Port Mann/Highway 1 Improvements

Transcription

1 Port Mann/Highway 1 Improvements McGill St. Hastings St. First Ave. Port Coquitlam Boundary Rd. Willingdon Ave. Grandview Hwy. Sprott St. Kensington Ave. Gaglardi Way Brunette Ave. Cape Horn Port Mann Bridge 152nd St. 160th St. 176th St. 192nd St. 200th St. Consultation on Access and Interchange Improvements 200 St 216th St. Pre-design Community Consultation Phase 2 Discussion Guide on Access and Interchange Improvements September November

2 CONSULTATION ON ACCESS AND INTERCHANGE IMPROVEMENTS: PRE-DESIGN COMMUNITY CONSULTATION PHASE 2 The Ministry of Transportation conducts community consultations at three design stages, including: Pre-design Consultation: Phase 1 Pre-design Consultation: Phase 2 Preliminary Design Consultation Detailed Design Consultation February April 2006 September November Pre-design consultation discussion topics included goals for interchange upgrades, congestion reduction measures such as high occupancy vehicle lanes (HOV) and transit priority on-ramps, commercial vehicle priority access to on-ramps, potential tolling, and improvements to the cycling network. A Consultation Summary Report is posted on This phase of consultation focuses on proposed conceptual improvements to existing and new interchanges and overpasses. These proposed modifications and upgrades would improve safety, access and connections across the highway, support transit, help reduce congestion and improve facilities for cyclists and pedestrians. Pre-Design Consultation: Phase 2 includes: 22 Meetings 9 Open Houses On-line feedback form Consultation Summary Report With basic pre-design components determined, consultation on preliminary design discusses refinements to interchanges and accesses, lane use, specifics of congestion reduction measures and other key features. Detailed design consultation generally focuses on fewer but more specific treatments, such as detailed interchange and access features, lighting and landscaping. This phase also involves more financial and technical analysis to confirm that designs are financially and technically feasible. How Pre-design Consultation Input Is Used: The input from Pre-design Consultation on Access and Interchange Improvements will be considered along with technical and financial inputs to determine which options to further refine for environmental review and as preliminary designs. The deadline for consultation feedback is November 8, Open House Schedule Vancouver: Wednesday, October 11 6:00pm 9:00pm Italian Cultural Centre, Lobby 3075 Slocan Street, Vancouver Surrey: Tuesday, October 24 6:00pm 9:00pm Pacific Academy, Theatre Lobby th Street, Surrey Langley: Saturday, October 14 10:00am 1:00pm West Langley Hall th Street, Langley Surrey: Thursday, October 26 6:00pm 9:00pm Guildford Recreation Centre, Lower Lobby th Avenue, Surrey Burnaby: Tuesday, October 17 6:00pm 9:00pm Bill Copeland Sports Centre, Lobby 3676 Kensington Avenue, Burnaby Coquitlam: Saturday, October 28 10:00am 1:00pm Executive Plaza Hotel and Conference Centre, Aspen Room Burnaby: Wednesday, October 18 Shadbolt Centre for the Arts 405 North Road, Coquitlam 6:00pm 9:00pm 6450 Deer Lake Avenue, Burnaby Maple Ridge: Monday, October 30 The ACT Arts Centre and Theatre, Main Lobby New Westminster: Thursday, October 19 Justice Institute of British Columbia, Lobby 6:00pm 9:00pm Haney Place, Maple Ridge 6:00pm 9:00pm 715 McBride Boulevard, New Westminster

3 PORT MANN/HIGHWAY 1 PROJECT GOALS WHAT IS THE GATEWAY PROGRAM? In 2003, the provincial government established the Gateway Program to complement other regional road and transit improvements planned or underway. The existing Highway 1 corridor from Vancouver to Langley is one of three priority corridors identified for consideration. The other two are the North Fraser Perimeter Road and the South Fraser Perimeter Road. GATEWAY PROGRAM BENEFITS Improving roads and bridges for people, goods and transit, Gateway Program benefits include: Addressing congestion Improving the movement of people and goods in and through the region Improving access to key economic gateways Improving the regional road network Improving quality of life Reducing vehicle emissions Facilitating better connections Reducing travel times Improving safety and reliability The Port Mann/Highway 1 Project includes widening the highway, twinning the Port Mann Bridge, upgrading interchanges and improving access and safety on Highway 1 from the McGill Street interchange in Vancouver to 216th Street in Langley, a distance of approximately 37 kilometres. This project will be completed by This project s proposed improvements also include: Congestion-reduction measures such as HOV lanes, transit and commercial vehicle priority access to highway on-ramps, improvements to the cycling network and a proposed toll on the Port Mann Bridge. As well, the new Port Mann Bridge will be built to accommodate future light rail transit. BUILDING LOCAL AND GLOBAL CONNECTIONS IN A GROWING REGION Changing Regional Travel Patterns The Ministry of Transportation and the Greater Vancouver Transportation Authority (TransLink) completed a travel survey of Greater Vancouver residents in One of the key trends from this survey shows increased job growth outside the downtown Vancouver area. For example, in the past decade, growth in the number of Vancouver residents working in other municipalities exceeded the growth in the number of other municipal residents working in Vancouver by a factor of 9 to 1. This type of job growth creates a greater need for travel from Vancouver to other municipalities, and for inter-municipal travel, which is not easily served by transit. The consequences of not making the necessary road and bridge improvements include increasing congestion, longer rush hours, increased costs to the economy, delayed goods movement and unreliable transit connections throughout the region. Overall, the cost of living and quality of life will suffer without comprehensive improvements to the transportation and transit network. Strengthening a Strategic Link for Transportation and Trade In addition to serving as the principal regional and inter-regional highway in the Lower Mainland, and as the main east-west commuter route, Highway 1 (along with Highway 15) serves as the principal truck route from Greater Vancouver to the rest of Canada and the United States. Trade through Greater Vancouver is now expanding faster than at any other time in BC s history. A significant portion of it is due in part to the success of a BC Ports Strategy that is taking advantage of BC s location as a gateway between Canada and Asia, as well as between North America and Asia. The strategy seeks to expand BC s share of container traffic from the current 9% to 17% by About 15% of this expansion is expected to occur at the Port of Vancouver Burrard Inlet facilities, with about 60% at Deltaport and the Fraser Surrey Docks two key gateway facilities that will connect to Highway 1 through the proposed South Fraser Perimeter Road. The growth in associated transportation industries is projected to produce some 35,000 new jobs and increase Canada s GDP by $2.4 billion per year (in 2004 dollars). TABLE OF CONTENTS Introduction/ The Gateway Program... 1 Consultation Topics by Highway Segment MCGill Street to Grandview Highway (Vancouver)... 4 Boundary Road to Wayburne Drive (Burnaby)... 7 Douglas Road to Gaglardi Way (Burnaby) North Road to Cape Horn (Coquitlam) East End of Port Mann Bridge to 160th Street (Surrey) East of 160th Street to 216th Street (Surrey/Langley) Park-and-Ride and Park-and-Pool Locations How to use this Discussion Guide Please review the material for each highway segment. Each segment includes a detachable feedback form. This icon shows Highway 1 from McGill Street to 216th Street. A white circle moves along the map to orient you to the segment under discussion. After reviewing the material, complete the feedback form and return it to the Gateway Program: On-line Feedback form: Mailing Address: Gateway Program Project Office Kingsway Street Burnaby, BC V5H 4M2 info@gatewayprogram.bc.ca Telephone: Facsimile: Pre-Design Community Consultation: Phase 2 September November

