F.

REPORT TO
MAYOR AND COUNCIL

PRESENTED: SEPTEMBER 11, 2017 - REGULAR AFTERNOON MEETING REPORT: 17-91

FROM: ENGINEERING DIVISION FILE: 0360-20
SUBJECT: GATEWAY TRANSPORTATION COLLABORATION FORUM
STUDIES UPDATE

RECOMMENDATION:
That Council receive copies of studies undertaken by the Gateway Transportation Collaboration
Forum for the Fraser River and Roberts Bank Trade Areas and confirm the list of projects, as
identified in this report, for future implementation.

EXECUTIVE SUMMARY:
The Gateway Transportation Collaboration Forum (GCTF) was established in 2014 as a
partnership between Transport Canada, the Ministry of Transportation and Infrastructure,
TransLink, the Greater Vancouver Gateway Council and Port Metro Vancouver (Vancouver
Fraser Port Authority) to pursue solutions and funding opportunities to implement transportation
related projects to mitigate the impact of increased goods movement within the region. The
GCTF undertook studies in four trade areas, two of which include portions of the Township;
namely: the Fraser River Trade Area (FRTA) and the Robert Bank Trade Area (RBTA).

The FRTA study, affecting 12 municipalities on both sides of the Fraser River from the
Georgia Strait to Mission included: identification of issues affecting goods movement; options to
address identified issues; assessment of community impacts from increased trade; evaluation of
options; and a potential implementation strategy. The FRTA study identified whistle cessation
at crossings and a grade separation of 96 Avenue at the rail crossing west of Fort Langley as
future projects to address concerns.

The RBTA study, affecting portions of the municipalities of Delta, Surrey, White Rock,
Langley City, the Township of Langley and Abbotsford, builds upon the previous Roberts Bank
Rail Corridor (RBRC) Study to identify road-rail interface projects that would both enhance trade
and maintain safety and community livability. The RBTA study identified projects to address
problem areas, screen and further develop projects, and evaluate a short list of projects for
potential future implementation. The RBTA study identified a grade separation of 200 Street in
the City of Langley; road network improvements and enhancement of the RCIS; 216 Street /
Glover grade separation and road network improvements; whistle cessation at crossings; and
the widening of the 16 Avenue corridor, as potential future projects.

PURPOSE:
To provide Council with information regarding studies affecting regional transportation in relation
with movement of goods; and confirm potential future projects in the Township of Langley.
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BACKGROUND/HISTORY:
Opportunities for increased trade between Canada and the Asia-Pacific region are anticipated to
grow with increased marine, truck, and rail traffic in the Greater Vancouver Area.

The Gateway Transportation Collaboration Forum (GTCF) was established in the summer of
2014, as a partnership between Transport Canada, the Ministry of Transportation and
Infrastructure, TransLink, the Greater Vancouver Gateway Council and Vancouver Fraser Port
Authority (formerly Port Metro Vancouver) to identify goods movement issues, pursue solutions,
build partnerships and take advantage of funding opportunities to implement priority projects to
mitigate the impacts of increasing volumes of Gateway related goods movement.

The GTCF completed studies of four trade areas within the Lower Mainland; namely the
North Shore, South Shore, Fraser River and Roberts Bank Trade Areas, the latter two of which
affect the Township of Langley; and are discussed in more detail below.

DISCUSSION/ANALYSIS:
Fraser River Trade Area Multi-Modal Transportation Network Study (FRTA Study)

The Fraser River Trade Area (FRTA) runs along both sides of the Fraser River from the
Georgia Strait to the Mission area. It includes portions of 12 municipalities, established
traditional territories and treaty lands of a number of First Nations, marine terminals, railway
intermodal yards and associated rail corridors. A FRTA Multi-Modal Transportation Network
Planning Study (FRTA Study) was undertaken to assess the current and anticipated future road
and rail network conditions and issues resulting from increased demand for international trade
and to identify potential mitigation measures. Attachment A includes the FRTA Study Executive
Summary. The FRTA Study included the following steps.

Stakeholder and First Nation Engagement

The stakeholders included municipalities within the study area, Provincial and Regional
agencies, industry Associates, railways, industry operators and First Nations. As one of the
stakeholders, the Township was consulted at various stages of the study.

Issue Identification

The study examined the rail network including portions of the Canadian Pacific Railway (CPR),
Canadian National Railway Company (CNR), the Burlington Northern Sante Fe Railway (BNSF)
and Southern Railway of British Columbia (SRY) as well as the West Coast Express, VIA Rail
operations, the Rocky Mountaineer and Amtrak within the Study area. Issues were identified
with rail capacity in some segments, limited yard space, issues with the Fraser River rail Bridge
crossing, lack of train storage areas, lack of space between yards and the bridge, lack of
sidings, and limitations from single track segments. A key element affecting rail operations is
the interaction with the road network and impacts of at-grade rail crossings.

A high level assessment of the existing road transportation network was undertaken within the
study area to identify existing and future issues affecting the efficiency and safety in the
movement of goods related to international trade. Key goods movement routes and corridors
were identified including Highway 1 within the Township. Road link and intersection capacity, a
review of at-grade crossings, travel time, congestion and road safety were also examined at a
high level. The high level issues identified were then screened to create a short list of road and
rail issues for further examination. Issues identified in the Township included:
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96 Avenue between Glover Road and 216 Street with rail crossings at an oblique angle
to the roadway causing sight line issues.
Glover Road north of 96 Avenue rail crossing delays.

Option Development

Mitigation options were generated to address issues identified as Gateway significant. The
options were identified from various sources such as established projects or studies and
stakeholder input and recommendations. The issues identified in the Township were not
considered to be gateway significant.

Community Impact Assessment

The issues examined and options developed in the FRTA Study focused on their potential to act
as constraints on increased international trade and the movement of goods on the road and rail
network. The FRTA study also recognized that increase goods movement on the road and rail
network may also impact the adjacent communities such as the number of train movements,
neighbourhood access severance, detour routes, travel time, transit route impacts and whistle
noise.

The FRTA study examined the 96 Avenue (West), 96 Avenue (East) and Glover Road crossings
of the CNR near Fort Langley and identified community severance of Fort Langley as an issue.
Longer trains going through Fort Langley may completely block both crossings of the CNR line
at the same time severing the community to the north and impacting access to Fort Langley
to/from the west. A grade separation of the 96 Avenue (East) crossing just west of Fort Langley
was considered for further evaluation.

Options Evaluation and Study Findings

The various mitigation options identified in the FRTA Study were evaluated using a
Multiple Account Evaluation of financial, customer service, socio-economic, environmental
and economic develop factors. The options were evaluated with feedback from stakeholders
such as First Nations, railways, TransLink, Metro Vancouver, industry representatives and
affected municipalities including the Township.

The study identified 14 mitigation options for consideration of the GTCF partners and other
participating agencies for potential implementation including the 96 Avenue Overpass in the
Township. Page E-18 of Attachment A illustrates the 96 Avenue Overpass concept with
information on including costs, train and traffic volumes. The estimated construction cost is
$12 million plus property acquisition. There is some impact to the Agricultural Land Reserve
(ALR) and watercourses. The 96 Avenue Overpass would address community severance and
emergency access by providing an access route unaffected by rail traffic in/out of the area north
of the railway tracks in Fort Langley. Whistle cessation was also considered at crossings within
the study area.

Implementation Strategy

The FRTA Study has recommended a list of options that can be considered for the future. The
GTCF partners and stakeholders would need to develop partnerships and delivery opportunities
for any of these options to move forward as a project. This would include the development of an
investment strategy, identifying potential beneficiaries, funding opportunities and delivery
agencies. The FRTA Study had identified the Townships as the potential beneficiary and
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delivery agency for the 96 Avenue Overpass option with the Township, Railways and Port of
Vancouver as potential funding partners. The Township may also want to consider the
implementation of whistle cessation on crossings in the study area.

Roberts Bank Trade Area Study (RBTA Study)

The Roberts Bank Trade Area (RBTA) includes portions of Delta, Surrey, Langley Township,
Langley City, White Rock, and Abbotsford south of the Fraser River, excluding the areas
included in the FRTA and includes several railways. A Roberts Bank Trade Area Study (RBTA
Study) was undertaken to determine the impacts of trade growth on road and rail operations and
identify candidate projects to improve network performance, support trade and mitigate impacts
on communities.

The RBTA Study built upon the previous work completed on the Roberts Bank Rail Corridor
(RBRC) that identified road and road-rail interface projects that both enhance the Gateways
function as a major hub while maintaining safety and community livability. Stakeholder
engagement was a critical element of the study in the identification of issues and development
of mitigation options. Attachment B includes the RBTA Executive Summary. The study
included the following steps.

Problem Definition

The RBTA Study identified that Deltaport at Roberts Bank will increase its overall capacity from
1.8 million TEUs (twenty foot equivalent container unit) to 4.8 million TEUs annually. The
RBTA rail network has four main corridors and a fifth minor corridor that connects to the rest
of the lower mainland. The primary east/west corridor is the RBRC which extends from
Roberts Bank in Delta to the Livingston junction in the Township. There is also the SRY link
from the Livingston junction to Abbotsford located within the Township.

The study identified current train volumes and total crossing time per day at key rail segments
along the various rail corridors. The RBRC Pratt to Livingston Junction had 15 trains per day
with a total crossing time of 42:05 minutes per day along additional local industrial trains. This
was predicted to increase to 31 trains per day with a total crossing time of 1:24:44 hours per
day. In addition, it is anticipated that the trains are to increase in length. The study also
examined the current and future vehicle volumes and issues on the major roads and highways
in the study area. Existing capacity issues were noted on Highway 1, Highway 10
(Glover Road) and 56 Avenue in the Township and City of Langley.

It was projected that by 2031 these road corridors would experience increased congestion due
to population and employment growth. There may be significant congestion and travel time
reliability issues on Highway 10, 200 Street and at some locations on 16 Avenue. The road-rail
interface was evaluated by examining the average annual daily traffic (AADT), the average
volume of trains per day, and the trains average daily occupation of intersections and the
crossings ranked into three tiers. Locations with significant train delays and high vehicle
volumes included the Langley Bypass (MoTI), 200 Street (Langley City), Fraser Highway
(Langley City), Crush Crescent (Township), 216 Street (Township) and Glover Road
(Township).
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Candidate Project Identification

Crossings were filtered to create a short list of at-grade crossing locations as well a potential
road projects for further evaluation. Tier 1 locations were those with both significant train delays
and high vehicle volumes. Tier 2 locations were those with either significant train delays or high
vehicle volumes, but not necessarily both. Tier 3 locations were with low traffic volumes and
relatively low delays. Some locations such as Crush Crescent, Glover Road 216 Street were
grouped together given their proximity as well as to provide a logical solution. Rail locations
retained for further evaluation included the Langley Bypass, 200 Street, Fraser Highway,
Crush Crescent, Glover Road and 216 Street. Roads considered for further evaluation included
16 Avenue and Highway 13.

