TRANSPORTATION MASTER PLAN TRANSPORTATION VOLUME 1 OCTOBER 2007 OCTOBER 2007 SW1090SWA

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1 2007 TRANSPORTATION MASTER PLAN 2007 TRANSPORTATION MASTER PLAN VOLUME 1 VOLUME 1 OCTOBER 2007 OCTOBER 2007 SW1090SWA

2 NOTE TO READER The documentation of the Abbotsford Transportation Master Plan consists of the following three volumes: Volume 1: Volume 2: Volume 3: Transportation Master Plan Supporting Analysis Special Activities (Site Specific Analyses and Key Issue Analyses) Volume 1: Transportation Master Plan, represents the culmination of the master planning process; it describes the context for the plan and the development process, provides a summary of the networks for all modes at key time horizons, and an implementation strategy to achieve those networks. Volume 2: Supporting Analysis, provides comprehensive documentation of all the planning processes involved in the development of the recommended Transportation Master Plan, including: the problem definition report; the public consultation process; generation of improvement options and analysis; the evaluation framework and assessment report, and cost estimates. Volume 3: Special Activities (Site Specific Analyses and Key Issue Analyses), provides documentation of the planning processes undertaken for specific locations and/or issues identified by the City and stakeholders as focal points of analysis. These locations and/or issues have been identified as priorities for analysis. Together these three volumes provide comprehensive documentation of the Transportation Master Plan, the background to the plan, and the process involved in its development. This volume represents Volume 1: Transportation Master Plan. October 2007

3 EXECUTIVE SUMMARY The accompanying three volumes constitute the 25 year Transportation Master Plan for the City of Abbotsford. Over a two year public consultation and analysis process, the goals and objectives of the City, set out in the Abbotsford 2005 Official Community Plan were developed and applied to the existing and planned transportation network. Since the last city-wide transportation study in 1993, Abbotsford has experienced unprecedented population and employment growth, and the population is expected to increase by over 50% by To accommodate these new trips, planning the transportation infrastructure is essential to the liveability of the City and its neighbourhoods. Based on demographic and land use projections, the prevailing population and employment pattern will continue over the planning horizon. Residential growth will be concentrated on Sumas Mountain and in the downtown core, while industrial growth will cluster around the airport, Highway 1 interchanges and along key rail corridors. This development structure is positive is some ways (for example 60% of residents both live and work in Abbotsford which reduces pressure on the external transportation network), and is negative in others (because of the industrial areas being clustered in the east and south, with residential growth concentrated in the east, there will be continuing eastwest travel pressures). GOALS AND OBJECTIVES The goal of the project was to develop a Transportation Master Plan that includes an effective implementation strategy to make improvements to the existing transportation network and supporting policies which together will provide the City of Abbotsford with a safe, efficient, and sustainable transportation system for all modes of travel for the next 25 years. October

4 EXECUTIVE SUMMARY PLAN COMPONENTS The Transportation Master Plan documentation has been arranged as follows: Volume 1: Transportation Master Plan (Core Document) This volume provides the background, context, study process, findings and recommendations, implementation strategy as well as describing each of the individual component networks: Bicycle and Pedestrian Network Transit Services Road Network Truck Route Network Bulleted s are included within this document as policy guidance to staff and council. At the conclusion of this volume is a detailed implementation strategy, describing recommended short-term, medium-term and long-term infrastructure projects, as well as identification of required projects on Provincial facilities that will need Ministry initiation and guidance. Volume 2: Supporting Analysis This volume is a series of more technical documents detailing the development and refinement of the plan. Components include the Problem Definition Report, the Public Consultation Process, the matrix of improvement options and iterative ranking process, the evaluation criteria and detailed cost estimates for each project. Volume 3: Special Projects analysis This binder stores each of the 17 individual special project reports to allow for ease of reproduction and review. October

5 EXECUTIVE SUMMARY PLAN PHASES With regards to study process, the following three phases of consultation and analysis were carried out: Phase 1 Issues and Opportunities (November 2006 to January 2007) This introductory phase involved the identification and confirmation of transportation issues, validated through the collection of data and documentation of existing transportation conditions. The first two open houses were held in January 2007, where initial discussions with members of the public were undertaken. Interviews with key community stakeholders also commenced at this time as a means of gathering public input as well as confirming study goals and objectives. Phase 2 Options Development (February to April 2007) In this interim phase, the bulk of the technical analysis was undertaken, including the development and evaluation of a list of options for addressing the existing and forecast network deficiencies identified in Phase 1. A series of options for each identified deficiency was presented to the public in the second round of open houses held in May, Feedback was obtained on the options and a set of evaluation criteria was developed that would assist in selecting a preliminary preferred alternative for each deficiency and for the network as a whole. Key evaluation criteria included project costs, travel time savings, traffic operations, traffic safety, environmental and archaeological impacts, as well as general socio-community accounts such as land impacts, access restrictions, and community severance issues. October

6 EXECUTIVE SUMMARY Phase 3 Transportation Master Plan (May to October 2007) In this final phase, the technically preferred transportation network was developed and presented to the public. Following final public comment, the draft Transportation Master Plan was refined and costed, and the final report findings and recommendations were presented to City Council. Included in this presentation was a recommended implementation strategy that was developed based on projected shortterm, medium-term, and long-term plans and their compatibility with Ministry of Transportation initiatives and budgetary requirements. PLAN HIGHLIGHTS As noted, for each major mode of travel a series of policy and network recommendations were developed. Cycling Plan For the Cycling Plan, short term enhancement measures included facility upgrades on: Downes Road between Ross Road and Seldon Road; Seldon Road between Downes and Clayburn Road; Clayburn Road between Seldon Road and Riverside Road; Mt. Lehman Road between Blueridge Drive and Hawkins Road; Blueridge Drive between Mt. Lehman Road and Clearbrook Road; Peardonville Road between South Fraser Way and Gladwin Road; South end of Gladwin Road; Bevan Crescent / Bevan Avenue / MacDougall Avenue; Old Clayburn Road between Sumas Way and Clayburn Road; McKee Drive between Old Clayburn Road and McKee Road; October

7 EXECUTIVE SUMMARY Old Yale Road between Lower Sumas Mountain Road and Mountain Road; Whatcom Road between North Parallel and Lower Sumas Mountain Road. Perimeter Route Connections were identified for development on: Blue Jay Street between Blueridge Drive and Livingstone Avenue connecting to Peardonville Road; Beck Road between Old Clayburn Road and South Fraser Way; South of Old Yale Road to South Fraser Way. Supplemental Routes that would complete the plan include: An additional north-south route to provide access to the University College of the Fraser Valley; An upgrade of South Fraser Way as additional east-west route between Livingstone Avenue and Sumas Way. Through field work and consultation with local cyclists, the plan incorporated new connections and measures such as existing shoulder treatments on Fraser Highway and Downes Road, the planned off-road trail network such as around Mill Lake, the 2005 cycling plan candidates, and recommendations for additional facilities along Old Yale Road and Marshall Road. Transit Plan For the Transit Plan, a High Transit Service Investment Option was put forward, which implies a substantial increase in service hours based on suggested improvements in the 2004 Transit Business Plan. Significant additional expansion of the service is also required by 2021in order to provide per capita hours similar to comparably sized cities in the Province of British Columbia. October

8 EXECUTIVE SUMMARY Specific objectives include greater improvement in ridership rates and cost recovery, which implies the need to double service hours to 45,000 in 2011 and further to 129,000 by These additional service hours translate in to approximately 10 to 28 additional buses and annual cost increases of $2 million to $4.6 million respectively. This is contrasted with the existing annual operating costs of approximately $1.5 M. Truck Route Plan The objectives of the Truck Route Plan were to define a network that reduces the impact of trucks on sensitive land uses; improve connectivity for trucks thereby reducing the need for circuitous routing; minimize congestion; and reduce truck travel times. Without question, the truck route plan was the most contentious issue faced in the conduct of the study. Although no resident wants trucks in their neighbourhood, from an economic perspective, an efficient truck route is an essential component of a Transportation Master Plan. It is noted that at the time of preparing the plan, no truck routes existed within Abbotsford with the exception of the provincial highways. To transparently and objectively rank candidate truck routes within the City, criteria relating to route classification, continuity, connectivity, utilization, road grades and intersection operations, as well as conflicting land uses were evaluated. The most contentious component of the truck route plan was the identified need to provide a northern route through the rural areas of the City. Because of the trips between Mission on the north side of the Fraser River and the Gloucester Estates business park, there will always be a need to provide a reasonably efficient connection for trucks. In the short term, the best technical solution available to cater to these trips is the prevailing Harris Mt. Lehman Townshipline connection. Banning all trucks from the northwest sector implies a massive enforcement effort due to the size of the area involved and the presence of local truck trips. October

9 EXECUTIVE SUMMARY Road Network Plan The Road Network was the most complex and costly aspect of the Transportation Master Plan, due to the vast majority of existing and future trips that will be made by private vehicle. The development of the Road Network was based on the following: Connectivity Issues (the need to connect employment and residential areas); Roadway Capacity Deficiencies (excessive delays and queuing); Intersection Capacity (relative to City operational and geometric standards); Road and Intersection Safety Issues (high or overrepresented collision types). To address these issues all the way down from the macro to micro level, numerous options were generated and examined to identify applicable mitigation measures. These involved new travel routes or connections, existing route widening and operational upgrades, physical and operational changes at intersections, focussed study on planned redevelopment areas, and resident feedback from three Open Houses as well as other stakeholder input. A significant traffic modelling exercise was undertaken to forecast travel demand and identify future roadway needs. Future travel demand forecasting models incorporated improvements related to the regional Gateway Program and Golden Ears Bridge Projects. For ease of presentation and documentation, the deficiencies and their mitigation measures were separated into Urban and Rural networks. A number of alternate mitigation options were developed for each deficiency identified. It is noted that some of the options had been previously identified ( on the books for some time), whereas many were new to the study. October

10 EXECUTIVE SUMMARY The option types were classified as follows: Committed Projects which were in the City s Five Year Capital Budget (already planned to come online in the near future); Common Options which have been identified in previous plans for some time (it was necessary to confirm the need and timing of these projects through the Transportation Master Plan); Alternative Options which have been evaluated in aggregated packages against competing options (there were multiple measures that could potentially address each identified deficiency); Special Project Options and Intersection Improvements which have been studied as individual, non-competing projects justified through access requirements, safety review, and / or cost-benefit analysis. Packages of competing options were created and subsequently evaluated using the travel demand forecasting model to determine the most preferable links and upgrades from a travel time savings and vehicle usage perspective. With the exception of the upgrading of Downes Road to accommodate long term travel volumes, no new road projects have been proposed in the sensitive rural area. Note, however, that several recommendations made by the Northwest Abbotsford Coalition have been incorporated into the plan, including: Prohibition of through truck traffic on Townshipline Road, Harris Road / 56th, and 58th Avenue as well as many other rural roads within the NAC; A change in traffic control at each of Mt Lehman / Townshipline, Townshipline / Bradner, Harris / Bradner, Harris / Glenmore, and Harris / Gladwin intersections. October

11 EXECUTIVE SUMMARY In addition, the NAC s four goals of redirecting trucks, introducing traffic calming measures, planning no new highways in the area and relief of the Sumas Way / Highway 1 congestion can be partially addressed through the policies and projects of the Transportation Master Plan. A full list of recommended options was prepared with just under 100 individual projects identified, including both intersection and route modifications. Special note is taken of those projects requiring consultation, approval, and funding from the Ministry of Transportation including: Highway 1: Six-laning from Whatcom Road to Mt. Lehman Road; Peardonville Road Overpass replacement; Clearbrook Road Interchange upgrade; McCallum Road Interchange upgrade; Atkinson Road Interchange. Highway 11: Sumas Way / Maclure Road Interchange; Four-laning from McConnell Road south to US border. Special projects that have had solutions developed for implementation include the Essendene Avenue Lane Reallocation, the Eleanor Avenue extension and connection to Marshall Road, the Ventura Avenue extension, the King Road extension to Mount Lehman Road (including a major upgrade to the Mount Lehman / Marshall / Peardonville intersection), the Gladys Avenue connection to Vedder Way and the Elmwood Drive extension to Highway 11. October

12 TABLE OF CONTENTS EXECUTIVE SUMMARY... E 1 SECTION 1 INTRODUCTION SECTION 2 BACKGROUND Context Geography Existing Demographic and Travel Patterns Future Population and Employment Growth Trends Guiding Policies SECTION 3 DEVELOPING THE PLAN Phase 1 Issues and Opportunities Phase 2 Options Development Phase 3 Transportation Master Plan SECTION 4 TRANSPORTATION MASTER PLAN ELEMENT Future Pedestrian and Cycling Facilities Transit Service Improvements Future Road Network Truck Route Plan Traffic Calming Technology SECTION 5 CONSULTATION Phase 1 - Summary Phase 2 - Summary Phase 3 Summary SECTION 6 IMPLEMENTATION STRATEGY Summary of Actions Pedestrian and Cycling Facilities Future Road Network October

13 INTRODUCTION This document presents the updated Transportation Master Plan for the City of Abbotsford, for the period from 2007 through The Transportation Master Plan is designed to provide the City with a safe, efficient and sustainable transportation system for all modes of travel for the next 25 years. This is to be accomplished through the integrated implementation of recommended policies and staged improvements to the City s transportation networks. These policies and improvements have been developed in accordance with the following basic tenet: optimize the use of existing infrastructure while accommodating the forecast growth at a reasonable level of service over the ensuing period. The purpose of the Transportation Master Plan is to provide the City with guidance for decision-making on all transportation-related issues. The Transportation Master Plan consists of recommended plans and policies for: the pedestrian and cycling network; the road network; and the goods movement network, for each of three key analysis horizons: 2011 (short term): 2021 (medium term); and 2031 (long term plan). In addition, the Transportation Master Plan includes: a set of transit improvement strategies; and a discussion of the potential use of technology to enhance the efficiency of the transportation system. The purpose of the Transportation Master Plan is to provide the City with guidance for decision-making on all transportation-related issues. It is intended to provide direction on transportation infrastructure investment at all levels, including: major enhancements of key corridors to address capacity deficiencies; strategic new connections to improve connectivity and/or accessibility; and minor improvements designed to improve local traffic operations performance and / or safety. October

14 INTRODUCTION Concomitantly, the Transportation Master Plan has been developed to comply with the guiding principles outlined in Abbotsford s Charter of Sustainability, in particular those of Responsible Growth and Pollution Prevention and Resource Conservation, and to harmonize with the City s Official Community Plan (the Future@Abbotsford Plan) and its constituent planning initiatives. These initiatives include: the City in the Country Plan; the Central Area Plan; and the Airport Master Plan. Further, the Transportation Master Plan adheres to the planning goals of the Fraser Valley Regional District, of which Abbotsford is a member municipality. Finally, the Transportation Master Plan has been designed in consideration of the Agricultural Land Reserve, which comprises almost 75% of the City s total land area, as well as other environmental and geographic constraints. The Transportation Master Plan constitutes a key element in the City of Abbotsford s advancement towards achieving their Vision, as identified in the OCP, of a liveable, sustainable and prosperous City in the Country. The documentation of the Transportation Master Plan consists of the following three volumes: Volume 1: Volume 2: Volume 3: Transportation Master Plan Supporting Analysis Special Activities (Site Specific Analyses and Key Issue Analyses) Volume 1: Transportation Master Plan (this volume), represents the culmination of the master planning process; it describes the context for the plan and the development process, provides a summary of the networks for all modes at key time horizons, and an implementation strategy to achieve those networks. October

15 INTRODUCTION Volume 2: Supporting Analysis, provides comprehensive documentation of all the planning processes involved in the development of the recommended Transportation Master Plan, including: the problem definition report; the public consultation process; generation of improvement options and analysis; the evaluation framework and assessment report, and cost estimates. Volume 3: Special Activities (Site Specific Analyses and Key Issue Analyses), provides documentation of the planning processes undertaken for specific locations and/or issues identified by the City and stakeholders as focal points of analysis. These locations and/or issues have been identified as priorities for analysis. Together these three volumes provide comprehensive documentation of the Transportation Master Plan, the background to the plan, and the process involved in its development. October

16 BACKGROUND 2.1 CONTEXT The City of Abbotsford is located in the central Fraser Valley, approximately 70 km east of downtown Vancouver. Abbotsford is successfully striving to be a sustainable, complete community, distinct and independent from Greater Vancouver, and has adopted the model of a City in the Country. This model reflects the critical balance that must be maintained between many competing priorities, including: the agriculture sector; other economic sectors; ongoing residential development; the environment; and other community needs, in order to achieve and maintain the long term goal of sustainability. The provision of an efficient transportation system plays a key role in achieving this balance. Several factors influence the development of a Transportation Master Plan. These include: the location and magnitude of existing and projected future population and employment; the location and capacity of existing transportation infrastructure; the physical geography and other key constraints; the existing and projected future travel demand and travel patterns; and the policies that guide the decision-making process. Key aspects of these contributing factors are discussed in the following sections. 2.2 GEOGRAPHY The City of Abbotsford is generally bounded by the Fraser River to the north, the Canada / US border to the south, the Township of Langley to the west, and the District of Chilliwack and Electoral Area H to the east. October

17 BACKGROUND The City s basic structure consists of a linear east / west urban area comprising several distinct centres, including: the central core: the airport hub; and the cross border area, all of which are surrounded by agricultural land and forested countryside. This urban form is the result of many factors, including: the dominant east / west transportation spine (Highway 1) that bisects the City; the constraints imposed by the Agricultural Land Reserve (ALR) that encompasses over 74% of the City s land area; the amalgamation of the Districts of Abbotsford and Matsqui; as well as environmental constraints including steep terrain (Sumas Mountain), watercourses and wetlands. 2.3 EXISTING DEMOGRAPHIC AND TRAVEL PATTERNS Abbotsford is the fifth largest city in British Columbia (in terms of population), with an estimated 1 population of 129,000 based on the 2006 Census. Upon completion of the Trans Canada Highway through the Fraser Valley in the early 1960 s, the City experienced fairly continuous 2 rapid population growth for three decades, averaging 5.4% growth per year between and This trend has slowed somewhat in the ensuing years, with an average annual growth rate of 1.6% between 1996 and 2006 (Abbotsford Economic Profile 2007, BC Statistics 2006). Age distribution profiles from Statistics Canada indicate that Abbotsford s current population is generally younger than the provincial average. While there is a marginally higher population of seniors (13.9% in Abbotsford versus 13.6% for BC in total), a total of 36% of the population is under the age of 25 compared to 31% for BC in total. The City s relative proximity (and newfound accessibility) to Greater Vancouver and the availability of affordable real estate were both major contributing factors to Abbotsford s rapid population growth. Constrained by geographic factors described previously, the majority of the existing population lives within the urban core, with the remainder distributed between historic rural communities (such as Bradner and 1 Statistics Canada estimate based on census data, adjusted for under-enumeration. 2 With some variation due to prevailing economic conditions. 3 Based on the combined 1966 population of Abbotsford, Matsqui and Sumas (prior to amalgamation). October

18 BACKGROUND Clayburn Village) in the surrounding farmland, progressive expansion onto Lower Sumas Mountain, and new developments (such as Auguston and others in the Straiton area) in the mountainous terrain to the east. While the rapid population growth in Abbotsford through the past few decades may have originated in part from an early trend towards the development of a bedroom community for commuters from Metro Vancouver, recent statistics indicate that this trend has not been sustained, as evidenced by the following examples. Fraser Valley Regional District 4 estimates for the total 2003 employment in Abbotsford 5 was 53,107 jobs, which corresponds to an employment/population ratio of While this ratio is somewhat lower than the Lower Mainland s ratio of 0.48 for the same year, the difference can be attributed in part to the geographic scale and the relative number of jobs available in each area. By way of comparison, Chilliwack and Mission have employment/population ratios of 0.38 for the same year. Abbotsford s younger than average age distribution will also contribute to a lower ratio, as the labour force represents a smaller proportion of the population. The 2004 Fraser Valley Trip Diary Survey conducted by TransLink and the Province of BC provides insight into daily travel patterns within the Fraser Valley Regional District (FVRD) as well as between the FVRD and Metro Vancouver. The survey reported a total of 347,200 daily trips originating from Abbotsford in Aggregate travel patterns for these trips are illustrated in Figure 2.1. It can be seen that a full 81% of the daily trips remain internal to Abbotsford and only 11% of trips leave Abbotsford to go to Metro Vancouver. The remaining 8% of trips travel north to Mission or east to Chilliwack. This represents a 5% reduction in internal trips from 1994 when 86% of trips remained in Abbotsford, which is consistent with the finding that employment growth has not kept pace with population growth over the same period. Comparatively, the 4 Estimate from: FVRD: Population Growth and the Context for Managing Change, Urban Futures (Jan. 2005) 5 Estimate includes Abbotsford, Electoral Area H, and local Indian Reserves October

19 BACKGROUND 2004 proportions of daily internal trips aggregated for each of the Metro Vancouver and FVRD were 73% and 86%, respectively. Figure 2.1 Commute Patterns for Daily Trips Originating From Abbotsford From: 2004 Fraser Valley Trip Diary and Travel Characteristics Report (BC MoT & TransLink, May 2006, Greater Vancouver Transportation Authority In a similar vein, Stats Canada 2001 Census data ranked Abbotsford third (behind Chilliwack and Vancouver) amongst all Lower Mainland and Fraser Valley municipalities in terms of the percentage of population who work in the municipality where they live; 61% of the employed Abbotsford residents worked in Abbotsford, with only 39% commuting to other municipalities. These statistics demonstrate that existing travel patterns in Abbotsford are relatively self-contained, with a high proportion of trips using the internal network to travel between home, work, shopping and other local destinations, as opposed to longer distance trips to and from locations outside the community. However, the trend toward a reduction in internal travel underscores the importance of local employment to sustainability. October

20 BACKGROUND The Trip Diary Survey data also indicates that the total amount of travel made from the FVRD has increased significantly faster than population growth over the 10 year period from 1994 through 2004, with a 34% increase in trips in comparison to a 21% increase in population. The greatest growth has occurred in mid-day trips (between 9:00 AM and 3:00PM), which now account for some 37% of total daily travel. These figures underscore the significance of commercial and other during work travel, which occur during the traditional off-peak periods. With respect to alternate modes, the Trip Diary Survey data indicates that transit mode share in the FVRD remained constant between 1994 and 2004, with 1% of all trips made on transit (as compared to 11% in Metro Vancouver), however a significant increase in pedestrian and cycling trips were reported. While proximity to Vancouver was an early stimulus for growth in Abbotsford s population and industry, Abbotsford s ideal location in terms of access to the provincial transportation networks has likely been of greater significance over the long term. The key road network elements include: the east/west Highway 1 corridor connecting to Metro Vancouver in the west and the eastern Fraser Valley and the BC interior to the east; the Highway 1A corridor connecting to Langley and Surrey in the west; the north/south Highway 11 corridor connecting to Mission and the north Fraser Valley in the north and the US border via the Sumas, Washington border crossing in the south. The City is also served by the Abbotsford International Airport and freight rail service via CN, CP Rail, and the Southern Railway of BC. This accessibility has established Abbotsford as the commercial hub of the Fraser Valley and will continue to be a key factor in attracting both population and employment growth to the City, as discussed in subsequent sections. The Transportation Master Plan development has been guided by the need to efficiently serve both the internal trips which are the predominant element in Abbotsford travel patterns and the trips connecting to the external network, which are critical to the ongoing economic well being of the City. October

21 BACKGROUND 2.4 FUTURE POPULATION AND EMPLOYMENT GROWTH TRENDS The City of Abbotsford is anticipating continued steady population growth over the next 25 years, albeit growth tempered by land use regulations and infrastructure constraints. Recent population growth projections from the City s Development Services Department (taking into account the census undercounts) are summarized in Table 2.1, below. (It should be noted that this table includes a population projection for 2006 of 130,000 residents, as compared to the Statistics Canada 2006 population estimate of 129,000 residents). The projections in Table 2.1 reflect average annual growth rates of approximately 1.3%, 1.6% and 1.9%, for the low, medium, and high scenarios, respectively, over the 25 year period from 2006 to The medium scenario projection for 2031 of approximately 195,000 residents is equivalent to the build-out population capacity of the existing Urban Development Boundary, as identified in the Official Community Plan. Table 2.1 City of Abbotsford Growth Estimates and Projections 2006 to 2031 Low Medium High , , , , , , , , , , , , , , , , , ,116 Source: City of Abbotsford Development Services, 2007 Abbotsford s growth management policies are derived from principles of sustainability as defined by the City s Charter of Sustainability (discussed in more detail in Section 2.5, below). The City s challenge is to accommodate the projected growth while applying these principles within the previously described constraints on development, including the ALR, steep terrain and environmentally sensitive areas. The resulting policies include: densification of the urban core through the provision of zoning for high-rise and mixed-used development; development of the environmentally sensitive hillsides with proper stewardship; and innovative comprehensive development. October

22 BACKGROUND Another key to sustainability is the development of a complete community, where employment opportunities are available close to home. Abbotsford estimates that up to 41,000 new jobs will be required in order to support the projected build out population of 195,000. The OCP indicates that these jobs will be accommodated through densification of existing industrial and commercial development, improvements to improve the viability of existing industrial-zoned land; and, if necessary, access to ALR land. Figure 2.2 provides an aggregated illustration of areas where high growth in population and / or employment are projected to occur over the next 25 years. It can be seen that the areas designated for high population growth are primarily located in the Central Area urban core (high-density development) and on Sumas Mountain (low-density development such as planned for McKee Peak). Figure 2.2 Population & Employment Growth Forecast October

23 BACKGROUND It can also be seen from Figure 2.2 that the area surrounding the airport hub has been designated for the majority of the employment growth, in keeping with the potential expansion of the airport and the supporting aviation and aerospace-related industries in this area. These growth trends in general and more specifically, the locations of projected highgrowth areas, have had a guiding role in development of the Transportation Master Plan. 2.5 GUIDING POLICIES The Transportation Master Plan has been developed in accordance with the guiding policies contained in the City s Charter of Sustainability and Official Community Plan (The Future@Abbotsford). In addition, The Fraser Valley Regional District s Regional Growth Strategy has also influenced the development of the Plan, as Abbotsford is a member municipality. The key aspects of these policies are discussed in the following section. City of Abbotsford As previously stated, the City of Abbotsford Vision is a liveable, sustainable and prosperous City in the Country. At the core of this vision are five key planning strategies: 1. Create a complete community; 2. Protect our natural environment; 3. Build a healthy, inclusive community; 4. Make better connections; 5. Strengthen our City centre. While the fourth strategy, to make better connections, can be interpreted most directly in terms of transportation, all five strategies have had a role in shaping the development of the Transportation Master Plan, as transportation is at the core of each strategy. October

24 BACKGROUND For example, in order to successfully create a complete community, it is essential to provide an efficient transportation system, with an effective internal network and strategic connections to the external network. Similarly, accessibility is a key requirement to build a healthy, inclusive community, and optimizing the existing transportation infrastructure is essential to protect our natural environment and to strengthen our city centre. As described previously, the fourth planning strategy make better connections has the most direct influence on the Transportation Master Plan; it comprises the following objectives (as outlined in the OCP): Objective 4.1: Integrate transportation and land-use planning Objective 4.2: Facilitate inter-regional movement of people and goods Objective 4.3: Create accessible, safe and pleasant environments for pedestrians, cyclists, transit users and motorists Objective 4.4: Link parks and natural areas through green corridors Objective 4.5: Plan for sustainable municipal infrastructure Within the OCP, each of these objectives has been translated into specific policies and actions that relate to the City s interconnected networks of: Where we live (including housing and urban and rural neighbourhoods); Where we work (including industrial, commercial and agricultural areas); October

