel with New Bridge – Profile Figure 3.11 Scenario 2: Replace Existing Tunnel with New Bridge – Profile (Natural Scale) Figure 3.12 Scenario 2: Highway 17A and Ramp EB to NB – Profiles Figure 3.13 Scenario 2: Replace Existing Tunnel with New Bridge – Cross Sections Figure 3.14 Scenario 2: Hwy 99/Hwy 17A Parclo A Interchange Option – Plan Figure 3.15 Scenario 3: Replace Existing Tunnel with New Tunnel – Plan Figure 3.16 Scenario 3: Replace Existing Tunnel with New Tunnel – Plan Figure 3.17 Scenario 3: Replace Existing Tunnel with New Tunnel – Plan Figure 3.18 Scenario 3: Replace Existing Tunnel with New Tunnel – Profile Figure 3.19 Scenario 3: Replace Existing Tunnel with New Tunnel – Profile Figure 3.20 Scenario 3: Replace Existing Tunnel with New Tunnel – Profile Figure 3.21 Scenario 3: Replace Existing Tunnel with New Tunnel – Cross Section Figure 3.22 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Plan Figure 3.23 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Plan Figure 3.24 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Plan Figure 3.25 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Profile Figure 3.26 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Profile Figure 3.27 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Profile Figure 3.28 Scenario 4A: Keep Existing Tunnel and Build New 6 Lane Bridge – Cross Section Figure 3.29 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Plan Figure 3.30 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Plan Figure 3.31 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Plan Figure 3.32 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Profile Figure 3.33 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Profile Figure 3.34 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Profile Figure 3.35 Scenario 4B: Keep Existing Tunnel and Build New 6 Lane Tunnel – Cross Section Figure 3.36 Scenario 5: Maintain Existing Tunnel and Build New Crossing in a New Corridor – Plan HIGHWAY 17A

CORPORATION OF DELTA

VASEY ROAD

DEAS SLOUGH RIVER ROAD HIGHWAY 99

FRASER RIVER

DEAS ISLAND

EXISTING GEORGE MASSEY TUNNEL

CITY OF RICHMOND

PROPOSED BRIDGE

DRAFT FOR DISCUSSION ONLY

HIGHWAY 99 MINISTRY OF TRANSPORTATION BRITISH AND INFRASTRUCTURE STEVESTON HIGHWAY STEVESTON COLUMBIA HEADQUARTERS

RAIL HIGHWAY ENGINEERING AND GEOMATICS

0 501:10,000 250m CAD FILENAME CAD FILENAME SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SCENARIO 2 HORIZONTAL ALIGNMENT CONCEPTS

CENTERED OPTION - PLAN RICE MILL ROAD MILL RICE

DESIGNED DG DATE 2013-12-16

QUALITY CONTROL JL DATE 2013-12-16

SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE 1 FIGURE 3.1 HIGHWAY 17A

CORPORATION OF DELTA

VASEY ROAD

DEAS SLOUGH RIVER ROAD HIGHWAY 99

FRASER RIVER

DEAS ISLAND

EXISTING GEORGE MASSEY TUNNEL

CITY OF RICHMOND

PROPOSED BRIDGE

DRAFT FOR DISCUSSION ONLY

HIGHWAY 99 MINISTRY OF TRANSPORTATION BRITISH

STEVESTON HIGHWAY STEVESTON AND INFRASTRUCTURE COLUMBIA HEADQUARTERS

RAIL HIGHWAY ENGINEERING AND GEOMATICS

0 501:10,000 250m CAD FILENAME CAD FILENAME SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SCENARIO 2 HORIZONTAL ALIGNMENT CONCEPTS DOWNSTREAM PARALLEL OPTION - PLAN

DESIGNED DG DATE 2013-12-16

QUALITY CONTROL JL DATE 2013-12-16

SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE

RICE MILL ROAD MILL RICE 1 FIGURE 3.2 HIGHWAY 17A

CORPORATION OF DELTA

VASEY ROAD

DEAS SLOUGH RIVER ROAD HIGHWAY 99

FRASER RIVER

DEAS ISLAND

PROPOSED BRIDGE

CITY OF RICHMOND EXISTING GEORGE MASSEY TUNNEL

DRAFT FOR DISCUSSION ONLY

HIGHWAY 99 MINISTRY OF TRANSPORTATION BRITISH AND INFRASTRUCTURE COLUMBIA HEADQUARTERS HIGHWAY ENGINEERING AND GEOMATICS

RICE MILL ROAD RAIL

0 501:10,000 250m CAD FILENAME CAD FILENAME SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SCENARIO 2 HORIZONTAL ALIGNMENT CONCEPTS SKEWED OPTION - PLAN

DESIGNED DG DATE 2013-12-16

QUALITY CONTROL JL DATE 2013-12-16

SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE 1 FIGURE 3.3 HIGHWAY 17A

CORPORATION OF DELTA

VASEY ROAD

DEAS SLOUGH RIVER ROAD HIGHWAY 99

FRASER RIVER

DEAS ISLAND

EXISTING GEORGE MASSEY TUNNEL

CITY OF RICHMOND

PROPOSED BRIDGE

DRAFT FOR DISCUSSION ONLY

HIGHWAY 99 MINISTRY OF TRANSPORTATION BRITISH AND INFRASTRUCTURE STEVESTON HIGHWAY STEVESTON COLUMBIA HEADQUARTERS

RAIL HIGHWAY ENGINEERING AND GEOMATICS

0 501:10,000 250m CAD FILENAME CAD FILENAME SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SCENARIO 2 HORIZONTAL ALIGNMENT CEONCEPTS DOWNSTREAM SKEWED OPTION - PLAN