Project Development and Screening

Candidate projects were further developed and reviewed to determine their feasibility and if they
met the objectives of the study. Conceptual project scopes and designs were developed.
Projects were either screened out, retained for future potential or retained for further evaluation.
The Langley Bypass was screened out from further evaluation due to cost, technical issues and
community impacts. Projects retained for further evaluation or future potential included:

200 Street Grade Separation Option 2 (see Attachment B, feature sheet 5b): A grade
separation of 200 Street over the railway crossing connecting to at-grade intersections at
Fraser Highway and the Langley Bypass.
Network Option with Railway Crossing Information System (see Attachment B, feature
sheet 5c): Expansion of the RCIS system, a possible roadway connection between
53 Avenue and 196 Street and a road connection between 202 Street and 203 Street
between the Langley Bypass and 62 Avenue.
216 Street/Glover Road Grade Separation/Widening (see Attachment B, feature sheet
7c): A rail overpass at 216 Street with a tight diamond interchange along with
associated road network improvements including the extension of Glover Road west
of the rail corridor south to Worrell Crescent, the closure of the Glover Road,
Smith Crescent and Worrell Crescent at grade crossings, and the widening of
Glover Road (Highway 10) from 64 Avenue to 216 Street.
Whistle Cessation Projects (see Attachment B, feature sheet 12): Where grade
separation cannot be achieved, rail crossing and road improvements can be undertaken
to meet whistle cessation requirements.
16 Avenue Corridor Widening (see Attachment B, feature sheet D): The widening of
16 Avenue in Surrey/Langley/Abbotsford to 4 lanes with a connection to Marshall Road /
Highway 1.
Highway 13 Climbing Lane/Aldergrove Border Crossing improvements (see Attachment B,
feature sheet H).

Project Short List and Evaluation

The screened projects were further evaluated using a multiple account evaluation framework
that included factors such as travel time costs, vehicle operating costs, safety, emergency
access, road-rail cross product, construction cost, operation and maintenance costs, salvage
value, benefit cost ratio, alignment with plans and policies, community identify, noise, visual
impacts, property impacts, emissions and pollution, goods movement and local business
impact.
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Based upon customer service criteria, the projects were ranked in the following order from the
most to the lease benefit; 16 Avenue Corridor widening, Highway 13 Climbing Lane,
216 Street/Glover Road Grade Separation, 200 Street Grade Separation, 184 Street Grade
Separation, Railway Crossing Information System and Network Improvements, 168 Street
Grade Separation and the Marshall Road Grade Separation.

Based upon the associated change in cross project at each of the road-rail locations, the
projects were ranked in the following order from the largest to smallest change in cross product:
The 200 Street Grade Separation, 216 Street/Glover Road Grade Separation, Railway Crossing
Information System and Network Improvements, 184 Street Grade Separation, 168 Street
Grade Separation and the Marshall Road Grade Separation.

Summary of Findings

A short list of projects was developed based on the preliminary screening and evaluation as
shown on Table 3 on Page 14 of Attachment B. Overall, seven road-rail interface projects and
four major road way projects were developed to enhance trade and mitigate the impacts
associated with increased trade. Projects within the Township or adjacent municipalities that
may benefit the Township included:

200 Street Grade Separation: $60 million

Langley Network with RCIS: $10 million
216 Street/Glover Road Corridor: $77 million
Whistle Cessation (per crossing): $0.05 to 0.07 million
16 Avenue corridor widening: $190.3 million

The short listed projects above could be considered by the potential project partners along with
other priorities such as those included in the FRTA Study. In order for the projects to move
forward, the relevant GTCF partners and stakeholders must confirm their interest and priorities,
further develop the project and reach a project partnership culminating in the design and
implementation of the project.

Next Steps

The FRTA and the RBTA Studies have identified a suite of projects for the Township and
potential project partners to consider for future implementation. Based upon the information
within the studies, the projects with the greatest benefit to the Township have been identified as
follows:

1. 216 Street/Glover Road Overpass: The 216 Street/Glover Road overpass and road
network improvement option provides significant benefit to the Township and other
project partners such as MoTI, TransLink, PMV, the railways and Transport Canada.
The project enhances the link between Highway 1 and Highway 10, improves the
capacity of Highway 10 (Glover Road), eliminates several at grade rail crossings which
improves safety, rail operations and enhances goods movement.

2. 16 Avenue corridor widening: The corridor has been examined in greater detail in other
studies with the short, medium and long term improvements being identified. The
Township is proceeding with the implementation of the short term improvements. The
medium and long term improvement require partnership with adjacent municipalities and
senior levels of government due to the project scope and cost.
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3. 200 Street Grade Separation: While not in the Township, the 200 Street Grade
Separation would also provide significant benefit to Township residents and the
Township may wish to consider a potential contribution to the project. However, grade
separation at this location would have to be initiated by the City of Langley.

4. Whistle Cessation: Improvements are being undertaken at many of the at-grade

crossings within the Township to meet the new Transport Canada at-grade crossing
standards. The installation of flashing lights, bells and gates at additional crossings to
the meet the basic requirements for whistle cessation could also be undertaken.

5. Langley Network with RCIS: The project consists of road improvements within the
City of Langley, a road connection to the Township, and enhancement of the RCIS
system in both municipalities currently being implemented by MoTI. One element of the
project, the connection of 202 Street and 203 Street between the Langley Bypass and
62 Avenue would connect to the Township. Staff are currently examining options for
improvements on the 62 Avenue for future discussion with the City of Langley. Options
for this potential road connection will be included as part of those discussions.

6. 96 Avenue Grade Separation: The grade separation of 96 Avenue west of Fort Langley
provides benefit to the community in terms of addressing community severance and
emergency access. This project would be a lower priority compared to the other projects
identified in the study, but may be considered in the future.

Staff will include the projects to be considered as part of an update to the Townships
Development Cost Charge (DCC) program, currently underway, for potential funding
contributions; and will initiate discussions with potential project partners to further develop
the project scopes and potential partnerships.

Respectfully submitted,

Paul Cordeiro
MANAGER, TRANSPORTATION ENGINEERING
for
ENGINEERING DIVISION

ATTACHMENT A FRTA Study Executive Summary (full report available upon request)

ATTACHMENT B RBTA Study Executive Summary (full report available upon request)
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Attachment A

FRASER RIVER TRADE AREA

MULTI-MODAL TRANSPORTATION
NETWORK PLANNING STUDY
EXECUTIVE SUMMARY
SEPTEMBER 2016

Submitted By:

PARSONS
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FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY

FINAL REPORT

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

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Subsequent discussions regarding various road and / or rail Stakeholder Engagement

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

Municipalities Industry Associations

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

Figure E.2: FRTA Study Process

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Several rounds of stakeholder engagement were undertaken, The following Aboriginal groups were notified of the FRTA Study
generally following the process shown in Figure E.3. and provided with an opportunity to participate in the engagement
program:
Cowichan Tribes Seabird Island First
Nation
Halalt First Nation
Katzie First Nation Semiahmoo First Nation

Kwantlen First Nation Shxwowhamel First

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

Aboriginal Engagement

In addition to engaging the various stakeholders, a complementary

engagement process was also undertaken with several First
Nations in the Lower Mainland, the Fraser Valley, and on
Vancouver Island.

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

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

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

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

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Figure E.4: West Segment Initial and Retained Issues

Table E.1: Initial Issues List - West Segment (Screening Results)

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

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Figure E.5: Central Segment Initial and Retained Issues

Table E.2: Initial Issues List - Central Segment (Screening Results)

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

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Figure E.6: East Segment Initial and Retained Issues

Table E.3: Initial Issues List - East Segment (Screening Results)

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

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

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

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

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Option Location Plan View

Proposed Marine Way Westbound Dual Left Turn

North Fraser Way at Marine Way

Dual Westbound Left Turn
Location: North Fraser Way at Marine Way
Road Authority: City of Burnaby
Rail Authority: CP Rail

Purpose Option Description

To increase the capacity of the intersection and to Immediately south of the intersection, North Fraser Way
reduce spillover from the westbound turn lane into the crosses the CP Rail Marpole Spur at-grade. The
westbound through-lanes along Marine Way, this pavement at this crossing would need to be widened
option would consist of the construction of a second slightly in order to provide a second receiving lane, and
left-turn bay at the Marine Way and North Fraser Way the railway crossing signals would have to be relocated
intersection. This additional lane would increase the and upgraded.
capacity of the intersection for vehicles turning left into
the Big Bend Industrial Area from Marine Way. The It is anticipated that this option could be implemented
The intersection of Marine Way and North Fraser
dual left-turn movements would improve the efficiency without any major property impacts (other than widening *Not a design drawing, for illustrative purposes only.
Way is often congested, particularly in the
of goods movement by enabling more left-turning North Fraser Way across the railway corridor), by
westbound direction in the AM Peak Hour. This
capacity to access the Big Bend Industrial Area, as eliminating of the dedicated right-turn lanes. This option
congestion impacts the efficiency of truck-based
well as ensuring that trucks (and other vehicles) bound would also provide space for the multi-use path on the Proposed Cross Section
goods movement (as well as other vehicles) to / from
for the Big Bend Industrial Area do not obstruct trucks south side of Marine Way to continue eastward from Marine Way at North Fraser Way Looking West
the Big Bend Industrial Area, as there is insufficient
(and other vehicles) travelling westbound along Marine this intersection.
capacity to accommodate the left-turn volumes from
Way.
Marine Way westbound onto North Fraser Way
southbound. This causes left turning traffic to spill
into the median westbound through-lane along
Marine Way, and therefore also delays goods 0 3 6 9 c
movement and other traffic on this major corridor that Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits
Option Evaluation
connects to the Boundary Road and Knight Street
corridors. Score Comments
Financial $2.3 M Capital cost ($2016).
Customer Service 9 Mitigate or eliminate vehicular delays associated with the westbound
left turn movement at the intersection. Provisions for eastward
extension of Multi-Use Path on the south side of Marine Way.
Socio-Community 6 Surrounding communities would be unaffected by this option, while
noise and visual impacts would remain unaffected. In addition,
emergency vehicle access and delays are anticipated to be
unaffected.
Train Volumes & AADT Environmental 6 No significant environmental impacts anticipated.
2015 2030 Economic Development 9 Improves truck and vehicular access to the Big Bend Industrial
Trains / Day: 1 1 Area; improves the efficiency of goods movement.
Total Blockage Delay (hh:mm): 0:02 0:02
Marine Way AADT: 39,300 45,200
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Option Location Plan View

Moray Channel Bridge Replacement and Sea Island Way Signal Coordination Plan View

Moray Channel Bridge

Replacement
Location: Moray Channel Bridge between Lulu Island and Sea Island
Road Authority: Ministry of Transportation and Infrastructure
Rail Authority: N/A

Mitigated:

Purpose Option Description

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

Proposed Westminster Highway Rail Overpass

Westminster Highway Overpass

Location: Westminster Highway at the Ewen Industrial Branch crossing
Road Authority: City of Richmond
Rail Authority: CN Rail

*Not a design drawing, for illustrative purposes only.