25 BACKGROUND Where we play (including parks, recreation facilities, arts and cultural centres); and Where we care (including education, health, public safety and social services, institutions, cultural heritage and ecological conservation). The following specific policies and actions (as defined by the OCP) have provided guidance to the development of the Transportation Master Plan. Objective 4.1: Integrate Transportation and Land-use Planning Policies and Actions 1. Promote the reduction of single occupancy vehicle trips and minimize the need for expensive infrastructure improvements, by making alternative modes of transportation such as transit, car-pooling, cycling, and walking more practical and attractive. 2. Continue to develop a major road network that ensures the timely and cost-effective movement of people and goods across the City. The City will endeavour to anticipate and meet road infrastructure provision, maintenance and funding requirements as dictated by population growth expectations. The long-term objective is a city-wide network resembling that identified on Maps 3a and 3b (Refers to Urban and Rural Major Road Network Plans contained in OCP). 3. Work toward developing a denser network of street connections in the redevelopment of large commercial properties. 4. Concentrate higher-density residential and employment areas within walking distance of transit routes. 5. Include direct and safe pedestrian and cycle paths, linking neighbourhoods with schools, parks and local shopping areas, in new subdivisions and redevelopment plans. October

26 BACKGROUND 6. Ensure that building setbacks on major roads that require additional right-of-way, are sufficient so as not to prejudice future road alignments. 7. Develop a City-wide cycling network through the implementation of the Abbotsford Bicycle Master Plan. The master plan incorporates several components that will result in a comprehensive and safe bicycle network: A network of inter-connected bicycle routes throughout Abbotsford. Comprehensive design guidelines for bicycle facilities. An implementation and priority strategy. 8. Work with stakeholders to create a transit-friendly community, including initiatives to: Meet the needs of all transit users, including those with disabilities; Improve transit service to employment areas, including late night service for shift-workers; Make the transit system a viable commuting service; Explore the use of more flexible and efficient transit technologies; Extend transit service to under-serviced areas of the City; and Increase public awareness of the benefits of using transit. 9. Consider alternative and innovative vehicle parking provisions throughout the City, including on-street parking along selected commercial streets. 10. Reduce conflicts between farm and non-farm traffic in the agricultural areas by directing non-farm traffic away from rural roads that serve farm traffic when designing new arterial or collector roads or upgrading existing ones. October

27 BACKGROUND Objective 4.2: Facilitate Inter-regional Movement of People and Goods Policies and Actions 1. Work with BC Transit and TransLink to explore transit linkages to locations within Metro Vancouver. Such linkages may reduce the amount of traffic crossing into Metro Vancouver thereby reducing the need for expensive and land-consuming infrastructure in that Region. 2. Ensure that long-term opportunities for rail transit links within Metro Vancouver are not precluded. 3. Facilitate efficient truck and freight traffic between the city s industrial and commercial areas and regional, national and international transportation networks. 4. Recognize Abbotsford International Airport as a key provincial and regional transportation asset. 5. Work to improve regional transportation links between the airport, city and other communities in the Lower Mainland. Objective 4.3: Create Accessible, Safe and Pleasant Environments for Pedestrians, Cyclists, Transit Users and Motorists Policies and Actions 1. Consider implementing traffic calming measures, such as curb bulges and traffic circles, on selected streets to enhance safety and reduce traffic speeds in residential neighbourhoods. 2. Develop intersection design standards that allow safer and more pleasant street crossings for wheelchair users, visually and hearing-impaired persons and pedestrians, especially on major streets. 3. Provide improved physical access to transit and public facilities for persons with mobility, auditory and visual challenges. October

28 BACKGROUND 4. Develop street design standards for key streets such as South Fraser Way and other arterial streets that include wide sidewalks and cycle lanes, in accordance with the Bicycle Master Plan. 5. Increase the number of benches and bus shelters along highfrequency transit routes and at key exchange points. 6. Place pedestrian and cyclist-controlled traffic signals where designated cross-town bicycle and walking trails intersect major streets. 7. Develop coordinated plans for planting trees along key streets in the City Centre, and require the provision of street trees in new developments in accordance with the Subdivision and Development Bylaw. 8. Encourage neighbourhood groups to partner with the City in planting and maintaining local street tree and ornamental plantings. Objective 4.4: Link Parks and Natural Areas through Green Corridors Policies and Actions 1. Develop a City-wide recreational trail and waterway network through the implementation of the Abbotsford Trail Development Strategy. 2. Move toward implementing the recommendations of the Parks and Recreation Master Plan with respect to identifying and improving linkages between parks and natural open space. 3. Ensure that land dedicated as parks or conservation areas in new subdivisions and redevelopment projects contribute to the development of continuous open space connections. 4. Work with land conservation trusts and landowners to identify and preserve significant natural areas and features that augment and connect publicly-owned open spaces. October

29 BACKGROUND Fraser Valley Regional District The Fraser Valley Regional District has developed the Choices for Our Future Regional Growth Strategy to provide a regional framework for managing growth and to support the FVRD municipalities in growth management. The Regional Growth Strategy includes eight key goals, of which the following two have had a direct role in shaping the Transportation Master Plan: Increase Transportation Choice and Efficiency; and Develop of Network of Sustainable Communities. The Growth Strategy expands on these goals by defining general means to achieve them, as follows: Transportation choices and efficiency will be increased by: Supporting the provision of specific road and regional infrastructure improvements; Promoting transportation choice and reducing dependency on the single-occupancy vehicle; Increasing the efficiency of existing transportation infrastructure; Increasing and developing a broader range of transit services; and Improving bicycle and pedestrian infrastructure. A network of sustainable communities will be developed by: 6 Strengthening transportation, economic, and social linkages between communities. Finally, the Growth Management Strategy identifies a list of specific Actions designed to achieve the goals, of which the following have had an influence on the Transportation Master Plan development. 6 Items not directly related to the Transportation Master Plan have not been included. October

30 BACKGROUND Actions to Increase Transportation Choice and Efficiency: 1. Seek the timely implementation of the Regional Transportation Improvement Priorities, as illustrated on Map 2. (Located in appendix to Regional Growth Strategy document). 2. Develop and maintain transportation and mobility systems that efficiently and safely facilitate the movement of people and goods. 3. Support, in partnership with local governments, neighbouring regional districts, the Province, and other stakeholders, an integrated approach to planning and investment in transportation infrastructure by supporting the development of regional transportation modelling and other programs. 4. Investigate and promote the potential for Transportation Demand Management (TDM) programs with major employers. 5. Respond, as resources permit, to inter- and intra-community public transit, cycling and pedestrian infrastructure deficiencies identified by the University College of the Fraser Valley, Regional Health Authorities, local governments, transit operators, and the public. 6. Encourage the integration of existing railway infrastructure and waterway transportation systems into regional and local transportation plans. 7. Support transportation improvements to facilitate growth in the tourism industry. 8. Protect and provide superior access to future industrial and business park lands and the Abbotsford Airport. 9. Plan for settlement patterns that minimize the use of automobiles and encourage walking, bicycling, and the efficient use of public transit, where practical. 10. In partnership with local government, neighbouring regional districts, and senior government, consider the merit of a Transportation Round Table to provide a forum to discuss issues of regional importance and develop mechanisms to address travel choice and road network development. October

31 BACKGROUND In summary, the formulation of the Transportation Master Plan has been influenced and guided by the planning policies of the City of Abbotsford and the Fraser Valley Regional District, as they apply to the transportation system. In addition to the geographic constraints, existing and future demographics, and the existing infrastructure, these policies provide the backbone of the Transportation Master Plan. October

32 DEVELOPING THE PLAN The City of Abbotsford Transportation Master Plan provides the framework for the safe, convenient and sustainable movement of people and goods to enhance the quality of life for Abbotsford residents. Specifically, the Transportation Master Plan determines the transportation needs for the city and provides direction over the next twenty-five years for the implementation of a safe pedestrian and cycling network, a convenient and cost effective transit service, and an efficient road network for people and goods movement. In developing the Transportation Master Plan, a comprehensive approach was taken which involved three distinct phases and numerous activities. These three phases and the associated broad objectives are identified below: Phase 1 Issues and Opportunities The primary objective of this phase was to identify transportation issues and document existing transportation conditions. Public open houses and forums, interviews with key community stakeholders, and other means for sharing public input were a cornerstone of this phase. Phase 2 Options Development In this phase, multiple options were developed and presented to address the various issues identified in Phase I. Again, public open houses and stakeholder interviews were an integral component of the process. October

33 DEVELOPING THE PLAN Phase 3 Transportation Master Plan This final phase of the process involved the actual development of the draft Transportation Master Plan, a framework for the safe, convenient and sustainable movement of people and goods through the 2031 planning horizon. The Plan specifically addresses pedestrian and cycling, transit service, and the road network including specific routing for goods movement. Prior to finalizing the plan, the community was given an opportunity to review and comment on the draft plan components, key findings, and recommendations. As indicated above, consultation with key stakeholders and the residents of the City of Abbotsford was an essential component in the development of the Transportation Master Plan. The City of Abbotsford is committed to a planning process that actively involves residents, businesses, and other stakeholders. To ensure the plan reflects community interests and priorities, a consultation strategy was developed at the outset to raise the awareness of the Transportation Master Plan development as well as to identify the means and timing to communicate with the public and key stakeholders. The communication strategy consisted of the following key elements: Branding the process Moving Forward. Developing a fact sheet with key messaging. Identifying a means to for residents to learn more and to share ideas and interests which led to the development of a specific web page for the Transportation Master Plan on the City s website as well as a designated contact at movingforward@abbotsford.ca Direct consultation with the public through open house events and forums. These events were held at end of each phase of the transportation master planning process to present October

34 DEVELOPING THE PLAN information for comment as well as to solicit input from the public. Feedback forms were presented to each resident attending the open house events to assist in garnering input. Underlying the development of the overall Transportation Master Plan was the need to conduct more detailed analysis at several high priority areas within the City s road network. The special analysis, which primarily included the examination of new road connections and intersection improvements, was conducted in parallel to the development of the overall Transportation Master Plan. This approach allowed the findings of the special analysis to be incorporated into the overall Transportation Master Plan option analysis and evaluation process. The following sections provide further details of the approach for each phase of the Transportation Master Plan development process including discussion of each of the key activities conducted within each phase. 3.1 PHASE 1 ISSUES AND OPPORTUNITIES In this phase, the objective was to identify the key transportation issues facing the City of Abbotsford in the present as well as into the future. In order to identify these issues, background data was collected and analysed, future conditions forecasted and assessed, and the public and key stakeholders consulted. Traffic Data Collection Supporting traffic data was critical to forming a solid objective basis on which the Transportation Master Plan could be developed. Traffic data initially supplied by the City of Abbotsford and the Ministry of Transportation included the 2004 and hour link counts for 456 locations throughout the city, turning movement counts at 25 intersections, and current traffic signal timing and phasing data. October

35 DEVELOPING THE PLAN Reviews of the existing traffic data indicated some gaps and additional data were collected during the months of January and February The supplementary data collection program consisted of the following elements: Classified (by vehicle type) turning movement counts for eight signalized intersections. 24-hour classified link volume counts at 19 locations. 24-hour link count data for 2006, downloaded from the Ministry of Transportation s website. Model Development To identify potential future deficiencies in the transportation network, travel demand forecasting models were required. This type of model generates travel demand based on the various land uses and assigns this travel demand to the road network in terms of the number of person trips, vehicle trips, truck trips, and transit trips for a selected period of time. The City of Abbotsford sub-area travel demand forecasting models were developed for the AM and PM peak hours using the EMME/2 modelling software. Note that the Abbotsford sub-area models are extensions of the regional models that were developed several years ago. The only difference between the regional and sub-area versions of the models is the more detailed traffic zone system in the Abbotsford area. The City of Abbotsford sub-area versions of the models have 123 internal sub-area traffic zones plus an additional external traffic zone representing the Abbotsford Airport. The regional versions of the models have 26 regional traffic zones for the Abbotsford area. The finer detail of sub traffic zones allows for more precise loading of the system and improved transportation analysis and planning in the Abbotsford area. October

36 DEVELOPING THE PLAN Land use information in terms of population and employment demographics was developed for each of the traffic zones by the City of Abbotsford Planning Department and the Fraser Valley Regional District for the current year and the 2011, 2021, and 2031 planning horizons. Development of the sub area models included a validation exercise which consisted of comparisons between modelled and observed directional traffic volumes at 108 count stations on 17 strategically located screenlines in the city. The validation results were used to establish the model credibility in reproducing existing conditions, and as a basis for interpreting and adjusting forecasts as required in future studies. Problem Definition Information was obtained through various sources, including public comments, and analysis conducted to identify the current and future deficiencies in the City s transportation system. This analysis included all modes of travel including a review of the existing pedestrian and cycling facilities, transit services, and the road network. Pedestrian and Cycling Facilities Field reviews were conducted throughout the city to create an inventory of the existing pedestrian and cycling network and to gain an appreciation of the level of connectivity, condition, and current usage of the existing facilities. A key source of information in identifying issues with respect to the current facilities was through meetings with stakeholder groups and input provided by the public at the first phase of public open house events. Transit Service The review of the existing transit service in the city focused on the Transit Business Plan for the Central Fraser Valley, BC Transit, March The development of the Transit Business Plan was guided by October

37 DEVELOPING THE PLAN transit objectives set by the two local government funding partners of the Central Fraser Valley Transit System, the City of Abbotsford and the District of Mission. The key conclusions stemming from a review of the current transit service as contained in the Transit Business Plan were confirmed through further analysis and thus provided guidance in developing transit improvement strategies for the City of Abbotsford. Road Network To determine the existing and forecast road network deficiencies, two main categories of analysis were conducted mobility and safety. The specific performance measures and applied levels of analysis for these two categories of analysis are described as follows. Mobility was broadly measured in terms of network performance from both the macro and micro-level perspective. The specific performance measures included screenline analysis, link level analysis, and intersection level analysis as described below: Screenlines are aggregations of road links traversing a natural or man-made boundary used for assessing broad-based travel demands at the macro level. In the event that too much or too little demand is forecasted for an individual link, the overall deficiency can be confirmed in the screenline analysis, as excess traffic on one link could potentially be accommodated on a parallel link crossing the same screenline. Conversely, a major deficiency would be identified where excess travel demand was forecasted on numerous links over a screenline and no spare capacity was available to accommodate the travel demand overall. The choice of screenlines for the analysis was consistent with those used in validating the Abbotsford travel demand forecasting model (EMME/2) which are identified in the Model Validation Report Volume 2. October

38 DEVELOPING THE PLAN The link level of analysis focused on individual traffic-carrying road segments between adjacent intersections. Each link s capacity is dependent on the facility type (local street, arterial, freeway, etc.), the number of lanes, and the intersection controls at each end. The intersection level of analysis involved detailed turning movements and control parameters to determine whether an intersection can accommodate traffic demands of conflicting priority. Safety level analysis was conducted using historic traffic collision and traffic volume data obtained from the Insurance Corporation of British Columbia (ICBC). This information was used to rank the relative safety of individual intersections and road segments. The safety analysis was further separated into the urban and rural areas of the city as the higher volume intersections in the urban areas tended to overshadow lower ranking, but important locations in the rural areas (some of which had a higher collision rate per million entering vehicles). Public Consultation For the initial phase of the Transportation Master Plan, the City of Abbotsford hosted two community open houses on: Thursday, January 25th at Matsqui Centennial Auditorium, from 4:00 pm to 8:00 pm, including a presentation and Q&A period from 7:00 pm to 8:00 pm. Tuesday, January 30th at the Rancho Hall on Delair Road, from 4:00 pm to 8:00 pm, including a presentation and Q&A period from 7:00 pm to 8:00 pm. Public notifications and details of the open houses were communicated through advertisements in the Abbotsford News (City Page) during the week of January 15th, invitations to an extensive mailing list compiled by the City of Abbotsford, notices posted to the city of Abbotsford website, and a news release distributed to area media. October

39 DEVELOPING THE PLAN Each of the open houses was well attended by a significant number of interested members of the public. Attendance was not precisely tracked, but in excess of 60 people attended each event. Twenty full-colour display boards, describing and illustrating different aspects of the Transportation Master Plan process were presented at the two open house events. A handout fact sheet describing the Transportation Master Plan process was also available. Opportunities for public input were available through several means: Each person who arrived at an open house was provided with a feedback form, on which they could write their comments, and either deposit the form in a box at the open house, or subsequently fax or mail it to the City of Abbotsford. Project team resource people and members of the public wrote down many public concerns and ideas on post-it notes, and stuck them to the applicable display panel. A question-and-answer period was held in the last hour of each open house, at which individuals could ask questions, receive responses, and share their ideas and concerns in a public forum. A summary report was prepared at the end of the phase to document the feedback received from the public and other stakeholders. This information was used to augment the initial findings of Phase PHASE 2 OPTIONS DEVELOPMENT In this phase, activities concentrated on the development of mitigation options for all existing and forecast deficiencies of the City s transportation system. Again, these activities were followed by public consultation events to gauge the level of support from the public with regards to the options being considered. October

40 DEVELOPING THE PLAN Option Development This activity included developing options to mitigate deficiencies in the existing or previously planned pedestrian and cycling network, developing transit service improvement options, and generating improvement options to mitigate the various mobility and safety issues identified within the existing road network. Supporting the potential improvements to the road network, candidate truck route options were also identified as the first step in developing a truck route plan and eventually a truck route bylaw for the City of Abbotsford. Evaluation Framework An evaluation framework was developed during this phase to identify the key factors or criteria that will be used in the subsequent phase of the plan development to quantitatively as well as qualitatively evaluate the various options being considered. The results of the evaluation led to a series of recommendations that were put forward in the formation of the final Transportation Master Plan. The evaluation framework, which focused primarily on the improvement options related to the road network, included the following criteria under four main assessment accounts: Financial Account o Project Costs Customer Service Account o o o Travel Time Savings Network Level Traffic Operation Performance Intersection Delay Traffic Safety Environmental Account o Sensitive Land Impacts conservations areas, wetlands, watersheds, etc. o Aquatic Impacts impacts to watercourses October

41 DEVELOPING THE PLAN Socio-Community Account o o o o Land Impacts Movement Restriction and Land Access Impacts Community Severance Impacts Consistency with the Official Community Plan Policies Public Consultation The City of Abbotsford hosted two Phase 2 community open houses on: Thursday, May 10th at Matsqui Centennial Auditorium, from 5:00 pm to 8:00 pm. Tuesday, May 22nd at the Abbotsford Recreation Centre, from 5:00 pm to 8:00 pm. Public notifications and details of the open houses were communicated through advertisements in the Abbotsford News (City Page), invitations to an extensive mailing list compiled by the City of Abbotsford, notices posted to the city of Abbotsford website, and a news release distributed to area media. For the Phase 2 Open House, an advertisement was also published in the Punjabi Tatrika newspaper. The public open house events in Phase 2 were not as well attended as in the other phases as approximately 33 members of the public attended the May 10th open house event, and only about 17 members of the public attended the May 22 open house event Thirty-one full-colour display boards, describing and illustrating different aspects of the Transportation Master Plan analysis completed to date were presented at the two open house events. A handout fact sheet describing the transportation master plan process was also available. October

42 DEVELOPING THE PLAN Opportunities for public input were available through several means: Each person who arrived at an open house was provided with a feedback form, on which they could write their comments, and either deposit the form in a box at the open house, or subsequently fax or mail it to the City of Abbotsford. Project team resource people and members of the public wrote down many public concerns and ideas on post-it notes, and stuck them to the applicable display panel. Note that due to a relatively low turnout at each event, a question-andanswer period was not held, as one-on-one interaction was available with each member of the project team. A summary report was prepared at the end of the phase to document the feedback received from the public and other stakeholders. This information was used to assist in refining the options being considered as well as assisting in the subsequent evaluation process. 3.3 PHASE 3 TRANSPORTATION MASTER PLAN This final phase of the process involved the evaluation of the various improvement options and strategies, the formation of numerous findings and recommendations including an implementation strategy, as well as the documentation of the Transportation Master Plan into three volumes. Prior to formalizing the Transportation Master Plan, public consultation through two open house events was undertaken to present the technically supported findings. Feedback from these events and other stakeholders assisted in finalizing the draft Transportation Master Plan in preparation for presentation to City Council. Option Evaluation - Technical Road improvement options being considered for inclusion in the Transportation Master Plan were first categorized to determine the level of analysis required to assess their respective benefits to the improvement of mobility within the road network. The categories included committed projects, common options, special projects (see below special analysis), and other options. The committed projects October

43 DEVELOPING THE PLAN were those options already included in the City s funded capital plan, the common options were those options defined as solely addressing a single deficiency in the road network (and not in competition with other projects), and the special projects were recommendations from special analysis and evaluation that was conducted in parallel. Only the other options required further analysis and evaluation. To evaluate the benefits and thus need of these other options, a rigorous analysis process was conducted using the travel demand forecasting model. This analysis and evaluation process involved four distinct rounds of scenario testing where various permutations of options could be tested as a series of option packages. This method permitted the direct comparison of competing options (addressing the same road network deficiency) as well as the ability to assess options that may be complementary to other options. With respect to goods movement, a similar rigorous evaluation was conducted on the various candidate truck routes. The candidate routes were subjected to a comprehensive evaluation process that considered two categories of assessment as follows: Level 1 - Strategic Criteria Road Classification Continuity Connectivity Utilization Level 2 Land Use and Operational Criteria Conflicts with Institutional Facilities Conflicts with Resource / Conservation Areas Conflicts with Residential Land Use Congestion Levels Acceptable Road Grades October

44 DEVELOPING THE PLAN In addition to the above road and truck route network evaluation activities, special analysis was conducted for several high priority locations within the City s road network. This special analysis and evaluation was conducted in parallel to the development of the overall Transportation Master Plan. The analysis and evaluation of each of these high priority locations was conducted in more detail than other elements and included in some instances, a high level environmental assessment. Special analysis projects showing positive benefits to the overall network were brought forward as committed projects in the Transportation Master Plan. Developing the Plan Findings from the analysis and evaluation of the different elements of the transportation network were taken forward to form the recommended Transportation Master Plan. Documentation of the process and final recommendations into a concise summary document was undertaken and the results presented to City Council. The City of Abbotsford Transportation Master Plan was documented in three volumes with the summary or reference volume forming Volume 1 and the supporting analysis and special activity reports contained in Volumes 2 and Volumes 3 respectively. Public Consultation The City of Abbotsford hosted two Phase 3 community open houses at the Matsqui Centennial Auditorium: Thursday, September 27th, from 5:00 pm to 8:00 pm. Wednesday, October 3rd, from 5:00 pm to 8:00 pm. Approximately 40 members of the public attended the September 27th open house, and over 150 attended the October 3rd open house. Details of the open houses were communicated through advertisements in the Abbotsford News (City Page), notices posted to the city of Abbotsford website, and a news release distributed to area media. October

45 DEVELOPING THE PLAN Thirty-eight full colour display boards, describing and illustrating different aspects of the Transportation Master Plan recommendations were presented at the two open house events. A handout fact sheet describing the Transportation Master Plan process was also available. Opportunities for public input were available through several means such as providing each person who arrived at an open house event with a feedback form, on which they could write their comments, and either deposit the form in a box at the open house, or subsequently fax or mail it to the City of Abbotsford. A summary report was prepared at the end of each phase to document the feedback received from the public and other stakeholders. The public comments and suggestions were taken into consideration in the preparation of the final Transportation Master Plan document and were presented to City Council. Implementation Strategy The final major activity in the formation of Transportation Master Plan was the development of an implementation strategy that prioritizes the timing for future implementation of the various recommended improvements to the transportation system. The strategy also summarizes the various City of Abbotsford action items which consist of recommended policy changes and / or adoptions as well as areas requiring further study. The implementation strategy focused primarily on the physical improvement aspects of the Transportation Master Plan rather than the actions (policy and further study recommendations) and as such, total project costs played a key role in identifying priorities. Additional analysis using the travel demand forecasting model for the interim planning horizons of 2011 and 2021 was also conducted to assist in the prioritizing process by assessing the magnitude of benefits arising from some projects if implemented in an earlier time frame. October

46 TRANSPORTATION MASTER PLAN ELEMENTS The City of Abbotsford Transportation Master Plan consists of four major elements related to the various travel modes and transportation services found within the community. These include pedestrian and cycling facilities, transit, and the road network which further includes the identification of dedicated routing for goods movement. In addition to these major elements, discussion on traffic management through traffic calming and the future use of technology as a means to enhance the efficiency as well as the safety of the transportation system is provided. A description of the Transportation Master Plan as it relates to each of these major elements is discussed in the sections below. 4.1 FUTURE PEDESTRIAN AND CYCLING FACILITIES The City of Abbotsford is concerned about the safe provision of cycling facilities, and recognizes cycling as a legitimate transportation alternative to the automobile. In 2005, as part of the Abbotsford Safer City Project, a Bicycle Master Plan was prepared. Based on the recommendations in this document and additional input from local cyclists, the City has started to implement a comprehensive bicycle network of signed bike routes, paved shoulders / bike lanes, and wider curb lanes. In addition, policies and design guidelines have been established to ensure that all newly constructed streets in Abbotsford provide a minimum curb lane width which accommodates road sharing between motor vehicles and cyclists. As part of the development of the transportation master plan, a review of the 2005 Bicycle Master Plan was conducted with the intent to improve upon the findings of the older plan. Improvements are based on input from the public and stakeholders, feasibility in the context of new or October

47 TRANSPORTATION MASTER PLAN ELEMENTS proposed developments, and the status of implementation of the 2005 Bicycle Master Plan. The review also examined the feasibility of offroad trails as complementary links to a road network system and furthermore, considered the accommodation of pedestrians within both the cycling and road networks Methodology The following points identify the steps that were conducted as part of the overall review of the 2005 Bicycle Network Plan and the development of the bicycle network plan as a major element of the Abbotsford Transportation Master Plan: A comprehensive review of the existing bicycle network plan and its implementation schedule was undertaken. Input was sought from City staff and stakeholders with respect to current development plans and compatibility with links outside the municipality was also considered. A field study of the proposed routes contained in the 2005 plan was conducted to determine their feasibility and to identify any outstanding gaps. This field research was conducted on bicycle over three sessions. Vehicle-cyclist conflict points were identified and re-examined at times when traffic flows were higher to confirm the magnitude of the problem. Input from residents was sought through stakeholder meetings and the public consultation process. Focus group sessions with key stakeholders were organized to ensure that all issues both general and specific, in particular those more likely to affect cyclists, were given the appropriate level of attention and analysis. Input from the public on the preliminary cycling plan and network alternatives was sought through additional public open house events and stakeholder meetings. October

48 TRANSPORTATION MASTER PLAN ELEMENTS Issue Identification A summary of the outstanding gaps and additional features which would enhance the existing cycling network, depicted in Exhibit 4.1A, was incorporated into the Cycling Plan Issues and Opportunities Working Paper contained in Volume 2. Several issues are described below to highlight the main areas of focus within the existing cycling network: There is not yet any signage informing cyclists of the existence of a cycle network. Signage is an essential first step in the development of any kind of bicycle network as it serves to inform and educate other road users to expect cyclists, particularly on certain roadways, and it heightens public awareness of the need to share the road. Although cyclists are not confined to official bike routes, signed bike routes also encourage people to consider using a bicycle instead of a motor vehicle for transportation. There are significant challenges for cyclists on some of the existing roads due to the older, narrower design and increased motor vehicle traffic levels, including truck traffic. There are limited opportunities to incorporate off-road trails into the commuter network. The rolling terrain of the City creates a challenge for cyclists. This issue can be somewhat off-set by providing racks on buses throughout the City and bicycle lockers in strategic locations. Several vital connections that are missing from the existing plan include: o A connection to the University College of the Fraser Valley (UCFV) across Highway 1; and o A connection across the railway tracks in the centre of the City. October