4 PORT MANN/HIGHWAY 1 ACCESS AND INTERCHANGE IMPROVEMENTS: BACKGROUND HIGHLIGHTS OF PRE-DESIGN CONSULTATION: PHASE 1 RESULTS Earlier this year, the Gateway Program conducted Pre-design Consultation: Phase 1. More than 3,400 people participated in the consultation program. Highlights of the results of this input are listed below. 56% support a $2.50 toll (2005 dollars) on the Port Mann Bridge, with 73% supporting a reduced toll for high occupancy vehicles (HOV), 70% supporting variable tolls for peak and off-peak periods and 76% supporting a toll-free period overnight. 88% of participants support extension of HOV lanes, with 78% supporting HOV and transit priority on-ramps and 55% supporting priority access and dedicated ramps for commercial vehicles. 77% support improvements to the cycling network. The Consultation Summary Report for Pre-design Consultation: Phase 1 is posted on PORT MANN/HIGHWAY 1 PRE-DESIGN CONSULTATION PROGRAM The Ministry of Transportation conducted the first of three stages of public consultation in February, March and April 2006 regarding proposed improvements to the Port Mann/Highway 1 corridor. Phase 1 of the Pre-design Consultation sought public input on goals for interchange upgrades, congestion reduction measures such as HOV lanes, transit and commercial vehicle priority access to highway on/off-ramps, improvements to the cycling network and a proposed toll on the Port Mann Bridge. It consisted of a series of 50 stakeholder meetings and 13 public open houses in Abbotsford, Langley, Surrey, New Westminster, Burnaby, Surrey, Maple Ridge, Port Coquitlam, Coquitlam, Vancouver and a website containing a feedback form. More than 3,400 individuals participated in the consultation program. WHY A PHASE 2 CONSULTATION? Port Mann/Highway 1 improvements pass through five municipalities: Vancouver, Burnaby, Coquitlam, Surrey and Langley. Some sections are also located close to and interact with road networks and transit in New Westminster and Port Coquitlam. As a result, each section has different needs and local planning objectives that affect the planning and design of highway and bridge access and interchange improvements along the corridor. Consulting with each municipality helps to ensure that Port Mann/Highway 1 improvements are integrated with municipal plans in addition to addressing regional and inter-regional needs. Concurrent with the Pre-design Consultation: Phase 1, the project team conducted technical consultation with municipal staff regarding how highway accesses and interchanges can most effectively interact with municipal road networks; how connections across the highway can best enhance connections between communities; and how pedestrian and cyclist facilities can be improved. This ongoing municipal liaison is sufficiently advanced such that public consultation on specific improvements and options for access and interchanges can now be conducted. ENVIRONMENTAL ASSESSMENT The Project Team is currently undertaking environmental impact assessment studies for the Port Mann/Highway 1 Project based on the pre-design concepts identified in the January 2006 Program Definition Report. Field work completed in 2005 documented existing conditions for fisheries, vegetation and wildlife, water quality, air quality, contaminated sites, archaeology, noise, and socio-community aspects. This field work provided baseline input for impact assessments, which will include potential environmental and socio-community impacts along with proposed mitigation measures. Based on its length and the extent of improvements, the Port Mann/ Highway 1 Project is subject to a harmonized federal/provincial environmental review process. Following pre-design refinements, the Project Team will prepare an Application for an Environmental Assessment Certificate. The Application and supporting studies will be submitted to the Environmental Assessment Office (EAO) for review, following completion of this phase of the pre-design consultation. During the pre-application and application review phases of the environmental assessment, there will be additional opportunities for public comment. The project entered the pre-application phase in June, A working group comprised of federal and provincial regulatory agencies, local governments and First Nations has been formed to assist the Environmental Assessment Office in reviewing the scope of the assessments and the application. A public comment period to review the scope of the assessments is scheduled for fall More information about the environmental assessment is available at Burnaby Open House: Phase 1 Consultation, Spring Port Mann/Highway 1 Access and Interchange Improvements

5 PRE-DESIGN CONCEPTS: PHASE 2 OVERVIEW OVERVIEW OF THE PORT MANN/HIGHWAY 1 IMPROVEMENTS New Port Mann Bridge As discussed in the Pre-design Consultation Phase 1, a major component of the Port Mann/Highway 1 Project is the provision of additional lanes across the Fraser River to relieve congestion at this significant bottleneck. The pre-design concept proposes a new parallel bridge on the west side of the existing Port Mann Bridge, which would also provide cycling access and be designed to accommodate potential future light rail transit. With this additional capacity, one lane in each direction will be designated as an HOV lane, significantly expanding the existing HOV network. It will then be possible to accommodate bus service so that TransLink has the opportunity to provide reliable scheduled connections between communities north and south of the Fraser River. Highway 1 The pre-design concept proposes widening the highway, usually within the existing right-of-way, to improve overall operation of the corridor. Generally, one additional lane in each direction is planned from the McGill interchange to the Port Mann Bridge. East of the Port Mann Bridge, two additional lanes in each direction are planned as far as 200th Street. This would allow one lane in each direction to be dedicated to HOV between Grandview Highway and 200th Street. Between 200th Street and 216th Street, one additional lane in each direction is planned. Overpasses and Interchanges Many of the existing highway overpasses need to be upgraded or replaced to provide additional clearance for today s taller commercial vehicles and to accommodate the additional proposed highway lanes. Additional overpasses (across Highway 1) are being considered at appropriate locations to support the movement of municipal traffic, including pedestrians and cyclists, across the highway and to alleviate congestion at current crossings. It is also proposed that at key locations, typically at interchanges, dedicated on- and off-ramps or priority access lanes be added to facilitate movement of HOV, transit and/or commercial vehicles. The use of traffic signals at highway on-ramps, which would allow priority access vehicles to bypass the queue of general-purpose traffic, is also being considered. These signals would improve operational effectiveness and provide additional travel time savings for priority users. Further public discussion would take place at preliminary and detailed design. Cycling Improvements Cycling facilities will be included as part of interchange upgrades to increase opportunities for cyclists to cross the highway, to enhance connections to the regional cycling network and to provide access over the Port Mann Bridge. Traffic Incident Management The pre-design concept includes the implementation of incident management measures for the Port Mann/Highway 1 corridor that will provide for early detection of traffic incidents, effective emergency response and efficient removal of vehicles and debris. Other benefits include improved safety through more efficient traffic management and a reduction in collisions, resulting in improved trip reliability and user satisfaction. A Comprehensive Solution While the project provides significant improvements to promote transit, cycling and walking that will contribute significantly to increasing travel options in the region, analysis indicates that the majority of commuting trips will continue to be by private vehicle. People who need to travel alone in their vehicles will benefit from the addition of new general-purpose lanes along the length of the corridor. These lanes will accommodate expected population and employment growth, enhance safety, increase reliability and provide travel time savings for all Highway 1 users. SUPPORTING CONGESTION REDUCTION Congestion on regional roads and highways is increasing, with growing impacts on residents, communities, the environment and the economy. Transportation is now the top concern for Lower Mainland residents. The B.C. Trucking Association estimates that goods movers are stopped or slowed 75% of the time, costing approximately $500 million per year. Transport Canada estimates that the total cost of congestion is $1.5 billion annually. The Gateway Program complements planned regional road and transit improvements. Analysis indicates that the Port Mann/Highway 1 Project s proposed capacity improvements and congestion-reduction measures, such as HOV lanes, transit- and commercialvehicle priority measures and tolling, will address current and forecast travel demand through to 2031 and beyond. Refinements to pre-design concepts for these improvements are presented in this discussion guide. Vancouver Open House: Phase 1 Consultation, Spring 2006 Pre-Design Community Consultation: Phase 2 September November

6 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT PORT MANN BRIDGE/ HIGHWAY 1 PRE-DESIGN PHASE 2 IMPROVEMENTS The improvements to Port Mann/Highway 1 access and interchanges work together to: improve safety and reliability address congestion support opportunities for HOV and transit use improve local connections across the highway and within communities improve access to and exit from the corridor for goods movement improve cycling and pedestrian facilities and connections MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) This section of Highway 1 runs from the McGill Street interchange to Grandview Highway, providing access to and from Vancouver for both eastbound and westbound traffic, as well as to the Port of Vancouver, North Burnaby and the Ironworkers Memorial Second Narrows Bridge. This section of Highway 1 has a high proportion of vehicles entering and exiting the highway relative to other sections in the Highway 1 corridor due to the high number of interchanges (4) over a relatively short distance. Challenges Currently, large numbers of vehicles entering and exiting the highway result in lane changes that contribute to congestion. These lane changes have greater impacts at ramps with short merge lanes, where vehicles are quickly channelled onto or off the highway. Proposed Improvements The pre-design concept includes widening this section of the highway by one lane in each direction to create three general-purpose lanes in each direction. All of this section of the highway was originally built in the 1960s to accommodate additional lanes by widening into the median and as such no property acquisition is anticipated. Proposed access improvements include modifying interchanges and/or ramps to make it easier to exit and enter the highway. Specific improvements, from west to east, are described in the following pages. EXISTING Aerial view of congestion on Highway 1. Highway 1, looking west from the Grandview Highway overpass, showing existing conditions Highway 1, looking west from the Grandview Highway overpass after improvement, showing widening into the median for the new lanes 4 Port Mann/Highway 1 Access and Interchange Improvements

7 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT Cassiar Connector Located between the Ironworkers Memorial Second Narrows Bridge and the Cassiar Connector, this interchange primarily serves commuters travelling between the North Shore and Vancouver, as well as commercial vehicles accessing the Port of Vancouver s south shore terminals. Population and employment forecasts for the North Shore suggest that commuting traffic volumes will experience limited growth; however, the Port of Vancouver anticipates significant future growth, leading to increased commercial vehicle volumes at this interchange. The Cassiar Connector currently operates with two lanes in each direction, but was constructed in 1992 to accommodate three lanes in each direction. The tunnel is extremely congested at peak times, due to large volumes of vehicles entering or exiting at the McGill Street interchange combined with large volumes of through-traffic to and from the Ironworkers Memorial Second Narrows Bridge. EXISTING The pre-design concept includes establishing three lanes in each direction, with one of the lanes becoming a dedicated westbound offramp and eastbound on-ramp at McGill Street. The dedicated ramps are the principal improvements which will accommodate current and future traffic flows, enable vehicles to enter and exit the Cassiar Connector to and from McGill Street more safely and efficiently, and provide a better connection for commercial vehicles between Highway 1 and the Port of Vancouver. HOV LANES The Ministry of Transportation s primary objectives for HOV lanes are to: Increase movement of people Provide travel time savings Improve trip reliability Increase per-lane efficiency Minimize negative impacts on general-purpose lanes Maintain safety Highway 1 High Occupancy Vehicle (HOV) lanes opened in 1998 and have significantly increased the person movement throughput along the HOV section of Highway 1 and its parallel routes during peak periods. Planning for the Port Mann/Highway 1 Project includes extension of Highway 1 HOV lanes so that there is one lane in each direction from Grandview Highway to 200th Street for HOV users. Cassiar Connector looking west, with two lanes in each direction as per existing condition Cassiar Connector looking west, after improvements, with three lanes in each direction Pre-Design Community Consultation: Phase 2 September November Pre-design concept proposes 3 lanes in each direction for general commuters and goods movers and one lane for HOV between Vancouver and Surrey