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

Overall Scope of Proposed Options

Portside Road Overpass & Upgrade

Location: Portside Road at / south of Blundell Road
Road Authority: City of Richmond and Port of Vancouver
Rail Authority: CN Rail

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

Scope of Blundell Road Widening

Blundell Road Widening

Location: Blundell Road west of Nelson Road
Road Authority: City of Richmond
Rail Authority: N/A

Purpose Option Description

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

Plywood Road and Highway 17 Interchange

Plywood Road / Grace Road

Interchange at Highway 17
Location: Plywood Road / Grace Road and Highway 17
Road Authority: City of Surrey, BC MoTI and Port of Vancouver
Rail Authority: BNSF, port tenants

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

Proposed Bell Road Overpass and Road

Bell Road Overpass

Location: CN Rail Yale Subdivision in Abbotsford east of the Mission Bridge
Road Authority: City of Abbotsford
Rail Authority: CN Rail

Purpose Option Description

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

Proposed 96 Avenue Overpass and Road

96 Avenue Overpass
Location: CN Rail Yale Subdivision in Township of Langley west of Fort
Langley
Road Authority: Township of Langley
Rail Authority: CN Rail

Purpose Option Description

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

Allen Way Interchange, and Harris Road Overpass and Underpass

Harris Road Underpass &

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

Purpose Option Description

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

Total Blockage Delay (hh:mm): 1:47 3:05 Enables improved rail operating efficiency of CPs intermodal facility
Economic Development C and of Highway 7 for trucking, both of which will help the region
Highway 7 AADT: 67,000 74,000 accommodate potential growth in demand for international trade.
Harris Road AADT: 22,500 23,900
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FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY
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Option Location Plan View

Proposed Kennedy Road Overpass

Kennedy Road Overpass

Location: Kennedy Road south of Highway 7
Road Authority: City of Pitt Meadows
Rail Authority: CP Rail

Purpose Option Description

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

Proposed Westwood Street Underpass and Road*

Westwood Street Underpass

Location: Westwood Street north of Dewdney Trunk Road
Road Authority: City of Coquitlam and City of Port Coquitlam
Rail Authority: CP Rail

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

Westwood Street AADT: 21,000 33,800 Economic Development C Enables improved rail operation efficiency at CPs Coquitlam Yard,
which will help the region accommodate potential growth in demand
for international trade.
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FRTA MULTI-MODAL TRANSPORTATION NETWORK PLANNING STUDY
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Option Location Plan View

Proposed Kingsway Avenue Overpass

Kingsway Avenue Overpass

Location: Kingsway Avenue east of Westwood Street
Road Authority: City of Coquitlam and City of Port Coquitlam
Rail Authority: CP Rail

s) Mitigated:

Purpose Option Description

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

0 3 6 9 c
Significant Drawbacks Some Drawbacks Neutral Some Benefits Significant Benefits
Option Evaluation
Account Score Comments
Financial $47 M Capital cost including property ($2016).
Improved rail operation efficiencies; road safety improvements by
Customer Service 9
removing conflicts trains and vehicles.
Eliminates train-related severance; eliminates whistling noise;
significant visual and property impacts to surrounding area; potential
Socio-Community 3
for some landscaping mitigation measures on leftover portions of
purchased properties.

Train Volumes & AADT Potential minor effects to Maple Creek watercourse; potential
Environmental 6 relocation of heritage property at 2050 Westwood Street required;
2015 2030 potential GHG reduction resulting from reduced idling.
Trains / Day: 13 21 Improved rail operational efficiency for access to CPs Coquitlam Yard
Total Blockage Delay (hh:mm): 0:42 1:21 this could help provide additional capacity for goods movement by rail
Economic Development 9
to and from anticipated new terminals in the North Shore Trade Area
Kingsway Avenue AADT: 14,500 18,500 and Fraser Richmond Industrial Lands.
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Option Location Plan View

Pitt River Road Overpass

Pitt River Road Overpass

Location: Pitt River Road and Highway 7
Road Authority: City of Coquitlam
Rail Authority: CP Rail

Purpose Option Description

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

Colony Farm Road Overpass

Colony Farm Road Overpass

Location: Colony Farm Road and Highway 7
Road Authority: City of Coquitlam
Rail Authority: CP Rail
ID: 3201E (East Segment)
Gateway Issue(s) Rail operational and capacity constraints along the CP Westminster
Mitigated: Subdivision

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

FINAL REPORT

Implementation Strategy to any individual project. To administer the program, a single

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

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FINAL REPORT

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

Table E.5: Summary of Potential Beneficiaries and Delivery Agencies

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

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

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A number of other implementation considerations have also been Other Key Initiatives
identified for each recommended option based on the input
received and technical analysis conducted during the issue In addition to the 14 recommended mitigation options, there are a
identification through option evaluation steps. These number of other key initiatives that have been developed or
implementation considerations include items such as: documented during the FRTA Study which could address several
other key transportation issues identified through the technical
Timing / priority
analysis and stakeholder engagement activities. These key
Project Bundling initiatives are listed below for further consideration by the GTCF:
Project Development Duration Whistle Cessation at the locations identified through the
Construction Duration Community Impact Assessment

Project Approvals and Permitting Brunette Avenue Interchange including New Westminster Rail
Crossings
Pubic Consultation
Old Yale Road Overpass and Brownsville Area
First Nations Consultation
Sunbury and Tilbury Interchanges
Potential Major Delivery Risks, Challenges and
Considerations Fraser Richmond Industrial Lands access Improvements

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 F.1

Attachment B

Final Report
Roberts Bank Trade Area Study
Executive Summary

Submitted to
Gateway Transportation
Collaboration Forum

Submitted by

In association with:

April 2016
 F.1

FINAL

RobertsBankTradeAreaStudy
ExecutiveSummary

Preparedfor

GatewayTransportationCollaborationForum

April2016

MetrotowerIISuite2100
4720Kingsway
Burnaby,BCV5H4N2

InAssociationwith:

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 F.1

Contents

Section Page
ExecutiveSummary.............................................................................................................................1
Background...................................................................................................................................................1
StudyPurposeandMethodology.................................................................................................................4
ProblemDefinition........................................................................................................................................5
RailConditionsAssessment.............................................................................................................5
RoadConditionsAssessment...........................................................................................................8
ProjectIdentificationandScreening.............................................................................................................9
CandidateRoadRailInterfaceProjects.........................................................................................10
CandidateMajorRoadwayProjects...............................................................................................11
ProjectShortlistandEvaluation................................................................................................................13
ShortlistedRoadRailInterfaceProjects.......................................................................................14
ShortlistedMajorRoadwayProjects............................................................................................16
RecommendationsandNextSteps.............................................................................................................17

Attachment
ShortlistedProjectFeatureSheets

Tables
1 CandidateRoadRailInterfaceProjectsandPreliminaryScreening..............................................11
2 CandidateRoadwayProjectsandPreliminaryScreening..............................................................13
3 FinancialEvaluationSummary.......................................................................................................14

Figures
1 RobertsBankRailCorridorProjects.................................................................................................2
2 RobertsBankTradeAreaStudyAreaMap...................................................................................4
3 RobertsBankTradeAreaStudyMethodology................................................................................5
4 RoadRailTrafficExposureWithandWithoutRobertsBankRailCorridorInvestments................6
5 ExistingandFutureRailwayConditions...........................................................................................7
6 AtgradeRoadRailCrossingExposureSummary............................................................................8
7 ProportionofHeavyTrucksbyFreightMarketSector....................................................................8
8 2031AMPeakHourTruckVolumesandSpeeds.............................................................................9
9 CandidateMajorRoadwayProjects...............................................................................................12

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ExecutiveSummary

Background
TheRobertsBankTradeArea(RBTA)spansacrosssix
municipalities(CorporationofDelta,CityofSurrey,City
ofWhiteRock,CityofLangley,TownshipofLangley,and
CityofAbbotsford)andseveralFirstNations.Inaddition
tothesecommunities,TransLink,BritishColumbia
MinistryofTransportationandInfrastructure(BCMoTI),
TransportCanada,andPortMetroVancouver(PMV)
playaroleinfacilitatingtheefficientandsafemovement
ofpeopleandgoodsinthisarea.AsshownonFigure1,
theRBTAencompassesmuchofthearealocatedsouth
oftheFraserRiverandisstrategicallylocatedinthe
internationalsupplychainbetweenNorthAmericaand
itsAsiaPacifictradingpartners.ItishometoPMVslargestcontainerfacilityandmajorcoalterminalat
RobertsBank,andtheRobertsBankRailCorridor(RBRC)animportant,70kilometre(km)railnetwork
connectingtheportterminalswiththerestoftheNorthAmericanrailnetwork.Since2007,theRBRC
ImprovementProgram,undertheAsiaPacificGatewayandCorridorInitiative,hasinvested$307million
inapackageofroadandrailinfrastructureimprovementsfundedthroughacollaborationof12agencies
representinglocal,regional,provincial,andfederalgovernments,aswellastheprivatesectorandPMV.
AlloftheRBRCprojectshavebeencompletedandcomprisedeightinfrastructuregradeseparationsand
aroadrealignmentprojectalongtheRBRC.TheSouthernRailwayofBritishColumbia(SRY)andBNSF
Railway(BNSF)lineswithinthisstudyareaalsoservicetheGreaterVancouverGatewayandwere
includedinthiscurrentstudy.ComplementarytotheRBRC,theProvinceofBritishColumbias(BCs)
GatewayProgramincludedtheSouthFraserPerimeter
Road,whichisanewfourlane,37kmroadwayalong
thesouthernsideoftheFraserRiverthatconnects
DeltaportWayinDeltatoHighway1inSurrey.Thisnew
provincialhighwayalsoconnectstoHighways15,17,91,
and99,andwasfundedbytheprovincialandfederal
governmentsthroughtheAsiaPacificGatewayand
CorridorInitiative.Thisnewcorridorisalsoadesignated
truckrouteconnectingtoindustriallandsalongthe
FraserRiverandhashelpedtoremovetrucktrafficfrom
themunicipalroadnetwork.

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Figure1.RobertsBankRailCorridorProjects

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TherearetwoterminalsatRobertsBank:
Deltaport,whichhandlescontainers;and
Westshore,whichhandlescoal.The
operationofthesetwomarineterminals
dependsheavilyonawellconnectedand
efficientrailandroadcorridortobring
commoditiestoandfromtheterminals.In
2014,therewerejustover1,100ship
movementsatthesetwodeepseaterminals,
whichresultedinthemovementof
1.74million20footequivalentunits(TEUs)
ofcontainersand25.0milliontonnesofcoal.
Thisrepresentsapproximately60to65percentofthetotalVancouverGatewaytradeincontainersand
coal,respectively.ProjectedincreasesinthesevolumesatRobertsBankare2.4to3.0millionTEUsin
containersand35.0milliontonnesincoalby2030,whichwill,inturn,generateadditionalrailtrafficon
theRBRCandtrucktrafficontheroadnetwork.Totalcontainercapacityisexpectedtoincreaseto
4.8millionTEUs,includingthecurrentexpansionofDeltaportandthedevelopmentofthenew
RobertsBankTerminal2.Othercommoditiesalsomovethroughthestudyarea,includinglumber,
agricultural,manufacturedfood,andotherproducts.Muchofthisothertrademovesthroughthe
CascadeBordercrossingstoandfromtheUnitedStates(U.S.).
Tosupportcontinuedtradegrowthandrelatedactivities,whileminimizingimpactsinneighbourhoods
andcommunities,theRBTAStudywascommissionedbytheGatewayTransportationCollaboration
Forum(GTCF)in2015.Thestudypurposewastoidentifypotentialissuesandmitigatingprojectsand
seniorgovernmentfundingopportunities,suchasthefederalgovernmentsNewBuildingCanadaFund
forpriorityGatewayrelatedprojectsintheRBTA.TheRBTAStudywasguidedbytheGTCFSteering
Committee,consistingofTransportCanada,PMV,BCMoTI,SouthCoastBritishColumbiaTransportation
Authority(TransLink),andGreaterVancouverGatewayCouncil(GVGC).Thestudyprovidesan
opportunitynotonlytorevisittheRBRCcorridor,butalsotoexpandthestudyareainseveralways:to
includetheroadandrailnetworksincommunitiessouthofFraser,andtoassesscommunityneedsin
aligninglocalinterestinqualityoflifewiththenationalinterestininternationaltradeandeconomic
competitiveness.Identificationandmitigationofroadrailconflictsandothernetworkconstraintsinthe
studyareaareakeypartofthisstudyandareessentialtothenationalsupplychain,thelocaleconomy,
andthequalityoflifeforresidentsintheRBTA.Similarstudieswerepreviouslyundertakenforthe
NorthShoreTradeAreaandtheSouthShoreTradeArea,aswellastheFraserRiverTradeArea,whichis
stillunderway(Figure2).