49 TRANSPORTATION MASTER PLAN ELEMENTS Cycling Network Improvement Options Several network improvement options have been developed to address the identified issues and concerns with respect to the existing cycling network and outstanding gaps in the 2005 Bicycle Master Plan. For the most part, improvement options for the cycling network were not developed to address any specific existing "problem"; but rather to support the desire of the City to be forward thinking in its accommodation of future growth with respect to the guiding principals of the overall transportation master plan. Although the many different types of cyclists with different needs often makes planning for cyclists difficult; in general, all cyclists regardless of their age (child or adult), skill level (novice or experienced), or preference for type of cycling (recreational or utilitarian) require adequate space to be able to cycle safely, whether this is on road, travelling adjacent to vehicular traffic, or off road on multi-use trails. This principle of adequate space has also guided the development of the network improvement options The various cycling network improvement options are graphically depicted on Exhibit 4.1B. As shown, many of the options are based on recommendations generated in the 2005 Bicycle Master Plan Future Cycling Network With the various improvement options identified, the future cycling network was developed primarily through discussions with City staff, input from stakeholders, and feedback from the public through the three phases of open house events. Implementation costs, constructability issues, and the ability for the cycle facility projects to be constructed in unison with some of the improvements to the future road network were also factors used to assess the options being considered. October

50 TRANSPORTATION MASTER PLAN ELEMENTS The future cycling network, depicted in Exhibit 4.1C, illustrates the existing cycling network and the future components to be added over the coming years. Key highlights of the future cycling network include: Completing a Perimeter Route To develop the network in a comprehensive manner, it is proposed that several of the east west and north-south routes be connected to form a perimeter route as follows: Blue Jay Street between Blueridge Drive and Livingstone Avenue connecting to Peardonville Road; Beck Road between Old Clayburn Road and South Fraser Way including the examination of an off-road connection south of Old Yale Road to South Fraser Way. Additional North-South Route An additional north-south route has been identified to provide improved access to the University College of the Fraser Valley. The proposed alignment of this route, south to north, is: King Road to McCallum Road; McCallum Road to Lynn Avenue; Lynn Avenue to Horizon Street; Horizon Street to Marshall Road; Marshall Road to Ware Street; Ware Street to George Ferguson Way; George Ferguson Way to Trafalgar Street; Trafalgar Street to Maclure Road. October

51 TRANSPORTATION MASTER PLAN ELEMENTS Additional East-West Route Another highlight is the proposal to upgrade South Fraser Way between Livingstone Avenue and Sumas Way as an additional east-west route Pedestrian and Cycling Policies The policies generated in this section refer to general policies which will provide the City with additional direction in the planning, design, implementation, and coordination of pedestrian and cycling facilities. Emphasis has been placed on the need to establish policies that conform to national standards. In all cases where new facilities are to be implemented or existing facilities upgraded, Transportation Association of Canada (TAC) standards have been assumed as the governing set of guidelines. The results of the analysis and reviews conducted during the development of the transportation master plan, including the extensive public consultation, indicate that although much work has to be done to implement the Master Bicycle Plan, the planned cycling network is not well known to residents. The network therefore needs to be acknowledged and promoted with signage. Signage will serve to inform the public of the network and to encourage a sharing of the road amongst the various road users. That the City of Abbotsford develop an annual program to install street signs to indicate designated bicycle routes. That the City of Abbotsford develop and distribute a bicycle route map which is updated annually to reflect further enhancements or additions to the bicycle route network. Partnering with local businesses should be sought to offset the costs of publishing the maps. October

52 TRANSPORTATION MASTER PLAN ELEMENTS The following policies have been developed to improve the safety and comfort level of cyclists using the City s road network: The City should adopt a policy that restricts parking on roadways which have been designated as a bicycle route. Exceptions would include low volume roads (< 1000 AADT) or where parking is located so as not to interfere with a shoulder / bike lane or the additional width provided for cyclists. The City should adopt a policy that eliminates current practices that create dangerous situations / hazards for cyclists. Specifically, the use of asphalt curbs to solve drainage issues should be discouraged. The City should adopt targets for bicycle modal split and develop an annual monitoring program whose results would be advertised to the residents of Abbotsford as a means to further encourage cycling in the community. To further encourage cycling and to enhance transportation choice as the City continues to grow, the following policies have been developed for consideration: The City should consider adopting a policy of requiring approved bicycle parking (racks which support both the frame and a wheel) with all new developments and for existing municipal buildings. The City should consider adopting a policy to separate the requirements for bicycle parking from the requirements for motor vehicle parking. The City should adopt a policy that requires bicycle racks on all buses. October

53 TRANSPORTATION MASTER PLAN ELEMENTS With the aging population trend occurring across Canada and British Columbia, the number of residents in the City of Abbotsford over the age of 65 is also expected to increase in future years. In recent years, the popularity of motorized scooters to assist the elderly and less mobile citizens has increased and is anticipated to further increase in the future as the population ages. However, with the benefit of providing mobility, the increased presence of scooters primarily on the city s sidewalks is creating a previously unknown concern with respect to conflicts with other pedestrians. With further increases in the use of scooters, the conflicts with pedestrians and other scooters could become a significant concern. A review of other municipal policies as they relate to pedestrians and sidewalk use has indicated that this subject has not reached a priority as minimal literature has been generated. Further study should be undertaken by the City of Abbotsford to conduct additional reviews of policies in other municipalities, consult with local stakeholder groups, and conduct a risk analysis with respect to the liabilities associated with scooter activity on City streets. Recommendations as to future policies governing the use of scooters on City sidewalks may include: Signage to indicate that scooters must yield right of way to pedestrians. The city needs to identify any existing hazards to scooter use and either remove these hazards or mitigate the hazard through signage or other means. To permit two scooters to safely pass, the City should consider wider sidewalks (approximately 2.5 metres) in areas of higher scooter use such as near senior housing, care facilities, and hospitals. The city to continue to remove barriers (e.g. retrofits for curb letdowns) to wheelchairs which will also benefit scooter users. 4.2 TRANSIT SERVICE IMPROVEMENTS In March 2004, BC Transit issued the Transit Business Plan for the Central Fraser Valley. The Transit Business Plan document presented a review of the transit service existing at the time of plan development based on actual system performance in 2002/03. Key conclusions of this review included: The conventional transit system is low performing and has a low level of service when compared with similar systems ; Improving frequency of service, schedule reliability, and hours of operation are the three top concerns for existing users ; There is a general public perception that the transit system has not kept pace with population growth in the community. October

54 TRANSPORTATION MASTER PLAN ELEMENTS Background The conclusions of the Transit Business Plan with respect to low usage in 2002/03 are supported by 2001 Census Journey-to-Work data, by the 2004 Lower Mainland Trip Diary Survey, and by a comparison of system performance with other comparable transit systems in British Columbia The 2001 Census Journey-to-Work survey collects information on the usual mode of travel to work from a 20% sample of all households. Based on this survey, just under 2% of Abbotsford residents who lived and worked at the time in the urban area of the community (where public transit service is available) regularly used transit to travel to work. This share is similar to the bike mode (1.6%) and considerably lower than the walk mode (9%). The transit mode share in the 1996 Journeyto-Work survey for comparable trips was also just under 2%, while the walk and bike modes were 7% and 1% respectively. Data from the 2006 Census will be available in March The 2004 Lower Mainland Trip Diary Survey was conducted in the spring of 2004 and included all municipalities in Metro Vancouver and the FVRD. The survey, which collected data on travel patterns, modes and purposes, included about 500 persons from about 200 households in Abbotsford. Because of the relatively small sample size within Abbotsford, the results cannot be used to assess travel patterns in the area in detail, nor can the results be directly compared to the Census data. The results do indicate that in 2004, transit use was very low across all age groups and trip purposes. The chart below, Figure 4.2.1, presents the number of weekday trips made within the Abbotsford transit service area by mode of travel for three different age groups. October

55 TRANSPORTATION MASTER PLAN ELEMENTS Figure Weekday Trips by Mode Number of Weekday Trips in Transit Service Area 180, , , , ,000 80,000 60,000 40,000 20, % Transit (%) Walk/Bike Veh Passenger Veh Driver 2.1% 2.2% School Aged (5-17) Prime Commuter (18-54) Seniors Plus(55+) Age Category As part of its performance monitoring program, BC Transit includes the Central Fraser Valley Transit System in its Tier 1 Conventional Transit Systems. These systems operate in communities with service area populations in the range of 50,000 to 150,000 people. The chart in Figure presents a comparison of annual revenue passengers versus annual service hours for the Tier 1 systems for the reporting year, along with the population served by transit in each community. The chart illustrates the strong relationship between service hours and revenue passengers as well as the lower number of service hours in the Central Fraser Valley relative to other areas with similar service populations. The Transit Business Plan notes that the lack of commuter services with trip frequencies of 15 minutes or better at peak commuting times combined with direct and convenient routing is one of the major reasons for the differences in performance between Central Fraser Valley Transit and the higher performing Tier 1 systems. October

56 TRANSPORTATION MASTER PLAN ELEMENTS Figure Tier 1 Transit System Performance ( ) 3,500,000 Revenue Passengers 3,000,000 2,500,000 2,000,000 1,500,000 1,000,000 Prince George (pop: 60,700) Kamloops (pop: 72,500) Fraser Valley (pop: 115,100) Kelowna (pop: 115,100) Nanaimo (pop: 97,100) 500, ,000 50,000 75, , , ,000 Revenue Hours of Service The Transit Business Plan reviewed population projections to 2024 as well as community development issues. This review concluded that although the seniors market is rapidly growing and the youth market makes up a majority of current transit users, the prime commuter age category holds the greatest potential for increasing transit ridership. The following key conclusions were made with respect to community development issues: Service within the Abbotsford CBD should focus more on the Clearbrook Centre / Civic Precinct area in order to attract more commuter passengers; New and growth transit markets include UCFV, the relocated hospital in Abbotsford, and Cascade Aerospace; Transit between Abbotsford and Metro Vancouver destinations should be considered. October

57 TRANSPORTATION MASTER PLAN ELEMENTS The BC Transit Business Plan presented a number of service proposals and supporting strategies for implementation over the short, medium, and long range. The service proposals are for: Route realignment; Increased frequency of operations; Extended hours of operation; Service expansion. Some of the key short range recommendations of the BC Transit Business Plan that have already been implemented include realignment of the primary east-west routes to connect major destinations in the core area of Abbotsford with through-routing operations to minimize the need for transfers, as well as improved frequency of service on selected routes. The medium and long range proposals call for the implementation of service to Metro Vancouver (implemented in the fall of 2007), further increases to the frequency of service, the implementation of transit service to newly developed areas, and improved connections to the West Coast Express. These recommendations, along with suggested supporting strategies, should result in improved transit system performance; however, in order to achieve a significant increase in transit ridership, a correspondingly significant increase in transit service hours will be required System Performance A map of the bus stops in the Abbotsford urban area is presented in Exhibit 4.2 with different coloured symbols representing different values of the average total boardings at each stop on a weekday (from a sample of about 4500 bus route trips taken over September 2005 through August 2006). The stops with the highest values are the Bourquin Exchange and the Downtown Exchange, while University College of the Fraser Valley (UCFV) has the third highest number of October

58 TRANSPORTATION MASTER PLAN ELEMENTS boardings. The next stops in terms of activity are primarily located along South Fraser Way, Essendene Avenue, and Old Yale Road, typically near commercial areas, recreation centres, or secondary schools. The two corridors with higher than average levels of transit passenger boardings are South Fraser Way and George Ferguson Way. The chart in Figure illustrates the variation in transit ridership by time of day for data collected in October 2003 and in The strong peaks that occur at the start and end of school, as well as the mid-day pattern suggest that the transit system still serves primarily shopping and school trips; however, there has been growth during the late afternoon. It should be noted that the degree of growth may be understated since the data is averaged over an entire year, including school holidays. Figure Transit Ridership by Time of Day Passengers Boarding during the Hour APC ( ) October :00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 Hour Starting October

59 TRANSPORTATION MASTER PLAN ELEMENTS Although the performance of the Central Fraser Valley Transit System has improved with the implementation of the short-range recommendations of the Business Plan, its performance relative to other systems of comparable size has remained about the same. The trends in system performance for the Tier 1 systems in British Columbia are depicted in the chart in Figure Figure Trends Tier 1 Transit System Performance 3,500,000 3,000,000 Kelow na Kamloops 2,500,000 Revenue Passengers 2,000,000 1,500, Fraser Valley Nanaim o 1,000,000 Prince George 500, ,000 40,000 60,000 80, , ,000 Revenue Hours of Service The potential for further improvement to system performance is even more striking when system performance is graphed on a per capita basis. The chart in Figure illustrates how on a per capita basis, the Central Fraser Valley Transit System continues to provide significantly fewer revenue hours of service relative to other communities of similar size (e.g. Kelowna and Nanaimo). Not surprisingly, ridership per capita is also correspondingly lower. October

60 TRANSPORTATION MASTER PLAN ELEMENTS Figure Trends Tier 1 Transit System Performance per Capita Kamloops Revenue Passengers per Capita Fraser Valley Kelow na Nanaim o Prince George Revenue Hours of Service per Capita Although the Transit Business Plan for the Central Fraser Valley calls for a 35% growth in service hours in the medium range, the net impact of this additional service per capita will be an increase of 30% due to expected population growth. Even with this growth, revenue hours of service will continue to be the lowest among Tier 1 transit systems. Public transit services generated a tremendous amount of interest among the Transportation Plan Open House participants. Many people called for general service improvements, such as more routes, longer hours of service, and improved headways (shorter time between scheduled buses). There were also suggestions for smaller buses that could run more frequently. October

61 TRANSPORTATION MASTER PLAN ELEMENTS Specific Transit Issues raised in Transportation Plan Public Open Houses are tabulated below: Changes to Transit Routing Provide bus service to/from Aldergrove, as well as to/from Chilliwack, Surrey SkyTrain, and Vancouver. Provide better transit connections to Mission, particularly to connect to additional West Coast Express trains and the bus train. Provide bus service to/from Abbotsford Airport, including from Mount Lehman. Provide bus service along South Fraser Way to Sumas Way or to Abbotsford Way to loop over to Marshall Road. Provide bus service along King Road from Riverside Road. Extend the Valley Connector, Gladwin or Clearbrook bus routes to Harris & Glenmore. Provide bus service along Ledgeview or Auguston areas. Changes to Stops, Hours and Frequency of Service Locate a new bus stop at the corner of Sumas Way and McClary Avenue, and change the schedule to provide a drop-off time of 6:40am, allowing employees to arrive at work for the 7:00 am shift. Enhance transit service to the University College of the Fraser Valley. Provide a bus loop / transit exchange on the west side of the City. Provide safety improvements to the location/configuration of the bus stops at the Bourquin Exchange and on Bourquin Street. Provide improvements to HandyDart s hours of service, and improve the consistency in the use of wheelchair-accessible buses, to let users know when an accessible bus will be serving a particular route. October

62 TRANSPORTATION MASTER PLAN ELEMENTS Future Transit Options Based on statistics published by BC Transit, some of the key characteristics of the Central Fraser Valley Transit system for the operating year 2006/07 are as follows: Total population served by CFV Transit: 115,000 (about 80% in Abbotsford); Revenue hours of service per capita served: 0.6; Revenue passengers per service hour: 23.3; Cost recovery from fares: 29%; Operating cost: $71 / hour. The annual transit operating costs incurred by the City of Abbotsford are approximately $1.5 million. The key issues with respect to the current system are low ridership resulting from limited route coverage and poor trip frequency. Service hours per capita are only about half the value provided in similar sized communities in British Columbia. Fundamentally, there is a need to increase funding of transit to keep pace with forecast growth and to fill in existing gaps in service. The increased funding would cover the costs of additional buses which in turn could address both the frequency and route deficiencies. For the future, three levels of transit service improvement investment were assessed: Low Transit Service Investment Medium Transit Service Investment High Transit Service Investment The characteristics of the three levels of funding are described in Table as follows. October

63 TRANSPORTATION MASTER PLAN ELEMENTS Table Funding Options Low Transit Service Investment Medium Transit Service Investment High Transit Service Investment Maintain current service per capita in areas with existing service; no service expansion Service hours added based on population growth in current service areas No change in ridership rates and cost recovery Increase service hours per capita by 50% with some expansion of service Service hours added based on suggested improvements in the 2004 Transit Business Plan, with some additional expansion of service in the long term. Per capita hours still lower than comparable cities. Some improvement in ridership rates and cost recovery Expand service area and double service hours per capita Service hours added based on suggested improvements in the 2004 Transit Business Plan, with significant additional expansion of service by Per capita hours similar to Kamloops and Kelowna. Greater improvement in ridership rates and cost recovery Operating cost of $71 / hr in today s dollars (not adjusted for inflation) Additional service hours range from 9,000 in 2011 to 27,000 by 2031 Additional annual net costs of $0.4 million to $1.3 million Additional hours range from 26,000 in 2011 to 82,000 by 2031 Additional annual net costs of $1.27 million to $3.7 million by 2031 Additional hours range from 45,000 in 2011 to 129,000 by 2031 Additional annual net costs of $1.9 million to $4.9 million by Service Improvement Strategy As stated in Abbotsford s Official Community Plan (OCP), the vision for the City is a liveable, sustainable and prosperous City in the Country. This vision includes a goal of being connected, defined as follows: A connected community allows residents to easily get anywhere from any place using a number of different transportation modes (walking, cycling, transit, driving). It has efficient road and utility networks, safe and direct bicycle and pedestrian paths and an effective public transit system allowing all its residents easy access to shops, services, jobs and recreation. October

64 TRANSPORTATION MASTER PLAN ELEMENTS Achieving an effective public transit system will require action on two fronts: Encouraging transit oriented development along corridors where transit services can be provided in a cost-effective manner; Significantly increasing the amount of transit service provided, with a focus on corridors and services where improved frequencies can impact transit usage. In order to achieve an effective public transit system, the High Transit Service Investment option is to be pursued. The following table presents the projected impacts of this option on ridership, costs and revenues within the Abbotsford portion of the Central Fraser Valley Transit system. Table Service Improvement Strategy Base Population 95,000 95,000 95,000 Base Service Hours 57,000 57,000 57,000 Base Ridership 1,311,000 1,311,000 1,311,000 Additional Population Served 18,000 45,000 60,000 Service Hours per Capita Additional Service Hours for Base population 28,500 47,500 57,000 for Growth 16,200 49,500 72,000 Total Additional Hours 44,700 97, ,000 Additional Buses in service during peak periods Additional Operating Costs $ 3,173,700 $ 6,887,000 $ 9,159,000 Ridership per hour Growth in Ridership 1,231,500 3,001,000 4,269,000 Total Ridership 2,542,500 4,312,000 5,580,000 Additional Revenues $ 1,231,500 $ 3,001,000 $ 4,269,000 Net Additional Subsidy $ 1,940,000 $ 3,890,000 $ 4,890,000 October

65 TRANSPORTATION MASTER PLAN ELEMENTS The Central Fraser Valley Transit system currently has 22 transit vehicles in service during weekday peak periods. The recommended funding strategy would add about 16 buses in 2011, 35 buses in 2021, and 46 buses by 2031 to peak period operations in Abbotsford. These additional buses would improve the frequency of service on core routes, and enable the addition of new routes to serve the growth areas of the community. That the City of Abbotsford increase transit funding to boost the number of service hours which in turn will support additional transit services to meet the growing population demands. Additional transit funding is also anticipated to improve the modal split as higher transit frequencies and additional transit services will attract new riders. 4.3 FUTURE ROAD NETWORK The future road network plan was developed through a comprehensive planning process involving the identification of the current and future deficiencies, development of mitigation options, and rigorous analysis and evaluation. The key steps of the planning process are described below and followed by a description of the future road network Road Network Deficiencies Extensive analysis of the existing road network was conducted in both the existing and future planning horizons. The analysis indicated several deficiencies in the road network however, the majority of these deficiencies were related to intersection capacity and some localized roadway capacity limitations. A summary of the key findings from the analysis is provided below with the details described in full in Volume 2 Problem Definition Report. Screenline Analysis In the existing time frame, screenline deficiencies along a north-south axis were attributed primarily to the Highway 1 corridor, and similarly, the Highway 11 corridor accounted for much of the capacity short fall along an east-west axis near the Mission Bridge. October

66 TRANSPORTATION MASTER PLAN ELEMENTS Future planned growth was shown to exacerbate the existing screenline deficiencies without any proportional increases in capacity due to any planned or committed projects. Additional screenline deficiencies above the existing screenline deficiencies were identified along Clearbrook Road, Gladwin Road / Ware Street, Highway 11, Sumas Way, Old Yale Road / Maclure Road, and Peardonville Road / Simpson Road. Roadway Link Capacity Analysis The analysis of the existing road network in the current and future time frames indicated several links where travel demand exceeded the available capacity. These locations are listed in Table 4.3 below: Table 4.3 Year 2031 Link Deficiencies Intersection Capacity Analysis Analysis of every signalized intersection and several major unsignalized intersections within the City of Abbotsford was undertaken for both the AM and PM peak periods and for the current and future planning horizons. The analysis indicated the deficient intersections as well as the actual deficient movements within each intersection. Of the nearly October

67 TRANSPORTATION MASTER PLAN ELEMENTS 140 intersections analysed in the current year, approximately 25 intersections possessed capacity limitations. In the future planning horizon, additional high level analysis was conducted using the travel demand forecasting model. The macro-level analysis tool assisted in identifying other intersections (network nodes) where demand was forecasted to exceed capacity. In total more than 80 intersections, signalized and unsignalized, were forecasted to possess deficiencies. Safety The top five rural and top ten urban collision locations, ranked by frequency according to the past ten years of ICBC data, are summarized in Table 4.3A and Table 4.3B below, along with the average number of severe collisions, average annual fatalities, and average annual claims cost. Table 4.3A 2006 Ten Year Collision Frequency Ranking (Rural Locations) Table 4.3B 2006 Ten Year Collision Frequency Ranking (Urban Locations) October

68 TRANSPORTATION MASTER PLAN ELEMENTS Summary of Deficiencies A summary of the various road network deficiencies is provided in Table 4.3C with respect to intersection, roadway capacity, safety, and network completion deficiencies. These deficiencies are also graphically depicted on Exhibit 4.3A (Rural) and Exhibit 4.3B (Urban). These exhibits indicate the locations of all existing and future intersection deficiencies, link capacity deficiencies, and safety deficiencies Mitigation Options Several options were developed to mitigate the various deficiencies identified in the existing road network. In some instances, several options were developed to mitigate the identified deficiency, whereas in other locations, only one option was developed as the remedy was straight forward. The various options considered as potential candidate elements for the future road network are listed in Table 4.3D and are graphically identified on Exhibit 4.3C (Rural) and Exhibit 4.3D (Urban) Road Network Plan The future road network plan, as developed for the 2031 planning horizon is shown on Exhibit 4.3E (Rural) and Exhibit 4.3F (Urban). The future road network plan consists of improvements to several intersections, improved or new roadway links, and upgrades to the provincial highway system. The specific elements forming the future road network are described in the sub sections below with respect to the type of improvement, namely intersection improvements, roadway improvements, special projects, and projects falling under the Ministry of Transportation s jurisdiction. October

69 TRANSPORTATION MASTER PLAN ELEMENTS Intersection Improvements Improvements are required at several intersections within the City of Abbotsford. The locations and extent of the required improvements are based on the deficiencies identified previously. Primarily, the deficiencies consisted of capacity issues as well as existing safety issues and as such, the typical intersection improvements primarily involve the provision of left turn lanes, improved traffic control, and /or additional through capacity. The location of the intersection improvements are listed in Table 4.3E and graphically illustrated on Exhibit 4.3E (Rural) and Exhibit 4.3F (Urban). Roadway Improvement Projects Improvements are required along several road links within the City of Abbotsford. The locations and extent of the required improvements are based on the numerous road network deficiencies identified previously. Primarily, the typical road improvement project involves adding additional capacity by widening an existing facility, constructing a new link, or extending an existing link to improve the connectivity in the overall network. The location of the intersection improvements are listed in Table 4.3E and graphically illustrated on Exhibit 4.3E (Rural) and Exhibit 4.3F (Urban). Descriptions of some of the key road improvement projects are provided below. October