8 MCGILL STREET TO GRANDVIEW HIGHWAY (VANCOUVER) SEGMENT FEEDBACK FORM Grandview Highway HOV Lanes The red lines show the extent of the proposed HOV lane expansion on Grandview Highway (right turn available for vehicles from Grandview Highway eastbound to Boundary Road southbound) 1. Grandview Highway HOV Lanes Please indicate which of the following two options you prefer. (See options on right-hand side of page.) Option A. New Peak-hour HOV lanes Option B. No new HOV lanes Comments: Hastings Street Interchange This interchange was redeveloped as part of the Cassiar Connector project in the early 1990s and functions well. No improvements, other than possible ramp lengthening, are planned as part of the pre-design concept. 1st Avenue Interchange Located south of the Cassiar Connector, this interchange serves traffic between Highway 1 and 1st Avenue, much of it travelling between Burnaby/Coquitlam and Vancouver. Regional plans to expand rapid transit (Evergreen Line) will help address growing demand for travel from the northeast sector, helping to limit growth in vehicle traffic travelling to Vancouver. However, even for today s traffic volumes, the existing eastbound on-ramp is too short for comfortable and efficient merging with highway through traffic. The westbound off-ramp s short length also causes traffic leaving the highway to slow down on the highway itself, rather than the off-ramp, causing safety concerns. In addition, large volumes of traffic exiting the highway at peak times can cause traffic to back up onto highway through-lanes. In conjunction with the proposed addition of one lane in each direction on the highway, proposed lengthening of the on- and off-ramps will allow vehicles to enter and exit the highway more safely and efficiently. Grandview Highway HOV Lanes HOV lanes on Highway 1 currently start and end just west of Willingdon Avenue. In consultation with the City of Vancouver and as part of planned HOV expansion on Highway 1, the potential to add peak-hour HOV lanes on Grandview Highway (westbound and eastbound) between Rupert Street and Boundary Road is being explored. Peak hours could potentially be between 7 a.m. and 9:30 a.m. and between 3 p.m. and 6 p.m. (matching the current eastbound parking restrictions). During these times, the curbside westbound lane, currently used for parking, could be designated as an HOV lane; the curbside eastbound lane could be re-designated from a generalpurpose traffic lane to an HOV lane. Since these designations would apply to existing lanes, there would be no requirement to widen Grandview Highway. Extending HOV facilities beyond Highway 1 itself would make HOV use on Highway 1 more attractive and increase overall HOV use. Grandview Highway HOV Lanes Options Pros Cons A. Include provision for potential implementation of peak-hour HOV lanes on Grandview Highway (details to be developed jointly with the City of Vancouver) B. Do not establish peak-hour HOV lanes on Grandview Highway Better addresses congestion on Grandview Highway at Boundary Road in peak periods Reduces traffic on other routes connecting Vancouver and Highway 1 Expands and enhances the HOV system No change to current parking conditions on Grandview Highway westbound Grandview Highway looking west, with potential HOV lanes Reduces parking on westbound Grandview Highway during peak hours Potential increase in traffic on Grandview Highway in peak periods (redirected from other streets) Removes general-purpose traffic lane on Grandview Highway eastbound during peak hours (lane would still be available for vehicles turning right) Lost opportunity to expand HOV facilities Less effective than Option A at addressing highway and intersection congestion in peak periods Gateway Program: Access and Interchange Improvements 6 Port Mann/Highway 1 Access and Interchange Improvements

9 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) This segment runs from Boundary Road to just west of the existing Douglas Road overpass. This is the busiest section of the Highway 1 corridor, carrying more than 140,000 vehicles per day, and provides a major connection between Highway 1 and Vancouver via Grandview Highway as well as Burnaby via Willingdon Avenue. A number of Burnaby s major north-south roads cross the highway within this segment, including Boundary Road, Willingdon and Gilmore Avenues. Challenges Due to the very close spacing of highway interchanges in this segment, improvements need to be considered as a whole package rather than individual solutions, to avoid simply moving problems from one location to another. Proposed Improvements Proposed pre-design improvements to address the diverse and increasing travel demand in this section include highway widening within the existing right-of-way, a reconstructed Willingdon Avenue interchange and potential new overpass at Wayburne Drive (south of Highway 1) / Westminster Avenue (north of Highway 1). The Highway 1 HOV lane system would remain through this segment. Boundary Road/Grandview Highway Interchanges Straddling Vancouver and Burnaby at the western edge of the Still Creek industrial/commercial area and the community of Renfrew Heights, these interchanges work together as one. Grandview Highway provides major east-west connections for Highway 1 traffic to and from Vancouver destinations such as Vancouver General Hospital, central Broadway and UBC. The Boundary Road interchange serves traffic to and from the west, and provides a major north-south connection to southeast Vancouver, central Burnaby and the Marine Way industrial/commercial area. The project team is working with City of Vancouver staff to explore possibilities to improve access from Highway 1 to Boundary Road and Broadway, which are the primary truck routes in this area of Vancouver. However, significant differences in the height of Highway 1 as compared to Boundary Road, combined with extensive development nearby, make a direct connection difficult. As a result, the pre-design concept contemplates minor changes to the Boundary Road interchange, such as potential improvements to the on- and off-ramps, similar to those at 1st Avenue. To address current weaving problems between Highway 1 and Grandview Highway, the configuration of the existing Grandview Highway off-ramp is expected to change. This will make it more difficult and challenging for the small volume of eastbound Grandview Highway traffic to safely make a left turn across the off-ramp to access Still Creek commercial/industrial area. Therefore, the pre-design concept calls for this access to be eliminated. Redirecting this traffic to alternate routes will not significantly increase travel time for the small number of users making this turn, while maintaining safety on both the highway and local roads. There are a number of alternate routes to access Still Creek. Another current deficiency is the shared use of Grandview Highway (Clydesdale Avenue) for both local traffic and traffic entering Highway 1 westbound from Willingdon Avenue. The project proposes to separate these uses, maintaining Clydesdale Avenue for local users. MOVEMENT CHALLENGES BETWEEN GRANDVIEW HIGHWAY AND WAYBURNE DRIVE (BURNABY) This segment of Highway 1 currently has multiple conflicting traffic patterns within closely-spaced interchanges. These include: The western end of Highway 1 HOV lanes High traffic volumes weaving between the eastbound Grandview Highway on-ramp and Willingdon off-ramp High volumes of traffic entering and exiting the Willingdon interchange High volumes of weaving traffic on municipal streets at the Willingdon interchange High volumes of north/south traffic on Willingdon Avenue. The proposed access and interchange improvements address these concerns. Burnaby Open House: Phase 1 Consultation, Spring 2006 Pre-Design Community Consultation: Phase 2 September November

10 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT FEEDBACK FORM 2. Wayburne Drive/Westminster Avenue overpass Please indicate which of the following two options you prefer. (Please choose only one.) Option A. Wayburne Drive/Westminster Avenue overpass (illustrated on page 9) Option B. Focus all improvements at Willingdon Avenue Interchange Comments: Willingdon Avenue Interchange Located south of the Still Creek industrial/commercial area and north of BCIT, this interchange sees the most traffic entering and exiting Highway 1 within Burnaby. Willingdon Avenue is a major north-south arterial route for the City of Burnaby. It links the town centres of Metrotown and Brentwood and provides access to BCIT, the Still Creek area, Canada Way and Discovery Park industrial areas. Burnaby s Official Community Plan identifies Willingdon Avenue as a transit corridor. Currently Burnaby has designated HOV/transit lanes on Willingdon south of Canada Way, with future extensions planned north through the interchange to Hastings Street. However, the existing interchange is not wide enough to accommodate HOV expansion. Challenges The short distance between the end of the existing eastbound Highway 1 off-ramp and the intersection of Willingdon Avenue and Canada Way causes congestion, primarily because vehicles exiting Highway 1 must cross multiple lanes on Willingdon Avenue (which often have high volumes of southbound traffic) in a short distance in order to turn left at Canada Way. This traffic weaving across the southbound lanes contributes to congestion, especially when traffic volumes are high. Analysis of forecast traffic conditions indicates that, without additional capacity across Highway 1 to accommodate local Burnaby traffic, the existing Willingdon Interchange will become severely congested. Proposed Interchange Improvements: Improving access and connections across Highway 1, and accommodating proposed future transit / HOV lane extensions. Upgrading cycling and pedestrian facilities with a southbound bike lane and sidewalk and an urban trail northbound. Addressing the current drainage and flooding issues on the existing ramps near Still Creek. Option A: Construct a new Highway 1 overpass at Wayburne Drive/ Westminster Avenue A potential new overpass could link Wayburne Drive south of Highway 1 to Westminster Avenue north of the highway. An overpass at this location is part of Burnaby s Official Community Plan. The new overpass could provide another north-south community connection across the highway for vehicles, cyclists and pedestrians to access BCIT and the Still Creek industrial area, as well as reduce traffic volumes and improve safety at the Willingdon Avenue interchange. The new overpass would serve only north-south traffic and would not include connecting on- and off-ramps to Highway 1. Option B: Focus all improvements at Willingdon Avenue Interchange With this option, all improvements to address the existing congestion and safety concerns at the Willingdon interchange would be focused at Willingdon Avenue, rather than splitting local traffic between Willingdon Avenue and Wayburne Drive. This would mean that the interchange at Willingdon would need to be much larger to accommodate transit/hov priority lanes and forecast traffic volumes. Wayburne Drive Overpass Options A. Options Pros Cons A. Construct new overpass at Wayburne Drive/ Westminster Avenue (across Highway 1) Improves connection across Highway 1 for vehicles, cyclists and pedestrians Reduces traffic volumes at the Willingdon Avenue interchange Improves access to area and BCIT Increases local Burnaby traffic on Wayburne Drive/ Westminster Avenue Noise impacts to residential neighbourhood near new overpass (noise mitigation measures may be required) Potential requirement for minor road widening along sections of the existing Wayburne Drive and Westminster Avenue To address congestion in this area, two options are under consideration: one would take advantage of the City of Burnaby s long-term plans to extend Wayburne Drive across Highway 1, while the other focuses improvements at the existing Willingdon Interchange. These options are closely linked to the final improvements to the Willingdon to Grandview segment of the highway, discussed in the section immediately following. B. Focus improvements at Willingdon, no overpass No change to current traffic conditions on Wayburne Drive Less effective at addressing traffic volumes Planned local transit priority improvements at Willingdon are more difficult to provide due to right-of-way constraints Gateway Program: Access and Interchange Improvements 8 Port Mann/Highway 1 Access and Interchange Improvements