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NorthShore
TradeArea

SouthShore
TradeArea
FraserRiverTradeArea

RobertsBankTradeArea

LEGEND
RoadClassification TradeAreas
Freeway/Expressway/Highway TradeAreaBoundary
ArterialRoad RailNetwork
CollectorRoad
Local/Street/Other

Figure2.RobertsBankTradeAreaStudyAreaMap

StudyPurposeandMethodology
ThepurposesofthisRBTAStudyaretobuildonthepreviousworkcompletedontheRBRC,expandthe
geographicscopetoincludesouthofFrasercommunities,andidentifyandevaluatepotentialroadway
androadrailinterfaceprojectsthatareneededtoenhancetheefficiencyandreliabilityofthegateway,
aswellastoenhancecommunitylivability.Theoverallstudyprocessissummarizedasfollowsand
depictedonFigure3:
Stage1ProblemDefinitiondescribedthecurrentandfuturetransportationnetworksand
demandsforinternationaltradewithintheRBTA.Italsohighlightedthegreatestissuesand
challengesintermsofroadandrailwayoperations.
Stage2CandidateProjectIdentificationwasconductedtoidentifyandreviewpotential
improvementswiththestudypartnersandstakeholders,includinglocalmunicipalities.
Considerationsweregiventothemostsignificantroadrailinterfacechallengesfacingcommunities
inthestudyarea,aswellasmobilityandcapacityissuesalongmajorroadwaysthatsupport
internationaltrade.
Stage3ProjectScreeningandShortlistEvaluationwasundertakentoconfirmtechnicalfeasibility
andsupportingroadwaysandaccessstrategiesinthecaseoftheroadrailinterfaceprojects.All
shortlistedprojectsweredevelopedtoaconceptuallevelofdetailforfurthercomparisonand
evaluationusingaMultipleAccountEvaluation(MAE)framework.

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Stage4RecommendationsandNextStepswerediscussedingeneraltermsasameansofguiding
thefutureconsiderationoftheshortlistedprojectsandthepotentialinterestsofandpartnerships
betweenGTCFagenciesandlocalmunicipalities.

Figure3.RobertsBankTradeAreaStudyMethodology

WhiletheGTCFhassponsoredandledthisstudy,localmunicipalitieswithintheRBTAwereextensively
engagedinthestudyprocess,includingindividualtechnicalmeetingsandthreeroundsofstakeholder
workshopsinanopenforumsetting.Discussionswithterminaloperatorsandrailwaycompanieswere
alsoundertakentoinformthestudyprocessandimprovementstrategies.

ProblemDefinition
RailConditionsAssessment
Whilethe2007RBRCStudywaslimitedtotheRBRCcorridorfromRobertsBankinDeltatoLangley,this
currentRBTAStudycoversalargerareasouthoftheFraserRiver,encompassingallrailandroad
corridorsthatconnecttheRobertsBankmarineterminalsinthewest,thethreeU.S.Canadatruck
bordercrossingsinthesouth,andtheinterfacewiththeFraserRiverTradeArea(FRTA)inthenorth.
TherailcorridorswithintheRBTAareownedandoperatedbyfourrailwaycompanies(CanadianPacific
Railway[CPRail],BCRailwayCompany,SRY,andBNSF)thatserveallfreightrailoperationsintheRBTA.
TheCanadianNationalRailwayCompany(CNRail)alsooperatesasignificantnumberoftrainsthrough
thistradearea.

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SincethecompletionoftheRBRC
improvementsin2014,itisestimated Estimate
thatthecombinedtrafficexposure
(measuredbythecrossproductof
dailytrainandvehiclevolumes)has
beenreducedby40percentatallthe
Estimate
atgraderoadrailcrossinglocations
alongtheRBRC(Figure4).By2031,the Estimate
Observed
benefitsoftheseupgradesare
anticipatedtogrowastheroadandrail Observed
trafficvolumescontinuetoincrease.
Thisinfrastructurehasnotonly
addressedrailcrossingconflictsat
specificlocations,buthasalsoprovided
alternativeroutes(newlinkages)along
majorroadwaystobypassdelaysand
reduceoverallexposureinsomeofthe Figure4.RoadRailTrafficExposureWithandWithoutRobertsBank
busiestareasoftheRBRC. RailCorridorInvestments
Note:SumincludesallatgraderailcrossingsalongtheRBRCfrom
Today,therailcorridorsintheRBTA RobertsBanktotheLivingstonejunctioninLangley
supportanywherefromfourtrainsper
dayalongtheSRYsegment(betweennorthLangleyandAbbotsford)to17trainsperdayalongtheRBRC
(toColebrookRoadand72ndStreet).Correspondingly,traindelaystoroadwaytrafficcanrangefrom5
minutestoasmuchas96minutesperdaybetweentheleastandbusiestsegments,respectively.
Lookingahead,significantgrowthinrailtrafficisforecastedinthewesternandcentralpartsoftheRBTA
asaresultofthecurrentDeltaportandWestshoreterminalexpansionsandthepotentialnewRoberts
BankTerminal2Project.AsshownonFigure5,asmanyas12additionaltrainsperdayontheRBRCare
expectedoverthenext10ormoreyears1.Thisincreaseintrainactivityandtrainlengthwillalsoimpact
thelengthofroadtrafficdelayexperiencedattheatgraderailcrossings.
Ontheotherhand,theprojectedgrowthintrainactivityintheeasternpartsoftheRBTAisnotexpected
tochangesignificantlyoverthenext10years.

1Basedonfuturerailoperatingplansthathavebeenincorporatedintheregionalrailsimulationmodel.

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Figure5.ExistingandFutureRailwayConditions

WithintheRBTA,thereareapproximately80publicatgraderailwaycrossingsofminorandmajor
roadways;oftheseapproximately20percentarelocatedonarterialroadsandhighways(includingthe
MajorRoadNetwork).Areviewoftheprojectedincreaseintrainactivity,alongwithforecastedroad
trafficvolumesusingtheRegionalTransportationModel(RTM),confirmsthatoverallroadrailconflicts
willcontinuetoincreaseandthattheextentofdelaytothemunicipal,regional,andprovincialnetworks
willgrow.Figure6illustratestheatgradecrossinglocationswhereexposuretoroadrailconflictsare
highestintheRBTA:Tier1locationshavehighexposuretodayandinthefuture;Tier2locationswill
potentiallyexperiencehightrafficexposureinthefuture;andTier3locationshaverelativelylow
exposurebasedoncurrentandforecastedconditions.

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Definitions
Tier1Locationswithhightrainandvehicle
volumestodayandinthefuture
Tier2Locationswitheitherhightrainorvehicle
volumesandcouldbecomeanissueinthefuture
Tier3Nocurrentissuesandnoanticipated
futureissues
Tier1and2locationsconsideredaspartof
shortlistoflocations

LEGEND
RailbyOwner RoadClassification TradeAreas Tier
BCRailwayCompany Freeway/Expressway/Highway TradeAreaBoundary Tier1
BurlingtonNorthernSantaFe ArterialRoad Tier2
CanadianNational CollectorRoad Tier3
CanadianPacific Local/Street/Other
SouthernRailwayofBC

Figure6.AtgradeRoadRailCrossingExposureSummary

RoadConditionsAssessment
HighwaysandmajorroadswithintheRBTAnotonlyserve
portfacilitiesandrailyards,theyprovideimportant
connectionsforthemovementofgoodsbetweenthe
LowerMainland,therestofBritishColumbia(BC),and
Canada,aswellastheU.S.throughthreeCascadeBorder
truckcrossingsHighways15(PacificHighway),13
(Aldergrove/Lynden),and11(Huntingdon/Sumas).The
roadnetworkprimarilyservesregionalcommutertraffic
withinsixgrowingmunicipalitiessouthoftheFraserRiver.
Truckvolumestypicallymakeup8to12percentof
roadwaytraffic,dependingonlocation.
BasedonrecentfindingsfromtheAppliedFreight
ResearchInitiative(AFRI,acollaborationbetween
TransportCanada,BCMoTI,andTransLink),about

50percentofalltrucksmovingthroughandwithinthe
LowerMainlandservenationalorinternationaltrade(Asia Figure7.ProportionofHeavyTrucksby
PacificGateway,CascadeBorder,andInterRegional), FreightMarketSector
whiletheremainderareregional(servingoriginsand
destinationswithintheLowerMainland),asshownonFigure7.

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AsillustratedonFigure8,north/southtruckcorridorsprincipallyservinginternationaltradewithinthe
RBTAincludeHighways15,17,91,and99.Highways1,10,and91supportmosteast/westtrucktraffic
throughtheRBTA.Othermajorroadwaysservingalargevolumeoftrucktrafficwithintheregion
includeKingGeorgeHighway,152ndStreet,FraserHighway,and200thStreet(andallofthesearepartof
theregionsMajorRoadNetwork).
Figure8alsoillustratestheforecastedmorning(AM)peakhourtruckspeedasapercentageofposted
speed,withcongestedroadwaysegmentshighlighted.Mostofthemajortruckroutesmentioned
experiencesomedelaysduringthepeakperiods.FraserHighway,200thStreet,andHighway10have
atgradecrossingsalongthebusiestraillinesintheRBTA,resultinginadditionalvehicledelaybeyond
theconditionsforecastintheRTM.Withtheobjectivetosupportandenhanceinternationaltrade,
corridorimprovementstrategieswereconsideredaspartofthisstudy.

Figure8.2031AMPeakHourTruckVolumesandSpeeds
Source:MetroVancouverRegionalTransportationModel

ProjectIdentificationandScreening
BasedontheStudyPurposeandProblemDefinitionintheprecedingsections,apreliminarylistof
candidateimprovementprojectswasdevelopedthroughconsultationwiththeGTCFpartnersandlocal
municipalities.ConsistentwiththeoverarchinggoalsoftheGTCFandtheNewBuildingCanadaFund,a
proposedprojectmustsupportinternationaltradeandprovideoverallnetbenefitstohostcommunities.
WithintheRBTA,candidateprojectsweredividedintotwocategories:(1)RoadRailInterfaceProjects
and(2)MajorRoadwayProjects.AttheTier1roadrailinterfacelocations,gradeseparationconcepts
wereidentifiedandevaluatedtoreduceroadrailconflictsandtraveldelay.Further,theseprojectswere
evaluatedfortheirpotentialtosupportgatewaytrafficandinternationaltrade.Forhighwaysandmajor
roadwaysservinginternationaltraderelatedtraffic,candidateroadwaywideningandinterchange
projectswereidentifiedandevaluatedtomeetthestudyobjectives.

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Inallcases,candidateprojectsweredevelopedtoaconceptuallevel,bothtoassesstheirfeasibilityand
toconfirmwhethertheycouldbereasonablyimplementedwithinthenext10years.Thepreliminarylist
ofprojectswasscreenedandcategorizedasfollows:
1. RetainedforFurtherEvaluation:Projectsthatmetthestudyobjectivesandcouldbeimplemented
withinthenext10years;theseprojectswereretainedintheprojectshortlistforacomprehensive
MAE,includingconstructioncostestimates.
2. ScreenedforLongtermPotential:Projectsthatmetthestudyobjectivesbutcouldnotbe
reasonablyimplementedwithinthenext10years;theseprojectsaredocumentedforlongerterm
planningandfundingconsiderations.
3. ScreenedOut:Projectsthatdonotmeetthestudyobjectivesorhavemajorshowstoppersintermsof
implementation:gradeseparationconceptsthatarenottechnicallyfeasibleorwouldhavesignificant
impactsonpropertyandbusinesseswerescreenedout;somemajorroadwayprojectsidentifiedby
stakeholderswerealsoscreenedout,sincetheydonotdirectlybenefitinternationaltrade.
Thescreeningevaluationofthecandidateroadrailinterfaceandmajorroadwayprojectsisdescribedin
moredetailinthefollowingsections.Projectfeaturesheetsforeachofthecandidateprojectsare
providedattheendofthisExecutiveSummary.FeaturesheetsfortheshortlistedprojectswithMAE
resultsareprovidedattheendofthisExecutiveSummary.