70 TRANSPORTATION MASTER PLAN ELEMENTS Table 4.3C Existing and Future Road Network Deficiencies ID Intersection Capacity ID Intersection Capacity ID Link Capacity From 11 58th Avenue / Bradner Road Intersection 52 McKee Road / McMillan Road Intersection 1 Abbotsford Mission Hwy Bridge Mission 12 58th Avenue / Ross Road Intersection 53 Mt. Lehman Road EB to NB Off-Ramp / Fraser Hwy Intersection 2 Fraser Highway Lefeuvre Road 13 Blauson Boulevard / McKee Road Intersection 54 Mt. Lehman Road WB On-Ramp / Highway 1 Merge 3 Harris Road Riverside Street 14 Blueridge / Clearbrook Road Intersection 55 Mt. Lehman Road / Townshipline Intersection 4 Highway 1 Langley Boundary 15 Cannon Avenue / McDougall Avenue / McCallum Intersection 56 Old Clayburn Rd./Immel St. Intersection 5 Hill-Tout Street Peardonville Road 16 Clearbrook Road EB On-Ramp / Highway 1 Merge 57 Old Yale Rd./Blue Jay St. Intersection 6 McKee Road McKee Drive 17 Delair Road / Old Yale Road Intersection 58 Old Yale Rd./Maclure Rd. Intersection 7 Mt. Lehman Road South Fraser Way 18 Downes Road /Bradner Road Intersection 59 Old Yale Rd./Townline Rd. Intersection 8 Mt. Lehman Road Fraser Highway 19 Downes Road /Lefeuvre Road Intersection 60 Old Yale Road / Clearbrook Road Intersection 9 No. 3 Road WB On-Ramp / Highway 1 Merge Ramp Terminal 20 Essendene Avenue / Gladys Avenue Intersection 61 Peardonville Road / Clearbrook Road Intersection 10 Peardonville Road Simpson Road 21 Fraser Highway / Bradner Road 62 Peardonville Road / Townline Road Intersection 801 Fraser Highway Ross Road 22 Fraser Highway / Lefeuvre Road Intersection 63 Powerhouse Road / Wells Line Road Intersection 802 Sumas Mountain Road Dawson Road 23 Fraser Highway / Mt.Lehman Road Intersection 64 South Fraser Way / Clearbrook Road Intersection 803 McKee Road Whatcom Road 24 George Ferguson Way / Clearbrook Road Intersection 65 South Fraser Way / Gladwin Road Intersection 804 Old Clayburn Road Straiton Road 25 George Ferguson Way / Gladwin Road Intersection 66 South Fraser Way / McCallum Road / Essendene Intersection 805 McMillan Road McKee Road 26 George Ferguson Way / Trethewey Street Intersection 67 South Fraser Way / Trethewey Street Intersection 809 Marshall Road Foy Street 27 George Ferguson Way / Gladys Avenue Intersection 68 South Fraser Way WB On-Ramp/Hwy 1 Merge 810 Downes Road Townline Road 28 George Ferguson Way / Montrose Avenue Intersection 69 South Fraser Way / Sumas Way Intersection 814 Highway 11 Highway Harris / Riverside Intersection 70 South Parallel Road / Whatcom Road Intersection 815 Ash Street Green Avenue 30 Harris Road / Highway 11 Intersection 71 Springhill Street / Old Yale Road Intersection 816 Townshipline Road Gladwin Road 31 Highway 1 EB Off Ramp / Clearbrook Road Intersection 73 Sumas Mtn. Road / Dawson Rd. Intersection 817 King Road McKenzie Road 32 Highway 1 EB Off Ramp / Whatcom Road Intersection 74 Sumas Mtn. Road / Lower SumasMountain Way Intersection 818 Mt. Lehman Road Threshold Drive 33 Highway 1 WB Off Ramp / Clearbrook Road Intersection 75 Sumas Way EB On-Ramp / Highway 1 Merge 1011 Gladys Avenue Highway Hill-Tout Street / South Fraser Way Intersection 76 Sumas Way WB Off-Ramp / Sumas Way Intersection To Riverside SB Off-Ramp Ross Road Gladwin Road Vedder Canal (Chilliwack Boundary) South Fraser Way Ledgeview Drive Threshold Drive South Fraser Way Highway 1 Marshall Road Mt Lehman Road McKee Road Ledgeview Drive Sandy Hill Crescent Marshall Road Clearbrook Road Clearbrook Road US Border George Ferguson Way Highway 11 Riverside Road Huntingdon Drive George Ferguson Way 35 Highway 11 / Clayburn Road Intersection 77 Sumas Way / Sumas Way EB Off-Ramp Intersection ID Safety ID Network Completion Elements 36 King Road / Gladwin Road Intersection 78 Townshipline / Bradner Intersection 82 Marshall Road at McCallum Road 129 George Ferguson Way at Trethewey Street 37 King Road / McKenzie Road Intersection 79 Vye Road / Sumas Way Intersection 83 George Ferguson Way at Gladwin Road 130 Peardonville Road at Bevan Road 38 King Road / McCallum Road Intersection 80 Ware Street / George Ferguson Way Intersection 84 Marshall Road at Sumas Way 131 Harris at Glenmore Road 39 Laburnum Avenue / Mierau Intersection 81 Whatcom Road EB On-Ramp / Highway 1 Merge 85 Highway 1 at Sumas Way 132 Harris Road at Gladwin Road 40 Laburnum / Sandy Hill / Old Clayburn Intersection 806 Ross Road / Harris Road 86 South Fraser Way at Clearbrook Road 133 McClary Avenue at Sumas Way 41 Livingstone Avenue / South Fraser Way Intersection 807 King Road / Riverside Road 87 South Fraser Way at Gladwin Road 134 Highway 11 / Sumas Way 42 Maclure Road / Gladwin Road Intersection 808 Sumas Way / 4th Avenue 88 King Road at McCallum Road 135 Peardonville Road Overpass 43 Maclure Road / Trethewey Street Intersection 811 Hazelwood / Abbotsford Mission Highway 89 Old Yale Road at Townline Road 136 Essendene Avenue at Gladys Avenue 44 Marshall Road / Emerson Street Intersection 812 George Ferguson Way / Ash Street 90 Highway 1 at McCallum Road 137 George Ferguson Way at Gladys Avenue 45 Marshall Road / McCallum Road Intersection 813 Old Yale Rd. / McAdam Road 91 George Ferguson Way at Trethewey Street 138 Maclure Road at Sumas Way 46 Marshall Road / Riverside Road Intersection 814 Downes Road / Clearbrook Road 92 Fraser Highway at Lefeuvre Road 139 Marshall Road at Clearbrook Road 47 Marshall Road / Sumas Way Intersection 815 Mt. Lehman Road / Great Northern Ave 93 Fraser Highway at Bradner Road 142 Highway 1 access to/from Hospital 48 Marshall Road / Vedder Way Intersection 816 Mt. Lehman Road / Simpson Road 94 Fraser Highway at Ross Road 1129 Marshall Road (new connection) 49 McCallum Road / McConnell Road Intersection 817 South Fraser Way / Bourquin Crescent West 95 Harris Road at Gladwin Road 1129a Marshall Road, Old Yale to Timberlane (2 to 4 lanes) 50 McKee Drive / Old Clayburn Road Intersection 818 South Fraser Way / Garden Street 96 Harris Road at Riverside Road 1130 McConnell Road extension to Angus Campbell and Potter Road 51 McKee Road / McKinley Drive Intersection 819 Peardonville Road / Emerson Street October

71 TRANSPORTATION MASTER PLAN ELEMENTS Table 4.3D Road Network Improvement Options Roadway Intersection Bevan Avenue - road diet to two lane cross-section, Emerson Street to South Fraser Way 58th Avenue / Bradner Road - change traffic control Cannon Avenue / McDougall Avenue / McCallum Road - add northbound right-turn lane 58th Avenue / Ross Road - change traffic control Clearbrook Road - widen to four lanes, Downes Road to Newcastle Court Blauson Boulevard / McKee Road - change traffic control Downes Road - widen to four lanes, Clearbrook Road to Gladwin Road Blueridge Drive / Clearbrook Road - change traffic control Downes Road - widen to four lanes, Gladwin Road to Highway 11 Delair Road / Old Yale Road - change traffic control Downes Road - widen to four lanes, Mt. Lehman to Clearbrook Road Downes Road / Bradner Road - change traffic control Emerson Street - widen to four lane cross-section, Marshall Road to Bevan Avenue Downes Road / Lefeuvre Road - change traffic control Fourth Avenue - widen from a two to four lane cross-section, Riverside Road to Highway 11 Downes Road / Townline Road - add eastbound and westbound left-turn lanes Fraser Highway - widen to four lanes, Bradner Road to Ross Road Essendene Avenue / Gladys Avenue - add eastbound and westbound left-turn lane Fraser Highway - widen to four lanes, Lefeuvre Road to Bradner Road Fraser Highway / Bradner Road - add northbound right-turn lane Fraser Highway - widen to four lanes, Ross Road to Mt. Lehman Road Fraser Highway / Ross Road - change traffic control George Ferguson Way - widen to four lanes, Gladys Road to Cyril Street George Ferguson Way / Ash Street - change traffic control Haida Drive - widen to four lanes, Ag-Rec to Nootka Street George Ferguson Way / Clearbrook Road - add southbound left-turn lane, northbound right-turn lane, double westbound left-turn lane Harris Road - widen to four lanes through the intersection at Highway 11 George Ferguson Way / Gladwin Road - add right-turn lanes on all approaches, double southbound left-turn lane Harris Road - widen to four lanes through the intersection at Riverside Road George Ferguson Way / Trethewey Street - add left and right-turn lanes on all approaches Harris Road - widen to four lanes, Riverside Road to Gladwin Road Harris Road / Gladwin Road - add northbound right-turn lane on Gladwin Road Hazelwood Avenue - widen to four lanes, Juniper Crescent to Abbotsford Mission Highway Harris Road / Gladwin Road - change traffic control South Fraser Way / Hill Tout Street - intersection improvements Harris Road / Glenmore Road - change traffic control King Road - widen to four lanes, McKenzie Road to Riverside Road Hazelwood Avenue / Highway 11 - change traffic control Marshall Road - extend, Mt. Lehman Road to Queen Street Highway 1 EB Off Ramp / Clearbrook Road - add double southbound left-turn lanes, eastbound through lane Marshall Road - widen to four lanes, Foy Road to Clearbrook Road Highway 1 WB Off Ramp / Clearbrook Road - add double southbound left-turn lanes, eastbound left-turn lane Marshall Road - widen to four lanes, Old Yale Road to Timberlane Drive King Road / Lefeuvre Road - add eastbound and westbound left-turn lanes McConnell Road - add rail crossing at McCallum Road King Road / McCallum Road - add double southbound left-turn lanes McDougall Avenue - construct overpass over Old Yale Road at Park Drive King Road / Riverside Road - change traffic control McKee Road - extend to George Ferguson Way Laburnum Avenue / Mierau Street - change traffic control McKee Road - widen to four lanes, McMillan Road to Whatcom Road Livingstone Avenue / South Fraser Way Intersection - change traffic control McKee Road - widen to four lanes, Whatcom Road to Ledgeview Drive Marshall Road / Emerson Street - add westbound right-turn lane and double southbound left-turn lane McMillan Road - widen to four lanes, McCabe Place to McKee Road Marshall Road / Horizon Street - add westbound left-turn lane on Marshall Road McMillan Road - widen to four lanes, McKee Road to Old Clayburn Road Marshall Road / McCallum Road - add double left-turn lanes and single right-turn lanes on all approaches McMillan Road - widen to four lanes, Mila Street to Marshall Road Marshall Road / McCallum Road - add eastbound and westbound double left-turn lanes and single right-turn lanes on all approaches Mt. Lehman Road - widen to four lanes, Threshold Drive to Aviator Drive Marshall Road / Vedder Way - add eastbound left and right-turn lanes, northbound and southbound left-turn lanes Mt. Lehman Road - widen to four lanes, Threshold Drive to Huntingdon Road Montrose Avenue at George Ferguson Way - add westbound left-turn lane Old Clayburn Road - widen to four lanes, Straiton Road to Sandy Hill Road Mt. Lehman Road / Townshipline Intersection - change traffic control Old Yale Road - widen to four lanes, Marshall Road to Dina Place Old Clayburn Road / Sandy Hill Crescent - channelize and add turn northbound and southbound right-turn lanes Old Yale Road - widen to four lanes, Delair Road to N Parallel Road Old Yale Road / Clearbrook Road - add northbound and southbound right-turn lanes Old Yale Road - widen to four lanes, Cameron Crescent to Eagle Mountain Drive Old Yale Road / McAdam Road - change traffic control Peardonville Road - road diet to two lane cross-section, Clearbrook Road Way to Gladwin Road Peardonville Road / Bevan Avenue - change traffic control Peardonville Road - widen to four lanes, Simpson Road to Mt. Lehman Road Peardonville Road / Emerson Street - add northbound right-turn lane Queen Street - extend from Peardonville Road to Deacon Street Peardonville Road / Townline Road - add eastbound and westbound left and right-turn lanes, northbound and southbound left-turn lanes Riverside Road - widen to four lanes, Forrest Terrace to King Road Powerhouse Road / Wells Line Road - change traffic control Riverside Road - widen to four lanes through Marshall Road Ross Road / Harris Road - change traffic control Riverside Road - widen to four lanes, King Road to McConnell Road South Fraser Way / Clearbrook Road - add double eastbound and westbound left-turn lanes, northbound right-turn lane Riverside Road, widen to four lanes, Farmer Road to 4th Avenue South Fraser Way / Garden Street - add westbound right-turn lane Riverside Road, widen to four lanes, McConnell Road to Vye Road Springhill Street / Old Yale Road - change traffic control Riverside Road, widen to four lanes, Vye Road to Farmer Road Sumas Mountain Road / Dawson Road - change traffic control South Fraser Way - widen to four lanes, Mt. Lehman Road to Townline Road Sumas Mountain Road / Lower Sumas Mountain Road - change traffic control Straiton Road connector, bypass of Clayburn Village Sumas Way / 4th Avenue - change traffic control Whatcom Road - construct connector, Sandringham Drive to Westview Boulevard Townshipline Road / Bradner Road - change traffic control Whatcom Road - widen to four lanes, Lonzo Crescent to Mountain Drive Vye Road / Whatcom Road - add eastbound and westbound left-turn lanes Whatcom Road - widen to four lanes, Mountain Drive to Sandringham Drive Projects Falling Under Ministry of Transportation Jurisdiction Special Projects Clearbrook Road - widen overpass to four lanes over Highway 1 Activity A Essendene Avenue Lane Relocation Gladwin Road - construct overpass over Highway 1 Activity B Trethewey Street Extension Highway 1 - widen to six lanes, Whatcom Road Interchange to Mt. Lehman Road Interchange Activity C King Road Extension Highway 1 EB Off Ramp / Clearbrook Road - add double southbound left-turn lanes, eastbound through lane Activity D Gladys Avenue Extension Highway 1 WB Off Ramp/Clearbrook Road - add eastbound and westbound left-turn lane, add northbound and southbound through lane Activity E McKenzie Road Extension Highway 11 - widen to four lanes, McConnell to US Border Activity F Elmwood Drive Extension Maclure Road - construct connection at Sumas Way Activity G Atkinson Road / Highway 1 Interchange McCallum Road - widen overpass to four lanes over Highway 1 Activity J Mt. Lehman/Peardonville Road/Marshall Road Intersection Relocation Peardonville Road - widen overpass to four lanes over Highway 1 Activity K McCallum Road Extension, George Ferguson Way to South Fraser Way Townline Road - construct two lane overpass over Highway 1 Activity M Eleanor Avenue Extension to Marshall Road Vye Road - construct rail overpass to Sumas Way Activity N Ventura Avenue Extension Whatcom Road EB Off-Ramp - add northbound and southbound through lanes, change traffic control Activity P Marshall Road Extension, Timberlane Drive to Mountain Drive October

72 TRANSPORTATION MASTER PLAN ELEMENTS Table 4.3E Roadway Improvement Projects ID Final Recommended Projects ID Final Recommended Projects Intersection Improvement Projects Roadway Improvement Projects I1 Downes Road / Townline Road - add left-turn lanes on Downes Road R1 Bevan Avenue - road diet to two lane cross-section, Emerson Street to South Fraser Way I2 George Ferguson Way / Trethewey Street - add left-turn lanes on George Ferguson Way R2 Straiton Road connector, bypass of Clayburn Village I3 George Ferguson Way / Ware - add left-turn lanes on all approaches R3 Clearbrook Road - widen to four lanes, Downes Road to Newcastle Court I4 Harris Road / Gladwin Road - add northbound right-turn lane on Gladwin Road R4 Emerson Street - widen to four lanes, Marshall Road to Bevan Avenue I5 King Road / Lefeuvre Road - add eastbound and westbound left-turn lanes R5 Fourth Avenue - widen to four lanes, Riverside Road to Highway 11 I6 King Road / Riverside Road - add eastbound left-turn lane R6 Haida Drive - widen to four lanes, Ag-Rec to Nootka Street I7 Marshall Road / Clearbrook Road - add westbound left-turn lane on Marshall Road R8 Old Yale Road - widen to four lanes, Delair Road to N Parallel Road I8 Marshall Road / Horizon Street - add westbound left-turn lane on Marshall Road R9 Old Yale Road - widen to four lanes, Marshall Road to Dina Place I10 Old Yale Road / Clearbrook Road - add southbound right-turn lane R10 Peardonville Road - road diet to two lane cross-section, Clearbrook Road to Gladwin Road I11 Vye Road / Whatcom Road - add eastbound and westbound left-turn lanes R12 Riverside Road - widen to four lanes, Forrest Terrace to King Road I12 58th Avenue / Bradner Road - change traffic control R13 Whatcom Road - construct connector, Sandringham Drive to Westview Boulevard I13 58th Avenue / Ross Road - change traffic control R14 Whatcom Road - widen to four lanes, Lonzo Crescent to Mountain Drive I14 Blauson Boulevard / McKee Road - change traffic control R15 Marshall Road extension, Mt. Lehman Road to Queen Street I15 Blueridge Drive / Clearbrook Road - change traffic control R16 George Ferguson Way - widen to four lanes, Gladys Road to Cyril Street I16 Cannon Avenue / McDougall Avenue / McCallum Road - add northbound right-turn lane R17 King Road - widen to four lanes, McKenzie to Riverside I17 Delair Road / Old Yale Road - change traffic control R18 McConnell Road - add rail crossing at McCallum Road I18 Downes Road / Bradner Road - change traffic control R19 McKee Road - extend to George Ferguson Way I19 Downes Road / Lefeuvre Road - change traffic control R20 Vye Road - construct rail overpass to Sumas Way I20 Highway 1 EB Off Ramp / Clearbrook Road - add southbound right-turn lane R22 Marshall Road - widen to four lanes, Old Yale Road to Timberlane Drive I22 King Road / McCallum Road - add double eastbound left-turn lanes R23 King Road extension, Bradner Road to Peardonville Road I23 Laburnum Avenue / Mierau Street - change traffic control R24 Gladys Avenue extension, Cyril Street to Marshall Road I24 Old Clayburn Road / Sandy Hill Crescent - add turn northbound and southbound right-turn lanes R25 Elmwood Drive - extension, Hazelwood Avenue to Sumas Way I25 Livingstone Avenue / South Fraser Way Intersection - change traffic control R27 McCallum Road extension, George Ferguson Way to South Fraser Way I26 Marshall Road / Emerson Street - double southbound left-turn lane R28 Eleanor Avenue extension to Marshall Road I27 Marshall Road / McCallum Road - add eastbound and westbound double left-turn lanes and single right-turn lanes on all approaches R29 Ventura Avenue extension, Bourquin Crescent W to South Fraser Way I28 Riverside Road - widen to four lanes through Marshall Road R30 Marshall Road extension, Timberlane Drive to Mountain Drive I29 Mt. Lehman Road / Townshipline Intersection - change traffic control R31 Fraser Highway - widen to four lanes, Bradner Road to Ross Road I30 Powerhouse Road / Wells Line Road - change traffic control R32 Fraser Highway - widen to four lanes, Lefeuvre Road to Bradner Road I31 Springhill Street / Old Yale Road - change traffic control R33 Fraser Highway - widen to four lanes, Ross Road to Mt. Lehman Road I32 Sumas Mountain Road / Dawson Road - change traffic control R34 Downes Road - Clearbrook Road to Gladwin Road I33 Sumas Mountain Road / Lower Sumas Way - change traffic control R35 Downes Road - Gladwin Road to Highway 11 I34 Townshipline Road / Bradner Road - change traffic control R36 Downes Road - Mt. Lehman Road to Clearbrook Road I35 Fraser Highway / Ross Road - change traffic control R38 McKee Road - widen to four lanes, McMillan Road to Whatcom Road I36 Harris Road / Gladwin Road - change traffic control R41 McKee Road - widen to four lanes, Whatcom Road to Ledgeview Drive I37 Peardonville Road / Bevan Road - change traffic control R42 McMillan Road - widen to four lanes, Mila Street to Marshall Road I38 Harris Road / Glenmore Road - change traffic control R43 McMillan Road - widen to four lanes, McKee Road to Old Clayburn Road I39 Ross Road / Harris Road - change traffic control R44 McMillan Road - widen to four lanes, McCabe Place to McKee Road I40 King Road / Riverside Road - change traffic control R45 Marshall Road - widen to four lanes, Foy Road to Clearbrook Road I41 Sumas Way / 4th Avenue - change traffic control I42 George Ferguson Way / Ash Street - change traffic control ID Final Recommended Projects I43 Old Yale Road / McAdam Road - change traffic control Projects Falling Under Ministry of Transportation Jurisdiction I44 South Fraser Way / Garden Street - add westbound right-turn lane I9 Whatcom Road EB Off-Ramp - add northbound and southbound through lanes, change traffic control I45 Mt. Lehman/Peardonville/Marshall Road - intersection reconfiguration I21 Highway 1 WB Off Ramp / Clearbrook Road - add eastbound and westbound left-turn lane, add northbound and southbound through lane R7 Peardonville Road - widen overpass to four lanes over Highway 1 R11 Highway 11 - widen to four lanes, McConnell to US Border R21 Maclure Road - construct connection at Sumas Way R26 Atkinson Road - construct interchange R37 Highway 1 - widen to six lanes R39 McCallum Road - widen overpass to four lanes over Highway 1 R40 Clearbrook Road - widen overpass to four lanes over Highway 1 R46 Townline Road - construct two lane overpass over Highway 1 October

73 TRANSPORTATION MASTER PLAN ELEMENTS MARSHALL ROAD EXTENSION This project involves the construction of a 1.0 km missing link on Marshall Road between Timberlane Drive and Mountain Drive. Provision of the link would improve the connectivity of the network, reduce travel times, and minimize through traffic on local streets. The cross-section will be urban arterial standard, wide enough to accommodate four lanes of traffic if deemed necessary in the future. The City should develop the preliminary and detailed design plans for the extension of Marshall Road as shown in the accompanying figure. MCCALLUM ROAD EXTENSION The benefits of providing a direct connection between George Ferguson Way and the South Fraser / Essendene Avenue / McCallum Road intersection was confirmed through analysis using the travel demand forecasting model. As existing development constrains the ability to provide a direct link and a properly aligned intersection, the extension will likely be delayed many years until redevelopment and consolidation of adjacent properties occurs. The City should adopt this network link as part of the future road network and work with future land developers to reserve the right-of-way. FRASER HIGHWAY The Fraser Highway improvements consist of widening the existing two lane major arterial to a four lane major arterial roadway. The improvements are divided into three projects extending from the Langley border to Mt. Lehman Road. Intersection improvements with full channelized intersections have been included in each of the three projects. October

74 TRANSPORTATION MASTER PLAN ELEMENTS Special Projects Findings Forming part of the future road network as either an intersection improvement or a roadway improvement project, the particular features of the special projects included in the Transportation Master Plan are briefly summarized below. In all instances, further study is required to move these projects from the conceptual / functional stage into the preliminary and detailed design phases. Specific details regarding the individual analysis reports are provided in Volume 3 - Special Projects Reports. ESSENDENE AVENUE To calm traffic and improve streetscape opportunities in Abbotsford s traditional downtown, the number of traffic lanes on Essendene Avenue between South Fraser Way and Gladys Avenue is to be reduced from four to two plus a left-turning lane. Synchro and SimTraffic analysis was carried out for the corridor consisting of four signalized intersections and a stop-controlled pedestrian signal. While the corridor currently experiences traffic congestion in the afternoon peak hour due to short signal spacing and poor lane utilization due to the lack of dedicated leftturn bays, forecast conditions indicate that existing levels of service can be maintained with only moderate increases in volume to capacity ratios. Maintaining these levels of service post lane-reduction is contingent on improved and optimized signal timing and coordination. Travel demand forecasting modelling suggests that traffic diversion could result from the lane reduction and mitigation measures could include protected / permissive left-turn phases at the Montrose / Essendene (eastbound left) and Montrose / George Ferguson Way (westbound left) intersections to facilitate volume transfers between George Ferguson Way and Essendene Avenue. The City should implement the lane reductions as shown in the accompanying figure on a trial basis using lane markings, barriers and signage to evaluate traffic operations and test public reaction. As part of the trial basis, provide information signage at corridor gateway points with City contact information. Following successful trial period, implement permanent curb extensions and sidewalk extensions. October

75 TRANSPORTATION MASTER PLAN ELEMENTS KING ROAD EXTENSION Analysis indicated that the extension of King Road should continue through to Peardonville Road to provide a viable alternative to Zero Avenue and Fraser Highway and in general, provide a continuous route across the Lower Fraser Valley into the City and a more direct connection to the Abbotsford Airport. The project involves multiple creek crossings, and as such a detailed environmental impact study was necessary. The results of the impact study along with the results of the monetary benefits and costs analysis indicated that a two-lane option proceeding along a direct alignment of King Road to Peardonville Road immediately east of the existing curved portion of the alignment east of the King Road / Bradner Road intersection. The alignment will then follow the existing alignment of Peardonville Road, tying in with the reconfigured Mt. Lehman / Peardonville / Marshall Road intersection at the project s eastern limit. The general alignment is shown in Figure King Road Extension. Figure King Road Extension October

76 TRANSPORTATION MASTER PLAN ELEMENTS In terms of environmental and archaeological impacts, the project will result in adverse effects to aquatic and terrestrial resources, in particular the floodplain and associated streams; and the area has moderate to high archaeological potential, due to the proximity of the floodplain and two watercourses, the nearby place names, and previously recorded archaeological sites. The City should proceed with the development of preliminary and detailed design plans for the extension of King Road as shown in the accompanying figure. As part of the design phase, complete a full environmental impact study along with an archaeological impact assessment prior to development. GLADYS AVENUE AT SOUTH FRASER WAY The current geometry at the intersection of Gladys Avenue and South Fraser Way presents traffic operational issues along with potential safety issues which include poor sight lines and a short merge distance. The limited alternative access to lands bounded by Marshall Road and Sumas Way also constrains development potential and exacerbates traffic congestion along the retail / commercial corridor. To mitigate these issues, a new connection is to be provided between Gladys Avenue at South Fraser Way and the Vedder Way / Marshall Road intersection. The connection includes a two-lane, two-way urban arterial collector roadway with turning lanes to service individual parcels as needed / appropriate. The existing ramps between Gladys Avenue and South Fraser Way will be closed to improve safety and operations at the South Fraser Way / Sumas Way intersection. The general alignment of this project is shown in Figure Gladys Avenue Extension. October

77 TRANSPORTATION MASTER PLAN ELEMENTS Figure Gladys Avenue Extension In terms of environmental and archaeological impacts, the project will result in adverse effects to aquatic and terrestrial resources, in particular the ravine tributary and associated wetland; and the area has moderate to high archaeological potential, due to the proximity of the floodplain and nearby place names. The City should proceed with the development of the preliminary and detailed design plans for the extension of Gladys Avenue at South Fraser Way as shown in the accompanying figure contingent on partnership with the affected property owners / local developer. As part of the design phases, complete a full environmental impact study along with an archaeological impact assessment prior to development. October

78 TRANSPORTATION MASTER PLAN ELEMENTS ELMWOOD DRIVE EXTENSION The Elmwood Drive extension will connect with the existing McCallum Road / Highway 11 signalized three-leg intersection to create a four-leg intersection at Highway 11 and provide a new east-west link across this travel boundary. The project consists of a two-lane urban collector extension from the existing Elmwood Drive / Hazlewood Drive intersection westerly to Highway 11. Additional turning lanes and access to adjacent development properties have also been incorporated into the functional plan. The general alignment of this project is shown in Figure Elmwood Drive Extension. Figure Elmwood Drive Extension In terms of environmental and archaeological impacts, the project will result in adverse effects to aquatic and terrestrial resources, in particular the floodplain and associated wetland; and the area has moderate to high archaeological potential, due to the proximity of the floodplain and watercourse, and previously recorded archaeological sites. October

79 TRANSPORTATION MASTER PLAN ELEMENTS The City to proceed with the development of the preliminary and detailed design plans for the extension of Elmwood Drive to Highway 11 / McCallum Road as shown in the accompanying figure. As part of the design phase, complete full environmental impact study along with an archaeological impact assessment prior to development. MT. LEHMAN ROAD / PEARDONVILLE ROAD INTERSECTION This project is required to consolidate the existing number of split intersection legs, improve safety and geometry, integrate the planned extensions of Marshall Road from the east and King Road from the southwest, and accommodate ongoing traffic growth related to nearby land development. The concept consists of a new signalized intersection at the junction of the four-lane urban arterial Mount Lehman Road and a realigned two-lane urban arterial of Peardonville Road / King Road on the west approach and Marshall Road on the east approach. The northeast segment of Peardonville Road will be tied in to Marshall Road as a left-in / right-out connection only, eliminating the need for an additional traffic signal. The configuration of this intersection is shown in Figure Mt. Lehman Road / Marshall Road Intersection. Figure 4 - Mt. Lehman Road / Marshall Road Intersection October