DESIGNED DG DATE 2013-12-16

QUALITY CONTROL JL DATE 2013-12-16

SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16

DATE RICE MILL ROAD MILL RICE 1 FIGURE 3.4 0+000

CITY OF RICHMOND

10+621.76

0+500

10+500 MATCHLINE SHEET No. 2

NEW INTERCHANGE AT STEVESTON HIGHWAY

Ls 90

R 1100

1+000 R 530

Ls 90 HIGHWAY 99 R 1100 2+000 1+500

10+000

STEVESTON HWY RAIL

RICE MILL ROAD

CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE 0 251:5000 125 GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 2: REPLACE EXISTING TUNNEL WITH NEW BRIDGE

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.5 DEAS ISLAND

VASEY ROAD

FRASER RIVER RIVER ROAD

DEAS SLOUGH CORPORATION OF DELTA

PROPOSED BRIDGE (EXISTING GEORGE MASSEY TUNNEL BELOW) HIGHWAY 99 Ls Ls 90 R 650 4+000 3+500 3+000 2+500

MATCHLINE SHEET No. 3

RIVER ROAD MATCHLINE SHEET No. 1 No. SHEET MATCHLINE

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.6 HIGHWAY 17A

VASEY ROAD 11+500

5+453.91 5+400

HIGHWAY 99

5+000

64TH STREET

TA NEW INTERCHANGE AT 4+500 HIGHWAY 17A 7+500 8+000

11+000

Ls 90 0

00 Ls 50

CORPORATION OF DELTA

R 1250 MATCHLINE SHEET No. 2

7+000

10+500 HIGHWAY 17A

Ls 50

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.7 70 70

60 60

50 RICE MILL ROAD 50

40 40 PROPOSED PROFILE PROPOSED STEVESTON HIGHWAY EXISTING STEVESTON HIGHWAY

30 +5.000% 30

20 20 STA 0+928.673 135.500 LVC EVC 5.082 m VPI 2.719 m STA 0+364.316 K = 26.0 10 10

5.0 -0.206%

0 0 ORIGINAL GROUND

-10 -10 LEFT SIDE SUPERELEVATION STA 0+793.173 BVC 1.835 m LO 0+798.541 LO 1.829 m

SUPERELEVATION -0.020 -0.020 -0.020 -0.020 -0.020 -0.020 -0.020 -0.020 RIGHT SIDE +0.000 -0.020 +0.020 -0.020 +0.056 -0.056 +0.056 -0.056 +0.020 -0.020 +0.000 -0.020

-20 -20 STA 0+860.923 PIVC 1.695 m

AZ 180° 06' 21.70" AZ 141° 01' 38.39" LS 90 R=530.00 LS 90 -30 -30 STA 0+853.518 STA 0+949.925 STA 1+221.412 STA 1+317.819

0+000 0+100 0+200 0+300 0+400 0+500 0+600 0+700 0+800 0+900 1+000 1+100 1+200 1+300 1+400 1+500 1+600 1+700 1+800

0 251:5000 125m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 2: REPLACE EXISTING TUNNEL WITH NEW BRIDGE

DESIGNED DG DATE 2013-12-16 PROFILE DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2010-12-16

DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.8 80 80 STA 2+368.757 PIVC 77.087 m

70 70 HI 2+368.757 HI 65.774 m

905.000 LVC K = 90.5 60 60

50.0 m 264.0 m 50.0 m PROPOSED PROFILE

50 50

40 40 STA 1+916.257 BVC 54.462 m STA 2+821.257 EVC 54.462 m

PROPOSED AIR DRAUGHT -5.000% CLEARANCE ENVELOPE 30 30 56.4 m 55.0 m 55.0 m RAIL LINE

20 20 STA 3+729.011 BVC 9.074 m

10 10

HWL. HWL. EL. +1.83m EL. +1.83m

LWL. LWL. 0 EL. -1.80m EL. -1.80m 0 ORIGINAL GROUND

FRASER RIVER DEAS SLOUGH

-10 -10 LEFT SIDE SUPERELEVATION

SUPERELEVATION

RIGHT SIDE -0.020 -0.020 -0.020 -0.020

-20 -20 EXISTING GEORGE MASSEY TUNNEL

AZ 141° 01' 38.39"

1+900 2+000 2+100 2+200 2+300 2+400 2+500 2+600 2+700 2+800 2+900 3+000 3+100 3+200 3+300 3+400 3+500 3+600 3+700 3+800

DESIGNED DG DATE 2013-12-16 PROFILE DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.9 70 70

60 60

50 50

40 40

30 EXISTING HIGHWAY 17A 30 PROPOSED HIGHWAY 17A

20 20

250.000 LVC K = 50.9 STA 3+979.011 EVC 2.711 m 10 10 PROPOSED PROFILE

5.9 -0.091% +0.025%

0 0 ORIGINAL GROUND

-10 -10 LEFT SIDE VPI 2.159 m STA 4+587.225 SUPERELEVATION

SUPERELEVATION -0.020 -0.020 -0.020 -0.020 +0.000 -0.020 +0.020 -0.020 +0.052 -0.052 +0.052 -0.052 +0.020 -0.020 +0.000 -0.020 RIGHT SIDE

-20 -20 STA 3+854.011 PIVC 2.824 m

AZ 141° 01' 38.39" AZ 124° 44' 10.38" LS 90 R=650.00 LS 90 -30 -30 STA 3+854.675 STA 3+948.318 STA 4+043.135 STA 4+136.777