11 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT Map showing location of the proposed Wayburne Drive overpass Proposed Wayburne Drive overpass, looking north CYCLING IMPROVEMENTS The Gateway Program includes an investment of $50 million for cycling on the Port Mann and Pitt River bridges as well as along the South Fraser and North Fraser Perimeter Roads. Cyclists are not permitted on Highway 1 itself for safety reasons; however, the Port Mann/Highway 1 project provides connections to existing cycling routes on both sides of the twinned Port Mann Bridge. An additional $10 million has been allocated for off-corridor improvements, to be delivered on a cost-shared basis with municipalities. Planning for new and upgraded interchanges and overpasses on Highway 1 includes identifying ways to improve access for cyclists and pedestrians as well as improving connections to existing municipal cycling networks. This work is being done in conjunction with municipalities, with input from cycling organizations. Phase 1 pre-design consultation explored proposed cycling improvements along the corridor. Phase 2 pre-design consultation includes seeking public input on specific cycling options at the Sprott/Kensington Interchange. Improvements at other interchanges will be further explored during the preliminary design phase. Pre-Design Community Consultation: Phase 2 September November

12 BOUNDARY ROAD TO WAYBURNE DRIVE (BURNABY) SEGMENT Burnaby Open House: Phase 1 Consultation, Spring 2006 Traffic Flow between Grandview and Willingdon Avenue Interchanges Challenges The existing interchanges at Grandview Highway and Willingdon Avenue are very close together, with Grandview s eastbound on-ramp ending just before Willingdon s southbound off-ramp. This busy section of the highway currently accommodates on- and off-ramps, HOV lanes, general-purpose lanes and frontage roads for an effective eight-lane cross-section. When many vehicles enter and exit the highway in this short section at the same time, through-traffic becomes congested. Vehicles must cross multiple lanes to access through-lanes or HOV lanes, or to exit via the ramps. This traffic weaving is a significant safety issue and has contributed to a high accident rate compared to other Highway 1 segments. Drivers using the highway for short trips, entering at Grandview and exiting at Willingdon, add to the congestion and traffic weaving. Proposed Improvements Two options are under consideration to improve traffic flow and safety in this area. Both effectively add one lane in each direction within the existing right-of-way, but each has a different traffic pattern. Option A: Highway Widening and Direct Ramp Access This option accommodates forecast traffic demand by widening the existing six lanes to eight lanes (plus two ramps), and eliminating traffic weaving by altering the traditional design of on- and off-ramps. On typical highways, the on-ramp from one interchange directly precedes the off-ramp to the next interchange. Normally, this works well. However, when two interchanges are very close together, the on-ramp of the first interchange must either cross or merge with the off-ramp of the second interchange, causing congestion as vehicles merge into the exit lane and out of the entrance lane onto the highway. One solution is to separate the two movements by placing the off-ramp before the on-ramp so that one ramp passes over the other. This solution has traditionally been used when entrance and exit ramps are spaced closely together and traffic volumes are high. In Greater Vancouver, these types of ramps are located just west of the Port Mann Bridge, where the westbound off-ramp toward Lougheed Highway is built over the westbound on-ramp from Mary Hill Bypass. While these direct access ramps are effective, they can have greater visual impacts because one ramp must cross over the other. They also prohibit certain local traffic flows, which must be rerouted to local streets. Option B: Auxiliary Lane System This option physically separates highway through-traffic from entering/exiting traffic. A smaller number of dedicated highway lanes serve through-traffic, while auxiliary lanes immediately adjacent to the highway and separated by a median barrier serve entering or exiting traffic within a busy section of highway. These auxiliary lanes effectively operate as extended on- and off-ramps. Auxiliary lanes are increasingly used on freeways when interchanges are closely spaced. Rather than connecting traffic from local streets directly to the highway through-lanes via ramps, auxiliary lanes allow slowermoving, entering and exiting vehicles to merge over a longer distance, without disturbing through-traffic. In addition to making merging safer and easier, this system also makes better use of existing lanes. In the case of Highway 1, the auxiliary-lane system would run between Grandview Highway and Willingdon Avenue, within the existing highway right-of-way. The highway itself would remain at the current six lanes, while the auxiliary-lane system would consist of two lanes in each direction. Traffic flow between Grandview and Willingdon Avenue Interchanges Options Pros Cons A. Highway widening and direct ramp access Reduces some weaving on the highway Improves safety Addresses congestion B. Auxiliary Lanes Reduces and eliminates some weaving on the highway Improves safety Addresses congestion Allows slower-moving traffic to enter and exit over longer distances, improving overall traffic flow Traffic between Grandview Highway and Willingdon Avenue cannot be provided through the interchange. Instead, these flows would be accommodated on existing local streets Greater visual impacts Requires drivers to exit the highway sooner than would normally be expected. Signs would be in place to direct traffic appropriately 10 Port Mann/Highway 1 Access and Interchange Improvements

13 DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT EXISTING Willingdon Avenue Interchange looking east FEEDBACK FORM 3. Traffic flow between Grandview and Willingdon Avenue Interchanges Please indicate which of the following two options you prefer. (Please choose only one.) Option A. Highway Widening and Direct Ramp Access Traffic movements at Willingdon Avenue interchange with Option A, Highway Widening and Direct Ramp Access Option B. Auxiliary Lanes Comments: Traffic movements at Willingdon Avenue interchange with Option B, Auxiliary Lanes Pre-Design Community Consultation: Phase 2 September November Gateway Program: Access and Interchange Improvements

14 DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT ABOUT HIGHWAY NOISE The Gateway Program has retained an environmental engineering firm specializing in noise and acoustic issues to assess the potential noise impacts from construction and operation of the Port Mann/Highway 1 Project. Existing noise levels have been established by using noise monitoring stations along the corridor. These measurements provide a baseline against which any project-related changes in noise levels can be compared. Monitoring sites were selected to be representative of residential areas and other special receptors, such as schools, that are most directly exposed to existing highway noise. Once the baseline noise levels are established, future noise levels will be projected using recognized industry noise models to determine post-construction noise levels. Based on future predicted noise levels, the project team will determine whether noise mitigation is necessary and identify appropriate mitigation measures. This work will be done in consultation with the Environmental Assessment Working Groups established for this project by the BC Environmental Assessment Office. Further community consultation on noise measures will take place during preliminary and detailed design. People will also have an opportunity to comment on proposed noise mitigation as part of the Environmental Assessment Review. For more information, please visit DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) This section of Highway 1 runs through the Burnaby Lake area from Douglas Road to Gaglardi Way. It carries highway traffic through Burnaby and provides connections to central and eastern Burnaby destinations, including Simon Fraser University via the Sprott Street/ Kensington Avenue and Gaglardi interchanges. Challenges Large volumes of through-traffic in peak periods combined with local traffic bound for destinations within Burnaby lead to significant congestion on the highway. In fact, this section is one of the busiest on the corridor. In addition, current interchange locations and configurations in this section do not provide adequate access to the development that has occurred since the highway was built in the 1960s. Proposed Improvements The pre-design concept calls for widening this section of the highway by one lane in each direction. The existing right-of-way is generally wide enough to accommodate the added lanes. Proposed retaining walls would reduce the amount of additional land required, minimizing impacts on adjacent properties. EXISTING Existing overpasses at Douglas Road and Cariboo Road will be either upgraded or replaced. In addition, overpasses that allow the highway to cross over the Burlington Northern Santa Fe Railway and the Brunette River will be widened. The pre-design concept also proposes improvements to interchanges at Sprott Street, Kensington Avenue and Gaglardi Way to address current and future travel patterns and safety concerns, as well as the potential addition of commercial vehicle only ramps at the existing Douglas Road overpass. These ramps would better serve the Still Creek commercial/industrial area as well as relieve some congestion at existing interchanges. Each of these improvements is discussed further in this discussion guide. Highway 1 in the Burnaby Lake area, looking west, as it currently exists Highway 1 in the Burnaby Lake area with one additional lane added in each direction, showing retaining walls to minimize land requirements 12 Port Mann/Highway 1 Access and Interchange Improvements