80 TRANSPORTATION MASTER PLAN ELEMENTS The King Road Extension and associated modifications to Mt. Lehman Road / Peardonville Road / Marshall Road will result in adverse effects to aquatic and terrestrial resources, in particular the floodplain and associated streams. In addition, the area has moderate to high archaeological potential, due to the proximity of the floodplain and two watercourses and the nearby place names. To achieve an optimal configuration between the two main intersection roadway, property will be required, thus affecting agricultural lands. The City should proceed to develop preliminary and detailed design plans for the realignment and reconstruction of Mt. Lehman Road / Peardonville Road / Marshall Road intersection as shown in the accompanying figure. As part of the design phases, complete full environmental impact study along with an archaeological impact assessment prior to development. RAIL CROSSINGS UPGRADES Based on projected traffic and train volumes, and new road alignments, existing City crossings which will require upgrading in each of the short, medium and long term planning horizons have been identified along with the required level of protection and associated costs. Using existing and forecast daily railway and traffic volumes, the cross product was calculated and the result evaluated against Transport Canada s RTD-10 crossing control guidelines. Up to $12 M in upgrades may be required in the short term ( ) not including grade-separation projects such as the Vye Road / Southern Rail crossing. For the medium-term and long-term, $0.6 M and $0.3 M in upgrades are forecast to be required, respectively. The City should monitor traffic and rail volumes at the key road-rail crossings identified and work with the rail authorities and Transport Canada to implement required upgrades in a timely fashion. October

81 TRANSPORTATION MASTER PLAN ELEMENTS ELEANOR AVENUE To support the future redevelopment of residential lands bounded by Marshall Road to the south and Guilford Drive to the east, the dead end section of South Fraser Way serving an existing commercial plaza is to be extended easterly to connect with a new alignment of Eleanor Avenue intersecting Marshall Road at Guilford Drive. The concept incorporates the existing Guilford Drive / Marshall Road intersection as the southern connection of a realigned Eleanor Avenue connection. St. Matthew s Way could T into Guilford Drive as it does today, while Guilford Drive would in turn T into a continuous Eleanor Avenue. This configuration would achieve better collector / local road hierarchy, minimize intersections along Eleanor Avenue and provide for a consolidation of accesses along the north side of Marshall Road at a reasonable spacing from the Marshall Road / Sumas Way intersection. As the grade of Marshall Road at this location limits the ability to provide a signalized intersection and maintain safe stopping and decision sight distance, significant regrading of the road s vertical profile is required to meet the City s and TAC s road design standards. The City should work with the land developer to establish an alignment for the two-lane urban collector Eleanor Avenue between South Fraser Way and the existing Guilford Drive intersection. The project will include the reconstruction of the vertical profile of Marshall Road at this location to permit a safer intersection and traffic signal operation. VENTURA AVENUE In order to provide alternate access to future redevelopment parcels, an easterly two-lane extension of Ventura Avenue to Fairlane Street is required. As the parcel s only access to the road network is through a stop-controlled exit to the congested South Fraser Way, a secondary access is necessary to relieve traffic generation on Fairlane Street and to better distribute traffic to and from the west. The City should work with the land developer to establish a western connection from the site to Ventura Avenue at Bourquin Crescent West. October

82 TRANSPORTATION MASTER PLAN ELEMENTS Provincial Highway Projects The future road network includes a number of projects that are under the jurisdiction of the Ministry of Transportation, namely Highway 1 and Highway 11. Due to the significant implementation costs associated with these projects, it is assumed that these projects would be delivered in the 25 year horizon of the transportation master plan. A description of each of the Ministry of Transportation projects is provided below. The concepts shown for each of these projects have been developed for costing purposes only and as such, include numerous assumptions. Further study is necessary at each of these locations to develop and assess other concepts and finalize a configuration that is acceptable to both road authorities. HIGHWAY 1 SIX LANES Capacity analysis has indicated that the section of Highway 1 through the City of Abbotsford operates at or over capacity in both the current and future time frames. The need for further capacity through the widening of the current four lane facility to six lanes has been identified. For this project, the widening is assumed to take place in the wide depressed / landscaped median thus avoiding / minimizing land impacts. The project extends between the Whatcom Road interchange westward to the Mt. Lehman Road interchange. Interchange upgrades have not been included in the scope of this project. HIGHWAY 11 FOUR LANES This project involves the widening of Highway 11 to four lanes between the US Border and McConnell Road. The project assumes north-south intersection upgrades at Vye Road and McConnell Road and left turn restrictions at Coutts Way. A two-way left turn lane or left turn restrictions may be required at the numerous intersections in the Huntingdon community. October

83 TRANSPORTATION MASTER PLAN ELEMENTS CLEARBROOK ROAD INTERCHANGE The existing interchange configuration, Parclo B, continues to match the high demand movements with the appropriate ramp termination and traffic control, with the exception of the two lane overpass structure which currently operates over capacity. The existing geometry at the Clearbrook Road interchange is substandard and in some locations, presents a safety concern. The proposed interchange concept shifts the Clearbrook Road alignment to the west to permit the construction of a new four lane overpass structure. The shift in the Clearbrook Road alignment is accompanied by a shift of the westbound and eastbound highway lanes into the depressed median to create space to properly develop the westbound and eastbound off-ramps. The proposed interchange concept has limited property impacts, however, the property at the north ramp intersection (northeast quadrant) would be impacted to permit the continuation of two northbound through lanes on Clearbrook Road. An option ramp to accommodate the westbound to northbound movement is shown is shown in the proposed concept. The proposed concept for the upgraded interchange at Clearbrook Road is shown in Figure Clearbrook Road Interchange Concept. Figure Clearbrook Road Interchange Concept October

84 TRANSPORTATION MASTER PLAN ELEMENTS MCCALLUM ROAD INTERCHANGE The existing McCallum Road interchange consists of a partial cloverleaf configuration, with the exception that the two provided loop ramps are located in adjacent quadrants creating a potential weaving issue when McCallum Road is widen to four lanes. The proposed concept reconfigures the interchange slightly by moving towards a Parclo B arrangement which closely matches the peak flow traffic patterns. The McCallum Road alignment is shifted to the east to permit construction of a new four lane overpass. This shift in the McCallum Road alignment accompanied by a shift of the eastbound and westbound highway lanes into the depressed median creates space to properly develop the westbound and eastbound off-ramps as well as the loop ramp in the northwest quadrant. A redesigned loop ramp in the southeast quadrant permits the south ramp terminal intersection to be located along McCallum Road, therefore, the existing eastbound on ramp currently located at King Road can be closed. The new configuration also creates significant surplus land in both the northeast and southeast quadrants which can assist in offsetting the cost of the interchange upgrade. The proposed concept for the upgraded interchange at McCallum Road is shown in Figure McCallum Road Interchange Concept. Figure McCallum Road Interchange Concept October

85 TRANSPORTATION MASTER PLAN ELEMENTS ATKINSON ROAD INTERCHANGE A new interchange is to be provided along Highway 1 to alleviate the pressure on the Whatcom Road interchange at Highway 1 and accommodate significant growth planned on and around the Sumas Mountain Area. The preferred concept, Figure Atkinson Road Interchange Concept A consists of a loop ramp from eastbound Highway 1 to a reconfigured South Parallel Road / Atkinson Road intersection, as well as, a ramp from westbound Highway 1 onto Atkinson Road west. The reconfiguration of South Parallel Road and Atkinson Road (back to the McDermott Road intersection) impacts a significant amount of agricultural land. However, the existing portion of Atkinson Road between South Parallel Road and McDermott Road can be closed and reinstated as farm land, assuming that access to the farm house is provided through the new ramps in the southeast quadrant of the interchange. South Parallel Road north of Atkinson Road can also be reinstated as farm land. Figure Atkinson Road Interchange Concept A October

86 TRANSPORTATION MASTER PLAN ELEMENTS The existing westbound on-ramp remains and a new ramp terminal intersection is created just north of the highway to accommodate the eastbound off-ramp movements. The provision of the eastbound offramp necessitates the closure of North Parallel Road at Atkinson Road, primarily due to land constraints in the immediate area. South Parallel Road east of the interchange will be reconfigured to tie in with McDermott Road. The proposed concept for the new interchange at Atkinson Road is shown in Figure Atkinson Road Interchange Concept C. Two other interchange concepts / variations for the Atkinson Road interchange are shown in Figure and Figure These concepts involve less agricultural land impacts, but in one instance, realignment of a major section of the eastbound highway lanes to create sufficient space to develop the loop ramp in the southwest quadrant. Figure Atkinson Road Interchange Concept B October

87 TRANSPORTATION MASTER PLAN ELEMENTS Figure Atkinson Road Interchange Concept C SUMAS WAY / MACLURE ROAD INTERCHANGE The missing link between Sumas Way and Maclure Road is provided through this proposed interchange concept. To simplify the interchange, movements between Gladys Avenue / Highway 11 and Maclure Road are not accommodated. The interchange is primarily configured to provide free flow travel between Highway 11 and Sumas Way. A loop ramp in the southwest quadrant accommodates the southbound to eastbound movement. The westbound to southbound movement passes through a signalized intersection, which can be configured as a protected T intersection to avoid disrupting the southbound movement. The proposed concept for this new interchange at Sumas Way / Maclure Road is shown in Figure Sumas Way / Maclure Road Interchange Concept. October

88 TRANSPORTATION MASTER PLAN ELEMENTS Figure Sumas Way / Maclure Road Interchange Concept The City should adopt a policy that protects the land affected by the interchange concept from future development. The City should work with the Ministry of Transportation to conduct further studies to confirm a concept at this location. TOWNLINE ROAD OVERPASS The proposed connection of Townline Road across the highway results in a long two lane structure as the initial concept includes spanning both Livingstone Avenue on the north side and South Fraser Way on the south side of the Highway. South Fraser Way would be disconnected from Townline Road and would be extended eastward to connect to Windsor Avenue at Martens Street. Access to properties along Townline Road south of the highway could be provided by an alley way connecting to South Fraser Way. October

89 TRANSPORTATION MASTER PLAN ELEMENTS To improve connectivity to South Fraser Way, an extension of Queen Street north of Peardonville Road and a connection to South Fraser Way should be considered when the Townline Road overpass is constructed along with the eventual widening of the Peardonville Road overpass. The Peardonville Road Overpass project was identified as a key component of the future road network to provide continuity between South Fraser Way on the north side of the highway and Peardonville Road on the south side of the highway. Reconstruction of the overpass to provide a four lane cross section would provide a more direct route across the highway although the skew angle results in a longer structure. It is assumed that this project would be implemented together with the Highway 1 widening project and the Townline Overpass. The proposed concept for the Townline Road overpass project and the Peardonville Road overpass project is shown in Figure Townline Road and Peardonville Road Overpass Concepts. Figure Townline Road and Peardonville Road Overpass Concepts October

90 TRANSPORTATION MASTER PLAN ELEMENTS Road Network Policies and Further Studies Stemming from the comprehensive analysis and the evaluation process of developing the future road network, a number of non-infrastructure related improvements such as further studies and policy adoptions have been identified. These are described below: Road Classification and Hierarchy As part of the finalization and implementation of the future road network plan, a network wide review should be conducted to update traffic volumes, land use information, cross-section components, and traffic composition (local versus non-local traffic percentages). The information would be compared with the City s existing road hierarchy to confirm compatibility. The intent of this review is to ensure a road s classification is consistent with its actual function. This information will assist in determining the need for traffic calming and thus permit traffic calming measures to be applied only where appropriate to the facility. The City should proceed with a network wide traffic data collection program to confirm the current classification and hierarchy of the current road network and adjust / update the road classifications as necessary. Rural Intersection Safety Improvements In response to requests from the City s Traffic Safety Advisory Committee, a review of traffic safety conditions at rural intersections was undertaken. A number of fatal and serious injury collisions have occurred in recent years, often due to high speeds and drivers running stop signs. These issues are apparently evident in the Sumas Prairie and Matsqui Prairie areas. A safety review of existing collision patterns, signage, traffic control, and road geometry at five critical locations was conducted as part of this special activity. Based key measures such as collision severity, collision frequency, and collision rate, the intersection of Gladwin Road / Townshipline Road was selected for the implementation of a modern single-lane roundabout. This would be the October

91 TRANSPORTATION MASTER PLAN ELEMENTS first application of a single-lane modern roundabout within the City and some education / familiarization is required of residents (Note: a modern single lane roundabout is also being considered at the Mt. Lehman Road / Downes Road intersection). The City should adopt a policy to consider the implementation of modern roundabouts at rural intersections where safety issues are of a concern and where applicable traffic analysis is supportive. The City should proceed with the preliminary design, detailed design, and implementation of the Gladwin Road / Townshipline Road rural roundabout. In conjunction with the design phase, a public information campaign on how to use the roundabouts should be conducted through mail-outs, newspaper advertisements, or online resources. Monitor the collision trends following implementation to use as a case study for similar locations. Industrial Lands Study A review and refinement of the road layouts proposed for three new industrial areas that have recently been removed from the Agricultural Land Reserve (ALR) was undertaken. The three areas, referred to as Mt. Lehman, Clearbrook, and Peardonville are located in the southwest sector of the City in close proximity to major arterial and freeway facilities. Based on traffic generation estimates and distribution of new trips to the area road network, several key modifications / allocations are required to improve accessibility, circulation, and provide intersection / roadway capacity for full development. The City to provide the municipal servicing engineers with the findings of the Industrial Lands Special Project and work with future land developers to protect required right-of-way and alignment connections. October

92 TRANSPORTATION MASTER PLAN ELEMENTS 4.4 TRUCK ROUTE PLAN Context The truck route network is an essential component of the City of Abbotsford s Master Transportation Plan. Pro-active planning for goods movement is vital to both the economic health of the City and the quality of life for residents. The truck route plan establishes a defined network to safely and efficiently accommodate goods movement activities throughout Abbotsford, in terms of both serving and traversing the community, while minimizing the impacts on the various land uses in the City. More specifically, the truck route network has been developed in order to: Reduce the impacts of trucks on sensitive land use areas, including: key pedestrian areas adjacent to schools; shopping precincts; residential developments; and institutional facilities; Reduce truck travel times; Improve connectivity for trucks thereby reducing the need for circuitous routings; Minimize congestion and operational problems related to high truck volumes, particularly in areas where road grades affect truck travel speeds; Prevent safety issues at locations where road geometry does not accommodate large wheel bases; and Minimize deterioration of roadway infrastructure on facilities not designed for heavy truck loadings. Further, the truck route network has been developed in the context of existing truck routes in Langley and Chilliwack, while ensuring compatibility with existing land use and the Abbotsford Official Community Plan. October

93 TRANSPORTATION MASTER PLAN ELEMENTS This element of the Master Transportation Plan is of particular importance because, without the existence of a defined truck network, commercial vehicles have been able to use any street within the City for the movement and delivery of goods and services. As truck volumes increase over time, however, unrestricted access to the road network can result in noise and operational issues as well as potential safety issues, particularly on routes that are not designed for heavy vehicle traffic. In the absence of a defined goods movement network, the default response to increasing truck volumes and the associated safety and operational issues is often progressive implementation of restrictions and prohibitions. However, this negative response can be selfperpetuating as new routes emerge and require further prohibitions. The pro-active provision of a designated truck route network will allow the City of Abbotsford to develop a truck policy and bylaw for enforcement purposes. The following sub-sections briefly document the development of the Truck Route Plan by providing: a list of the candidate options that were considered; a description of the evaluation criteria; and the results of the evaluation (the defined Truck Route Network), with information related to each selected route Candidate Options The candidate truck route options were identified in consideration of the following factors: The locations of provincial road network elements within the City; The City s road classification hierarchy; The locations of existing and proposed future industrial and commercial/retail trucking activity centres within the City (including: Abbotsford Airport; south-west Abbotsford; Highway 11 corridor; Sumas Mountain; and the City Centre); October

94 TRANSPORTATION MASTER PLAN ELEMENTS The existing utilization of alternative routes by trucks; The existence of alternative routes that bypass sensitive land uses (including residential, school, and hospital areas); Acceptable grades; for the purposes of this study (and in consideration of the local topography) a maximum acceptable grade of 6% has been established for designated truck routes; Access points at which external truck trips access or egress the City; and The locations of trucking activity centres and designated truck routes in the adjacent municipalities. Based on these factors, and using the classified road network as a starting point, a list of candidate truck route options was developed. Unclassified routes such as local and minor roads were generally not considered for inclusion; these facilities would potential require upgrading in the future if they are identified as designated truck routes. The following is the list of truck route options, categorized according to the City s classification system) and illustrated in Exhibit 4.4a: Provincial Routes: Highway 1 (east-west through Abbotsford); Highway 11 (north-south through Abbotsford between Mission and the US Border); Mt. Lehman Road (between Highway 1 and Peardonville Road); Mt. Lehman Road (between Peardonville Road and Abbotsford Airport / King Road Alignment). It should be noted that the above routes are by default designated as truck routes as defined by their provincial classification. October

95 TRANSPORTATION MASTER PLAN ELEMENTS Regional Routes: Fraser Highway (between Langley Border / Bruneau Road and Highway 1). Major Arterial Routes: South Fraser Way (between Highway 1 and McCallum Road); Essendene Avenue (between South Fraser Way and Gladys Avenue). Arterial Routes: Marshall Road (between Mt. Lehman Road and Clearbrook Road; requires new connection / extension); Marshall Road (between Clearbrook Road and Highway 11); McCallum Road (between Maclure Road and George Ferguson Way); Maclure Road / McCallum Road (between Old Yale Road and Highway 11); McCallum Road (between South Fraser Way and Highway 1); Trethewey Street (between George Ferguson Way and South Fraser Way); George Ferguson Way (between Trethewey Street and Gladys Avenue); Gladys Avenue (between Sumas Way and Essendene Avenue); Old Yale Road (between Highway 1 and Maclure Road); Old Yale Road (between Maclure Road and South Fraser Way); South Fraser Way (between McCallum Road and Sumas Way); Riverside Road (between West Railway Street and Marshall Road); October

96 TRANSPORTATION MASTER PLAN ELEMENTS West Railway Street (between Essendene Avenue and South Fraser Way); Gladwin Road (between Maclure Road and South Fraser Way); Clearbrook Road (between Old Yale Road and Highway 1); Townline Road (between Peardonville Road and Marshall Road); Simpson Road (between Mt. Lehman Road and Peardonville Road); Peardonville Road (between Simpson Road and Highway 1). Collector Routes: Huntingdon Road / Vye Road (between the Langley Border / West of Lefeuvre Road and Highway 11); Vye Road / Powerhouse Road / Wells Line Road / Inter- Provincial Highway (between Highway 11 and Number 3 Road); Number 3 Road (between Highway 1 and Boundary Road); King Road (between Langley Border / West of Lefeuvre Road and Mt. Lehman Road; requires new connection / extension); King Road (between Townline Road and Riverside Road); Mt. Lehman Road (between Abbotsford Airport / King Road alignment and Huntingdon Road); Peardonville Road (between Simpson Road and Marshall Road / Mt. Lehman Road); Townline Road (between Marshall Road and King Road); Mt. Lehman Road (between Harris Road and Highway 1) ; Clearbrook Road (between Highway 1 and Huntingdon Road); Riverside Road (between Marshall Road and Huntingdon Road); October

97 TRANSPORTATION MASTER PLAN ELEMENTS Gladys Avenue / Cyril Street (between Essendene Avenue and South Fraser Way); Whatcom Road (between Highway 1 and Vye Road); Downes Road (between Bradner Road and Highway 11); Gladwin Road (between Harris Road and Maclure Road); Harris Road (between Mt. Lehman Road and Highway 11); 56th Avenue / Baynes Street / Myrtle Avenue / Lefeuvre Road / Townshipline Road (between Langley Border / 275th Street and Mt. Lehman Road); South Parallel Road (between Sumas Way and No. 3 Road); North Parallel Road / Eldridge Road (between Whatcom Road and No. 3 Road). Non-Classified Routes: Peardonville Road / Echo Road (between Mt. Lehman Road and Huntingdon Road). It should be noted that some of the options noted above are segments which are a component of more than one route but would not be a candidate on their own Evaluation Criteria The aforementioned road segments were evaluated as potential truck routes based on the following three categories of criteria, according to the types of impacts being considered: Impacts on the physical and operational aspects of the facility in accommodating the safe and efficient travel by trucks; Impacts on the quality of life of residents/businesses along the proposed route; and/or Impacts on the movement of goods by restricting truck traffic from the facility. October

98 TRANSPORTATION MASTER PLAN ELEMENTS The basis of the evaluation framework rests on current trucking demand and existing system constraints and opportunities. To address future needs for truck routes, truck route traffic will need to be monitored in order that increases or changes can be noted as the patterns and volumes respond to land use changes and/or economic initiatives. These changes may in turn result in the implementation of new truck routes on other roads. The evaluation framework established to assess the impact of each proposed route was based on a two tier process: a) Level 1 - strategic criteria, and b) Level 2 land use and operational criteria. This two tiered analysis, with a corresponding scoring or ranking system, was used to determine which road segments are appropriate candidates for designation as truck routes. Level 1 Analysis: Strategic Criteria An initial level of analysis was used to assess truck route potential relative to the following strategic criteria: Route classification Each segment has been assessed qualitatively, based on the City s designated classification. Route continuity Each segment has been assessed qualitatively, based on the segment s contribution to routes of the greatest continuous and direct travel distance. Route connectivity Each segment has been assessed both qualitatively and quantitatively, in terms of the quality and number of linkages it provides between and amongst activity centres and access/egress points. The Level 1 analysis was effectively a pre-screening test, as segments that were assessed as having low truck route potential with respect to the strategic criteria were not considered further in the evaluation process. October

99 TRANSPORTATION MASTER PLAN ELEMENTS Level 2 Analysis: Land Use and Operational Criteria For those segments identified as potential candidates in the Level 1 analysis, a second level of analysis was used to assess truck route potential relative to the following land use and baseline operational criteria: Level 2A Land Use Criteria Conflicts with Institutional Facilities (schools and hospitals) - One of the primary concerns in all neighbourhoods is the safety of school children and elementary school children in particular. To assess the level of conflict with schools and hospitals, each road segment option has been evaluated for conflicts with these facilities. Conflicts with Resource/Conservation areas - To assess the sensitivity of adjacent lands, a ratio between the portion of route fronting resource and conservation area land use and the portion fronting non-sensitive uses has been estimated. Conflicts with Residential Land Use - To assess the sensitivity of adjacent lands, a ratio between the portion of route fronting and residential land use and the portion fronting non-sensitive uses has been estimated. Level 2B Operational Criteria Congestion level - The congestion level for a proposed truck route segment has been evaluated on the basis of intersection Level of Service (LOS), where traffic volume data is available. Acceptable Road Grades - The average road grade for each segment has been calculated based on geo-mapping coordinate information, to give a general indication of the suitability of the segment for heavy vehicle traffic October

100 TRANSPORTATION MASTER PLAN ELEMENTS It should be noted that the condition of the road structure and pavement surface have not been included in the assessment of truck route options Truck Route Plan Based on the results of the assessment described in Section 4.4.3, above, and in consultation with stakeholders and City staff, the Truck Route Network has been established as illustrated in Exhibit 4.4b. It can be seen that the truck network closely reflects the land use plans of the City, with a relatively high density of designated truck routes traversing the predominantly industrial and agricultural areas to the south of the Highway 1 corridor, a single strategic route across the edge of the urban boundary in northern Abbotsford to provide a connection between key provincial corridors, and a single route bounding the rural portion of northwest Abbotsford to serve the major desire line between the Mission Bridge and the large Gloucester Estates Industrial Park immediately to the west of Abbotsford. Key aspects of the selected routes are described briefly below: Arterial Routes Fraser Highway (Langley border / Bruneau Road to Highway 1) This is a regional route with strong continuity and connectivity to activity centres and access points; it provides a high standard east-west alternative to Highway 1. Maclure Road (Highway 1 to McCallum Road) and McCallum Road (Maclure Road to Highway 11) This east/west arterial route across the northern portion of urban Abbotsford is strategically located, connecting Fraser Highway and the Highway 1 / Mt. Lehman Interchange with Highway 11 and the Maclure Road industrial-business area. The cross section is generally well suited to heavy vehicle usage, with four lanes and very limited access throughout the Maclure Road section (west of Babich Street). This route may require mitigation of potential impacts to sensitive land use, as it runs October

101 TRANSPORTATION MASTER PLAN ELEMENTS adjacent to numerous schools and parks, however it is an established corridor which currently carries high volumes of traffic during peak periods. Simpson Road (Mt. Lehman Road to Peardonville Road) and Peardonville Road (Simpson Road Highway 1) These segments form a key link from Mt. Lehman Road and southwest Abbotsford industrial activity to the South Fraser Way corridor north of Highway 1. The use of the Simpson Road segment conflicts with the Simpson Middle School; however the OCP zoning for this area is industrial-business. Until redevelopment is complete along Peardonville Road to the south of Simpson Road, Simpson Road is more compatible with heavy vehicle usage. Marshall Road (Mt. Lehman Road to Clearbrook Road) This segment provides a key route from Mt. Lehman Road north of the airport activity centre through the industrial/business development area along Marshall Road and, via Townline Road, to the King Road truck route; it is contingent, however, on the completion of Marshall Road between Mt. Lehman Road and Queen Street. East of Townline Road there is some conflict with residential zoning that can be avoided through the use of Townline Road. Townline Road (Peardonville Road to Marshall Road) This segment provides a north/south connection from the industrial/business development surrounding Peardonville Road to the east/west King Road corridor truck route; it is only required as part of the larger route. Collector Routes Gladys Avenue (Sumas Way to Essendene Avenue) This segment links the City Centre development surrounding Essendene Avenue to Highway 11 via the industrial activity centre to the north. Together with the collector section of Gladys Avenue located to the south of Essendene Avenue and a proposed new connection south to Riverside Road via October

102 TRANSPORTATION MASTER PLAN ELEMENTS Marshall Road (discussed below) these segments provide a north/south truck route connection between Highway 11 and Huntingdon Road / Vye Road via the industrial areas in eastern urban Abbotsford. Huntingdon Road (Langley border to McCallum Road), Vye Road / Powerhouse Road / Wells Line Road / Inter- Provincial Highway (McCallum Road to No. 3 Road) and No. 3 Road (Highway 1 Chilliwack border) These three segments combine to provide a continuous east-west corridor across the southern / eastern edges of Abbotsford. This route provides connectivity between the US borders (264 th Street / Aldergrove and Highway 11 / Sumas) Langley, the Abbotsford Airport, Chilliwack and industrial activity throughout southern Abbotsford completely separate from the Highway 1 corridor. The benefits of this route would potentially offset the potential mitigation requirements of land use conflicts with two schools. Mt. Lehman Road (Abbotsford Airport/King Road alignment to Huntingdon Road) This road segment completes the truck route connection between Highway 1 and Huntingdon Road, as the northern section is an existing truck route by definition as it is a provincial facility. This north-south route also provides a level of redundancy to the network, as an alternate to Highway 11. King Road (Langley border/west of Lefeuvre Road to Mt. Lehman Peardonville Road) This road segment will provide a direct connection from Langley s dedicated truck route on 16 th Avenue in the west to the industrial activity centre north of the airport, however it requires a new connection from the east end of King Road at Bradner Road to Peardonville Road. Peardonville Road / Echo Road (Mt. Lehman Road to Huntingdon Road) This (currently unclassified) road segment provides a western connection between Mt. Lehman Road and Huntingdon Road, with a connection to the intersection of Mt. Lehman, Peardonville, and Marshall roads. October