3+800 3+900 4+000 4+100 4+200 4+300 4+400 4+500 4+600 4+700 4+800 4+900 5+000 5+100 5+200 5+300 5+400 5+453.91

DESIGNED DG DATE 2013-12-16 PROFILE DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.10 500 500

450 450

400 400

350 350 RICE MILL ROAD RAIL LINE

300 300

290 m 630m 290m

250 250 APPROXIMATE EXISTING PROPOSED HIGHWAY 17A EXISTING HIGHWAY 17A RIVER ROAD

200 EXISTING STEVESTON HIGHWAY 200 STA 2+368.757 PIVC 77.087 m HI 2+368.757 HI 65.774 m 150 150 905.000 LVC K = 90.5 100 135.500 LVC 250.000 LVC 100 STA 3+729.011 BVC 9.074 m K = 50.9 STA 0+928.673 K = 26.0 EVC 5.082 m VPI 2.719 m VPI 2.159 m STA 3+979.011 STA 0+364.316 STA 4+587.225 EVC 2.711 m STA 0+793.173 BVC 1.835 m PROPOSED PROFILE

50 50 +5.000% -5.000% HWL. 56.4 X 264.0 LWL. EL. +1.83m EL. -1.80m -0.206% -0.091% +0.025% 0 0 DEAS SLOUGH -50 ORIGINAL GROUND -50 FRASER RIVER PROPOSED AIR DRAUGHT CLEARANCE -100 ENVELOPE -100 STA 2+821.257 STA 1+916.257 EVC 54.462 m BVC 54.462 m

-150 -150 LO 0+798.541 LO 1.829 m STA 3+854.011 PIVC 2.824 m STA 0+860.923 PIVC 1.695 m

-200 -200

-250 -250

-300 -300 LEFT SIDE SUPERELEVATION -0.020 -0.020 -0.020 -0.052 -0.052 -0.020 -0.020 -0.020 -0.020 -0.020 -0.056 -0.056 -0.020 -0.020 -0.020 -0.020 -0.020 -350 SUPERELEVATION -350 -0.020 -0.020 -0.020 -0.020 -0.020 +0.000 +0.020 +0.052 +0.052 +0.020 +0.000 +0.056 +0.020 +0.000 RIGHT SIDE +0.000 +0.020 +0.056

-400 -400

-450 -450 $= R=530.00 $= R=650.00 $= LS 90 LS 90 LS 90 LS 90 -500 -500

-550 -550 STA 3+948.318 STA 4+043.135 STA 4+136.777 STA 3+854.675 STA 1+221.412 STA 1+317.819 STA 0+949.925 STA 0+853.518

0+200 0+300 0+400 0+500 0+600 0+700 0+800 0+900 1+000 1+100 1+200 1+300 1+400 1+500 1+600 1+700 1+800 1+900 2+000 2+100 2+200 2+300 2+400 2+500 2+600 2+700 2+800 2+900 3+000 3+100 3+200 3+300 3+400 3+500 3+600 3+700 3+800 3+900 4+000 4+100 4+200 4+300 4+400 4+500 4+600 4+700 4+800 4+900 5+000

0 25 1:500 125m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 2: REPLACE EXISTING TUNNEL WITH NEW BRIDGE

DESIGNED DG DATE 2013-12-16 PROFILE (NATURAL SCALE) DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.11 30 30 STA 7+637.554 PIVC 21.418 m

HI 7+634.768 STA 7+735.054 HI 19.286 m EVC 17.030 m 20 20 195.000 LVC PROPOSED PROFILE K = 22.3

-4.500%

10 +4.250% 10 STA 7+993.022 BVC 5.421 m

STA 7+242.549 120.000 LVC EVC 4.630 m

150.000 LVC VPI 3.634 m K = 36.1 STA 8+392.262 STA 8+349.824 K = 35.8 170.000 LVC EVC 2.498 m STA 8+113.022 STA 7+540.054 EVC 2.014 m BVC 17.274 m STA 7+092.549 BVC 1.398 m VPI 1.283 m STA 6+900.000 STA 8+179.824 BVC 1.225 m K = 44.1 +2.677% +0.059% -1.180% 0 0

ORIGINAL GROUND STA 8+053.022 PIVC 2.721 m STA 7+167.549 PIVC 1.442 m LO 8+231.831 LO 0.919 m HWY 17A HWY 17A EXISTING STA 8+264.824 PIVC 0.223 m

-10 PROPOSED -10 HIGHWAY 99

AZ 359° 58' 34.94" AZ 037° 34' 53.45" AZ 298° 46' 11.69" AZ 320° 23' 17.12" R=2000.00 R=5000.00 LS 50 R=900.00 LS 60 R=300.00 LS 60 LS 60 R=350.00 LS 60 R=2600.00 LS 80 R=600.00 LS 80 ST 7+217.829 TS 7+237.829 ST 7+905.329 TC 7+964.814 ST 8+391.882 TC 6+750.000 CC 6+810.000 CS 6+848.230 SC 6+898.230 CS 7+033.966 SC 7+093.966 CS 7+157.829 SC 7+297.829 CS 7+845.329 CS 8+126.382 SC 8+206.382 CS 8+311.882 6+730 6+800 6+900 7+000 7+100 7+200 7+300 7+400 7+500 7+600 7+700 7+800 7+900 8+000 8+100 8+200 8+300 8+400 RAMP EB TO NB

20 20

PROPOSED PROFILE HI 11+110.352 HI 10.566 m STA 11+101.314 PIVC 12.465 m STA 11+218.814 EVC 8.940 m 10 STA 10+983.814 BVC 8.352 m 10 235.000 LVC