15 DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT Douglas Road Commercial Vehicle Only Ramps The Douglas Road overpass serves as a north-south connection for local traffic within Burnaby and provides access across Highway 1 to the Still Creek industrial/commercial area. There is currently no access to Highway 1 itself, and commercial vehicles on Highway 1 destined for the Still Creek area now use either the Sprott Street/Kensington Avenue or Willingdon Avenue interchanges. This contributes to increased traffic volumes at these interchanges and surrounding intersections. Potential new commercial vehicle only ramps a westbound off-ramp and an eastbound on-ramp at the Douglas Road overpass could provide commercial vehicles with direct access between Highway 1 and the Still Creek area, and help reduce congestion at adjacent interchanges. Douglas Road Commercial Vehicle Only Ramps Options Pros Cons A. Construct new commercial vehicle only ramps B. Do not construct commercial vehicle only ramps Provides commercial vehicles with direct access to the Still Creek industrial/ commercial area, reducing the amount of time they spend on the highway and local streets. Reduces traffic volumes and congestion at Sprott Street/Kensington Avenue and Willingdon Avenue interchanges, improving operations and safety. Removes truck traffic from the Burnaby Lakes recreational area. Minimizes increase in commercial traffic volume on the Douglas Road overpass and north of the highway. Potential property impacts due to new on/off ramps at the existing Douglas Road overpass. Focuses commercial traffic growth at Sprott Street/ Kensington Avenue and Willingdon Avenue interchanges, mixing commercial vehicles with other traffic for longer periods of time on local streets. Sprott Street / Kensington Avenue Interchanges Located just west of Burnaby Lake, these interchanges work together, serving traffic to and from Highway 1 and local arterial streets, including Kensington Avenue, Sprott Street, Canada Way and Deer Lake Parkway. Major local destinations include Burnaby City Hall, adjacent schools and businesses, recreational facilities at Burnaby Lake Sports Complex and Deer Lake Park, as well as points north via the adjacent Norland Avenue and points south via Deer Lake Parkway and Royal Oak Avenue. The interchanges also provide connections across the highway for pedestrians and cyclists. Challenges Short distances between the Highway 1 ramps and the intersection of Kensington Avenue and Canada Way lead to traffic weaving and congestion. For example, travellers turning left from Canada Way (eastbound) to access the Highway 1 eastbound on-ramp must immediately merge with traffic turning right from Canada Way (westbound) to access the Highway 1 westbound on-ramp. Weaving also occurs when traffic exiting Highway 1 eastbound to turn left at Canada Way crosses southbound traffic on Kensington Avenue seeking to turn right onto Canada Way. Proposed Improvements Three options are being considered to improve access and safety, reduce congestion and improve connections across Highway 1 at this location. All options would be designed to accommodate future traffic, cycling and pedestrian requirements. Option A: Reconstruct or widen Kensington Avenue and Sprott Street overpasses. This option would also include new traffic signals next to the interchange to address existing traffic weaving (see map on next page). Option B: Relocate two highway ramp ends from the south side of the highway to the north side, lengthening the distance between the ramps and the intersection of Canada Way and Kensington Avenue. This would require construction of two new overpasses and removal of the existing Sprott Street to Highway 1 westbound on-ramp (see map on next page). FEEDBACK FORM Red lines show proposed traffic movement with the addition of Commercial Vehicle Only Ramps. 4. Douglas Road Commercial Vehicle Only Ramps Please indicate the extent of your agreement or disagreement with constructing new commercial vehicle only ramps. Strongly Agree Agree Somewhat Neither Agree nor Disagree Disagree Somewhat Strongly Disagree Comments: Pre-Design Community Consultation: Phase 2 September November Gateway Program: Access and Interchange Improvements

16 DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT FEEDBACK FORM 5. Sprott Street/Kensington Avenue Interchanges Please indicate which of the following three options you prefer. (Please choose only one.) Option A. Reconstruct Kensington Avenue and Sprott Street overpasses using existing ramps Option B. Relocate ramp ends currently located south of Highway 1 on Kensington Avenue to the north side of the highway Option C. Separate highway movements between Kensington Avenue and Sprott Street interchanges Comments: Option A: Reconstructed Kensington Avenue and Sprott Street overpasses using existing ramps Option C: Separate highway movements between the two interchanges, making Kensington Avenue the access to and from Highway 1 from the east and Sprott Street as the access to and from Highway 1 from the west. This would mean relocating existing ramps as well as new ramps for Kensington Avenue northbound and southbound traffic. It would also mean relocating the existing Sprott Street westbound on-ramp. The City of Burnaby has expressed some concern about this option since it would change local traffic movements. In order to assist ongoing discussions with the City of Burnaby, the Gateway Program is seeking input from the public on this as well as on Options A and B (see page 13). Sprott Street /Kensington Avenue Interchanges Options Pros Cons A. Reconstruct Kensington Avenue and Sprott Street overpasses using existing ramps Smallest footprint of three options Improves safety Traffic congestion at the intersection of Canada Way/ Kensington will continue (although to a lesser extent) More difficult to address current weaving concerns Option B: Ramps south of highway relocated to north side of the highway B. Relocate existing ramps (currently located south of Highway 1) on Kensington Avenue to the north side of the highway Reduces weaving Addresses congestion Improves safety Largest footprint of three options Some traffic congestion and complex traffic patterns at proposed new intersection of Kensington Avenue and ramp termini C. Separate highway movements between the two interchanges (Kensington and Sprott) Reduces weaving Addresses congestion Improves safety Simplifies traffic movements Increases traffic volumes on Norland Avenue between Sprott Street and Canada Way and requires allowance for trucks in this section of Norland Avenue Increases traffic volumes on Canada Way between Kensington Avenue and Norland Avenue/ Deer Lake Parkway Eliminates eastbound Highway 1 off-ramp at the existing interchange Option C: Separate highway movements between Kensington Avenue and Sprott Street interchanges Gateway Program: Access and Interchange Improvements 14 Port Mann/Highway 1 Access and Interchange Improvements

17 DOUGLAS ROAD TO GAGLARDI WAY (BURNABY) SEGMENT Kensington Avenue/Sperling Avenue Cyclist Access The pre-design concepts for each of the Sprott Street/Kensington Avenue interchange options discussed on page 14 include improvements to pedestrian/cyclist access. In addition, the City of Burnaby also has proposed a local pedestrian/cyclist-only overpass across Highway 1, roughly along the Sperling Avenue alignment and about 200m east of the Kensington Avenue interchange, to improve access to the Lakes Bikeway and Central Valley Greenway. Based on Burnaby s input, two options have been developed for providing pedestrian/cyclist facilities in this area. Option A focuses funding and improvements at the Kensington Interchange. Option B would provide limited facilities at the interchange, with residual funds provided to the City of Burnaby to construct a dedicated pedestrian/cycling overpass at nearby Sperling Avenue. The Gateway Program s contribution would be financial only, with the development of the overpass to be undertaken by the City of Burnaby. This alternative would provide a more comfortable environment for a wider range of pedestrians/cyclists. FEEDBACK FORM 6. Kensington Avenue/Sperling Avenue Cyclist Access Please indicate which of the following two options you prefer (Please choose only one.) Option A. Develop full pedestrian/cyclist facility at Kensington Avenue interchange Option B. Financial support of the development of Sperling Avenue pedestrian/cyclist-only overpass by the City of Burnaby, with limited facilities at the Kensington Avenue interchange Comments: Kensington Avenue/Sperling Avenue Cyclist Access A. Options Pros Cons Red bars with arrows show the locations of the two cycling options A. Develop full pedestrian / cyclist facility at Kensington interchange B. Support development of Sperling Avenue pedestrian/ cyclist-only overpass by the City of Burnaby Improves safety and ease in crossing Highway 1, particularly for experienced cyclists Developed as part of Gateway Program, potentially sooner than Option B Provides an alternative to Kensington Avenue and improves access by creating a more pedestrian- and cyclist-friendly environment Provides better continuity with Burnaby s Bikeway/Greenway network Inexperienced cyclists may find the Highway 1 facilities at Kensington Avenue challenging due to its proximity to the busy Canada Way/Kensington intersection Limited cycling facilities at Kensington Avenue Implementation not tied to Gateway schedule Gaglardi Interchange Upgrade Located just east of Burnaby Lake, this interchange serves traffic between Highway 1 north to Gaglardi Way and south to Cariboo Road. Major destinations include Simon Fraser University, Burnaby Lake Regional Park, Lougheed Mall Town Centre and Cariboo and Lake City Industrial areas. Short distances between highway access ramps and the Cariboo Road-Gaglardi Way intersection can result in some traffic weaving at peak times. The pre-design concept contemplates upgrades to the existing traffic signals and roadway to alleviate this problem. Pre-Design Community Consultation: Phase 2 September November Gateway Program: Access and Interchange Improvements