103 TRANSPORTATION MASTER PLAN ELEMENTS Peardonville Road (Simpson Road to Marshall Road/Mt. Lehman Road) This segment will complete a key connection between the north Abbotsford activity centres and the airport upon redevelopment of the existing residential development to reflect the OCP s industrial-business zoning; Simpson Road is more suitable for goods movement vehicles until the redevelopment occurs (see Simpson Road above). The south end of this segment will connect to the reconfigured intersection of Mt. Lehman, Peardonville and Marshall roads. Townline Road (Marshall Road to King Road) and King Road (Townline Road to Riverside Road) These segments provide a key truck route connection from the industrial/business development between the Highway 1 corridor and the airport to the south-central Abbotsford industrial activity centre. Clearbrook Road (Highway 1 to Huntingdon Road) This segment provides a connection from the industrial/business development located north of the airport to the key east/west Huntingdon Road corridor. Gladys Avenue (Essendene Avenue to Riverside Road via Marshall Road) This segment provides a link from the City Centre development surrounding Essendene Avenue to the Riverside Road industrial area south of the corridor; use of this segment is contingent upon a new connection between Gladys Avenue and Marshall Road to the east of the railway, which provides access to Riverside Road. As described above, together with the arterial segment of Gladys Avenue to the north, these segments provide a north/south truck route connection between Highway 11 and Vye Road via the industrial areas in eastern urban Abbotsford, without impacts to Sumas Way. October

104 TRANSPORTATION MASTER PLAN ELEMENTS Riverside Road (Marshall Road to Vye Road) This segment provide connectivity between north and south Abbotsford activity centers, and an alternate corridor to Highway 11, without impacts to sensitive land use areas. North Parallel Road (No. 3 Rd. to Atkinson Road) and South Parallel Road (Sumas Way to No. 3 Road south of Highway 1) These facilities provide network redundancy for Highway 1 traffic. There is a potential for goods movement / farm traffic conflict on these links; use by heavy vehicles would likely only occur during periods of Highway 1 blockage. Mt. Lehman Road (Highway 1 to Downes Road / Townshipline Road) This road segment provides access to the northern east/west truck route (discussed below). In the short term the truck route will extend north to Townshipline Road; in the long term and, contingent upon the completion of the four-laning of Downes Road, this segment of the truck route will terminate at Downes Road. Townshipline Road (Langley border to Mt. Lehman Road), Mt. Lehman Road (Townshipline Road to Harris Road), and Harris Road (Mt. Lehman Road to Highway 11) This truck route is intended to accommodate east/west heavy vehicle traffic travelling between the Mission Bridge and the 700 acre Gloucester Estates Industrial Park in Langley, located between 56th Avenue and Highway 1 immediately west of Abbotsford. While it is recognized that the Harris Road section of this route is not ideal for goods movement (due to issues such as steep grades, low speed curves, a narrow cross-section and land use conflicts), without major improvements, similar issues preclude the use of other available routes. For example, Downes Road and Gladwin Road both currently have significant vertical alignment issues and Townshipline Road is not continuous. Therefore, in the absence of a more suitable alternative, this route has been selected as the best available short-term option to serve this key desire line for goods movement between the north Fraser Valley and the industrial park at this time. October

105 TRANSPORTATION MASTER PLAN ELEMENTS It is considered unrealistic to expect this heavy vehicle traffic to make the circuitous trip south on Highway 11 to Highway 1 and then backtrack north to access Gloucester Estates via the 264 th Street interchange. Further, it is not considered preferable to direct this through traffic through the urban portion of northern Abbotsford via McCallum, and Maclure Roads. If the goods movement desire line is not accommodated, heavy vehicle infiltration of the local network can realistically be expected as a result, and enforcement can be difficult. Should Downes Road between Mt. Lehman Road and Highway 11 be upgraded to a four-lane major facility as recommended in the road network plan (including improvements to intersection geometry and vertical alignment), the alternative of Downes Road as the primary truck route in northeast Abbotsford can be substituted. This project is many years away, however, and requires funding and property acquisition, making the Townshipline Mt. Lehman Harris route the best available short-term default option. Downes Road (Bradner Road to Highway 11) As described above, this route is considered a long-term option for the northern truck route through Abbotsford. The viability of this route is contingent on the completion of the recommended improvements in the road network plan described above (four lane cross-section, with improvements to both intersection geometry and vertical alignment). At the west end of the Downes Road corridor, there are two options for the provision of access to Gloucester Estates: 1. Improvements to the intersections at Downes Road and Bradner Road would allow Downes Road traffic to continue west into Langley and access the Gloucester Estates via 264 th Street or a proposed Highway 1 overpass at 272 nd Street; or October

106 TRANSPORTATION MASTER PLAN ELEMENTS 2. Improvements to the intersections at Downes Road and Bradner Road including construction of ramps to allow westbound access to and eastbound from the Highway 1 corridor, where traffic would use the 264 th Street Interchange to access Gloucester Estates. In the event that the upgraded Downes Road corridor becomes the designated truck route through northern Abbotsford, the Townshipline/Mt. Lehman/Harris route should be removed from the truck route network, due to the previously described issues. The above routes are proposed to form the basis for development of a truck route by-law by the City of Abbotsford. That the City of Abbotsford adopt the truck route plan as the basis for preparing a truck route bylaw that provides the administrative and enforcement requirements to restrict trucks to the designated network Dangerous Goods Routes The City is considering by-laws for their own jurisdiction for the transportation of dangerous goods. This can be implemented by requiring the transporter of such goods to display appropriate safety marks and placards when those goods are being transported, in order to provide a way of assessing which loads should be subject to routing restrictions and a visual warning sign of such shipments. Disaster (emergency) response planning can also be improved by knowing where accidents that involve dangerous goods would most likely occur. That the City of Abbotsford undertake further study on the issues related to the transport of dangerous goods within and through Abbotsford, in order to identify designated dangerous goods routes and prepare a bylaw that provides the administrative and enforcement requirements to restrict dangerous goods movements to the designated routes. October

107 TRANSPORTATION MASTER PLAN ELEMENTS 4.5 TRAFFIC CALMING As part of the development of policies for the recommended road network, a review of the City s Traffic Calming Policy and Procedure was undertaken. The objective of this special focused study area was to review the existing procedures approved by City Council in March, 2005 and refine them as appropriate, in light of the recent significant increase in requests for community traffic management and the forecast need to apply measures in the future in order to maintain to liveability of established urban neighbourhoods and rural local roadways Policy Review The Policy Review confirmed that the City s existing Warrant Criteria for initiating traffic calming studies are clear, straightforward and pragmatic, and generally consistent with similar sized municipalities in North America. The Warrants are transparent to the public and provide an objective basis for determining priority / feasibility of traffic calming on selected streets. On this basis, no changes were made to the City s existing Warrant Criteria. The refined Traffic Calming Study process comprises three integrated study components (see Figure 4.5): 1. Problem Identification This component involves the confirmation of a traffic problem on an area roadway or roadways. It involves the collection of data as well as field observations to confirm that the public s perception is consistent with reality and whether the traffic volumes and speeds in questions are consistent with the type of facility and its function within the area road network. Typically, the aforementioned warrant criteria will assist in screening out certain candidates or deferring them to a more appropriate area of City responsibility. 2. Options Development and Public Consultation In this component of the study process, a public process is initiated and a study advisory group formed, typically consisting of technical and non-technical members. Open house events and community mail-outs are used to solicit input from affected October

108 TRANSPORTATION MASTER PLAN ELEMENTS stakeholders and to isolate and address the problem in question. Depending on the issues, any of, or all of physical measures, educational initiatives or enforcement may put forth as candidate solutions along with possible pros and cons of each. 3. Implementation and Monitoring Following the confirmation of issues and selection of a mitigation measure, the final component of the process involves the actual construction of the measure as well as commencing the monitoring process to determine its effectiveness. Follow-up studies could include an assessment of before and after speeds, traffic volumes on adjacent streets, maintenance costs and issues, as well as general satisfaction of community members and road users (including non-auto modes). Figure 4.5: Proposed Traffic Calming Process Flow Chart October

109 TRANSPORTATION MASTER PLAN ELEMENTS Taken in order, specific recommendations pertaining to each phase of the process are as follows: Adopt the following statement of principles for the City s Traffic Calming Program consistent with the policy direction of the Official Community Plan. Goals and Objectives of Abbotsford s Traffic Calming Policy - Help to create a complete community by improving the liveability of urban neighbourhoods and by mitigating the negative effects of traffic associated with higher densities and mixed land uses; - Assist in the creation of safe, comfortable environments for all modes of travel as well as the static users of the street (residents); - Help to make better connections through a balanced approach to transportation that reflects the preferred policies and values of its residents; - Engage the public in developing innovative and efficient solutions to common traffic and safety issues. Aggregate multiple requests according to the City s neighbourhood boundaries. This will assist in dealing with several issues of varying priority at once, leading to a more comprehensive, one-time solution rather than piece-meal studies that can generate inter-neighbourhood conflicts. Permit higher prioritization of areas with upcoming road rehabilitation projects and lower prioritization of areas where new linkages or capacity increases are planned within the next two years (this could form one of the weighted variables in the scoring system). Enhance the public consultation process using web-based applications. This allows material to be distributed in a convenient format accessible 24 hours a day and may engage participants who are less inclined to make use of traditional methods of letter mails, phone calls or signed petitions. Ensure logging of before and after data for traffic calming initiatives. This will help to answer questions and concerns about future applications and confirm the measures are meeting their objectives. Review and refine the wording of the Traffic Calming Policy and Procedure as noted below (highlighted portions indicate changes from existing). October

110 TRANSPORTATION MASTER PLAN ELEMENTS Policy Traffic calming studies, based upon the Traffic Calming Procedure, are initiated based on written requests from the public or when requested by the Traffic Safety Advisory Committee. When new development or road rehabilitation is to take place, Development Services and Engineering Services will give consideration to the installation of traffic calming measures which are currently warranted or projected to be required for future streets and neighbourhoods. Arterial and Collector roads identified on Map 8 in the Official Community Plan and any facilities forming part of critical disaster or emergency response routes would not be considered as candidates for traffic calming measures. Projects meeting the minimum warrant criteria will be forwarded to the Traffic Safety Advisory Committee for endorsement and be prioritized based upon the severity of the traffic concerns identified by the Engineering Department. Municipal Funding will be allocated to high priority projects first. Proposed traffic calming measures shall not have a negative effect on overall traffic safety, and emergency vehicle access. All traffic calming measures must be approved by the Engineering Department and the Traffic Safety Advisory Committee and be consistent with the Canadian Guide to Neighbourhood Traffic Calming as published by the Transportation Association of Canada (TAC) in cooperation with the Institute of Transportation Engineers (ITE). All traffic calming projects will require final approval by City Council. October

111 TRANSPORTATION MASTER PLAN ELEMENTS Procedure The resident inquiring is directed to the Engineering Department and will be provided with a copy of the Traffic Calming Policy and Procedure. Staff will advise the resident of the City s policy and procedures applicable to developing and implementing traffic calming measures and require that the resident provide the request in writing (either online, by fax or through letter mail). City staff will undertake an investigation to identify whether the location in question satisfies the warrant criteria in Appendix 1. This investigation will involve compiling data on vehicle counts, vehicle speeds, road classification, road geometry, sidewalk availability, surrounding street network, collision review and other safety related performances. City staff will then advise the resident whether the present conditions satisfy all warrants as illustrated in Appendix 1, and the process can continue. If the warrants are not presently met, the residents will be advised that the request could be considered again in two years time. If the Problem Identification criteria in the first three steps can be satisfied, the project is identified as a candidate for traffic calming and the project initiation, options development and approval of preferred alternatives can proceed as follows: A committee, including Engineering staff and residents willing to act as neighbourhood liaison, will be formed. The committee shall be involved in developing terms of reference for a Consultant, reviewing the submission from the consultant, and in making a recommendation with the preferred alternatives, to the Traffic Safety Advisory Committee. When one or more preferred alternatives are determined, the neighbourhood shall be canvassed to obtain area wide support for alternative plans. A public meeting or open house may be required to disseminate information and answer any questions from the public. The Engineering Department will confirm that the majority of affected property owners accept the proposed plan, and that there is no significant opposition to the plan before proceeding to construction. A supporting survey response from 60% or more of affected property owners will constitute majority acceptance of the plan. In areas with more complicated circumstances, including very large numbers of properties affected, and residential properties mixed with other land uses, unique criteria to constitute majority acceptance may be established for the project prior to the survey. The response rate for these special surveys should be comparable to the level of participation in the most recent municipal election. A confirmation letter shall be distributed by the City prior to any construction. Subject to the level of interest in the traffic calming measures, a public meeting may be held for further review. Residents will also be provided with an opportunity to comment when the preferred alternative is considered by City Council. October

112 TRANSPORTATION MASTER PLAN ELEMENTS Several issues requiring further attention and study have been brought forward in this special report and have been listed below for the consideration of staff and policy makers. The City adopt enhanced ranking criteria to determine the priority for warranted traffic calming projects that would take precedence over the existing first-come, first-served ranking. Equally weighted individual variables such as traffic volume and traffic speed should be given a score of between 1 and 5 each, with the highest overall score receiving the highest priority. Test the receptiveness of residents to contributing all or a portion of the funding required for traffic calming measures, particularly on lanes or streets with primarily local traffic. When funding is limited, this could allow the implementation of measures in a more timely fashion for neighbourhoods willing to finance the measures through area levies or individual contributions. As part of the Traffic Calming Policy and Procedure review, three priority areas of the City were identified for application of the revised process and warrant criteria. Further details are provided in the Special Project Report: Traffic Calming Strategy in Volume 2. That the City of Abbotsford conduct a traffic calming study for: Area 1: Janzen Street, Countess Street, Sunnyside Street and Hilltout Street Area 2: Guildford Drive and Blatchford Way Area 3: Horizon Street, Rainbow Avenue and Lynn Avenue As part of the finalization and implementation of the road network plan, review updated traffic volumes; land use information, cross-section components and traffic composition (local versus non-local traffic percentages) are compatible with the City s existing road hierarchy. The intent is to ensure a road s classification is consistent with its actual function and permit traffic calming measures to be applied only where appropriate to the facility. October

113 TRANSPORTATION MASTER PLAN ELEMENTS 4.6 TECHNOLOGY Representing a supporting element of the City of Abbottsford Transportation Master Plan is the identification of potential opportunities to improve the efficiency of the transportation network through the application of technology - in the form of Intelligent Transportation Systems (ITS). Discussions with city staff were conducted as the primary means to identify the current use of technology in the city and the issues related to this use of technology. These discussions also identified the various programs currently underway to improve the existing systems. Existing Conditions The application of intelligent transportation systems by the City of Abbotsford is primarily related to traffic signal installation and operations. Key points which summarize the existing conditions include: By 2008, it is expected that there will be approximately 100 traffic signals within the City. This number includes approximately 10 pedestrian signals. Typically, six to seven new traffic signals are installed annually. There is a mix of traffic signal controller equipment with Econolite being the preferred and major supplier. The City is currently upgrading older controllers with Econolite controllers at a rate of three to four controllers per year. All new controllers being procured are NEMA TS2 / Type 1 controllers. An Econolite Aries central control system has been installed at City Hall. However, the system is only connected to the master controllers at the five coordinated corridors: o Essendene Avenue; o South Fraser Way; o Maclure Road; o Marshall Road (from Salton Road to Sumas Way); o Clearbrook Road (from Old Yale Road to Highway 1). Communications is provided through a combination of leased dial-up lines and City-owned twisted wire pair cable in conduit. October

114 TRANSPORTATION MASTER PLAN ELEMENTS Communication between the Aries system and the master controllers is via dial up lines, while master to slave communications is via the cable in conduit. The City currently has a program to install additional conduit (e.g. for future communication cabling) as the opportunity arises with new developments and road works. Fire pre-emption is provided at four intersections on Highway 11, Sumas Way, and George Ferguson Way using 3M Opticom equipment with Econolite TS2 controllers. There is a program to install pre-emption at additional signalized intersections based on Fire Department requirements and funding. With respect to the traffic signal equipment: o Count down timers are gradually being installed at both pedestrian and full traffic signals; o All vehicle detection is via in-ground loops (video or other forms of detection are currently not used); o All traffic signal heads are LED signals (with the exception of pre-existing amber signals); o A program exists to gradually upgrade all existing 8 Red signals to 12 signals; o Uninterruptible power supply (UPS) backup units are planned to be installed in controller cabinets in the future. Future Improvements Several improvements to the operation and maintenance of the numerous traffic signals have been identified based on the issues raised by City staff. These issues and the related recommendations for improvement are identified in the various action items listed below: There is no direct communications link between the Aries central control system at City Hall and the maintenance staff at the works yard. Traffic signal faults are now typically identified by residents and reported to the works yard by phone. October

115 TRANSPORTATION MASTER PLAN ELEMENTS To expedite attendance to traffic signal faults, the traffic signal management system should be configured to report traffic signal related faults via the local controllers and the Aries system. City staff should review alternatives to provide an automated communications link between the master controllers and/or Aries system and the maintenance providers (e.g. works yard). Not all traffic signals in the City of Abbotsford are connected to the Aries central control system. Benefits of the central control system are underutilized. To improve traffic signal operations and maintenance functions throughout the city, a system review study should be conducted to identify and confirm the need to coordinate traffic signal operations and to better monitor traffic signal operations and faults through the enhanced use of the Aries system. The system review study should also examine the coordination between City of Abbotsford traffic signals and those under the jurisdiction of the Ministry of Transportation. The potential capital and operating / maintenance costs of continuing to implement a city-owned twisted wire-pair cable network as well the recurrent cost of leasing dial-up lines between the Aries system and the on-street master controllers (both now and in the future) are areas of concern. To investigate potential cost savings, a communications review study should be conducted to assess the current communications approach and compare available alternatives. The communications review study should be undertaken based on the needs identified in the system review study. The use of technology should be continually explored as a cost effective means to improve the efficiency of the transportation system. The City develop a formal program to plan for future ITS requirements such as working with Transport Canada and the Ministry of Transportation to explore the need to improve the efficiency of the local border crossings through the installation of Changeable Message Signs (CMS) to display border crossing wait times. October

116 CONSULTATION Throughout the development of the Transportation Master Plan, consultation with the public and key stakeholders was conducted to solicit input and obtain feedback during the three phases of the planning process. Input and feedback was focused around the broad objectives of the three phases of the Transportation Master Plan development process as highlighted below: Phase 1 Issues and Opportunities Identify transportation issues and document existing transportation conditions. Phase 2 Options Development Develop and evaluate options for addressing issues identified in Phase 1. Phase 3 Transportation Master Plan Development of the draft Transportation Master Plan, a framework for the safe, convenient and sustainable movement of people and goods. Address transit service, goods movement, cycling and pedestrian movement, and the automobile network. Extensive information was obtained from key stakeholders, members of the public, and city staff as the Transportation Master Plan development process proceeded and as more data was produced and made available for comment. This information was used in all three phases including October

117 CONSULTATION the identification of other transportation issues or areas of focus, the development and refinement of mitigation options, and the evaluation of the options in forming the recommended plan elements as discussed in the previous section. A summary of the comments received from the various stakeholders and members of the public with respect to each phase of the Transportation Master Plan development process is provided in the subsections below. These summaries tend to illustrate the key themes of issues and concerns that have echoed through the development of the Transportation Master Plan and for which have assisted in forming the final elements of the transportation master plan. Further detail regarding the consultations for each phase of the Transportation Master Plan is found in Volume 2 Analysis. 5.1 PHASE 1 SUMMARY The community feedback received at the end of Phase 1 was wideranging, addressing a large number of matters of value to the transportation master planning process. The input, primarily received from the public at the Open House events, was obtained through completed feedback forms, post-it notes on display panels, and through dialogue with the project team members at the open houses. The feedback summary is presented by broad category of issue in accordance with the key travel modes and transportation services Bicycle And Pedestrian Network One open house participant asserted that Abbotsford was not built for people to walk or cycle. Perhaps reflecting that perception, many other participants identified issues, provided suggestions, or cited concerns about cycling and pedestrian issues in Abbotsford. October

118 CONSULTATION CYCLING ISSUES: In addition to general calls for more and safer bike lanes and connecting trails, there were numerous suggestions for specific bike extensions to the cycling network in Abbotsford such as: More north/south bike routes. Bike lanes on Highway 11 from Sumas Way to Clayburn Road, and right through to Mission. A bike route connecting the colleges, one to the airport, as well as a mid-town bike route. Bike routes / lanes along Essendene Avenue, and bike lanes on Delair Road, Maclure Road, and Bevan Avenue. Paving of the shoulders along Sumas Way near Marshall Road / Guildford Avenue, as well as on Old Yale Road, Fraser Highway, Harris Road from Glenmore Road to Martin Lane. Also, improvements were requested for bikes on the overpass to UCFV (McCallum Road). PEDESTRIAN ISSUES: Many pedestrian network issues were identified by open house participants, particularly, it was frequently noted, because of Abbotsford s growing seniors population. Identified issues included: The poor condition and narrow width of some sidewalks (insufficient for two scooters to pass). Barriers on the McCallum Road overpass that make it difficult to get onto the sidewalk, and sidewalk ramps on Old Clayburn Road overpass that are too steep for wheelchairs. October

119 CONSULTATION The need for more sidewalks throughout the city, including: o Up King Road from Riverside Road; o Along Sumas Way; o At WalMart; o On both sides of McMillan Road, Clayburn Road, and McKee Road. Calls for slightly raised crosswalks to slow down traffic. These should be wide enough for wheelchairs or scooters. The need for a pedestrian overpass at Clayburn Road School. The importance of keeping utility poles and light standards away from where two sidewalks meet, so scooters can pass. The need to remove sidewalk stairs on George Ferguson Way from Pauline Street to Montrose Avenue, and to install a pedestrian signal so wheelchairs and scooters can cross George Ferguson Way. The high lips on wheelchair ramps on McCallum Road Transit Services Public transit services generated a tremendous amount of interest among the open house participants. Many people called for general service improvements, such as more routes, longer hours of service, and improved headways. There were also numerous calls for smaller buses that could run more frequently. Among the many suggestions for specific transit provisions, a petition with 74 signatures was submitted at one of the open houses, requesting a bus stop at the corner of Sumas Way and McClary Avenue, and a schedule change to provide a drop-off time of 6:40am to allow the employees of EV Logistics to arrive at work for the 7:00am shift. In addition, it was asserted that bus stops are often located too far from the shops and services they are meant to provide access to. As well, dial-a-bus was suggested as an alternative to scheduled buses, or October

120 CONSULTATION subsidization of taxis. Gas surcharges were recommended to fund transit, park n rides were cited for being a mess, and nighttime security at heavily-used stops was deemed insufficient. Other specific transit service improvements that were suggested are detailed in Volume 2 Summary Report, January 2007 Open Houses Road Network Many road network issues, concerns and ideas were brought forward by the open house participants. The most frequently cited issue was the proposed Lilac Crescent extension of Trethewey Street. Residents of Lilac Crescent who attended the open houses greatly fear this project s impact on the safety and liveability of their residential street, which they would prefer to see traffic-calmed. The safety of the intersection with Peardonville Road was also noted. It was asserted that the technical reports justifying the extension should be made available for public review, and suggested by some that the cost of the project would be better spent on the public transit system. A matter supported by several open house participants was the concept of changing Essendene Avenue from an arterial to a more pedestrianfriendly environment with more parking, fewer traffic lanes, and wider sidewalks. This initiative is seen as a potential catalyst for a thriving business community in the area, which is currently experiencing difficulties. As well, citing ongoing safety concerns related to the left turn from McClary Avenue onto Sumas Way, a 51-signature petition was submitted at one of the open houses, requesting either: A traffic light at McClary Avenue and Sumas Way; or Creation of a through road from the existing frontage road that runs parallel to Sumas Way in front of Avenue Farm Machinery. October

121 CONSULTATION Safety-related concerns included mixed responses regarding traffic circles (some participants supported them; others thought them dangerous), the need for more visible lane markings on roads, calls for the reduction of the grade on Peardonville Road to provide safer access from Sugarpine Road and Bevan Avenue, improved signage indicating that lanes are left or right-turn only; better street lighting, and stricter enforcement of speed limits. It was also suggested that Hawthorne Avenue be closed off at the McCallum Road overpass, for safety reasons, and that all intersections in Mount Lehman and Bradner areas be converted to four-way stops. Concerns related to traffic flow included the need for elimination or synchronization of traffic lights on Essendene and Sumas Way; improved signal timings at several intersections; the need for one-way streets; concern that narrowing Peardonville Rod would just send traffic to other roads; and the elimination of traffic-calming measures like the squeeze on Essendene Road and speed bumps in Matsqui. Numerous other specific road network issues were noted by open house participants. The complete list of traffic infrastructure requests and comments are detailed in Volume 2 Summary Report, January 2007 Open Houses Truck Route Network There was not a great deal of public input on ideas for a truck route network in Abbotsford. Among specific points raised were concerns that Harris Road not be designated a truck route, especially from 56th to 58th, where it is increasingly congested. As well, some open house participants suggested Maclure Road as a truck route, instead of South Fraser Way, which cuts through the centre of the city; others asserted that Maclure Road is not appropriate for a truck route, as it passes through residential areas. Similarly, the eastern end of King Road was cited as a poor choice for a truck route, as it is near pedestrians and schools, and some open house participants were strongly opposed to the idea of Mt. Lehman Road as a truck route. October

122 CONSULTATION Other points raised include the need for freeway access at Bradner Road for trucks, strong opposition to trucks coming through Bradner Road, the general assertion that truck traffic should be moved south of the city core, and concerns that trucks drivers ignore no trucks signage Other Issues and Concerns Other issues that were raised by open house participants related to the environmental impacts associated with sprawl (air quality, climate change, preservation of agricultural land, preservation of salmonbearing watersheds), as well as the need for bus drivers to be trained to be sensitive to people with visible and invisible disabilities. As well, it was suggested that future open houses be held in facilities that are on bus routes, and that they be advertised in languages in addition to English. 5.2 PHASE 2 SUMMARY The community feedback received at the May open houses provided a valuable input into the transportation master planning process and the specific areas of study within the plan. The input, primarily received from the public at the Open House events, was obtained through completed feedback forms, post-it notes on display panels, and through dialogue with the project team members at the open houses. The feedback summary is presented by broad category of issue in accordance with the key travel modes and transportation services Bicycle and Pedestrian Network In general, a good bicycle network was supported, and seen to be of value to the community. Among the open house participants who shared their views on the proposed bicycling and pedestrian facilities that were presented, the safety of cyclists seemed to be the foremost concern, with dedicated cycling lanes, motorist education, improved signage, and the removal of utility poles from sidewalks all recommended. Several specific routes were cited for consideration as part of a cycling network. October

123 CONSULTATION Transit Services Most open house respondents seemed very supportive of a robust, wellfunded public transit system in Abbotsford, with several suggesting that an improved transit service would increase ridership. Of those participants who stated a preference among the three options presented, two preferred the high transit service investment option, and one the medium transit service investment option. Several respondents offered specific suggestions for ways to improve transit service and/or increase ridership Road Network In response to the feedback form question about the urban and rural road network options presented at the open houses, most respondents cited particular concerns they had about specific roads or intersections, including the proposed Trethewey Street extension, the Downes Road / Mount Lehman Road intersection, and traffic flow on Sumas Way Truck Route Network The few open house participants who provided feedback on the truck route options presented tended to be opposed to the Maclure Road option, noting Maclure Road s ambience and its appeal to cyclists, while citing Downes Road as a preferred alternative Special Projects The special studies being undertaken as part of the Transportation Master Plan process included a review of: Rural intersection safety; and Traffic calming policy; as well as analysis of concepts for: Essendene Avenue lane reduction; October