105.000 LVC STA 10+880.214 EVC 4.726 m K = 32.2 K = 36.2 -3.000% 105.000 LVC STA 11+417.796 BVC 2.970 m STA 10+775.214 BVC 2.762 m +3.500% VPI 2.213 m STA 10+547.350 VPI 2.135 m K = 32.3 STA 11+766.438 STA 11+522.796 EVC 1.526 m +0.241% +0.250%

0 0 STA 10+827.714 PIVC 2.889 m LO 11+514.719 LO 1.516 m STA 11+470.296 PIVC 1.395 m

HIGHWAY 99 ORIGINAL GROUND -10 -10

AZ 024° 17' 10.86" AZ 033° 33' 54.87" R=1250.00 LS 50 LS 50 R=1250.00 LS 50 ST 10+931.334 TS 11+494.526 ST 11+746.960 CS 10+881.334 SC 11+544.526 CS 11+696.960 10+500 10+600 10+700 10+800 10+900 11+000 11+100 11+200 11+300 11+400 11+500 11+600 11+700 11+800 HIGHWAY 17A

DESIGNED DG DATE 2013-12-16 PROFILES DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16

DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.12 68.1m±

48.6m

GP LANES GP LANES

0.4 0.42 HOV HOV 0.42 0.4 0.6 PED/CYCLE PED/CYCLE

6.0± 3.0 3.03.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 3.0 6.0± 48.6m

6.0m DECK

1.0 1.0 0.5 GP LANES HOV HOV GP LANES 0.5 1.0 1.0 0.6 PED/CYCLE PED/CYCLE

3.0 VARIES 5.1 3.03.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 5.1 VARIES 3.0 2.00% 2.00% 3:1 4:1 4:1 3:1 20:1 20:1 BRIDGE TOWER BRIDGE TOWER

56.4 m CLEARANCE MIN. HIGHWAY 99 NEW 10 LANE ROAD

23.9m± HWL +1.83

LWL -1.80

EXISTING GEORGE MASSEY TUNNEL HIGHWAY 99 NEW 10 LANE BRIDGE CENTERED OVER EXISTING TUNNEL SECTION AT MID - CHANNEL

CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE 0 2.51:500 12.5m DATE 2013-12-16 BRITISH AND INFRASTRUCTURE GEORGE MASSEY TUNNEL COLUMBIA REV DATE REVISIONS SIGNATURE SOUTH COAST REGION REPLACEMENT PROJECT SCENARIO 2: REPLACE EXISTING TUNNEL WITH NEW BRIDGE DESIGNED DG DATE 2013-12-16 CROSS SECTIONS DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.13 HIGHWAY 17A

VASEY ROAD

5+453.91 5+400

HIGHWAY 99

5+000

64TH STREET

CORPORATION OF DELTA

4+500 NEW INTERCHANGE AT HIGHWAY 17A

HIGHWAY 99 Ls 90 Ls 90 R 650 4+000

CORPORATION OF DELTA

RIVER ROAD

HIGHWAY 17A

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.14 0+000

CITY OF RICHMOND

MATCHLINE SHEET No. 2 10+621.76

0+500

10+500

NEW INTERCHANGE AT STEVESTON HIGHWAY

NEW INTERCHANGE AT Ls 90 STEVESTON HIGHWAY

R 1100 2+000 1+000 R 550

Ls 90 Ls 60 R 1500 R 1100 1+500 Ls 60

HIGHWAY 99 EXISTING GEORGE 10+000 MASSEY TUNNEL

STEVESTON HWY RAIL

RICE MILL ROAD

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.15 DEAS ISLAND

VASEY ROAD

FRASER RIVER RIVER ROAD

DEAS SLOUGH CORPORATION OF DELTA

PROPOSED TUNNEL

3+000 2+500 Ls 90 HIGHWAY 99 Ls 90 Ls 90 R 650 R 1000 Ls 90 Ls 60 R 1500 3+500 Ls 60

MATCHLINE SHEET No. 3 EXISTING GEORGE MASSEY TUNNEL

RIVER ROAD MATCHLINE SHEET No. 1 No. SHEET MATCHLINE

CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE 0 251:5000 125 GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION 2013-12-16 SCENARIO 3: REPLACE EXISTING TUNNEL WITH NEW TUNNEL

VASEY ROAD 11+500

5+453.91

HIGHWAY 99

5+000

64TH STREET

NEW INTERCHANGE AT 4+500 HIGHWAY 17A 7+500 8+000

11+000

Ls 50

CORPORATION OF DELTA

R 1250

7+000 MATCHLINE SHEET No. 2 No. SHEET MATCHLINE 10+500 HIGHWAY 17A

Ls 50

DESIGNED DG DATE 2013-12-16 PLAN DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.17 50 50

40 40

30 30

100.000 LVC K = 169.8 20 20 PROPOSED STEVESTON HIGHWAY EXISTING STEVESTON HIGHWAY STA 1+625.000 PIVC 4.620 m RICE MILL ROAD HI 1+456.355 HI 3.914 m VPI 2.719 m STA 0+364.316 STA 0+910.923 EVC 1.886 m STA 0+810.923 10 BVC 1.798 m 10