CandidateRoadRailInterfaceProjects
Forthehighestranked,Tier1,atgradecrossinglocationsshownonFigure6,improvementconcepts
wereidentifiedanddevelopedtominimizeconflictsandoveralldelaysassociatedwithincreasedtrain
activityandtrafficvolumes.Inconsultationwiththestudypartnersandlocalmunicipalities,themost
feasiblegradeseparationconceptswereevaluatedandcategorized,asdiscussedearlier.Asshownin
Table1,anumberofgradeseparationlocationswerescreenedoutfromfurtherrevieweitherbecause
theyweretechnicallynotfeasibleorbecausetheyweremoreappropriatewhenconsideredlocally
throughlongertermplanning(becauseoftheirimpactsonexistingbusinessesandlanduses).For
example,gradeseparationoptionsatCrescentRoadwerephysicallychallengingandhadsignificant
communityimpactsthatcouldnotbemitigatedintheshortterm.
WithinthecoreLangleyarea,gradeseparationconceptsalongtheLangleyBypass(Highway10)were
notfeasiblewithoutsignificantpropertyandbusinessimpacts,aswellaschangestotheelevationofthe
GloverRoad/LangleyBypassintersection.AlthoughFraserHighwayand200thStreet(Option1over
LangleyBypassandRBRC)gradeseparationconceptswerefeasible,thepropertyrequirementsand
businessimpactswouldbesignificant.Localareaplanning,strategicpropertyacquisition,andthedesign
andconstructionoflightrailtransit(inthecaseoftheFraserHighway)couldpotentiallybeleveragedto
managetheimpactsoftheseoptionsoverthenext10ormoreyears.
Beyondthepotentialofnewgradeseparations,strategiestooptimizerecentinvestmentsintheRBRC
ImprovementProgramarealsoidentified.Thesecandidateimprovementsincludednewroad
connectionsonthemunicipalsystem,aswellastheuseofadvancedrailwarningsystemsforvehiclesto
access,andmakebestuseof,alternatecorridors.Whereexposuretotrainactivityislower,otherminor
improvementswerealsoconsidered,suchaswhistlecessationtoreducenoiseimpactsandclosuresat
otherlocalandcollectorroadlocations.
WithinthecoreAbbotsfordarea,gradeseparationoptionsalongEssendeneAvenue,GeorgeFerguson
Way,andMcDougallAvenueeachwouldhavesignificantcommunityandbusinessimpactsonthe
historicaldowntownarea.However,therearefeasible,longerterm,gradeseparationconceptsalong
themodifiedGeorgeFergusonWayandMcDougallAvenuealignments,whichmaybeconsidered
throughlongertermplanningduetotheirpropertyandbusinessimpacts.

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Table1.CandidateRoadRailInterfaceProjectsandPreliminaryScreening

ScreenedforFuture RetainedforFurther
CandidateRoadRailCrossingProjects ScreenedOut Potential Evaluation

CrescentRoadCrossinga
168thStreetCrossing
184thStreetCrossing
FraserHighway/ProductionWayCrossing
200thStreet/ProductionWayCrossing (Option1) (Option2)
LangleyBypass/GloverRoadCrossinga
216thStreet/Crush/GloverCrossings
GeorgeFergusonWayCrossing (Option1) (Option2)
EssendeneAvenueCrossing
McDougallAvenueCrossing (Option1and2b) (Option2a)
MarshallRoadCrossing
LangleyRCISandNetworkConnections
WhistleCessation(otherlocations)

Notes:
a. Screening/evaluationofthisprojectisbasedonpreviousorongoingworkbyothers.
RCIS=RailwayCrossingInformationSystem

CandidateMajorRoadwayProjects
Inordertoaddressprojecteddelaysandcongestionalongmajorroadwaysthatsupportgoods
movementandinternationaltrade,thestudypartnersandmunicipalitiesidentifiedseveralcorridorsfor
improvementsandupgrade,mostofthesealreadyhavingbeenidentifiedinmunicipaltransportation
plans.Figure9illustratesthecandidatemajorroadwayprojectsthatwereidentifiedandunderwent
furtherreviewandscreening.Foreachproject,themagnitudeoftruckactivityconnectedto
internationaltradewasconsideredastheinitialfilter.Inparticular,truckvolumesandorigindestination
patternsgeneratedfromtheMetroVancouverRegionalTruckModelwereusedtoassessconnectivity
toactivitynodesservinginternationaltrade,aswellastotheU.S.border.

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LEGEND
RailbyOwner RoadClassification TradeAreas Tier RoadBasedProjects
BCRailwayCompany Freeway/Expressway/Highway TradeAreaBoundary Tier1 CorridorProjects
BurlingtonNorthernSantaFe ArterialRoad Tier2 PointProjects
CanadianNational CollectorRoad Tier3
CanadianPacific Local/Street/Other
SouthernRailwayofBC

Figure9.CandidateMajorRoadwayProjects

Table2summarizesthescreeningevaluationoftheeightcandidatemajorroadwayprojects.Basedona
reviewoftruckvolumesandorigindestinationpatternsateachproposedlocation,threeprojects
(Highway99/152ndStreetinterchange,192ndStreetwidening,and200thStreetwidening)havebeen
screenedout,sincetheydidnotdirectlycontributetosupportinginternationaltradeinthestudyarea.
ThewideningofHighway10(GloverRoad)wasnotconsideredfurtherasanindependentroad
improvementproject;rather,itwasincorporatedintotherailgradeseparationprojectfor216thStreet
westofGloverRoadasapackage.
Thefourremainingmajorroadwayprojectsforfurtherevaluationservethemovementofgoodsthat
wouldcontributetowardsupportinginternationaltradeinadditiontoaddressingotherregionalneeds.
DeltaportWaywideningandArthurDriveBridgereplacementwillincreasecapacityandimproveaccess
totheRobertsBankterminalsandtheTsawwassenFirstNationIndustrialLands,aswellasmitigating
communityimpactsinthelocalarea.The16thAvenuecorridorwideningfromtwotofourlaneswould
providetheonlycontinuouseast/westcorridorsouthofHighway1betweenSurreyandAbbotsford,
enhancingaccesstotheU.S.bordersforvehicles,aswellasthemovementofgoods.Finally,the
Highway13/AldergroveBorderCrossingImprovementswereidentifiedinrecentworkundertakenby
theProvinceofBCandretainedforacomparativereviewandconsiderationwithintheRBTAStudy.

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Table2.CandidateRoadwayProjectsandPreliminaryScreening
2 3
1 ScreenedforFuture RetainedforFurther
CandidateMajorRoadProjects ScreenedOut Potential Evaluation
FourlaneDeltaportWaya

ArthurDriveBridgeUpgradea

Highway99/152ndStreetInterchangea

16thAvenueCorridorWideninga

(Highway99toKingRoadConnector)

192ndStreetWidening
(between16thAvenueandHighway10)

200thStreetWidening
(betweenLangleyCityandHighway1)

Highway10Wideningb
(betweenLangleyBypassand216thStreet)

Highway13ClimbingLanea

(U.S.Borderto264thStreet)

Notes:
a. Screeningandevaluationofthisprojectisbasedonpreviousorongoingworkbyothers.
b. Thisprojectwasincludedwiththe216thStreet/Crush/GloveratgradecrossingconceptwithHighway10widenedtofour
lanesfrom64thAvenueto216thStreet.

ProjectShortlistandEvaluation
Basedontheprojectscreeningassessmentsummarizedinthisreport,ashortlistofprojectswas
retainedforfurtherevaluation.TheProjectFeatureSheets(providedintheattachmentattheendof
thisreport)illustrateanddescribeeachoftheshortlistedprojectsaseitherroadrailinterfaceprojects
ormajorroadwayprojects.
AnMAEframeworkwasdevelopedtoevaluatethebenefits,costs,andimpactsofeachoftheshort
listedprojects.Evaluationcriteriaaredescribedastheyrelatetothefinancial,customerservice,social
andcommunity,environmental,andeconomicdevelopmentaccountsforeachshortlistedproject.The
comparativeassessmentwillalsoinformfutureconsiderationsanddiscussionsonpriorityprojects
amongthestudypartners,stakeholders,andlocalareamunicipalities.
Thefinancialaccount,presentedinTable3,capturedtheoverallcostsandbenefitsofeachshortlisted
project.ConceptualClassDcapitalcostestimates(BCMoTI)weredevelopedforeachcandidateproject
usingstandardizedunitrates.Itshouldbenotedthatpropertyandothercostsformitigationwerenot
includedinthisassessmentandcouldsignificantlyimpacttheevaluationofeachconceptdifferently.
Thelongtermtraveltimeandoperatingsavings(orbenefits)associatedwitheachprojectwere
monetizedforautomobiles,trucks,andtransitcustomersinordertocalculatetotalbenefitsofthe
investmentovera25yearperiod.
Notethatotherbenefitsorimpactsassociatedwitheachprojectarecapturedasaqualitativemeasure
intheMAEandshouldbefurtherconsideredintheoverallevaluationofprojects,ratherthanjust
relyingonthefinancialresults.DetailedMAEevaluationsforeachoftheshortlistedprojectsare
providedintheattachmenttothisExecutiveSummary.

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Table3.FinancialEvaluationSummary
ProjectName ConstructionCost UserBenefits
($millions) ($millions)

ShortlistedRoadRailInterfaceProjects
2.168thStreetGradeseparation 46.0 3.8
3.184thStreetGradeseparation 44.0 5.3
5b.200thStreetGradeseparation(Option2) 60.0 9.3
5c.LangleyNetworkwithRCIS 10.0 5.8
7c.216thStreet/GloverRoadCorridor 77.0 22.6
11.MarshallRoadGradeseparation 50.0 1.5
12.WhistleCessation(estimatedcostpercrossing) 0.05to0.7 TBD
ShortlistedRoadProjects
A.DeltaportWayWidening 25.0 TBDa
B.ArthurDriveBridgeReplacement 81.0 TBDa
D.16thAvenueCorridorWidening 190.3 162.2
H.Highway13/AldergroveBorderCrossingImprovements 25.5 59.2
Notes:
a. BeingevaluatedinaseparatestudyoutsideoftheRBTAscope.
TBD=tobedetermined
ClassDcapitalcostsdonotincludecostsforpropertyormitigationandcompensation,andshouldnotbeusedforproject
budgetingpurposes.
SeeAppendixFforProjectnumberingsystem.

ShortlistedRoadRailInterfaceProjects
AssummarizedinTable3,theshortlistedroadrailinterfaceprojects,excludingwhistlecessation,rangein
costfrom$10million2forimplementingtheLangleynetworkconnectionswithRCIS,toapproximately$77
millionforthe216thStreet/GloverRoadgradeseparationandlocalnetworkimprovements.The
monetizedbenefitsintermsoftraveltimeandvehicleoperatingcostsavingsfortheseprojectsrangefrom
$1.5to$22.6millionforMarshallRoadand216thStreet/GloverRoadgradeseparation,respectively.
UnlikesomeoftheinitialRBRCgradeseparationprojects,theestimatedbenefitsintheseshortlisted
roadrailinterfaceprojectsaregenerallylowwithhighcosts.Recentlycompletedprojects,suchasthe
196thAvenueand64thAvenue/ MuffordCrescentgradeseparations,haveprovidednewroadway
connectionsandcapacitytothetransportationnetwork,inadditiontoalleviatingsomeofthedirectroad
railimpactsatnearbycrossinglocations.Theadditionalcapacitycreatedbythesenewconnectionswithin
acongestedroadnetworkhasalreadyachievedmostofthetraveltimesavings.
Conversely,theshortlistedgradeseparationprojectsidentifiedwithinthisstudydonotprovideadditional
capacityandbenefitstothenetworkbeyondsimplyreducingdelaysattributabletoincreasingtrainactivity
atatgradecrossinglocations.Assuch,therearefewertraveltimesavingsandmonetarybenefitsthanthe
previousroadrailprojectsrecentlyconstructedintheRBRCarea.
Evaluationresultsfromtheanalysisforeachoftheshortlistedroadrailinterfaceprojectsarefurther
summarizedinthefollowingsectionsbyarea.