18 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT FEEDBACK FORM 7. Improved Transit Access Please indicate which of the following two options you prefer. (Please choose only one.) Option A. Transit access to Braid Street SkyTrain Station via regular ramps at Brunette Avenue interchange (existing conditions) Option B. Construct transit-only access ramps at North Road to provide access to Lougheed Town Centre SkyTrain Station Comments: NORTH ROAD TO CAPE HORN (COQUITLAM) This segment of Highway 1 runs from the Burnaby-Coquitlam border to the western end of the Port Mann Bridge. In addition to carrying highway traffic through Coquitlam, it provides a connection between Coquitlam and New Westminster through interchanges at Brunette Avenue and Cape Horn, as well as underpasses at North Road and King Edward Street. This segment is also the meeting point of several other major routes, including Lougheed Highway, the Mary Hill Bypass and United Boulevard. As a result of this combination of regional and local traffic, local traffic connections tend to be less direct. Challenges Primarily due to the number of major movements and connections this section of Highway 1 serves, it consistently experiences significant congestion in both directions. Large volumes of westbound traffic exiting the highway to travel southbound at the Brunette interchange can back up onto the highway, leading to congestion and safety concerns during peak periods. Proposed Improvements The pre-design concept contemplates widening this section of the highway by one lane in each direction, within the existing right-of-way. This would result in a total of eight through-lanes, two of which would remain designated for HOV. North Road or Braid Street Proposed Transit Access Improvements Twinning the Port Mann Bridge and developing HOV / transit lanes east of the Port Mann Bridge will enable TransLink to provide reliable public transit between communities east and west of the Fraser River for the first time in more than 20 years. Current TransLink plans propose to integrate existing and/or new bus routes at the Braid Street SkyTrain Station, where users would have the option of transferring to the Millennium Line SkyTrain service or bus connections. Improving access to transit could also help reduce some traffic on Highway 1. Preliminary analysis indicates that direct transit priority lanes to Braid Station would be very difficult to provide. However, in consultation with TransLink, the Gateway Program has identified an opportunity to provide a more efficient and direct transit priority connection at Lougheed Town Centre Station through new transit-only highway access ramps at Government Street and North Road. In addition to providing access to the future Millennium Line and multiple bus routes, transit users would also have direct access to the Evergreen Line Light Rail service. Red line shows location of proposed Transit-Only Access ramps (Option B) Improved Transit Access (North Road or Braid Street) A. Options Pros Cons A. Transit to access Braid Street SkyTrain Station via regular ramps at Brunette interchange B. Construct transitonly ramps at North Road to provide access to Lougheed Town Centre SkyTrain Station New direct bus access from Highway 1 to SkyTrain and connecting bus routes New direct bus access from Highway 1 to all transit modes including new light rail transit More reliable service, due to transit-only designation for ramps, eliminating the need to access Brunette Interchange Potentially less reliable transit service than Option B at peak times due to highway congestion More land may be required for ramp construction Gateway Program: Access and Interchange Improvements 16 Port Mann/Highway 1 Access and Interchange Improvements

19 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT Brunette Interchange Located on Highway 1 between King Edward Street and North Road, this interchange is heavily used by highway traffic headed for Coquitlam to the north and New Westminster to the south. It also serves as a key local connection between these municipalities. Built in the 1960s to accommodate low traffic volumes, it now handles high volumes of highway and municipal traffic, and serves cyclists and pedestrians, especially those using SkyTrain at the Braid Street Station. It is also a primary interchange for trucks traveling between Highway 1, Lougheed Highway, United Boulevard, Queensborough Bridge and Marine Way. The interchange is located close to a major intersection to the north at Brunette Avenue/Lougheed Highway and Blue Mountain Road, and the high traffic volumes at this intersection place additional demand on the interchange. Some potential solutions have been explored; however, these improvements are related to proposed King Edward Street improvements (described below), as well as to community planning for the Maillardville area that is currently proceeding in the City of Coquitlam. As such, the Gateway Program is working with the City of Coquitlam to identify an appropriate concept for an upgraded interchange that would best fit within Coquitlam s long-term plans for the area, while minimizing the various property, operational, environmental and community impacts. King Edward Street King Edward Street is the main connection between residential areas of Coquitlam and one of its primary commercial and employment centres at Pacific Reach along United Boulevard. This important route passes under Highway 1 and crosses the CP Rail line at a protected railway crossing. At times rail cars, (which have the right-of-way), block traffic on King Edward Street, causing significant local congestion and delays. In addition, Highway 1 motorists experience limited sightlines where the highway passes over King Edward Street. In consultation with the City of Coquitlam, the pre-design proposes a new four-lane overpass at King Edward Street about 150m west of the existing King Edward Street underpass, to improve local connections across the highway and eliminate the at-grade railway crossing. The new overpass would also improve sightlines on Highway 1. IMPROVING COMMUNITY CONNECTIVITY King Edward Street is the main connection between residential areas of Coquitlam and the Pacific Reach commercial and employment area. The photo below illustrates the extent of traffic back-ups that can develop on King Edward Street when a train is crossing at the Highway 1 underpass. The King Edward Street underpass also affects Highway 1 traffic because the highway was raised slightly in this area to accommodate the underpass. This affects sightlines on Highway 1 in this area. A more effective way of addressing the various transportation needs in this area would be to construct an overpass to take King Edward Street traffic over Highway 1. This would help to improve highway sightlines and eliminate the at-grade rail crossing for Coquitlam traffic. EXISTING EXISTING Highway 1 as it currently exists at King Edward Street Proposed King Edward overpass, after construction Existing King Edward Street underpass Pre-Design Community Consultation: Phase 2 September November

20 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT FEEDBACK FORM 8. Cape Horn Commercial Vehicle Priority Ramps Please indicate which of the following two options you prefer. (Please choose only one.) Option A. 24-hour commercial priority ramps Option B. Peak-hour commercial priority only Comments: Cape Horn Commercial Vehicle Priority Ramps Due to the high volume of commercial vehicles traveling between Highway 1 and the Pacific Reach industrial area along United Boulevard and Mary Hill Bypass, all highway users would benefit from the addition of commercial-vehicle priority ramps from Highway 1 westbound to United Boulevard, particularly during peak periods. These ramps would separate commercial vehicle traffic from general-purpose traffic, reducing the number of commercial vehicles on this section of the highway as well as at the Brunette Avenue interchange. Proposed Improvements The pre-design concept provides two options for these ramps: Option A would provide commercial traffic with 24-hour priority access from these ramps to the United Boulevard area. Option B would allow this priority access only during peak hours, with other traffic permitted to use the ramp outside these times. When access to the ramps is restricted, general traffic would access United Boulevard via the Brunette Avenue interchange and Lougheed Highway as it currently does. Cape Horn Commercial Vehicle Priority Ramps A. Options Pros Cons A. 24-hour commercial priority ramps Separates general-purpose traffic from commercial vehicles at all times, increasing driver comfort and safety Provides commercial vehicles coming from the east on Highway 1 with continuous direct access to Pacific Reach industrial area Ramps not available for general-purpose traffic going to/from Pacific Reach industrial area which would access via Brunette Avenue/ Lougheed Highway/ United Boulevard B. Peak-hour commercial priority only Separates general-purpose traffic from commercial vehicles during peak hours Provides general-purpose traffic direct access to Pacific Reach industrial area during off peak hours Provides commercial vehicles coming from the east on Highway 1 with direct access to Pacific Reach industrial area during peak hours Requires generalpurpose traffic to take alternate routes during peak hours More difficult to enforce Red lines show the traffic movements and approximate location for proposed Cape Horn Commercial Vehicle Priority Ramps Gateway Program: Access and Interchange Improvements 18 Port Mann/Highway 1 Access and Interchange Improvements