5.0 -0.206% +0.383%

0 0 ORIGINAL GROUND PROPOSED PROFILE

400.000 LVC K = 81.9 -1010 -10 STA 1+425.000 BVC 3.854 m LO 0+845.939 LO 1.762 m STA 0+860.923 PIVC 1.695 m

-200 -20 STA 1+825.000 EVC -4.380 m

-30 -30

-40 -40

AZ 180° 06' 21.70" R=550.00 AZ 128° 55' 32.44" R=1500.00 LS 90 LS 90 LS 60 -50 TS 0+858.502 TS 1+554.978 ST 1+439.798 SC 0+948.502 CS 1+349.798 SC 1+614.978

-60 0+000 0+100 0+200 0+300 0+400 0+500 0+600 0+700 0+800 0+900 1+000 1+100 1+200 1+300 1+400 1+500 1+600 1+700 1+800

DESIGNED DG DATE 2013-12-16 PROFILE DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.18 50 50

40 40

30 30 EXISTING RIVER ROAD STA 3+315.000 20 PIVC 11.998 m 20 HI 3+407.676 HI 8.022 m RAIL LINE STA 3+680.339 BVC 3.974 m STA 3+779.661 EXISTING WATER DRAUGHT ORIGINAL GROUND EVC 2.841 m 10 10 CLEARANCE ENVELOPE 99.322 LVC K = 47.0 -2.197% HWL. HWL. EL. +1.83m EL. +1.83m

LWL. LWL. 0 EL. -1.80m EL. -1.80m 0

50.0 m 100.0 m 50.0 m DEAS SLOUGH

15m DRAFT 538.839 LVC -10 -4.500% 14.5 m 12.0 m 15.0 m 12.5 m 15.0 m 14.5 m K = 80.5 -10 STA 2+163.018 STA 2+613.018 BVC -19.591 m EVC -19.591 m STA 3+584.419 450.000 LVC +4.500% EVC 6.080 m K = 50.0 PROPOSED PROFILE STA 3+730.000 PIVC 2.883 m STA 3+045.581 BVC -0.126 m

-20 -20

EXISTING GEORGE MASSEY TUNNEL PROPOSED WATER DRAUGHT

CLEARANCE ENVELOPE LO 2+388.017 FRASER RIVER LO -24.654 m PROPOSED TUNNEL -30 -30

-40 -40 STA 2+388.018 PIVC -29.716 m

AZ 141° 00' 39.41" R=1500.00 AZ 148° 50' 20.04" R=1000.00 AZ 141° 01' 38.39" LS 60 LS 60 LS 60 LS 90 LS 90 TS 2+876.317 TS 3+500.002 ST 1+931.370 ST 3+141.252 ST 3+726.340 CS 1+871.370 SC 2+936.317 CS 3+081.252 SC 3+590.002 CS 3+636.340

1+900 2+000 2+100 2+200 2+300 2+400 2+500 2+600 2+700 2+800 2+900 3+000 3+100 3+200 3+300 3+400 3+500 3+600 3+700 3+800

40 40

30 30 EXISTING HIGHWAY 17A PROPOSED HIGHWAY 17A

20 20

10 10 PROPOSED PROFILE 5.9 -0.083% +0.025%

0 0 ORIGINAL GROUND

-10 -10 VPI 2.159 m STA 4+600.000

-20 -20

-30 -30

-40 -40

AZ 141° 01' 38.39" R=650.00 AZ 124° 44' 10.38" LS 90 LS 90 TS 3+871.363 ST 4+146.180 SC 3+961.363 CS 4+056.180

3+800 3+900 4+000 4+100 4+200 4+300 4+400 4+500 4+600 4+700 4+800 4+900 5+000 5+100 5+200 5+300 5+400

LWL -1.80

P 15.0 m P P

1.5 m Rock Layer

1.0 1.0 4.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.0 4.0

NEW TUNNEL EXISTING GEORGE MASSEY TUNNEL TO BE DECOMMISSIONED HIGHWAY 99 NEW 10-LANE TUNNEL UPSTREAM OF EXISTING TUNNEL SECTION AT MID - CHANNEL

48.6m

1.0 1.0 0.5 GP LANES HOV HOV GP LANES 0.5 1.0 1.0 0.6 PED/CYCLE PED/CYCLE

3.0 VARIES 5.1 3.0 3.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 5.1 VARIES 3.0 2.00% 2.00% 3:1 4:1 4:1 3:1 20:1 20:1

HIGHWAY 99 NEW 10 LANE ROAD

0 2.5 1:500 12.5m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 3: REPLACE EXISTING TUNNEL WITH NEW TUNNEL

DESIGNED DG DATE 2013-12-16 CROSS SECTION DRAFT FOR DISCUSSION ONLY QUALITY CONTROL JL DATE 2013-12-16 SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.21 0+000