2Notethattheestimated$10millionimplementationcostfortheLangleyNetworkOptionwithRCIS,includeslocalroadconnectionsonly.This
isinadditiontothecostoftheRCISprogramwherefundinghasbeencommittedbytheFederalGovernmentofCanada,BCMoTI,and
TransLink.

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WithintheSurreyArea
Boththe168thStreetand184thStreetcorridorsaresimilarincharacterandfunction,largely
surroundedbyagriculturallandssouthofHighway10andresidentialareastothenorth,andserving
animportantcontinuousnorth/southarterialforthegrowingGrandviewHeightsandClayton
neighbourhoods.
Bothcorridorssupportsimilardailytrafficvolumesofapproximately6,000vehiclesperdaysouthof
Highway10andarelocatedapproximately1.6kmfrom176thStreet,theclosestgradeseparated
crossingoftheRBRC.
Bothproposedgradeseparatedcrossingshavesimilarcostsandbenefits(within20percent).Based
ontheotherMAEaccountsconsidered,therewerenominaldifferencesbetweenthesetwograde
separationconcepts.Theprincipledifferenceofaslightlyhighercrossproductat184thStreetmeans
thatgradeseparationatthislocationwouldreduceexposureandimpactsofincreasingrailactivity
slightlymorethan168thStreet.
WithintheLangleyArea
Fourgradeseparatedcrossingshavebeenconstructed(192ndStreet,54thAvenue,196thStreet,and
MuffordCrescent)aspartoftherecentRBRCProgram.Thesecrossings,spacedfrom800metres(m)
to1.6kmfromeachother,providenorth/southalternativestothethreeexistingatgradecrossings
alongFraserHighway,200thStreet,andLangleyBypass.Thethreeatgradecrossingsstillexperience
thelargestexposureandimpactsofalltheatgradecrossingswithinthestudyarea,withacross
productrangingfrom565,000(FraserHighway)to855,600(LangleyBypass).
ToenhancetheinvestmentsalreadymadeintheRBRCProgram,anRCISwasidentifiedasameans
tomitigatetheimpactoftrainsattheremainingatgradecrossingsbyadvisingmotoristsonthese
overpasseswhenatrainwasblockingacrossing.AlongwiththeRCISsystem,newroadway
connectionswouldprovidefurthernetworkbenefits,withanestimatedcostof$10millionand
directuserbenefitsof$5.8million.
Withinthenext10years,theonlyotherpotentialimprovementisa200thStreetgradeseparationof
theRBRC,withanatgradeintersectionatLangleyBypass.Althoughalongergradeseparationof
therailwayandLangleyBypassispossible(inadditiontoarailgradeseparationalongFraser
Highway),eachoftheseoptionsrequirelongertermplanningduetotheirpropertyandbusiness
impacts.A200thStreetrailgradeseparationwasestimatedtocost$60million(excludingproperty),
withanestimateddirectuserbenefitof$9.3million.
IndependentofthecoreLangleyarea,thefiveatgradecrossingsadjacenttotheGloverRoad
corridorservegrowingurbanareaswithintheTownshipofLangley.Thenorthernatgradecrossing
at216thStreetprovidedthemostfeasiblegradeseparationlocationtoserveincreasingnorth/south
trafficeastofthe200thStreetcorridor,ultimatelyconnectingtotherecentlyannounced216thStreet
interchangewithHighway1.Theproposedimprovementconceptalsoinvolvedagradeseparated
connectiontoGloverRoad,realignmentofGloverRoad,andtheclosureofthethreeadditional
atgradecrossingsinthearea(southofTrinityWesternUniversity,Smith,andWorrellCrescent).
Thisproposedprojectwasestimatedtocost$77million(excludingproperty),withanestimated
directuserbenefitof$22.6million.
WithintheAbbotsfordArea
EssendeneAvenueandGeorgeFergusonWayaresituatedwithinthehistoricaldowntownareaof
Abbotsford.GradeseparationsofGeorgeFergusonWayandEssendeneAvenuewerescreenedfrom
furtherreviewduetotheirsignificantimpactsonbusinessesandpropertiesalongthecorridor.
Approximately300msouth,MarshallRoadgradeseparationwouldincludea4lanecrossingof
2railwaylines,withonandofframpsprovidedoneithersideforlocalpropertyandbusiness
access.TheMAEhighlightedsomeminorpropertyandbusinessimpactswiththisconcept,aswellas
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somechallengingtopography.Theprojectwasestimatedtocost$50million(excludingproperty),
withanestimateddirectuserbenefitof$1.5million.Eventhoughtheremaybeadditionalbenefits
andcostsnotcapturedquantitatively,thismightnotbeanattractiveinvestmentatthistimein
isolationofotherpotentialimprovements.
OverallRBTA:
Atthoselocationswheregradeseparationsarenotbeingconsidered,whistlecessationwas
identifiedtoreducenoiseimpactsandimprovecommunitylivability.Dependingonthelocation,the
costforwhistlecessationcanvarysignificantly,asinfluencedbytheexistingconfigurationof
roadways,alignmentoftherailwaycorridor,andanysightlinechallenges.Therearenoanticipated
traveltimebenefits,andtheseprojectswillnotenhanceinternationaltrade,butwouldmitigatethe
impactsofincreasedtradevolume;therefore,theywereretainedforfurtherevaluation.

ShortlistedMajorRoadwayProjects
Thefourshortlistedmajorroadimprovementprojectsrangedincostfromapproximately$25million
fortheDeltaportWayWideningandHighway13/AldergroveBorderCrossingImprovements,toasmuch
as$190millionforthe16thAvenueCorridorWidening.Thehighestmonetizedbenefitsintermsoftravel
timeandvehicleoperatingcostsavingswas$162million(16thAvenueCorridorWidening).
EvaluationresultsforeachoftheshortlistedMajorRoadwayProjectsarefurthersummarizedas
follows:
DeltaportWayWideningandArthurDriveBridgeReplacement
TheDeltaportWaywideningprojectwillsupportaccess,mobility,andreliabilitytoadjacent
industriallanddevelopment,aswellastoRobertsBank.
TheArthurDriveoverpassprojectwillprovideanopportunityforincreasedrailcapacityalongwith
mobilityforvehicleswithagradeseparatedconnectionwithArthurDriveanimportant
north/southconnectionbetweenLadnerandTsawwassen.
Thetwoprojectswereestimatedtocost$25millionand$81million,respectively,whilethedirect
benefitswillbeevaluatedinaseparatestudy.
Highway13/AldergroveBorderCrossingImprovements
Highway13providesadirectconnectionbetweenHighway1andtheU.S.bordercrossingat
Aldergrove/Lynden.Anorthboundclimbinglanebetween0Avenueand8thAvenuewillsupport
increasedvehicleandtrucktravelacrosstheborderandenhancedinternationaltrade.The
proposedimprovementswillalsomitigatetheimpactofbordercrossingactivitiesonthelocalroad
systemandimproveintersectionsafetyat0Avenueand8thAvenue.Further,itwillaccommodate
increasedtrucktrafficaftertheopeningofacommercialinspectionfacilitybyCanadaBorder
ServicesAgency.Theprojectisestimatedtocost$26millionandexpectedtogeneratedirectuser
benefitscloseto$60million.
16thAvenueCorridorWidening
16thAvenueiscurrentlytheonlycontinuouseast/westcorridorbetweenHighway99inSouthSurrey
andHighways13and1inAbbotsford.Anenhanced16thAvenuewillsupportimprovedaccesstothe
fourbordercrossingsservingpassengercarsandtrucks.
Thecorridorcouldpotentiallyserveasamajorgoodsmovementroute(particularlyforoverheight
vehicles),asitspansmultiplemunicipalitiesandconnectswithanumberofprovincialhighwaysina
ruralsetting.
Whilethe$190millioncapitalcostforthe4laningprojectisthehighestamongtheotherroadway
projects,theprojectisestimatedtoprovidesubstantiallongtermmobilitybenefitsforcarsand
trucks,withadirectuserbenefitof$162millionover25years.
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RecommendationsandNextSteps
ThepurposeofthisstudywastobuildonthepreviousworkcompletedontheRBRCandtoidentifyand
evaluatepotentialroadwayandroadrailinterfaceprojectsthatmaybeimplementedinorderto
enhancethegatewayfunction,aswellascommunitylivabilityintheRBTA.Throughacomprehensive
technicalreviewandextensiveconsultationwithstudypartners,localmunicipalities,andstakeholders,
sevenroadrailinterfaceprojectsandfourmajorroadwayprojectshavebeendevelopedtoenhance
internationaltrade,mitigateimpactsassociatedwiththeincreasedtradeactivitiesinthehost
communities,orboth.Theconceptualoptionsandevaluationoftheshortlistedprojectsprovidedall
agencieswithasenseoftechnicalandfinancialfeasibilityinordertosupportandaddresstheissuesof
growinginternationaltrade.
Theshortlistedroadrailand
majorroadwayprojectscould ConfirmGTCF
Interests&
beadvancedoverthenextfew Priorities
yearsinpartnershipwithGTCF
agenciesandlocal
municipalities.ForGTCF Review
Municipal
agencies,theshortlisted Prioritiesand
projectsmaybeconsidered Partnerships
alongwithotherproposed
projectsinotherstudyareas
suchastheFRTA,whichalso Project
Development
includespartsofDelta,Surrey,
LangleyTownship,and
Abbotsford.Similarlyforlocal
municipalities,theshortlistof Project
proposedimprovementsfrom Partnership
thisstudymaybecompared
withotherpriorities,notonlyin
theparallelFRTAstudy,but
Designand
othertransportation Implementation
improvementsplannedineach
community,aswellasother
infrastructureneeds.OnceboththeRBTAandFRTAstudiesarecompletewithMAEresults,itis
recommendedthatagenciesworktogethertoreviewindependentandcollectivepriorities.Fromthere,
potentialbeneficiarieslocal,regional,provincial,andnationalgovernments,aswellasprivate
industriesmaybeexaminedtoguidecostsharingoptionsanddiscussions.Aspartofthisprocess,each
agencymaywishtoidentifyfurtherprojectrefinementandimprovementfeaturestoeitherreducecosts
orimpacts,achieveotherobjectivessimultaneously,orboth.Thismaybeachievedthroughthe
developmentofamoredetailedbusinesscaseforeachprojectindividually.Oncethereisagreementin
principletoproceed,functionalplanninganddesignwillconfirmprojectfeaturesandimpactsandwill
providethebasisfordevelopingprojectbudgets.Thesebudgetsmaybeusedtodevelopamemorandum
ofunderstandingtoproceedtodetaileddesignandimplementationofcandidateprojects.

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ExecutiveSummaryAttachment
ShortlistedProjectFeatureSheets
 PROJECT SUMMARY SHEET

2. 168th Street Grade-separation, Surrey FINAL

Project Description
Elevate 168th St (2 lanes) over the
RB Rail to improve traffic operations.
Designed for future corridor widening
to four lanes.
At-grade rail crossing remains directly
south of Hwy 10 at SRY line.
Access to Colebrook Rd has to be
retained as this is the only access to
properties to the west.
Overpass will need to protect for
future Colebrook Rd corridor
Existing Conditions Design speed 60 km/hr.
Provision for potential extension of
Colebrook Rd under structure.