124 CONSULTATION Trethewey Street extension; King Road extension; Mount Lehman Road / Peardonville Road intersection; Gladys Avenue / South Fraser Way connection; Mackenzie Avenue extension; and Elmwood Drive extension. The concept of extending Trethewey Street generated some feedback, due to some open house participants concerns about the traffic impact on their residential street (potentially affecting liveability and safety), and the suggestion that Peardonville Road would have to be lowered to facilitate the project. The Essendene Avenue lane reduction concept also generated notable feedback, with some participants supporting lane reduction, and some characterizing it as a step backwards. The Gladys Avenue / South Fraser Way connection concept generated mixed responses, with two respondents favouring Option B, while one questioned the need for a connection in the first place. For the Mount Lehman Road / Peardonville Road intersection, options F and C were both favoured by one respondent, who expressed general support for more roundabouts Other Issues and Concerns Other issues and concerns cited by open house participants included: Better accommodation of seniors and their scooters in transportation planning and service provision; The need for rapid transit on South Fraser Way; The benefit of inter-municipal transit planning; October

125 CONSULTATION The importance of including Highway 1 in Abbotsford in the BC Ministry of Transportation Gateway Program; and The importance of working with the BC Ministry of Transportation to improve traffic flow on Sumas Way. 5.3 PHASE 3 SUMMARY The community feedback received at the Phase 3 open houses and through related correspondence has provided a valuable input into the transportation master planning process and the specific areas of study within the plan. The input, primarily received from the public at the Open House events, was obtained through completed feedback forms, correspondence, and through dialogue with the project team members at the open houses. The feedback summary is presented by broad category of issue in accordance with the key travel modes and transportation services. In particular, there is no question that most of the participation in the public process, and most of the input received was generated as a result of the technical recommendation that Downes Road be designated as a future truck route. This single issue overwhelmed all others in Phase 3 of the master planning process, both in the volume of input and the intensity of the views expressed in opposition to the concept, as noted below Bicycle and Pedestrian Network Among those participants who expressed a view about the recommended bicycle and pedestrian network, almost all were very supportive. The safety of cyclists was the foremost concern. Support for enhanced pedestrian and cycling facilities in Clayburn Village was also cited, and concerns about the compatibility of bike lanes on Downes Road if it were to become a truck route were noted. There was also a specific request for the addition of a pedestrian bridge across the creek in Clearbrook Park. October

126 CONSULTATION Transit Services Most open house respondents who expressed an opinion were generally supportive of the recommended transit plan, and wanted to see widespread improvements to Abbotsford s transit system. A fixed rapid transit system to Vancouver, better bus connections to other Fraser Valley communities, and the use of smaller busses providing more frequent transit services were relatively frequent suggestions Road Network Many views, ideas and concerns were shared in response to the feedback form question about the urban and rural road network recommendation presented at the open houses. These included both support and opposition to the concept of widening Downes Road and other rural roads to four lanes; considerable opposition to the use of roundabouts (especially at the Downes Road / Mount Lehman Road intersection) and both support for and opposition to the recommended addition of bike lanes to some roads. The recommended alignment for the Straiton Road Connector (Clayburn Village Bypass) was also criticized for its proximity to the historic village; for splitting of heritage conservation area; and for cutting through the historic Brick Plant site and parkland. As well, there were several statements calling for the widening of overpasses across Highway 1, as well as the widening of Highway 1 and Highway 11. Concern was also expressed as to how the road network will accommodate increased traffic generated by an expanded airport. Most comments on the road network, however, were regarding the proposed trucks route network, as discussed in the next section. October

127 CONSULTATION Truck Route Network As mentioned, the recommended truck route network for Abbotsford and particularly the recommendation with regard to Downes Road generated a tremendous amount of public response. While many participants supported the general concept of designated truck routes, the feedback received was almost universally opposed to the recommended designation of Downes Road as a future truck route, and the stated opposition was most notable for the vociferousness with which it was articulated. Based on the input received, there is no question that most open house participants are adamantly and unconditionally opposed to that recommendation regarding Downes Road. A sampling of the views included statements characterizing the proposal as a disaster ; frightening ; abysmal ; absolutely ridiculous ; terrible, and preposterous. Readers are encouraged to read Appendices A and B of the Summary Report September / October 2007 Open Houses found in Volume 2 to see the full expression of this opposition. The reasons for opposition to the Downes Road recommendation included cited concerns about: Safety, with numerous citations of the four schools (with at least 3,000 kids) on Downes Road, as well as churches, daycares, and many homes ( The safety of our kids has to come first ). It was also asserted that, for safety reasons, the bike lanes being built on Downes Road are not compatible with a truck route; nor are the slow-moving farm vehicles that currently use the route. Air quality, with numerous participants expressing concern about the contaminants in truck exhaust. Noise, especially from the anticipated use of jake brakes. Topography, with numerous hills and curves on Downes Road. October

128 CONSULTATION Property values, and the perception of an anticipated drop in value of adjacent properties. Environmental impacts, with reference to sensitive areas along Downes Road. Some participants suggested that Maclure Road be designated as an east/west truck route, instead of Downes Road, noting in particular that the homes on Maclure Road do not have driveways directly accessing the road. Others recommended Highway 11, Townshipline Road, or Harris Road as alternatives. The recommended designation of Harris Road, Clayburn Road, and Seldon Road as either short-term or longterm truck routes also generated some concerned feedback Special Projects The recommended special projects to be carried forward as beneficial components to the overall Transportation Master Plan were presented at the final open house event. The only special project subject that generated significant interest in Phase 3 of the Transportation Master Plan process was rural intersection safety. A number of open house participants expressed strong concerns about the safety and practicality of roundabouts, and would much prefer signalized intersections as an alternative to roundabouts. As well, the Clayburn Village Conservation Society expressed doubt that the Elmwood Drive extension would help alleviate traffic on Clayburn Road. The recommended traffic calming policy, and the recommendations regarding Essendene Avenue, Trethewey Street, King Road, Mount Lehman Road / Peardonville Road, Gladys Avenue / South Fraser Way, Mackenzie Avenue Extension, and Elmwood Drive, generated almost no feedback in Phase 3. October

129 CONSULTATION Other Issues and Concerns The primary other concern raised by a number of open house participants related to public notification regarding the specifics of the recommended Transportation Master Plan. This concern was directly related to the widely-expressed concerns about the technically recommended designation of Downes Road as a future truck route. A number of participants felt very strongly that residents of Downes Road should have received direct, explicit information about both the recommendation and the opportunities to comment upon it. October

130 IMPLEMENTATION STRATEGY Between the baseline (2006) traffic conditions and the Master Plan horizon year of 2031 over 100 individual road and infrastructure projects have been identified as necessary to meet existing and forecast peak travel demands. To ensure needed infrastructure is provided in a timely manner and to assist in budgeting exercises, an implementation strategy has been developed. Individual project construction costs have been estimated to appropriate level of detail for the long-term nature of the plan. These order of magnitude construction costs will assist key decision makers in identifying funding priorities to meet ongoing needs in a timely yet affordable and acceptable manner. The projects on the implementation plan are grouped according to short (or immediate) term, medium term and long term requirements, as well as the likely time frame where funding could actually become available when numerous competing projects are forecast to be competing for limited resources within the same time frame. For example, projects listed in the City s 5 or 10 year Capital Works Program are classified as immediate or short-term projects, whereas, multi-million dollar projects requiring investment from other levels of government required many years in the future are classified as long-term projects. From a policy and further study perspective, the implementation strategy also provides a comprehensive summary of the various action items for the City and its partners located throughout the previous sections of the transportation master plan. October

131 IMPLEMENTATION STRATEGY 6.1 SUMMARY OF ACTIONS Pedestrian and Cycling That the City of Abbotsford develop an annual program to install street signs to indicate designated bicycle routes. That the City of Abbotsford develop and distribute a bicycle route map which is updated annually to reflect further enhancements or additions to the bicycle route network. Partnering with local businesses should be sought to offset the costs of publishing the maps. The City should adopt a policy that restricts parking on roadways which have been designated as a bicycle route. Exceptions would include low volume roads (< 1000 AADT) or where parking is located so as not to interfere with a shoulder / bike lane or the additional width provided for cyclists. The City should adopt a policy that eliminates current practices that create dangerous situations / hazards for cyclists. Specifically, the use of asphalt curbs to solve drainage issues should be discouraged. The City should adopt targets for bicycle modal split and develop an annual monitoring program whose results would be advertised to the residents of Abbotsford as a means to further encourage cycling in the community. The City should consider adopting a policy of requiring approved bicycle parking (racks which support both the frame and a wheel) with all new developments and for existing municipal buildings. The City should consider adopting a policy to separate the requirements for bicycle parking from the requirements for motor vehicle parking. The City should adopt a policy that requires bicycle racks on all buses. October

132 IMPLEMENTATION STRATEGY Transit Services That the City of Abbotsford increase transit funding to boost the number of service hours which in turn will support additional transit services to meet the growing population demands. Additional transit funding is also anticipated to improve the modal split as higher transit frequencies and additional transit services will attract new riders. Road Network The City should develop the preliminary and detailed design plans for the extension of Marshall Road as shown in the accompanying figure. The City should adopt this network link as part of the future road network and work with future land developers to reserve the right-of-way. The City should implement the lane reductions as shown in the accompanying figure on a trial basis using lane markings, barriers and signage to evaluate traffic operations and test public reaction. As part of the trial basis, provide information signage at corridor gateway points with City contact information. Following successful trial period, implement permanent curb extensions and sidewalk extensions. The City should proceed with the development of preliminary and detailed design plans for the extension of King Road as shown in the accompanying figure. As part of the design phase, complete a full environmental impact study along with an archaeological impact assessment prior to development. The City should proceed with the development of the preliminary and detailed design plans for the extension of Gladys Avenue at South Fraser Way as shown in the accompanying figure contingent on partnership with the affected property owners / local developer. As part of the design phases, complete a full environmental impact study along with an archaeological impact assessment prior to development. The City to proceed with the development of the preliminary and detailed design plans for the extension of Elmwood Drive to Highway 11 / McCallum Road as shown in the accompanying figure. As part of the design phase, complete full environmental impact study along with an archaeological impact assessment prior to development. October

133 IMPLEMENTATION STRATEGY The City should proceed to develop preliminary and detailed design plans for the realignment and reconstruction of Mt. Lehman Road / Peardonville Road / Marshall Road intersection as shown in the accompanying figure. As part of the design phases, complete full environmental impact study along with an archaeological impact assessment prior to development. The City should monitor traffic and rail volumes at the key road-rail crossings identified and work with the rail authorities and Transport Canada to implement required upgrades in a timely fashion. The City should work with the land developer to establish an alignment for the two-lane urban collector Eleanor Avenue between South Fraser Way and the existing Guilford Drive intersection. The project will include the reconstruction of the vertical profile of Marshall Road at this location to permit a safer intersection and traffic signal operation. The City should work with the land developer to establish a western connection from the site to Ventura Avenue at Bourquin Crescent West. The City should adopt a policy that protects the land affected by the interchange concept from future development. The City should work with the Ministry of Transportation to conduct further studies to confirm a concept at this location. The City should proceed with a network wide traffic data collection program to confirm the current classification and hierarchy of the current road network and adjust / update the road classifications as necessary. The City should adopt a policy to consider the implementation of modern roundabouts at rural intersections where safety issues are of a concern and where applicable traffic analysis is supportive. The City should proceed with the preliminary design, detailed design, and implementation of the Gladwin Road / Townshipline Road rural roundabout. In conjunction with the design phase, a public information campaign on how to use the roundabouts should be conducted through mail-outs, newspaper advertisements, or online resources. Monitor the collision trends following implementation to use as a case study for similar locations. October

134 IMPLEMENTATION STRATEGY The City to provide the municipal servicing engineers with the findings of the Industrial Lands Special Project and work with future land developers to protect required right-of-way and alignment connections. Goods Movement That the City of Abbotsford adopt the truck route plan as the basis for preparing a truck route bylaw that provides the administrative and enforcement requirements to restrict trucks to the designated network. That the City of Abbotsford undertake further study on the issues related to the transport of dangerous goods within and through Abbotsford, in order to identify designated dangerous goods routes and prepare a bylaw that provides the administrative and enforcement requirements to restrict dangerous goods movements to the designated routes. Traffic Calming Adopt the following statement of principles for the City s Traffic Calming Program consistent with the policy direction of the Official Community Plan. Goals and Objectives of Abbotsford s Traffic Calming Policy - Help to create a complete community by improving the liveability of urban neighbourhoods and by mitigating the negative effects of traffic associated with higher densities and mixed land uses; - Assist in the creation of safe, comfortable environments for all modes of travel as well as the static users of the street (residents); - Help to make better connections through a balanced approach to transportation that reflects the preferred policies and values of its residents; - Engage the public in developing innovative and efficient solutions to common traffic and safety issues. Aggregate multiple requests according to the City s neighbourhood boundaries. This will assist in dealing with several issues of varying priority at once, leading to a more comprehensive, one-time solution rather than piece-meal studies that can generate inter-neighbourhood conflicts. October

135 IMPLEMENTATION STRATEGY Permit higher prioritization of areas with upcoming road rehabilitation projects and lower prioritization of areas where new linkages or capacity increases are planned within the next two years (this could form one of the weighted variables in the scoring system). Enhance the public consultation process using web-based applications. This allows material to be distributed in a convenient format accessible 24 hours a day and may engage participants who are less inclined to make use of traditional methods of letter mails, phone calls or signed petitions. Ensure logging of before and after data for traffic calming initiatives. This will help to answer questions and concerns about future applications and confirm the measures are meeting their objectives. Review and refine the wording of the Traffic Calming Policy and Procedure as noted below (highlighted portions indicate changes from existing). Policy Traffic calming studies, based upon the Traffic Calming Procedure, are initiated based on written requests from the public or when requested by the Traffic Safety Advisory Committee. When new development or road rehabilitation is to take place, Development Services and Engineering Services will give consideration to the installation of traffic calming measures which are currently warranted or projected to be required for future streets and neighbourhoods. Arterial and Collector roads identified on Map 8 in the Official Community Plan and any facilities forming part of critical disaster or emergency response routes would not be considered as candidates for traffic calming measures. Projects meeting the minimum warrant criteria will be forwarded to the Traffic Safety Advisory Committee for endorsement and be prioritized based upon the severity of the traffic concerns identified by the Engineering Department. Municipal Funding will be allocated to high priority projects first. Proposed traffic calming measures shall not have a negative effect on overall traffic safety, and emergency vehicle access. All traffic calming measures must be approved by the Engineering Department and the Traffic Safety Advisory Committee and be consistent with the Canadian Guide to Neighbourhood Traffic Calming as published by the Transportation Association of Canada (TAC) in cooperation with the Institute of Transportation Engineers (ITE). All traffic calming projects will require final approval by City Council. October

136 IMPLEMENTATION STRATEGY Procedure The resident inquiring is directed to the Engineering Department and will be provided with a copy of the Traffic Calming Policy and Procedure. Staff will advise the resident of the City s policy and procedures applicable to developing and implementing traffic calming measures and require that the resident provide the request in writing (either online, by fax or through letter mail). City staff will undertake an investigation to identify whether the location in question satisfies the warrant criteria in Appendix 1. This investigation will involve compiling data on vehicle counts, vehicle speeds, road classification, road geometry, sidewalk availability, surrounding street network, collision review and other safety related performances. City staff will then advise the resident whether the present conditions satisfy all warrants as illustrated in Appendix 1, and the process can continue. If the warrants are not presently met, the residents will be advised that the request could be considered again in two years time. If the Problem Identification criteria in the first three steps can be satisfied, the project is identified as a candidate for traffic calming and the project initiation, options development and approval of preferred alternatives can proceed as follows: A committee, including Engineering staff and residents willing to act as neighbourhood liaison, will be formed. The committee shall be involved in developing terms of reference for a Consultant, reviewing the submission from the consultant, and in making a recommendation with the preferred alternatives, to the Traffic Safety Advisory Committee. When one or more preferred alternatives are determined, the neighbourhood shall be canvassed to obtain area wide support for alternative plans. A public meeting or open house may be required to disseminate information and answer any questions from the public. The Engineering Department will confirm that the majority of affected property owners accept the proposed plan, and that there is no significant opposition to the plan before proceeding to construction. A supporting survey response from 60% or more of affected property owners will constitute majority acceptance of the plan. In areas with more complicated circumstances, including very large numbers of properties affected, and residential properties mixed with other land uses, unique criteria to constitute majority acceptance may be established for the project prior to the survey. The response rate for these special surveys should be comparable to the level of participation in the most recent municipal election. A confirmation letter shall be distributed by the City prior to any construction. Subject to the level of interest in the traffic calming measures, a public meeting may be held for further review. Residents will also be provided with an opportunity to comment when the preferred alternative is considered by City Council. October

137 IMPLEMENTATION STRATEGY The City adopt enhanced ranking criteria to determine the priority for warranted traffic calming projects that would take precedence over the existing first-come, first-served ranking. Equally weighted individual variables such as traffic volume and traffic speed should be given a score of between 1 and 5 each, with the highest overall score receiving the highest priority. Test the receptiveness of residents to contributing all or a portion of the funding required for traffic calming measures, particularly on lanes or streets with primarily local traffic. When funding is limited, this could allow the implementation of measures in a more timely fashion for neighbourhoods willing to finance the measures through area levies or individual contributions. That the City of Abbotsford conduct a traffic calming study for: Area 1: Janzen Street, Countess Street, Sunnyside Street and Hilltout Street Area 2: Guildford Drive and Blatchford Way Area 3: Horizon Street, Rainbow Avenue and Lynn Avenue As part of the finalization and implementation of the road network plan, review updated traffic volumes; land use information, cross-section components and traffic composition (local versus non-local traffic percentages) are compatible with the City s existing road hierarchy. The intent is to ensure a road s classification is consistent with its actual function and permit traffic calming measures to be applied only where appropriate to the facility. Technology To expedite attendance to traffic signal faults, the traffic signal management system should be configured to report traffic signal related faults via the local controllers and the Aries system. City staff should review alternatives to provide an automated communications link between the master controllers and/or Aries system and the maintenance providers (e.g. works yard). To improve traffic signal operations and maintenance functions throughout the city, a system review study should be conducted to identify and confirm the need to coordinate traffic signal operations and to better monitor traffic signal operations and faults through the enhanced use of the Aries system. The system review study should also examine the coordination October

138 IMPLEMENTATION STRATEGY between City of Abbotsford traffic signals and those under the jurisdiction of the Ministry of Transportation. To investigate potential cost savings, a communications review study should be conducted to assess the current communications approach and compare available alternatives. The communications review study should be undertaken based on the needs identified in the system review study. The City develop a formal program to plan for future ITS requirements such as working with Transport Canada and the Ministry of Transportation to explore the need to improve the efficiency of the local border crossings through the installation of Changeable Message Signs (CMS) to display border crossing wait times. 6.2 PEDESTRIAN AND CYCLING FACILITIES The City has a planned schedule of bicycle improvements in place for 2007 / 2008 fiscal period. The implementation strategy proposed primarily focuses on the immediate to short term period (1 to 10 years). Cycling improvement projects not identified during this period are assume to take place beyond the short term period. In any event, it is recommended that the City review the priorities and funding in approximately five years and re-establish an implementation strategy at this time. For the intermediate and short term periods, the choice of routes in many cases, have been made based on current demand / usage to determine an acceptable implementation strategy. The bicycle route enhancements planned for the intermediate and short term periods include: 56th and 58th Avenue - between Baynes Road and Bradner Road; Downes Road - between Ross Road and Seldon Road; Seldon Road - between Downes Road and Clayburn Road; Clayburn Road - between Seldon Road and Riverside Road; Mt. Lehman Road - between Blueridge Drive and Hawkins Road; October

139 IMPLEMENTATION STRATEGY Blueridge Drive - between Mt. Lehman Road and Clearbrook Road; Peardonville Road - between South Fraser Way and Gladwin Road; South End of Gladwin Road; Bevan Crescent / Bevan Avenue / MacDougall Avenue; Old Clayburn Road - between Sumas Way and Clayburn Road (further public consultation may be required); McKee Drive - between Old Clayburn Road and McKee Road; Old Yale Road - between Lower Sumas Mountain Road and Mountain Road; Whatcom Road - between North Parallel Road and Lower Sumas Mountain Road. The proposed additional north-south route should also be implemented during this time period. This route consists of the following components, south to north: King Road to McCallum Road; McCallum Road to Lynn Avenue; Lynn Avenue to Horizon Street; Horizon Street to Marshall Road; Marshall Road to Ware Street; Ware Street to George Ferguson Way; George Ferguson Way to Trafalgar Street; Trafalgar Street to Maclure Road. October

140 IMPLEMENTATION STRATEGY Future priorities, possibly within the short term time frame should include the following components: A bicycle route to the Abbotsford Airport; Enhancement of Essendene Avenue; Bike lanes on Delair Road and Maclure Road. 6.3 FUTURE ROAD NETWORK For purposes of the transportation master plan implementation strategy, it is necessary to define implementation time frames for each of the road improvement projects. As it is difficult to estimate the funding available for transportation projects as well as the conflicting priorities within the City, three broad time frames have been developed. Immediate-term (0 to 2 years) Within the short term time period, immediate term projects are scheduled to be carried out within the first two years from when the transportation master plan is approved. These projects may include those identified in the City of Abbotsford s current Capital Works Program, low-cost / early winner projects with significant benefits, and projects addressing current safety issues. Short-term (1 to 10 years) Short term projects carry slightly higher costs and planning than the immediate term projects which should be carried out from two to ten years after the adoption of the transportation master plan. These types of projects generally include upgrading intersections and widening short portions of roadway. Medium-term (10 to 20 years) Medium term projects will include projects that address future deficiencies and those which will require substantial funding commitments by the City of Abbotsford. These projects will generally occur ten to twenty years following the adoption of the transportation master plan. Such projects will include widening longer portions of roadway as well as major intersection upgrades that may require property acquisition and new right-of-way. October

141 IMPLEMENTATION STRATEGY Long-term (20+ years) Long term projects will include those that will require significant property acquisition, additional planning studies, engineering and design work, and very high construction costs and impacts. These projects are generally planned for twenty years or later from when the transportation master plan is finalized. Provincial Highway Projects (no set dates) Projects involving the Ministry of Transportation will involve the interests of both the Ministry of Transportation and the City of Abbotsford. These projects are only shown in order of their potential importance, however, the schedule cannot be determined without agreement from both stakeholders. Using the above definitions, the following table, Table 6.1 illustrates the implementation schedule for the various time frames for all the intersection and roadway improvement projects. In each table, the estimate cost of each improvement project is also identified (details on project costs are included in Volume 2 Project Cost Estimates). As indicated, no implementation time frames have been identified for the provincial highway projects as the priorities of the Municipal and Provincial agencies may not coincide. However, it is known that the Clearbrook Road and McCallum Road interchange are considered high priority locations by City staff due to the lack of capacity across the highway and the poor traffic operations at the ramp terminals during the peak periods. These issues result in significant traffic delay on both Clearbrook Road and McCallum Road as well as along the highway offramps. In addition to the capacity concerns, both of these interchanges have numerous safety concerns with regards to substandard geometry. October