CITY OF RICHMOND MATCHLINE SHEET No. 2

0+500

NEW INTERCHANGE AT STEVESTON HIGHWAY NEW 6 LANE Ls 90 BRIDGE

1+000 R 530 2+000 Ls 90 1+500 R 800 Ls 90 Ls 90

HIGHWAY 99 EXISTING GEORGE MASSEY TUNNEL

RAIL

STEVESTON HWY

RICE MILL ROAD

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.22 DEAS ISLAND

VASEY ROAD

FRASER RIVER RIVER ROAD

DEAS SLOUGH CORPORATION OF DELTA

NEW 6 LANE BRIDGE R 750 Ls 90 Ls 60 R 2000 Ls 60 3+000 2+500 3+500 4+000 Ls 90 R 1500 Ls 90

HIGHWAY 99

MATCHLINE SHEET No. 3 EXISTING GEORGE MASSEY TUNNEL

RIVER ROAD MATCHLINE SHEET No. 1 No. SHEET MATCHLINE

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.23 HIGHWAY 17A

VASEY ROAD

5+450.85

HIGHWAY 99

5+000

64TH STREET

NEW INTERCHANGE 4+500 AT HIGHWAY 17A

Ls 90

CORPORATION OF DELTA MATCHLINE SHEET No. 2 No. SHEET MATCHLINE

HIGHWAY 17A

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.24 70 70

60 60

50 50

40 40

30 +5.002% 30 PROPOSED PROFILE RICE MILL ROAD

20 20 PROPOSED STEVESTON HIGHWAY EXISTING STEVESTON HIGHWAY STA 0+930.674 EVC 5.012 m 10

STA 0+795.174 10 BVC 1.772 m VPI 2.719 m STA 0+364.316 135.500 LVC K = 26.0

-0.220% 5.0

0 0

ORIGINAL GROUND

-10 -10 STA 0+862.924 PIVC 1.623 m LO 0+800.877 LO 1.766 m

-20 -20

AZ 180° 07' 23.05" AZ 179° 16' 41.81" AZ 131° 55' 56.28" AZ 141° 00' 39.41" LS 90 R=530.00 LS 90 LS 90 R=800.00 LS 90 -30 -30 TS 0+859.331 TS 1+415.220 ST 1+387.293 ST 1+631.982 SC 0+949.331 CS 1+297.293 SC 1+505.220 CS 1+541.982

-40 0+200 0+300 0+400 0+500 0+600 0+700 0+800 0+900 1+000 1+100 1+200 1+300 1+400 1+500 1+600 1+700 1+800 3+500-40

DESIGNED DG DATE 2013-12-16 PROFILE

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.25 80 STA 2+374.449 80 PIVC 77.224 m

70 70 HI 2+374.522 HI 65.947 m

902.000 LVC K = 90.2

60 60

50.0 m 264.0 m 50.0 m

50 50

40 PROPOSED PROFILE 40 STA 1+923.449 STA 2+825.449 BVC 54.667 m EVC 54.674 m

PROPOSED AIR DRAUGHT -5.000% CLEARANCE ENVELOPE 30 30 56.4 m 55.0 m 55.0 m RAIL LINE

20 20 STA 3+738.570 BVC 9.018 m EXISTING RIVER ROAD

10 10

HWL. HWL. EL. +1.83m EL. +1.83m

LWL. LWL. 0 EL. -1.80m EL. -1.80m 0

50.0 m 100.0 m 50.0 m ORIGINAL GROUND DEAS SLOUGH 12.0 m 12.5 m 12.5 m 12.0 m -10 -10

FRASER RIVER

-20 -20 EXISTING WATER DRAUGHT CLEARANCE ENVELOPE

EXISTING GEORGE MASSEY TUNNEL SC 3+263.714 CS 3+308.893 TS 3+173.714 TS 3+540.662 ST 3+398.893 SC 3+600.662 CS 3+754.627

AZ 141° 00' 39.41" AZ 146° 10' 27.94" LS 90 R=1500.00 LS 90 LS 60 R=2000.00 LS 60

1+900 2+000 2+100 2+200 2+300 2+400 2+500 2+600 2+700 2+800 2+900 3+000 3+100 3+200 3+300 3+400 3+500 3+600 3+700 3+800

DESIGNED DG DATE 2013-12-16 PROFILE

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.26 70 70

60 60

50 50

40 40

30 30 EXISTING HIGHWAY 17A PROPOSED HIGHWAY 17A

20 20

250.000 LVC ORIGINAL GROUND STA 3+988.570 K = 50.8 EVC 2.664 m VPI 2.159 m 10 STA 4+596.270 10 PROPOSED PROFILE

5.9 -0.083% +0.500%±

0 0

-10 -10 STA 3+863.570 PIVC 2.768 m

-20 -20

AZ 140° 02' 41.26" AZ 124° 44' 10.38" LS 90 R=750.00 LS 90 -30 -30 TS 3+902.897 ST 3+814.627 ST 4+193.286 SC 3+992.897 CS 4+103.286

-40 -40 3+800 3+900 4+000 4+100 4+200 4+300 4+400 4+500 4+600 4+700 4+800 4+900 5+000 5+100 5+200 5+300 5+400

DESIGNED DG DATE 2013-12-16 PROFILE

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.27 53.4m± 48.6m 41.4m

GP LANES HOV HOV 0.4 0.42 0.6 0.42 1.0 1.0 0.5 GP LANES HOV HOV GP LANES 0.5 1.0 1.0 PED/CYCLE 0.6 PED/CYCLE 6.0± 5.8 3.03.7 3.7 3.73.7 3.7 2.5 2.5 4.8 2.5 6.0± PED/CYCLE 3.0 VARIES 5.1 3.03.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 5.1 VARIES 3.0 2.00% 2.00% 3:1 4:1 4:1 3:1 6.0m DECK 20:1 20:1

HIGHWAY 99 NEW 10 LANE ROAD BRIDGE TOWER BRIDGE TOWER 56.4 m CLEARANCE MIN.