Critical Challenges
Roadway provides access to
residential area to the north and farm
properties to the south.
Access to properties on west side may
be compromised.
Grade separation likely to induce Project Evaluation Summary
additional traffic through
neighbourhood streets which may Account Eval. Comments
alter the role and function of this $46.0 million, does not include property costs. Includes preload and light weight fill for poor
Construction Cost $46.0
corridor. soil conditions.
ALR impacts.
$3.8 million, primarily auto travel time and vehicle operating cost benefits and some truck
The grade crossing is located at 168th St and Does not directly enhance User Benefits $3.8 benefits, provides a more reliable connection across the RBRC.
the Roberts Bank Rail Corridor approx. 450 m international trade, but would provide
south of Hwy 10. benefits for road users. Surrey has designated this as an arterial and is one of few continuous north/south routes in
Will help mitigate impacts of Social/Community this area.
A second grade crossing is located at 168th St
and the SRY line approx. 30 m south of increased trade volumes and
demographic growth in Surrey. Safety/Emerg. Access Eliminates any road/rail conflicts and provides better emergency access to residential area.
Hwy 10.
Two lane arterial roadway. No major impacts to surrounding properties.
Average Roadway Statistics: Property/Access
Residential and agricultural commercial
properties to the north of the crossing, and 2014 2031 Savings in GHGs and air pollution due to vehicles using a more direct route and less idling
GHG/Air Pollution
agricultural to the south. AADT 6,000 6,880 at the at-grade crossing.
Alternate grade separated rail crossings on No major anticipated impacts to agricultural lands with retaining walls.
# of Trains 14 28 ALR
152nd St and 176th St.
PM Peak hour left turn restriction from 168th St Xing Time Would provide better connectivity and access for local businesses including agricultural
42 93 Economic
southbound to Hwy 10 eastbound designed to (min) properties.
prevent rat running through north side Cross
84,000 192,640 Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative
neighbourhood, avoiding 176th St. Product Property costs not included.
F.1

Roberts Bank Trade Area Study 1

 PROJECT SUMMARY SHEET

3. 184th Street Grade-separation, Surrey FINAL

Project Description
Elevate 184th St (2 lanes) over the
rail crossing and future Colebrook
Road corridor to improve traffic
operations.
Construct Frontage roads along both
sides of 184th St south of the rail
crossing to reestablish access to
adjacent properties.
Provide shared access to the
commercial property in NE quadrant
of the crossing from 53rd Ave.
Existing Conditions Design speed 60 km/hr.
Designed for future widening to four
lanes.
Signals at 53rd Ave.

Critical Challenges
Roadway provides access to
residential area to the north and farm Project Evaluation Summary
properties to the south. Account Eval. Comments
Grade separation may induce more
The grade crossing is located at 184th St and traffic through neighbourhood streets $44.0 million, does not include property costs. Includes preload and light weight fill for poor
Construction Cost $44.0
the Roberts Bank Rail Corridor approx. 800 m which may alter the role and function soil conditions.
south of Hwy 10. of this corridor. $5.3 million, primarily auto benefits and some truck benefits, provides a more reliable
Two lane arterial roadway. Structure would cut off access to User Benefits $5.3 connection across the RBRC.
Residential and commercial properties to the property at northeast quadrant.
north of the crossing, and agricultural to the Frontage roads would be required to Surrey has designated this as an arterial and is one of few continuous north/south routes in
south. Social/Community this area.
provide access to properties on the
Alternate rail crossings on 176th St and south.
192nd St. Safety/Emerg. Access Eliminates any road/rail conflicts and provides better emergency access to residential area.
Potential ALR impacts.
Average Roadway Statistics: Elementary school located north of Property/Access No major impacts to surrounding properties.
Hwy 10 and additional through traffic
2014 2031 will increase safety risk. Savings in GHGs and air pollution due to less vehicle idling but there are increases in more
GHG/Air Pollution
AADT 6,100 9,665 Does not directly enhance vehicle travel due to traffic diverting to this corridor.
# of Trains 17 31 international trade, but would provide No major anticipated impacts to agricultural lands with retaining walls.
ALR
benefits for road users.
Xing Time
47 97 Will help mitigate impacts of Would provide better connectivity and access for local businesses including agricultural
(min) Economic
increased trade volumes and properties.
Cross demographic growth in Surrey.
103,700 299,615 Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative
Product
Property costs not included.
F.1

Roberts Bank Trade Area Study 2

 PROJECT SUMMARY SHEET

5b. 200th Street Grade-separation, Langley (Option 2) FINAL

Project Description
Elevate 200th St over the rail crossing and
Production Way to improve traffic
operations.
Maintain at-grade intersection at
200th St with current intersection
movements.
Generally aligned within the centre of the
existing ROW.
Provision for pedestrians, cyclists, and
five travel lanes.
At-grade intersections with Langley
Bypass.
Existing Condition Profile: Min 7.2 m clearance at rail. Min
5.1 m clearance at Production Way.
At-grade intersections with Langley
Bypass and Fraser Hwy utilizing max 8%
profile grade), however intersection
approaches on 8% grade.
Elevation of Langley Bypass intersection
could be raised.
Design Speed: 50 km/hr
Project Evaluation Summary
Account Eval. Comments
Critical Challenges
Construction Cost $60.0 $60.0 million, does not include property costs.
Profile grades up to 8% connecting to
$9.3 million, primarily auto benefits and some truck and transit benefits, provides a more
Langley Bypass with little to no storage User Benefits $9.3 reliable connection across the RBRC.
Four lane urban roadway plus centre left capacity on flatter grades.
turn lanes\medians. Regional truck route with significant truck Langley has designated this as a major arterial and truck route. It has also preserving RoW
trip activity. Social/Community for future four laning.
Concrete curb and gutter and sidewalks.
No dedicated cycling facilities. 17 total properties impacted
14 properties required (accesses Safety/Emerg. Access Eliminates any road/rail conflicts and provides better emergency access to the area.
Overhead utilities on both sides 200th St.
Underground servicing / utilities along completely restricted, direct impacts
Property/Access Significant impacts to adjacent properties including access to businesses.
Fraser Highway. to structures, reduced potential with
16+ Propertys fronting 200th St. existing or future uses). Savings in GHGs and air pollution due to vehicles using a more direct route and less idling
2 properties with impact, but still GHG/Air Pollution
at the at-grade crossing.
usable.
ALR No impacts to ALR.

Designated truck route and MRN; Significant truck volumes. Provides better access and
Economic
reliability to industrial areas & local businesses, but cuts off access to adjacent businesses

Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative

Property costs not included.
F.1

Roberts Bank Trade Area Study 3

 PROJECT SUMMARY SHEET

5c. Langley Network with Railway Crossing Information System (RCIS) FINAL
Project Description
Utilize existing road network including
existing overpasses and RCIS system to
provide re-routing information to traffic
as needed to minimize delays at at-grade
crossings. Alternate crossings are
generally spaced no more than 1 km
away from major roads with at-grade
crossings.
New road connections including
203rd St at Langley Bypass and new
connection between 196th St and
53rd Ave.
Vehicle capacity on existing roadways to
be confirmed for widening or laning
changes.
Impacts to existing residential areas to
be addressed (i.e., new connection
between 196th St and 53rd Ave).
Intersection improvements along
potential future connection between
203rd St and 202nd St (i.e., full movement
intersections at 62nd Ave and Langley
Bypass).
RCIS installations at key locations in
network including extents of 200th Street, Legend:
Langley Bypass, and Fraser Highway = Positive
= Neutral
(locations shown on figure).
= Negative

Project Evaluation Summary

Critical Challenges Account Eval. Comments
Vehicle capacity on existing roadways Construction Cost $10.0 $10.0 million, does not include property costs. $3.6 million has been committed for RCIS.
may not be sufficient and may require
User Benefits $5.8 $5.8 million, primarily auto benefits.
upgrading.
Some travel time impacts and response Social/Community Aligned with transportation plan goals of maximizing efficiency & use of existing infrastructure. Some negative visual & community issues.
of drivers to utilize alternate connections.
Impacts to existing residential areas (i.e., Safety/Emerg. Access Reduced driver frustration due to uncertain travel times. Emergency vehicles would be minimally delayed by train crossing events.
new connection between 196th St and Property/Access No anticipated impacts to surrounding properties.
56th Ave).
GHG/Air Pollution Savings in GHGs and air pollution due to less idling at the at-grade crossings.
ALR No impacts to ALR.
Note: All costs in $ million 2015.
Economic Enhanced efficiency and utilization of the transportation network. Reliability of scheduled deliveries would be improved.
Property costs not included.
F.1

Roberts Bank Trade Area Study 4

 PROJECT SUMMARY SHEET

7c. 216th Street/Glover Road Corridor, Langley Township FINAL

Project Description
Tight diamond interchange at 216th St with grade
separation over rail tracks.
Extend Glover Rd on west side of tracks to 216th St
providing alternate corridor.
Close Glover Rd segment between Springbrook and
at-grade rail crossing to Trinity Western University.
Remove intersection at Glover Rd and Springbrook Realigned
providing free flow connection. Glover Rd
Provide alternate property access for farms just east of
Glover at 216th St. New access
Existing Conditions Extend four laning of Glover Rd from Mufford to 216th St. road
Currently a designated provincial highway with
several at-grade crossings. Critical Challenges
Railway runs very close to Glover Rd with limited
sight lines of the rail tracks. Impacts to ALR
Fairly high traffic volumes with high train volumes Property access to farms
resulting in significantly high cross product. Complex structure
Glover Rd crossing north of Springbrook is at a Visually intrusive
difficult angle with safety issues.
Properties on both sides of roadway with significant
tracts of ALR. Tight diamond
Plans for significant development in neighbouring interchange with
Willowbrook area. Close at- rail overpass
grade rail
Project Evaluation Summary crossing
Account Eval. Comments Upgrade to 4
Construction Cost $77 $77 million, does not include property costs. lanes
Crossing Stats 2014 2031
$22.6 million, primarily auto benefits and some truck benefits, provides a more reliable
User Benefits $22.6 AADT 8,080 9,140
connection across the RBRC.
Not identified in Langleys Master Transportation Plan, but does provide network # of Trains 22 36
Social/Community
improvements. Eliminates train whistling, but attracts more through traffic.
Xing Time (min) 60 122
Safety/Emerg. Eliminates four road/rail conflicts and provides better emergency access to residential
Cross Product 177,760 329,040
Access areas.
Property/Access Significant impacts to adjacent properties including access to businesses.
Increase in total vehicle kilometres travelled but reduction in vehicles idling at the at-
GHG/Air Pollution
grade crossings.
ALR Significant impacts to ALR.
Note: All costs in $ million 2015.
Property costs not included.
Provides more capacity and more reliable travel times on the road network. Provides
Economic better access to agricultural areas and improves travel time reliability. Cuts off frontage
Legend: = Positive = Neutral = Negative
and some accesses to local businesses.
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11. Marshall Road Grade-separation, Abbotsford FINAL

Project Description
Four lane overpass of the two railway
lines, Riverside Rd, and Vedder Way
Provision for pedestrians, cyclists and
4 travel lanes would result in a 23 m wide
structure and approaches.
On/off ramps provided either side for local
access (other existing movements
accommodated with surrounding road
network).
At-grade intersections with Abbotsford
Way and Sumas Way (Hwy 11)
Approx. 130 m long structure required.
Existing Condition Min 7.2 m clearance at rail. Min 5.1 m
clearance at Riverside Rd and Vedder
Way.
Design Speed: 50km/hr. Max profile
grades: 8%

Critical Challenges

Project Evaluation Summary

Some intersection movements and
access lost, but re-routing through Account Eval. Comments
existing network possible.
Construction Cost $50.0 $50.0 million, does not include property costs.
Existing topography requires several
retaining walls.
Four lane urban roadway plus centre left ROW widening required either side, and User Benefits $1.5 $1.5 million, primarily auto benefits.
turn lanes\medians. eight properties impacted.
Concrete curb and gutter and sidewalks. Not identified in Abbotsford Transportation Plan, but does improve a major east/west
No dedicated cycling facilities. Social/Community corridor that provides a continuous connection in the community.
Overhead utilities on south side Marshall Rd.
Underground servicing/utilities along Eliminates any road/rail conflicts and provides better emergency access to residential and
Safety/Emerg. Access
Marshall Rd. commercial areas.
7 properties fronting Marshall Rd, Will require some land purchase and will impact access to nearby businesses.
Property/Access
5 properties adjacent (backing onto or
along) to Marshall Rd. GHG/Air Pollution Slight increase in vehicle kilometres travelled but less idling at at-grade crossing.
Existing ROW width: 24-27 m
ALR No impact to ALR.