142 IMPLEMENTATION STRATEGY Table 6.1 Implementation Strategy Summary Immediate-Term Projects Revised Cost Time Frame Medium-Term Projects Revised Cost Time Frame R1 Bevan Avenue - road diet to two lane cross-section, Emerson Street to South Fraser Way $ 350,000 Immediate term I16 Cannon Avenue / McDougall Avenue / McCallum Road - add northbound right-turn lane $ 700,000 Medium term I2 George Ferguson Way / Trethewey Street - add left-turn lanes on George Ferguson Way $ 1,400,000 Immediate term R3 Clearbrook Road - widen to four lanes, Downes Road to Newcastle Court $ 4,250,000 Medium term R6 Haida Drive - widen to four lanes, Ag-Rec to Nootka Street and additional eastbound right-turn lane into Abbotsford Rec Centre $ 1,400,000 Immediate term R25 Elmwood Drive - extension, Hazelwood Avenue to Sumas Way $ 4,200,000 Medium term I4 Harris Road / Gladwin Road - add northbound right-turn lane on Gladwin Road $ 150,000 Immediate term R4 Emerson Street - widen to four lanes, Marshall Road to Bevan Avenue $ 3,200,000 Medium term I22 King Road / McCallum Road - add double eastbound left-turn lanes $ 1,050,000 Immediate term R5 Fourth Avenue - widen to four lanes, Riverside Road to Highway 11 $ 3,150,000 Medium term R10 Peardonville Road - road diet to two lane cross-section, Clearbrook Road to Gladwin Road $ 300,000 Immediate term R31 Fraser Highway - widen to four lanes, Bradner Road to Ross Road $ 7,850,000 Medium term Subtotal $ 4,700,000 R32 Fraser Highway - widen to four lanes, Lefeuvre Road to Bradner Road $ 8,350,000 Medium term R33 Fraser Highway - widen to four lanes, Ross Road to Mt. Lehman Road $ 8,300,000 Medium term Short-Term Projects Revised Cost Time Frame R16 George Ferguson Way - widen to four lanes, Gladys Road to Cyril Street N/A Medium term I12 58th Avenue / Bradner Road - change traffic control $ 250,000 Short term I3 George Ferguson Way / Ware - add left-turn lanes on all approaches $ 2,750,000 Medium term I13 58th Avenue / Ross Road - change traffic control $ 250,000 Short term R24 Gladys Avenue extension, Lumar Place to Marshall Road $ 2,250,000 Medium term I14 Blauson Boulevard / McKee Road - change traffic control $ 250,000 Short term R17 King Road - widen to four lanes, McKenzie to Riverside $ 4,700,000 Medium term I15 Blueridge Drive / Clearbrook Road - change traffic control $ 250,000 Short term R23 King Road extension, Bradner Road to Peardonville Road $ 5,500,000 Medium term I17 Delair Road / Old Yale Road - change traffic control $ 250,000 Short term R45 Marshall Road - widen to four lanes, Foy Road to Clearbrook Road $ 3,700,000 Medium term I18 Downes Road / Bradner Road - change traffic control $ 500,000 Short term R22 Marshall Road - widen to four lanes, Old Yale Road to Timberlane Drive $ 2,450,000 Medium term I19 Downes Road / Lefeuvre Road - change traffic control $ 250,000 Short term I7 Marshall Road / Clearbrook Road - add westbound left-turn lane on Marshall Road See R40 Medium term I1 Downes Road / Townline Road - add left-turn lanes on Downes Road $ 250,000 Short term I26 Marshall Road / Emerson Street - double southbound left-turn lane $ 1,300,000 Medium term R28 Eleanor Avenue extension to Marshall Road Developer Cost Short term I8 Marshall Road / Horizon Street - add westbound left-turn lane on Marshall Road $ 1,000,000 Medium term I35 Fraser Highway / Ross Road - change traffic control $ 250,000 Short term R18 McConnell Road - add rail crossing at McCallum Road $ 2,300,000 Medium term I42 George Ferguson Way / Ash Street - change traffic control $ 250,000 Short term R19 McKee Road - extend to George Ferguson Way $ 24,500,000 Medium term I36 Harris Road / Gladwin Road - change traffic control $ 250,000 Short term R38 McKee Road - widen to four lanes, McMillan Road to Whatcom Road $ 1,700,000 Medium term I38 Harris Road / Glenmore Road - change traffic control $ 250,000 Short term R41 McKee Road - widen to four lanes, Whatcom Road to Ledgeview Drive $ 1,500,000 Medium term I20 Highway 1 EB Off Ramp / Clearbrook Road - add southbound right-turn lane $ 250,000 Short term R9 Old Yale Road - widen to four lanes, Marshall Road to Dina Place $ 2,200,000 Medium term I5 King Road / Lefeuvre Road - add eastbound and westbound left-turn lanes $ 250,000 Short term R8 Old Yale Road - widen to four lanes, Delair Road to N Parallel Road $ 2,600,000 Medium term I6 King Road / Riverside Road - add eastbound left-turn lane $ 150,000 Short term I28 Riverside Road - widen to four lanes through Marshall Road $ 1,850,000 Medium term I40 King Road / Riverside Road - change traffic control $ 250,000 Short term I44 South Fraser Way / Garden Street - add westbound right-turn lane $ 1,550,000 Medium term I23 Laburnum Avenue / Mierau Street - change traffic control $ 250,000 Short term I11 Vye Road / Whatcom Road - add westbound left-turn lane $ 200,000 Medium term I25 Livingstone Avenue / South Fraser Way Intersection - change traffic control $ 250,000 Short term Subtotal $ 102,100,000 I27 Marshall Road / McCallum Road - add eastbound and westbound double left-turn lanes and single right-turn lanes on all approaches $ 3,700,000 Short term R15 Marshall Road extension, Mt. Lehman Road to Queen Street See I45 Short term Long-Term Projects Revised Cost Time Frame R44 McMillan Road - widen to four lanes, McCabe Place to McKee Road $ 30,000 Short term R34 Downes Road - Clearbrook Road to Gladwin Road $ 16,500,000 Long term R43 McMillan Road - widen to four lanes, McKee Road to Old Clayburn Road $ 40,000 Short term R35 Downes Road - Gladwin Road to Highway 11 $ 16,000,000 Long term R42 McMillan Road - widen to four lanes, Mila Street to Marshall Road $ 20,000 Short term R36 Downes Road - Mt. Lehman Road to Clearbrook Road $ 18,000,000 Long term I45 Mt. Lehman/Peardonville/Marshall Road - intersection reconfiguration $ 19,500,000 Short term R30 Marshall Road extension, Timberlane Drive to Mountain Drive $ 2,950,000 Long term I29 Mt. Lehman Road / Townshipline Intersection - change traffic control $ 250,000 Short term R27 McCallum Road extension, George Ferguson Way to South Fraser Way Long term I24 Old Clayburn Road / Sandy Hill Crescent - add turn northbound and southbound right-turn lanes $ 650,000 Short term R29 Ventura Avenue extension, Bourquin Crescent W to South Fraser Way Long term I10 Old Yale Road / Clearbrook Road - add southbound right-turn lane $ 700,000 Short term Subtotal $ 53,500,000 I43 Old Yale Road / McAdam Road - change traffic control $ 250,000 Short term I37 Peardonville Road / Bevan Road - change traffic control $ 250,000 Short term Projects Under Ministry of Transportation Jurisdiction Revised Cost Time Frame I30 Powerhouse Road / Wells Line Road - change traffic control $ 250,000 Short term R26 Atkinson Road - construct interchange $ 27,000,000 N/A R12 Riverside Road - widen to four lanes, Forrest Terrace to King Road $ 750,000 Short term R40 Clearbrook Road - widen overpass to four lanes over Highway 1 $ 15,000,000 N/A I39 Ross Road / Harris Road - change traffic control $ 250,000 Short term R37 Highway 1 - widen to six lanes $ 49,000,000 N/A I31 Springhill Street / Old Yale Road - change traffic control $ 250,000 Short term I21 Highway 1 WB Off Ramp / Clearbrook Road - add eastbound and westbound left-turn lane, add northbound and southbound through lane $ 1,650,000 N/A R2 Straiton Road connector, bypass of Clayburn Village $ 2,900,000 Short term R11 Highway 11 - widen to four lanes, McConnell to US Border $ 12,000,000 N/A I32 Sumas Mountain Road / Dawson Road - change traffic control $ 250,000 Short term R21 Maclure Road - construct connection at Sumas Way $ 30,000,000 N/A I33 Sumas Mountain Road / Lower Sumas Way - change traffic control $ 250,000 Short term R39 McCallum Road - widen overpass to four lanes over Highway 1 $ 23,500,000 N/A I41 Sumas Way / 4th Avenue - change traffic control $ 250,000 Short term R7 Peardonville Road - widen overpass to four lanes over Highway 1 $ 47,000,000 N/A I34 Townshipline Road / Bradner Road - change traffic control $ 250,000 Short term R46 Townline Road - construct two lane overpass over Highway 1 $ 33,500,000 N/A R20 Vye Road - construct rail overpass to Sumas Way $ 16,500,000 Short term I9 Whatcom Road EB Off-Ramp - add northbound and southbound through lanes, change traffic control $ 3,500,000 N/A R13 Whatcom Road - construct connector, Sandringham Drive to Westview Boulevard $ 12,500,000 Short term Subtotal $ 242,200,000 R14 Whatcom Road - widen to four lanes, Lonzo Crescent to Mountain Drive N/A Short term Subtotal $ 64,400,000 October

143 PAGE RD. TAYLOR RD. 58TH AVE. HARRIS RD. MCKEE RD. MACLURE RD. HALLERT RD. VYE RD. NO.3 RD. DOWNES RD. BEVAN AVE. INTER-PROVINCIAL HWY. NORTH PARALLEL RD. ARNOLD RD. WHATCOM RD. STRAITON RD. OLD CLAYBURN RD. CLAYBURN RD. WRIGHT ST. SUMAS WAY ABB MISSION HWY. SUMAS WAY GLADYS AVE. RIVERSIDE RD. MCCALLUM RD. RIVERSIDE ST. TOWNSHIPLINE RD. GLADWIN RD. GEORGE FERGUSON WAY SOUTH FRASER WAY MARSHALL RD. KING RD. LEGEND Industrial-Business (CICP) Choice of Use Industrial Reserve Resource/Conservation Institutional Commercial City Residential Suburban Residential Urban Residential Industrial-Business City Centre Reserve Agricultural Proposed Marked Bike Lanes (to be completed in 2007) Existing Paved Shoulders (one or both sides paved) Wide Shared Curb Lanes (to be/recently constructed) Exhibit 4.1A Cycling Plan Base Network (as of December 2006) TOWNLINE RD. BLUERIDGE DR. CLEARBROOK RD. OLD YALE RD. LIVINGSTONE AVE. HUNTINGDON RD. MT. LEHMAN RD. PEARDONVILLE RD. ROSS RD. TRANS CANADA HWY. FRASER HWY. BRADNER RD. 56TH AVE. LEFEUVRE RD. KING RD.

144 Exhibit 4.1B Cycling Plan Options

145 TAYLOR RD. CLAYBURN RD. NO.4 RD. DOWNES RD. MCKEE RD. LABURNUM AVE. BOUNDARY RD. MAHER RD. NO.5 RD. CAMPBELL RD. MARSHALL RD. HARRIS RD. HALLERT RD. PAGE RD. FORE RD. 56TH AVE. NO.3 RD. FRASER HWY. 0 AVE. SOUTH PARALLEL RD. DIXON RD. WELLS LINE RD. ARNOLD RD. COLE RD. DAWSON RD. SUMAS MOUNTAIN RD. NORTH PARALLEL RD. MCKEE RD. WHATCOM RD. STRAITON RD. OLD YALE RD. WRIGHT ST. OLD CLAYBURN RD. ANGUS CAMPBELL RD. MCMILLAN RD. RIVERSIDE RD. RIVERSIDE ST. SELDON RD. ABB MISSION HWY. MCCALLUM RD. GLADWIN RD. GEORGE FERGUSON WAY TRETHEWEY ST. SOUTH FRASER WAY BEVAN AVE. MARSHALL RD. GEORGE FERGUSON WAY LEGEND Existing Bike Route/Shoulder Treatment Planned for 2007 Bike Route/Shoulder Treatment Existing Trail Network (to be formalized) Planned Trail Network New Routes/Road Treatments 2005 Bike Plan Elements NORTH PARALLEL RD. BOUNDARY RD. TOLMIE RD. INTERPROVINCIAL HWY. Exhibit 4.1C Future Cycling Network WALTERS ST. RIVERSIDE ST. GLADYS AVE. HUNTINGDON RD. VYE RD. MCCALLUM RD. GLADWIN RD. TOWNSHIPLINE RD. TOWNSHIPLINE RD. MACLURE RD. BABICH ST. WARE ST. GLENMORE RD. CLEARBROOK RD. CLEARBROOK RD. KING. RD. BATES RD. TOWNLINE RD. OLUND RD. MT. LEHMAN RD. PEARDONVILLE RD. ROSS RD. SATCHELL ST. HAVERMAN RD. SIMPSON RD. MCTAVISH RD. GRAHAM CR. BRADNER RD. 58TH AVE. TRANS CANADA HWY. BRADNER RD. LEFEUVRE RD. LEFEUVRE RD. GRAY RD.

146 HARRIS RD. MACLURE RD. FRASER HWY. SIMPSON RD. WHATCOM RD. HUNTINGDON RD. DAWSON RD. TRANS CANADA HWY. LOWER SUMAS MOUNTAIN RD. OLD CLAYBURN RD. VYE RD. Zellers LEGEND Total Boardings per Weekday 150 and over 25 to to 25 5 to 10 1 to 5 0 to 1 Exhibit 4.2 Weekday Average Total Boardings (2005/2006) SUMAS WAY BELL RD. ABB MISSION HWY. TOWNSHIPLINE RD. CLAYBURN RD. DOWNES RD. SUMAS WAY GEORGE FERGUSON WAY SOUTH FRASER WAY Bourquin Ex. Clearbrook Downtown Ex. GLADYS AVE. BEVAN AVE. MARSHALL RD. KING RD. UCFV RIVERSIDE RD. MCCALLUM RD. GLADWIN RD. CLEARBROOK RD. TOWNLINE RD. MT. LEHMAN RD. PEARDONVILLE RD. TRANS CANADA HWY. ROSS RD. BRADNER RD. 58TH AVE. KING RD. 56TH AVE. LEFEUVRE RD.

147 29 96 Eastbound approaching capacity (2031PM). Westbound approaching capacity (2031AM). 1 Roadway link over capacity Eastbound over capacity (2031PM). Westbound over capacity (2031AM). Eastbound over capacity (2031PM). Westbound over capacity (2031AM) Eastbound over capacity (2031PM). Eastbound approaching capacity (2031PM) Roadway link over capacity 30 Eastbound over capacity (2031PM). Northbound and southbound approaching capacity (2031PM). Southbound over capacity (2031AM). 73 Northbound over capacity (2031PM). 9 Westbound approaching capacity (2031AM). 35 Northbound approaching capacity (2031PM). 18 Westbound over capacity (2031AM). Eastbound over capacity (2031PM). 4 Highway 1 over capacity 19 Eastbound over capacity (2031PM). Westbound over capacity (2031AM). Westbound approaching capacity (2031PM). 74 Westbound approaching capacity (2031AM) Westbound over capacity (2031AM) Westbound left approaching capacity (2006PM). Eastbound and northbound approaching capacity (2031PM). Westbound and eastbound over capacity (2031AM) Roadway link over capacity 63 Northbound approaching capacity (2031PM). 36 Northbound approaching capacity (2031PM). LEGEND Urban Development Area Boundary Roadway Deficiency Intersection Deficiency Safety Deficiency XX XX Deficiency ID Number Safety ID Number Exhibit 4.3A Existing and Future Road Deficiencies - Rural Area

148 13Southbound over capacity (2031AM & PM). DOWNES RD. 40 Southbound approaching capacity (2031PM). 14 Eastbound over capacity (2031PM). 39 Eastbound approaching capacity (2031 PM). Westbound approaching capacity (2031AM). 6 Roadway link over capacity 8 Roadway link over capacity 5 Southbound approaching capacity (2031PM) Westbound approaching capacity (2031PM). 53 Eastbound approaching capacity (2031PM). Eastbound and northbound at or over capacity (2031PM). Westbound over capacity (2031AM) Northbound approaching capacity (2031PM). Eastbound at capacity (2031PM). 57 Eastbound approaching capacity (2006AM&PM, 2031PM) Eastbound and northbound at or over capacity (2031PM). Eastbound approaching capacity (2031PM) Roadway link over capacity Northbound approaching capacity (2031PM). Southbound approaching capacity (2031PM). TOWNLINE RD Westbound Ramp 34approaching capacity (2031PM). 4 Eastbound and westbound over capacity (2006PM). Eastbound approaching capacity (2031PM). All other approaches at or over capacity (2031PM). Westbound and southbound at or over capacity (2031PM). Eastbound and southbound approaching capacity (2031PM) All approaches approaching capacity (2031PM). 34 Roadway link over capacity Eastbound and southbound at or over capacity (2031PM). Eastbound and northbound approaching capacity (2031PM). Southbound over capacity (2031PM). Westbound and northbound approaching capacity (2031AM). Southbound through approaching capacity (2031AM). 42 Eastbound approaching capacity (2031PM). All approaches approaching capacity (2031PM). Eastbound and westbound approaching capacity (2006PM). All approaches at or over capacity (2031PM). 61 All approaches at or over capacity (2031PM) EMERSON ST. Eastbound, northbound, and southbound approaching capacity (2006 & 2031PM) Eastbound ramp at capacity (2031PM). Westbound and southbound approaching capacity (2006PM). All approaches at or over capacity (2031PM). Northbound approaching capacity (2031PM). Eastbound, westbound, and southbound at or over capacity (2031PM) Southbound and westbound approaching capacity (2006PM). All approaches at capacity (2031PM). 15 Northbound approaching capacity (2031PM). Eastbound approaching capacity (2006PM). Northbound over capacity (2006PM). All approaches over capacity (2031PM). Eastbound, westbound, and southbound at or over capacity (2031AM). Eastbound at or over capacity (2031PM). Southbound approaching capacity (2031PM). 28 Eastbound and westbound approaching capacity (2006PM). MARSHALL RD. MARSHALL RD. Eastbound over capacity (2031PM). Westbound approaching capacity (2031AM). Eastbound and northbound approaching capacity (2031PM) Northbound and eastbound approaching capacity (2031PM). Westbound over capacity (2031AM) Westbound approaching capacity (2031AM). Eastbound approaching capacity (2006 & 2031PM). 20 Eastbound over capacity (2031PM). Southbound approaching capacity (2031PM). 76 Westbound approaching capacity (2031AM). Northbound approaching capacity (2031PM). 37 Eastbound approaching capacity (2031PM). Northbound over capacity (2031PM). 48 Westbound over capacity (2031AM). 52 Eastbound approaching capacity (2031PM). Westbound over capacity (2031AM). Westbound left approaching capacity (2006 & 2031AM). Eastbound and northbound at or over capacity (2006PM). All approaches at or over capacity (2031PM). Eastbound approaching capacity (2006PM). Eastbound, westbound and northbound at or over capacity (2031PM) Eastbound approaching capacity (2031PM). 77 Southbound approaching capacity (2006 & 2031PM). 51 Southbound approaching capacity (2031PM). 17 Eastbound approaching capacity (2031PM). 32 Northbound approaching capacity (2031PM). 81 Eastbound and southbound over capacity (2031PM). 70 Eastbound approaching capacity (2031PM). Northbound over capacity (2031PM). LEGEND Urban Development Area Boundary Roadway Deficiency 79 Westbound approaching capacity (2031AM). Intersection Deficiency Safety Deficiency XX XX Deficiency ID Number Safety ID Number Exhibit 4.3B Existing and Future Road Deficiencies - Urban Area

149 Ross Rd/Harris Rd - change traffic control Harris Rd/Glenmore Rd - change traffic control Harris Rd - Widen to four lanes through the intersection at Riverside Rd Harris Rd - Widen to four lanes through the intersection at Hwy 11 58th Ave/Bradner Rd - change traffic control 58th Ave/Ross Rd - change traffic control Harris Rd/Gladwin Rd - add northbound right-turn lane and change traffic control Harris Rd - widen to four lanes, Riverside Rd to Gladwin Rd Townshipline Rd/Bradner Rd - change traffic control Mt. Lehman Rd/Townshipline Rd - change traffic control Sumas Mountain Rd/Dawson Rd - change traffic control 3A Downes Rd/Bradner Rd - change traffic control Downes Rd - widen to four lanes, Mt. Lehman Rd to Clearbrook Rd Downes Rd - widen to four lanes, Clearbrook Rd to Gladwin Rd Downes Rd - widen to four lanes, Gladwin Rd to Hwy 11 Widen Highway 1 to six lanes Downes Rd/Lefeuvre Rd - change traffic control Downes Rd/Townline Rd - add eastbound and westbound left-turn lanes Widen Highway 1 to six lanes Sumas Mountain Rd/Lower Sumas Mountain Rd - change traffic control Fraser Hwy/Bradner Rd - add northbound right-turn lane Fraser Hwy/Ross Rd - change traffic control Activity G Atkinson Rd / Hwy 1 Interchange Fraser Hwy - widen to four lanes, Bradner Rd to Ross Rd Fraser Hwy - widen to four lanes, Lefeuvre Rd to Bradner Rd Fraser Hwy - widen to four lanes, Ross Rd to Mt. Lehman Rd Powerhouse Rd/Wells Line Rd - change traffic control LEGEND King Rd/Lefeuvre Rd - add eastbound and westbound left-turn lanes Activity C King Rd Extension Vye Rd/Whatcom Rd - add eastbound and westbound left-turn lanes Urban Development Area Boundary Roadway Upgrade New Road Riverside Road - widen to four lanes, Vye Rd to Farmer Rd Riverside Road - widen to four lanes, Farmer Rd to 4th Ave 4th Ave - widen to four lanes, Riverside Rd to Hwy 11 Hwy 11 - widen to four lanes, McConnell Rd to U.S. Border Sumas Way/4th Ave - change traffic control XX Mitigation Option Recommended Option ID Exhibit 4.3C Future Road Options - Rural Area

150 Straiton Road connector, bypass of Clayburn Village Old Clayburn Rd - widen to four lanes, Straiton Rd to Sandy Hill Rd McKee Rd/Blauson Blvd - change traffic control DOWNES RD. Old Clayburn Rd/Sandy Hill Cr - add northbound and southbound right-turn lanes Clearbrook Rd - widen to four lanes, Downes Rd to Newcastle Ct Clearbrook Rd/Blueridge Dr - change traffic control Haida Drive - widen to four lanes, Ag-Rec to Nootka Street Hazelwood Ave/Hwy 11 - change traffic control Activity F Elmwood Dr Extension Laburnum Ave/Mierau St - change traffic control McKee Rd - widen to four lanes, Whatcom Rd to Ledgeview Dr McKee Rd - widen to four lanes, McMillan Rd to Whatcom Rd George Ferguson Way/Gladwin Rd - add right-turn lane on all approaches, double southbound left-turn lane Maclure Rd - construction connection at Sumas Way Hazelwood Ave - widen to four lanes, Juniper Cr to Hwy 11 South Fraser Way - widen to four lanes, Mt. Lehman Rd to Townline Rd Queen St - extend from Peardonville Rd to Deacon St Peardonville Rd - widen to four lanes, Simpson Rd to Mt. Lehman Rd MT. LEHMAN RD. Widen Highway 1 to six lanes MARSHALL RD. Townline Rd - two lane overpass over Hwy 1 Peardonville Rd - widen overpass to four lanes Peardonville Rd/Townline Rd - add eastbound and westbound left and right-turn lanes, northbound and southbound right-turn lanes Activity J Mt. Lehman Rd/Peardonville Rd/ Marshall Rd intersection relocation George Ferguson Way/Clearbrook Rdadd southbound left-turn lane, northbound TOWNLINE RD. Old Yale Rd/Clearbrook Rd - add northbound and southbound right-turn lanes South Fraser Way/Livingstone Ave - change traffic control Hill-Tout St - add auxiliary lanes at approach to South Fraser Way George Ferguson Way/Trethewey St - add left and right-turn lanes on all approaches right-turn lane, double westbound left-turn lane George Ferguson Way/Montrose Ave - add westbound left-turn lane Marshall Rd - extend, Mt. Lehman Rd to Queen St Springhill St/Old Yale Rd - change traffic control Marshall Rd - widen to four lanes, Foy Rd to Clearbrook Rd Clearbrook Rd/Hwy 1 EB Off-Ramp - add double southbound left-turn lanes and eastbound through lane South Fraser Way/Clearbrook Rdadd double eastbound and westbound left-turn lanes, northbound right-turn lane Peardonville Rd / Bevan Ave - change traffic control Clearbrook Rd/Hwy 1 WB Off-Ramp - add eastbound and westbound left-turn lanes, northbound and southbound through lanes Peardonville Rd - reduce to two lanes, Clearbrook Rd to Gladwin Rd Emerson St - widen to four lanes, Marshall Rd to Bevan Ave Clearbrook Rd - widen overpass over Hwy 1 to four lanes Marshall Rd/Emerson St - add westbound right-turn lane, double southbound left-turn lane South Fraser Way/Garden St - add westbound right-turn lane EMERSON ST. Activity N Ventura Ave Extension Activity B Trethewey St Extension Gladwin Rd - construct overpass over Hwy 1 McCallum Ave/McDougall Ave - add northbound right-turn lane Bevan Ave - reduce to two lanes, Emerson St to South Fraser Way Marshall Rd/Horizon St - add westbound left-turn lane Peardonville Rd / Emerson St - add northbound right-turn lane Activity K McCallum Rd Extension, George Ferguson Way to South Fraser Way MARSHALL RD. Marshall Rd/McCallum Rd - add eastbound and westbound double left-turn lanes and single right-turn lanes on all approaches George Ferguson Way - widen to four lanes, Gladys Rd to Cyril St George Ferguson Way/ Ash St - change traffic control Activity A Essendene Ave Lane Relocation Activity E McKenzie Rd Extension Activity D Gladys Ave Extension Riverside Rd - widen to four lanes through Marshall Rd McDougall Ave - construct overpass to Old Yale Rd / Park Dr King Rd/Riverside Rd - change traffic control McKee Rd - extend to George Ferguson Way Essendene Ave/Gladys Ave - add eastbound and westbound left-turn lanes McCallum Rd - widen overpass over Hwy 1 to four lanes Old Yale Rd/McAdam Rd - change traffic control Activity M Eleanor Ave Extension to Marshall Rd Marshall Rd/Vedder Way - add eastbound left and right-turn lanes, northbound and southbound left-turn lanes McMillan Road - widen to four lanes, Old Clayburn Rd to Marshall Rd Old Yale Rd - widen to four lanes, Cameron Cr to Eagle Mountain Dr Activity P Marshall Rd Extension, Timberlane Dr to Mountain Dr Old Yale Rd - widen to four lanes, Delair Rd to N Parallel Rd Old Yale Rd - widen to four lanes, Marshall Rd to Dina Pl Marshall Rd/Sumas Way - add double eastbound and westbound left-turn lanes, eastbound and westbound right-turn lanes Delair Rd/Old Yale Rd - change traffic control Whatcom Rd - construct connector, Sandringham Dr to Westview Blvd Marshall Rd - widen to four lanes, Old Yale Rd to Timberlane Dr Widen Highway 1 to six lanes Whatcom Rd - widen to four lanes, Mountain Dr to Sandringham Dr Whatcom Rd - widen to four lanes, Lonzo Cr to Mountain Dr Whatcom Rd EB Off-Ramp - add NB/SB through lanes, change traffic control King Rd/McCallum Rd - add double eastbound left-turn lanes King Rd - widen to four lanes, McKenzie Rd to Riverside Rd Riverside Road - widen to four lanes, Forrest Terrace to King Rd Riverside Road - widen to four lanes, King Rd to McConnell Rd Riverside Road - widen to four lanes, McConnell Rd to VyeRd LEGEND Urban Development Area Boundary Mt Lehman Rd - widen to four lanes, Aviator Dr to Threshold Dr Mt Lehman Rd - widen to four lanes, Threshold Dr to Huntingdon Rd McConnell Rd - add rail crossing at McCallum Rd Roadway Upgrade Vye Rd - construct rail overpass to Sumas Way New Road Mitigation Option XX Recommended Option ID Exhibit 4.3D Future Road Options - Urban Area

151 I12 Change traffic control I13 Change traffic control I39 Change traffic control I38 Change traffic control I4 Add northbound right turn lane on Gladwin I36 Change traffic control I34 Change traffic control I29 Change traffic control I32 Change traffic control I18 Change traffic control R37 Widen Highway 1 I1 Add left turn lanes on Downes R34 Widen Downes Road, Clearbrook to Gladwin R35 Widen Downes Road, Gladwin to Highway 11 R36 Widen Downes Road, Mt. Lehman to Clearbrook I19 Change traffic control R37 Widen Highway 1 I33 Change traffic control I35 Change traffic control R26 Atkinson Road interchange R31 Widen Fraser Highway, Bradner to Ross R32 Widen Fraser Highway, Lefeuvre to Bradner R33 Widen Fraser Highway, Ross to Mt. Lehman I30 Change traffic control LEGEND I5 Add left-turn lanes on King R23 King Road extension Urban Development Area Boundary Roadway Upgrade I11 Add eastbound and westbound left-turn lanes New Road R5 I41 Change traffic control Widen to four lanes R11 Widen Highway 11 to four lanes, McConnell to US Border Mitigation Option XX Recommended Option ID Exhibit 4.3E Future Road Network - Rural Area

152 R2 Straiton Road connector, bypass of Clayburn Village I14 Change traffic control DOWNES RD. I24 Add northbound and southbound right turn lanes R3 Widen to four lanes R6 Widen Haida to four lanes R25 Elmwood Drive extension R41 Widen to four lanes R38 Widen to four lanes I15 Change traffic control I23 Change traffic control R21 Maclure Road connector I2 Add eastbound and westbound left turn lanes I3 Add left turn lanes in all directions R13 Whatcom Road connector R37 Widen Highway 1 to six lanes I31 Change traffic control R29 Ventura Avenue extension R19 McKee Road connector R27 McCallum Road extension R16 Widen to four lanes R42-44 Widen to four lanes I10 Add southbound right-turn lane I44 Add westbound right-turn lane R46 Townline Highway 1 Overpass I25 Change traffic control I37 Change traffic control I42 Change traffic control Activity A Essendene Ave Lane Relocation I43 Change traffic control R30 Marshall Road connector R14 Widen to four lanes MT. LEHMAN RD. R7 I45 Mt. Lehman/Peardonville/Marshall Intersection MARSHALL RD. Widen to four lanes R45 Widen to four lanes R15 Marshall Road extension, Mt. Lehman to Queen TOWNLINE RD. I20 Add southbound right-turn lane R10 Reduce to two lanes I7 Add westbound left-turn lane I21 Add eastbound left-turn lane, add northbound and southbound through lanes R4 Widen to four lanes R40 Widen Clearbrook overpass to four lanes EMERSON ST. I26 Add double southbound left-turn lanes R1 Reduce to two lanes I8 Add westbound left-turn lane I16 Add northbound right-turn lane MARSHALL RD. I27 Add eastbound and westbound double left-turn lanes and add right-turn lanes on all approaches R24 Gladys Avenue extension I28 R28 Eleanor Avenue extension Widen Riverside through Marshall Road R39 Widen McCallum overpass to four lanes I6 Add eastbound left-turn lane I40 Change traffic control R12 Widen to four lanes R9 Widen to four lanes R22 Widen to four lanes R37 Widen Highway 1 to six lanes I17 Change traffic control R8 Widen to four lanes I9 Add northbound and southbound through lanes, change traffic control I22 Add double eastbound left-turn lanes R17 Widen to four lanes R18 McConnell Road Rail crossing LEGEND Urban Development Area Boundary Roadway Upgrade R20 Vye Road Overpass New Road Mitigation Option XX Recommended Option ID Exhibit 4.3F Future Road Network - Urban Area

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