16.4m± 23.9m± HWL +1.83

LWL -1.80

GP LANES GP LANES

HIGHWAY 99 EXISTING GEORGE MASSEY TUNNEL NEW 6 LANE BRIDGE (TO BE RETAINED) UPSTREAM FROM EXISTING TUNNEL SECTION AT MID - CHANNEL

0 2.51:500 12.5m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 4A: KEEP EXISTING TUNNEL AND BUILD NEW 6 LANE BRIDGE

DESIGNED DG DATE 2013-12-16 CROSS SECTIONS

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.28 CITY OF RICHMOND MATCHLINE SHEET No. 2

NEW INTERCHANGE AT STEVESTON HIGHWAY NEW 6 LANE TUNNEL

Ls 100

4+000 3+000 Ls 90 R 455 Ls 100 3+500 R 1500 Ls 90

HIGHWAY 99 EXISTING GEORGE MASSEY TUNNEL

RAIL

STEVESTON HWY

RICE MILL ROAD

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.29 DEAS ISLAND

VASEY ROAD

FRASER RIVER RIVER ROAD

DEAS SLOUGH CORPORATION OF DELTA

NEW 6 LANE TUNNEL

5+000 HIGHWAY 99 R 650 4+500 Ls 90 Ls 90 R 2500 Ls 90 Ls 90 R 1500 Ls 90 5+500 6+000

MATCHLINE SHEET No. 3 EXISTING GEORGE MASSEY TUNNEL

RIVER ROAD MATCHLINE SHEET No. 1 No. SHEET MATCHLINE

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.30 HIGHWAY 17A

VASEY ROAD

HIGHWAY 99

7+000

64TH STREET

NEW INTERCHANGE AT 6+500 HIGHWAY 17A

Ls 90

CORPORATION OF DELTA MATCHLINE SHEET No. 2 No. SHEET MATCHLINE

HIGHWAY 17A

DESIGNED DG DATE 2013-12-16 PLAN

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.31 50 50

40 40

30 30

20 PROPOSED STEVESTON HIGHWAY EXISTING STEVESTON HIGHWAY 20

PROPOSED PROFILE

100.000 LVC HI 3+450.893 HI 3.886 m STA 2+910.923 10 K = 169.8 EVC 1.886 m 10 ORIGINAL GROUND

5.0 -0.206% +0.383%

0 0

-10 -10 STA 3+415.960 BVC 3.819 m LO 2+845.939 LO 1.762 m STA 2+810.923 BVC 1.798 m STA 2+860.923 PIVC 1.695 m

-20 -20

-30 -30

-40 -40

AZ 180° 06' 21.70" AZ 128° 55' 32.44" LS 100 R=455.00 LS 100 LS 90 TS 2+898.863 TS 3+448.393 ST 3+405.299 SC 2+998.863 CS 3+305.299 SC 3+538.393

2+400 2+500 2+600 2+700 2+800 2+900 3+000 3+100 3+200 3+300 3+400 3+500

DESIGNED DG DATE 2013-12-16 PROFILE

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2010-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.32 50 50

40 40

30 30

20 20 STA 5+271.711 PIVC 8.663 m HI 5+389.235 HI 6.814 m RICE MILL ROAD STA 3+615.960 PIVC 4.585 m RAIL LINE PROPOSED WATER DRAUGHT ORIGINAL GROUND 10 CLEARANCE ENVELOPE 10

HWL. HWL. EL. +1.83m EL. +1.83m

LWL. LWL. 0 EL. -1.80m 420.000 LVC EL. -1.80m 0 K = 81.9

400.000 LVC 50.0 m 100.0 m 50.0 m K = 91.3 DEAS SLOUGH 12.6 m 13.1 m 13.1 m 12.6 m STA 4+192.857 STA 4+592.857 -10 -4.000% BVC -18.491 m EVC -18.491 m -10 STA 5+481.711 EVC 6.291 m 400.000 LVC +4.000% K = 50.0 PROPOSED PROFILE STA 5+061.711 BVC 0.263 m

-20 -20 STA 3+815.960 EVC -3.415 m EXISTING GEORGE MASSEY TUNNEL LO 4+392.857 LO -22.491 m FRASER RIVER PROPOSED TUNNEL

-30 -30

-40 -40 STA 4+392.857 PIVC -26.491 m AZ 141° 00' 39.41" AZ 148° 08' 20.65" R=1500.00 LS 90 LS 90 R=1500.00 LS 90 LS 90 R=2500.00 TS 4+882.264 TS 5+319.148 ST 3+854.784 ST 5+158.878 CS 3+764.784 SC 4+972.264 CS 5+068.878 SC 5+409.148

3+600 3+700 3+800 3+900 4+000 4+100 4+200 4+300 4+400 4+500 4+600 4+700 4+800 4+900 5+000 5+100 5+200 5+300 5+400 5+500

DESIGNED DG DATE 2013-12-16 PROFILE

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.33 50 50

40 40

30 30 PROPOSED HIGHWAY 17A EXISTING HIGHWAY 17A

20 20 EXISTING RIVER ROAD STA 5+817.628 PIVC 2.498 m ORIGINAL GROUND 10 10

-1.129% 5.9 -0.050%

0 PROPOSED 0 PROFILE 200.000 LVC K = 185.4

-10 -10 STA 5+717.628 EVC 3.627 m STA 5+917.628 EVC 2.448 m

-20 -20

-30 -30

-40 -40

AZ 141° 01' 38.39" R=2500.00 LS 90 LS 90 R=650.00 LS 90 TS 5+873.167 ST 5+719.456 SC 5+963.167 CS 6+057.984 ST 6+147.984 CS 5+629.456

5+500 5+600 5+700 5+800 5+900 6+000 6+100 6+200 6+300 6+400 6+500 6+600 6+700 6+800 6+900

0 25 1:5000 125m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REV DATE REVISIONS SIGNATURE SOUTH COAST REGION REPLACEMENT PROJECT SCENARIO 4B: KEEP EXISTING TUNNEL AND BUILD NEW 6 LANE TUNNEL