Will provide more roadway capacity and reliable travel times but does not provide direct
Economic
connections to Asia-Pacific or other trade facilities or major truck activity nodes.

Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative

Property costs not included.
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12. Whistle Cessation Projects FINAL

Existing Conditions
There are several at-grade
crossings in the Roberts Bank Trade
Area that do not meet whistle Less
cessation requirements. As such, Exposure
trains are required to blow their
horn (whistle) in order to warn
drivers, cyclists and pedestrians
that a train is coming.
Whistling is expected to increase
with anticipated increase in train
volumes. Moderate
Train whistling is considered a Exposure
nuisance and affects livability in
communities along these railway
corridors and surrounding areas.
All the RBRC at-grade crossings in
Surrey have been constructed for Train Noise Exposure Levels at At-Grade Crossings
whistle cessation, and are subject (Daily Trains x Population within 1,700 metres
to a safety assessment before
implementation. More
Exposure

Project Description Critical Challenges Project Evaluation Summary

This project involves a series of at-grade Independent site inspections will be Account Eval. Comments
crossing upgrades along the RBRC and BNSF required to determine the unique
upgrade needs at each location. $50k- Costs will depend on a case-by-case basis depending on alignment and features already
corridors in Delta, Langley City, Langley Construction Cost
$700k present (estimated cost per crossing).
Township, and Abbottsford. Whistle cessation is only achievable if
Upgrades to achieve whistle cessation would specified safety requirements are User Benefits TBD TBD depending on configuration of existing crossing.
require crossing gates, signage, lights, and met.
Would align with community livability objectives. Major benefit would be reductions in train
bells; however, approach sight lines have to Social/Community whistling, although bell ringing in places would increase.
meet specific requirements before cessation
can be applied for. Several at-grade crossings already gates, bells and lights in place. Improved site lines
Safety/Emerg. Access
These upgrades and associated whistle would help with safety.
cessation, if achievable, will help mitigate No major property impacts expected.
Property/Access
impacts of increased trade along the RBRC
and other railway corridors. Legend: No impact to air pollution.
GHG/Air Pollution
Construction costs will vary for every crossing, = Positive
= Neutral ALR No ALR impacts anticipated.
depending on existing conditions.
= Negative
Economic No impact to local goods movement, development, competitiveness, or local businesses.
Note: All costs in $ million 2015.
Property costs not included.
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A. Deltaport Way Widening, Delta FINAL

Project Description
4 laning Deltaport Way (5 km) would
provide capacity and improved
access to Roberts Bank and adjacent
industrial areas.
May require utility impacts as there
is Telus fibre and copper on the
south side and a water main on the
north side.
Current RoW looks to accommodate
the proposed 4 laning and would
only require minimal property.
Lands are ALR to the north and BCR
to the south.
As this is a direct access road to the
Existing Conditions port it directly benefits trade local,
nationally and internationally.

Critical Challenges
Impacts to ALR.
Property and access issues. Project Evaluation Summary
Account Eval. Comments
Construction Cost $25 $25 million, does not include property costs.

User Benefits TBD Being evaluated in a separate study outside the scope of the RBTA.
Average Roadway Statistics:

2-lane Provincial facility. 2014 2031 Social/Community Aligned with development plans for Delta and Tsawwassen First Nation.
Connects Hwy 17 and 17A to Roberts Bank.
AADT 11,890 16,170 Reduces conflict between autos and trucks and provides intersection improvements. No
Located in agricultural area. Safety/Emerg. Access
anticipated improvements to emergency services.
Key truck route with significant daily truck # of Trains N/A N/A
volumes. Property/Access Will require some land purchase and will impact access to nearby businesses.
Some delays caused by lack of capacity with Xing Time
N/A N/A
(min) Not anticipating any redistribution of traffic or inducement of additional trips. Will have
existing two-lane cross section. GHG/Air Pollution
marginal impacts to air pollution.
Cross
N/A N/A
Product ALR Likely impacts to surrounding agricultural lands.

Will provide more roadway capacity and more reliable travel times along this corridor.
Economic
Provides an improved corridor to Roberts Bank and surrounding industrial lands.

Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative

Property costs not included.
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B. Arthur Drive Bridge Replacement, Delta FINAL

Project Description
Provides improved access to Roberts
Bank and adjacent industrial areas
Full diamond interchange.
Interchange option at Arthur Dr
would allow for potential gulf rail
yard expansion.
Eliminates signalized intersection at
Arthur Dr/Deltaport Way.
May support additional rail in area to
service Roberts Bank and adjacent
industrial land.
Would provide more reliable access
to Roberts Bank for autos and trucks.
Would provide more capacity for an
Existing Conditions area with significant development
plans.

Critical Challenges
Impacts to ALR.
Property and access issues.

Project Evaluation Summary

Account Eval. Comments
Construction Cost $81 $81 million, does not include property costs.

User Benefits TBD Being evaluated in a separate study outside the scope of the RBTA.
Existing overpass is two lanes over Deltaport
Way and the RBRC. Social/Community Aligned with development plans for Delta and Tsawwassen First Nation.
Poor levels of services at signalized intersection
at Arthur Dr during peak times. Safety/Emerg. Access Provides intersection improvements. No anticipated improvements to emergency services.
Current overpass limits railways ability to add Average Roadway Statistics:
Property/Access Will require some land purchase, but will improve access to nearby businesses.
sidings and to widen Deltaport Way to four 2014 2031
lanes. Not anticipating any redistribution of traffic or inducement of additional trips. Will have
Arthur Dr provides a direct link between AADT 2,350 3,300 GHG/Air Pollution
marginal impacts to air pollution.
Ladner and Tsawwassen for commuters and # of Trains N/A N/A
ALR Significant impacts to surrounding agricultural lands.
some trucks. Xing Time
N/A N/A
(min) Will provide more roadway capacity and more reliable travel times along this corridor.
Economic
Cross Provides ability to increase capacity on Roberts Bank Rail Corridor.
N/A N/A
Product Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative
Property costs not included.
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D. 16th Avenue Corridor Widening, Surrey/Langley/Abbotsford FINAL

Project Description
The improvement concept of
16th Ave includes 4-laning the entire
23 km corridor from King George
Boulevard to Bradner Road.
The western section between King
George Boulevard and 176th St
would include a centre median
barrier. The remaining section to the
east would include a two-way-left-
turn lane (TWLTL) down the centre
Existing Conditions of the corridor.
By 4-laning 16th Ave, capacity is
increased which induces demand
along the corridor as traffic diverts
from other routes. This has the
potential benefit of reducing
congestion on adjacent east-west
corridors.
Given the regional nature of this
corridor, 4-laning will improve goods
movement along the corridor while
continuing to enable farming activity Project Evaluation Summary
through the use of the TWLTL. This
project might also be a candidate for Account Eval. Comments
Federal funding. Construction Cost $190.3 $190.3 million, does not include property costs. Potential for significant property costs.
The 16th Ave corridor connects the
municipalities of White Rock, Surrey, Langley,
Critical Challenges User Benefits $162.2 $162.2 million, significant auto and truck benefits and some transit benefits.
and Abbotsford and is one of the few east-
west connected roads south of Hwy 1. It is a Designated truck route and part of the Major Road Network. Identified in Surreys 10-
2-lane arterial roadway between King George Significant ALR impact. Social/Community Year Servicing Plan.
Blvd (Surrey) and Bradner Rd (Abbotsford) Very costly upgrade (+- $190 M).
and crosses Provincial Hwys 99, 15, and 13, Passes through multiple jurisdictions. Safety/Emerg. Access Provides intersection improvements and corridor safety features.
providing connection to 3 international Several driveways access directly onto
border crossings. the corridor. Property/Access Will require some land purchase and will impact access to nearby residents and farms.
Important good movement corridor and a Average Roadway Statistics: Significant inducement and redistribution of traffic patterns in the South of Fraser. Will
designated truck route, as well as part of the GHG/Air Pollution
2014 2031 induce more auto travel resulting in more criteria air contaminants and GHGs.
MRN.
Passes through ALR. AADT 11,890 16,170 ALR Significant impacts to surrounding agricultural lands.
The mix of heavy truck volumes (approx 15% # of Trains N/A N/A Will provide more roadway capacity and more reliable travel times along this corridor.
trucks traffic) and farming activity increases
Xing Time Economic Potential support for Project Cargo. Provides an improved corridor to Highways as well
traffic safety risk. N/A N/A
(min) as connectivity to US border crossings.
Cross Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative
N/A N/A
Product Property costs not included.
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H. Highway 13/Aldergrove Border Crossing Improvements, Langley FINAL

Project Description
Addition of 2 southbound lanes on
Hwy 13 to provide a dedicated
NEXUS lane and truck lane and the
addition of a northbound truck
climbing lane.
New signalized intersection to
Hwy 13 via the new 3B Ave; 0 Ave is
limited to local access. Also, signalize
Hwy 13/8th Ave intersection.
Objective of the proposed
improvements is to mitigate the
impact of border crossing activities
on the local road system, while
Existing Conditions improving intersection safety and
operations at 0 Ave and 8th Ave.

Critical Challenges

Property and ALR impacts. Project Evaluation Summary

Account Eval. Comments
Construction Cost $25.5 $25.5 million, does not include property costs.
Hwy 13 connects Hwy 1 to the Aldergrove/
$59.2 million, Travel time benefits including border crossing delays for all users including
Lynden Border Crossing in Langley User Benefits $59.2 autos and trucks.
Immediately north of the crossing, Hwy 13 is
a 2-lane corridor.
Social/Community Identified as part of border improvement program and provincial highway strategy.
In the southbound direction, wait times range
from 10 minutes to just over 25 during the Provides safety features for trucks and automobiles. No anticipated improvements to
Safety/Emerg. Access
weekday peak periods. On weekends, wait emergency services.
times increase to almost 40 minutes. The long
Property/Access Will affect nearby properties.
wait times often result in queues that extend
through the Hwy 13/8th Ave intersection, GHG/Air Pollution Will improve traffic operations and reduce idling.
impacting local accessibility and safety and
reducing efficiency of trans-border trucking. ALR No significant impacts to agricultural lands.
Wait times are expected to increase
significantly as traffic demands grow over the Will provide more roadway capacity and more reliable travel times along this corridor.
Economic
next 25 years. Provides an improved corridor to as well as connectivity to US border crossings.

Note: All costs in $ million 2015. Legend: = Positive = Neutral = Negative

Property costs not included.
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Roberts Bank Trade Area Study 11