21 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT Cape Horn Interchange Reconstruction Located on Highway 1 between King Edward Street and the west end of the Port Mann Bridge, this interchange serves high volumes of through-traffic as well as high volumes of traffic accessing major local and regional roads. Despite a history of site-specific improvements to meet increasing volumes and changing traffic patterns, this interchange has reached its design limits. Current estimates suggest that traffic volumes at Cape Horn will increase nearly 30% by Cape Horn has some very tight curves that require vehicles to travel much more slowly than at other interchanges. These tight curves are difficult for commercial trucks to negotiate and this periodically leads to trucks overturning. The interchange has only one single-lane Highway 1 eastbound entrance ramp, to which traffic from all other routes is channeled, causing significant congestion. Similarly, a single-lane westbound off-ramp accommodates vehicles destined for Lougheed Highway, United Boulevard, and the Mary Hill Bypass. Because of the single-lane and exit ramps, many of the connections are indirect, making it difficult to provide clear directional signing. Finally, so much regional traffic congregating in a single location often encourages this traffic to use local routes to avoid highway congestion. This leads to congestion on local roads, limiting access to local destinations. The pre-design concept proposes a complete reconstruction of the Cape Horn Interchange. These improvements will address congestion on Highway 1 by improving traffic flow between the major arterial roads, improve safety by reducing traffic weaving and upgrading to modern standards, providing more direct connections to and from Highway 1 and improving the directional signage. The following primary traffic movements will be improved (see maps A D). FEEDBACK FORM 9. Cape Horn Interchange Pre-design Concepts Due to the complexity of the existing interchange as well as residential, railway and environmental constraints, improvement options at Cape Horn will primarily be determined by technical feasibility. Do you have any comments about the proposed improvements? On the following four maps, the dotted line shows existing traffic movements and the solid red line shows proposed changes in traffic movement. Map A: Interchange improvement for Lougheed Highway westbound to Highway 1 eastbound Map B: Interchange improvement for direct access from Mary Hill Bypass to Highway 1 (westbound and eastbound); existing traffic light removed Pre-Design Community Consultation: Phase 2 September November Gateway Program: Access and Interchange Improvements

22 NORTH ROAD TO CAPE HORN (COQUITLAM) SEGMENT CYCLING FOR HEALTH AND THE ENVIRONMENT Across Greater Vancouver, walking and cycling trips increased by 24% between 1999 and Studies show that most Canadians would like to cycle more often, yet only about 2% of Greater Vancouver residents bike to work. Some of the primary reasons people give for not cycling to work is that it takes too long and that there aren t enough safe cycling routes. For instance, a commuter wanting to travel from west Fraser Heights to Coquitlam Town Centre (a distance of about 10 km by car and almost directly north) currently must travel east to the Pattullo Bridge and then double back almost exactly the same distance before heading north to Coquitlam Town Centre. The Gateway Program includes provision for a two-way pedestrian/cycling path across a twinned Port Mann Bridge, with connections to Lougheed Highway, United Boulevard and Mary Hill Bypass cycling routes on the north side of the Fraser River and existing cycling routes on 152nd Street/108 Avenue south of the River. This will make cycling a viable option for many people traveling short distances between points north and south of the Fraser River. More than 50% of westbound vehicle traffic that gets on Highway 1 at the 152nd Street Interchange in the morning peak hour exits at Cape Horn at the north end of the bridge. Map C: Interchange improvement to create a more direct access from Lougheed Highway eastbound to Mary Hill Bypass eastbound Map D: Interchange improvement to create a more direct access from Highway 1 westbound to Lougheed Highway westbound 20 Port Mann/Highway 1 Access and Interchange Improvements

23 EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT PORT MANN BRIDGE (COQUITLAM/SURREY) In addition to being a primary goods movement route across the Fraser River, the Port Mann Bridge provides a critical connection across the Fraser River for long-distance provincial trips, a major regional commuter route to and from South Fraser communities and a local connector between Coquitlam and Surrey. The bridge also carries the largest volumes of trucks in the region. Expansion of the bridge in 2001 added an HOV lane eastbound. There is currently no westbound HOV lane. With large volumes of traffic funnelling into a constrained and narrowed section of the highway, the crossing experiences increasing congestion and queues now more than 13 hours a day. The bridge has become a major bottleneck on Highway 1, causing delays in both directions, particularly in peak periods. This chronic congestion currently makes reliable transit service impossible. The existing crossing also has no facilities for pedestrians or cyclists to access the cycling network on either side of the Fraser River. The pre-design concept for the twinned Port Mann Bridge was discussed in the Pre-design Consultation: Phase 1. The concept proposes a new parallel bridge, which would also provide cycling access, and be designed to accommodate potential future light rail rapid transit. With this additional capacity, it will be possible to extend existing HOV lanes and accommodate TransLink s plans to provide reliable scheduled bus service between communities north and south of the Fraser River. EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) This section of Highway 1 runs from the east end of the Port Mann Bridge to just east of the 160th Street interchange. It forms the east approach/exit for the Port Mann Bridge, with large volumes of traffic, particularly at peak times. Interchanges at 152nd Street and 160th Street provide access to Highway 1 for the majority of Surrey s traffic, which comprises approximately half of all traffic crossing the bridge, much of which exits at Cape Horn. Challenges Bottlenecks at the Port Mann Bridge can cause further problems on Surrey s road network, making it difficult for local traffic to cross the highway. The Highway 1 eastbound HOV lane currently ends at the west end of this segment. Proposed Improvements Widening of the existing highway from two general-purpose lanes in each direction to three general-purpose lanes and one HOV lane in each direction would create a total of eight lanes. Proposed improvements include reconstruction of existing interchanges at 152nd Street and 160th Street, as well as potential construction of a new partial interchange at 156th Street. All overpasses that cross Highway 1 in this segment are expected to be replaced to accommodate the widened highway. Widening will generally take place within the existing right-of-way. Retaining walls are proposed to minimize impacts to adjacent residential properties. Concurrent with development of the Gateway Program, the Ministry of Transportation is developing a regional weigh scale program, which likely will see removal of the existing eastbound Highway 1 weigh scales near the 160th Street Interchange. Cross-section of Highway 1 at Johnson Hill just east of the twinned Port Mann Bridge Pre-design concept for twinned Port Mann Bridge Pre-design concept for the Port Mann Bridge showing transit and cycling lanes Pre-Design Community Consultation: Phase 2 September November

24 EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT Option A. Red line shows traffic pattern with Option A: Construct an HOV/transit only interchange at 156th Street and maintain right-in, right-out access to Highway 1 at 110th Avenue Option B. Red line shows traffic pattern with Option B: Relocate access to Highway 1 from 110th Avenue and construct a westbound on-ramp and an eastbound off-ramp at 156th Street for general-purpose traffic 152nd Street Interchange Located at the end of 152nd Street in North Surrey, this interchange forms the first highway connection east of the Port Mann Bridge. Traffic volumes at the current 152nd Street interchange are some of the largest on the Highway 1 corridor. The existing interchange serves North Surrey traffic accessing Highway 1 to and from the east, as well as providing local and highway access for the Fraser Heights community. The combined high volumes of traffic both at the interchange and on the highway itself can make merging difficult. Traffic volumes entering the highway at 152nd Street significantly affect highway operations, slowing through-traffic. In addition, during peak periods, highway queues form along 152nd Street to and beyond 108th Avenue, a condition that is expected to worsen over time without significant improvements to the existing interchange and Port Mann Bridge. Highway-related congestion blocks access northbound on 152nd Street, limiting access to Fraser Heights. Additionally, there are no facilities for HOV, transit or cyclists at this interchange. The pre-design concept calls for full redevelopment of this interchange, including rebuilding the existing overpass and improving merging conditions with Highway 1. To address safety considerations, the current westbound to southbound left turn across the 152nd Street ramp from 110th Avenue in Fraser Heights would be removed. Instead, Fraser Heights residents would have improved cross-highway access at 156th Street. 156th Street The City of Surrey and the Ministry of Transportation are currently developing a new crossing under Highway 1 at 156th Street. This crossing will address the existing difficulty that the Fraser Heights community has in moving back and forth across Highway 1, due to traffic congestion on both the 152nd Street and 160th Street overpasses. The new crossing will provide an opportunity to add ramps at this location as part of the Port Mann/Highway 1 project. Proposed Improvements Three options are under consideration: Option A: HOV/Transit Only Ramps (see map, left) Construct an HOV/transit-only interchange at 156th Street for both eastbound and westbound directions that provides direct access to and from the median HOV lanes, so buses and car-poolers don t have to cross multiple lanes of traffic to access the median HOV lane. This direct access would improve traffic flow for HOV/transit vehicles as well as providing benefit to general-purpose traffic on the highway. Maintain right-in, right-out access to Highway 1 at 110th Avenue. Establish transit priority access at 152nd Street for Surrey-to-Tri Cities traffic (westbound). Option B: General Purpose Ramps (see map, left) Construct an eastbound off-ramp and a westbound on-ramp at 156th Street for all traffic. The new ramps would provide an additional access point to and from Highway 1, helping to improve traffic flow and distribute traffic more efficiently through Surrey s road network. Remove existing access to Highway 1 at 110th Street. Fraser Heights residents would access Highway 1 at 156th Street or 160th Street interchanges. Establish transit / HOV priority access at the 152nd Street interchange (westbound). Option C: No additional construction (see map, right) No change to existing traffic movements other than: Maintain right-in, right-out access to Highway 1 at 110th Avenue. Establish transit / HOV priority access at the 152nd Street interchange (westbound). 22 Port Mann/Highway 1 Access and Interchange Improvements