DESIGNED DG DATE 2013-12-16 PROFILE QUALITY CONTROL JL DATE 2013-12-16 DRAFT FOR DISCUSSION ONLY SENIOR DESIGNER QUALITY ASSURANCE SBT DATE 2013-12-16 DRAWN MS DATE 2013-12-16 DATE - 1 FIGURE 3.34 HWL +1.83

LWL -1.80

53.4 m 11.5 m± 13.1 m 1.5 m Rock Layer

GP LANES GP LANES 0.4 0.4 0.4 0.6 0.4 4.0 3.0 3.7 3.7 3.7 3.7 3.0 3.0 3.7 2.5 2.5 3.7 3.0 4.0

GP LANES HOV HOV

35 m ±

NEW TUNNEL EXISTING GEORGE MASSEY TUNNEL (5.0 m VERTICAL CLEARANCE) (TO BE RETAINED, 4.15 m VERTICAL CLEARANCE) HIGHWAY 99 NEW 6-LANE TUNNEL UPSTREAM OF EXISTING TUNNEL SECTION AT MID - CHANNEL

48.6m

1.0 1.0 0.5 GP LANES HOV HOV GP LANES 0.5 1.0 1.0 0.6 PED/CYCLE PED/CYCLE

3.0 VARIES 5.1 3.03.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 5.1 VARIES 3.0 2.00% 2.00% 3:1 4:1 4:1 3:1 20:1 20:1

HIGHWAY 99 NEW 10 LANE ROAD

0 2.51:500 12.5m CAD FILENAME - MINISTRY OF TRANSPORTATION SCALE GEORGE MASSEY TUNNEL DATE 2013-12-16 BRITISH AND INFRASTRUCTURE COLUMBIA REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE SOUTH COAST REGION SCENARIO 4B: KEEP EXISTING TUNNEL AND BUILD NEW 6 LANE TUNNEL

DESIGNED DG DATE 2013-12-16 CROSS SECTIONS

QUALITY CONTROL JL DATE 2013-12-16

DRAFT FOR DISCUSSION ONLY QUALITY ASSURANCE SBT DATE 2013-12-16 SENIOR DESIGNER DRAWN MG DATE 2013-12-16 DATE - 1 FIGURE 3.35 o HWL +1.83 ([DFW/RFDWLRQRI&RQQHFWLRQWR +LJKZD\WREH'HWHUPLQHG LWL -1.80

3URSRVHG1HZ 5LYHU&URVVLQJ 1.0 m ± 67 15.0 m 28.8 m ± 28.8 m ±

%ULGJH(OHYDWHG6WUXFWXUH ,QWHUFKDQJH 6HUYLFH 1HZ5RDG$OLJQPHQW 1.5 m Rock Layer *UDGH6HSDUDWLRQ ,QWHUFKDQJH 6\VWHPV

1.0 1.0 $''('5$03 4.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.0 4.0 1R5' 67 35 m ± ) 5 $ +:< NEW6 TUNNEL EXISTING GEORGE MASSEY TUNNEL ( 5 (TO BE REMOVED) 5 67 ,9 5 ( , HIGHWAY 99 5 9 ( 0 NEW5 10-LANE TUNNEL $ 5 ,1 UPSTREAM' OF EXISTING TUNNEL $5 < SECTION AT MID - CHANNEL : 0 + +:<

+:<$ :(670,167(5+:< &$0%,(5'

([LVWLQJ*HRUJH48.6m 0DVVH\7XQQHO

1.0 1.0 0.5 GP LANES HOV HOV GP LANES 0.5 1.0 1.0 0.6 PED/CYCLE PED/CYCLE

3.0 VARIES 5.1 3.03.7 3.7 3.7 3.7 3.7 2.5 2.5 3.7 3.7 3.7 3.7 3.7 3.0 5.1 VARIES 3.0 +:< 2.00% 2.00% 3:1 4:1 4:1 3:1 20:1 20:1

HIGHWAY 99 NEW 10 LANE ROAD

*(25*(0$66(<7811(/

0 2.51:500 12.5m CAD FILENAME - MINISTRY OF TRANSPORTATION 5(3/$&(0(17352-(&7 SCALE RITISH GEORGE MASSEY TUNNEL DATE - B AND INFRASTRUCTURE 6&(1$5,2±0$,17$,1(;,67,1*7811(/$1'%8,/'1(: COLUMBIA SOUTH COAST REGION REPLACEMENT PROJECT REV DATE REVISIONS SIGNATURE &5266,1*,1$1(:&255,'25 SCENARIO 3: REPLACE EXISTING TUNNEL WITH NEW TUNNEL 67(9(6721+:< 3/$1 DESIGNED DG DATE 2013-06-05 CROSS SECTION ),/(180%(5 352-(&7180%(5 5(* '5$:,1*180%(5 5(9 QUALITY CONTROL JL DATE 2013-06-10 6RXUFHV(VUL'H/RUPH1$97(47RP7RP,QWHUPDSLQFUHPHQW3&RUS*(%&286*6)$2136 DRAFT FORSENIOR DISCUSSION DESIGNER QUALITYONLY ASSURANCE SBT DATE 2013-06-10 (VUL-DSDQ0(7,(VUL&KLQD +RQJ.RQJ DQGWKH*,68VHU&RPPXQLW\DRAWN MG DATE 2013-06-05 FIGURE 3.36 DATE - 1 FIGURE 3.21

APPENDIX C MAPPING SURVEY OF THE STUDY AREA, CONDUCTED BY ACCUAS SERVICES INC. IN JANUARY 2013 Site Outline from Google Earth as confirmed by customer

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