25 EAST END OF PORT MANN BRIDGE TO 160TH STREET INTERCHANGE (SURREY) SEGMENT Option C. Red line shows traffic pattern with Option C: current conditions, no additional construction 156th Street Potential Interchange Options Pros Cons A. Construct a median HOV/transit-only interchange at 156th Street (full interchange) Improves access and travel times for HOV/transit vehicles to Highway 1 via dedicated ramp Improved traffic flow for all users at the 152nd and 160th Street interchanges No access to Highway 1 via 156th Street for general-purpose vehicles, which concentrates generalpurpose traffic at 152nd Street and 160th Street interchanges 160th Street Interchange Located south of Fraser Heights and north of Johnson Heights in Surrey, this interchange serves traffic between Highway 1 and 160th Street and between Highway 1 and 104th Avenue. It is the last westbound exit prior to the Port Mann Bridge and is heavily used by traffic exiting to Surrey. It is also the first eastbound entrance to Highway 1 from Surrey. Within the immediate vicinity of this interchange, a number of closely spaced intersections also connect major arterial streets and create very diverse travel patterns, adding to the interchange s complexity. The interchange also serves local traffic between Fraser Heights and parts of Surrey south of Highway 1, as well as recreational traffic bound for Tynehead Regional Park. Congestion from traffic accessing Highway 1 at the 160th Street interchange creates significant delays for local traffic trying to cross the highway. Construction of a new underpass at 156th Street in advance of the Port Mann/Highway 1 project (described on page 22) will address local traffic needs and enhance the overall efficiency of the existing 160th Street Interchange. However, without additional improvements, capacity constraints at this interchange will remain. The pre-design concept calls for a complete redevelopment of the 160th Street interchange, increasing vehicle capacity as well as expanding pedestrian and cycling facilities, providing better connections to the Surrey bicycle network. FEEDBACK FORM th Street Potential Interchange Please indicate which of the following three options you prefer (please choose only one): Option A. Construct an HOV/transit only interchange at 156th Street and maintain right-in, right-out access to Highway 1 at 110th Avenue Option B. Relocate access to Highway 1 from 110th Avenue and construct a westbound on-ramp and an eastbound off-ramp at 156th Street for generalpurpose traffic Option C. No additional construction Comments: B. Construct a partial interchange at 156th Street, providing a standard westbound on-ramp and an eastbound off-ramp at 156th Street for all traffic Spreads traffic destined for Highway 1 to three locations instead of the existing two Improves Highway 1 and 152nd Street/160th Street on-ramp traffic flow More land may be required for new ramps at 156th Street C. No additional construction at 156th Street Lower cost Higher traffic volumes at 152nd and 160th Streets No additional HOV/transit travel time savings Pre-Design Community Consultation: Phase 2 September November Gateway Program: Access and Interchange Improvements

26 EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) This section of Highway 1 runs from east of 160th Street to 216th Street. It serves commuters from Langley and Surrey, commuters from the east destined for Langley and Surrey, and an increasing number of Vancouver, Burnaby and Coquitlam commuters who work at locations south of the Fraser River. It also serves commercial vehicles bound for local industrial areas, the U.S. border via Highway 15 and, in the future, the proposed Golden Ears Bridge and South Fraser Perimeter Road. Interchanges at 176th and 200th Streets currently provide access to Port Kells, a major commercial/industrial area. Challenges Queues regularly occur in this segment at peak periods due to congestion at the approaches to the Port Mann Bridge. To avoid highway congestion, many commuters use neighbourhood streets to bypass highway congestion and access interchanges further west. Current interchange locations and configurations do not provide adequate access to industrial and commercial development that has occurred since the highway was built in the 1960s. In addition, this section of Highway 1 currently has no HOV lanes or transit priority measures. Proposed widening of the highway would add one general-purpose lane and one HOV lane in each direction for a total of eight lanes to 200th Street, then dropping to six lanes to 216th Street. Extension of HOV lanes will provide significant travel time savings for HOV/transit users. The existing highway median is wide enough to accommodate the added lanes. EXISTING Highway 1 between 160th Street and 200th Street as it currently exists (2 lanes in each direction) Proposed improvements to access along this section include reconfiguring 176th Street interchange, development of a new interchange at 216th Street, and provision for transit park-and-ride facilities. A current project at 192nd Street interchange (Harvie Road), which includes the construction of an eastbound off-ramp and westbound on-ramp, will be completed by fall Pending further discussions with the City of Surrey, an extension of this near-term improvement is also being considered as part of the pre-design concept, which contemplates the construction of a westbound off-ramp and eastbound on-ramp for commercial vehicles only. The existing interchange at 200th Street, constructed in 2004, was designed to accommodate the widened highway. Langley Open House: Phase 1 Consultation, Spring 2006 Highway 1 between 160th Street and 200th Street with widening of Highway 1 into the median (4 lanes in each direction) 24 Port Mann/Highway 1 Access and Interchange Improvements

27 EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) 176th Street (Highway 15) Interchange Located in Surrey between Tynehead Regional Park and the Port Kells community, this interchange currently connects traffic between Highway 1 and Highway 15, the primary truck route to the U.S. Border. The interchange also serves as a key access to the Port Kells industrial area as well as the main access to the CN Rail intermodal yard. A number of local connections to 176th Street/Highway 15 between Barnston Drive and 96th Avenue compete with regional traffic in the vicinity of this interchange. Limited capacity on 176th Street/Highway 15 (one lane in each direction) also contributes to delays at traffic lights north and south of the interchange. Finally, existing short merge lanes cause weaving and conflicts between traffic entering and exiting Highway 1. Completion of the proposed South Fraser Perimeter Road (SFPR) and Golden Ears Bridge, as well as the current upgrading of Highway 15 to four lanes, will result in significant traffic pattern changes in the vicinity of the 176th Street interchange. Not only will these new and/or improved regional routes interact with each other, they will also use 176th Street as the primary access point for Highway 1. As an initial step to relieve the congestion and conflicts at this interchange, the Ministry of Transportation is currently constructing ramps at 192nd Street to provide more direct access to the Port Kells industrial area and relieve traffic volumes on the 176th Street interchange and Barnston Drive. The pre-design concept for the Port Mann/Highway 1 project proposes to reconfigure the existing 176th Street interchange to improve access, address congestion and accommodate anticipated increases in traffic volumes. All existing traffic movements at this interchange would be retained. 176th Street Interchange showing all the road improvements that are proposed or currently underway in the Port Kells/176th Street area 176TH STREET INTERCHANGE With North Langley and North Surrey continuing to grow as significant population and employment centers, transportation needs in this area are also growing. As the map on the left indicates, a number of infrastructure projects are planned or underway to address growing demand between 176th and 200th Street, including: TransLink s new Golden Ears Bridge The South Fraser Perimeter Road The Port Mann/Highway 1 project Highway 15 (176th Street) widening These projects will work together to support the growing number of trips in this busy commercial, residential and industrial area and will help reduce traffic congestion on local roads such as 96th and 104th Avenue and Barnston Drive. Pre-Design Community Consultation: Phase 2 September November

28 EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT FEEDBACK FORM nd Street (Harvie Road) New Commercial Priority Ramps Please indicate how strongly you agree or disagree with the construction of a new truck priority westbound off-ramp and eastbound on-ramp. (Please choose only one). Strongly Agree Agree Somewhat Neither Agree nor Disagree Disagree Somewhat 192nd Street (Harvie Road) In fall 2006, construction of a new eastbound off-ramp and new westbound on-ramp at 192nd Street and Highway 1 will be completed. This new partial interchange will serve traffic between Highway 1 and the Port Kells industrial area. Proposed Improvements The Gateway Program is considering adding to this new access by constructing a new westbound off-ramp and a new eastbound on-ramp for commercial vehicles, to provide additional direct access to the Port Kells industrial area. These priority ramps would reduce the number of commercial vehicles using the 200th Street interchange. The new ramps would be designed to prevent heavy trucks from accessing the residential community south of Highway 1 while maintaining a local connection across the highway. Strongly Disagree Comments: Construction of new ramps at 192nd Street, currently underway 192nd Street Additional Ramps for Commercial Priority (Harvie Road) A. Options Pros Cons A. Construct new truck priority westbound off-ramp and eastbound on-ramp Improves access to the Port Kells industrial area for commercial vehicle traffic Reduces traffic volumes at 176th and 200th Street interchange and on 96th Avenue north of Highway 1 Prevents heavy truck access to residential community south of Highway 1 Additional property required for ramp construction Potential environmental impacts* still to be determined B. Do not construct new ramps No land impacts Truck traffic to and from Port Kells industrial area continues to use 200th Street interchange and 176th Street * All projects within the Gateway Program are subject to a harmonized federal/provincial environmental review process Red lines show the new traffic pattern with the proposed eastbound off-ramp and westbound on-ramp for commercial vehicles Gateway Program: Access and Interchange Improvements 26 Port Mann/Highway 1 Access and Interchange Improvements

29 EAST OF 160TH STREET TO 216TH STREET (SURREY/LANGLEY) SEGMENT 216th Street Interchange As part of planning for future road network improvements, the Township of Langley has identified a need for a new interchange at 216th Street. This would better serve the growing population and employment centre of Walnut Grove, as well as provide an additional local connection across Highway 1, including improved access to Trinity Western University. The Gateway Program, in partnership with the Township, is planning construction of this new interchange, which also includes facilities that provide cycling and pedestrian connections across the highway. Traffic forecasting indicates this interchange will provide an important connection point to Highway 1 for the significant volume of traffic to and from this area, including increasing interaction with communities to the east. Park-and-Ride and Park-and-Pool Locations Existing park-and-ride facilities at 160th Street in Surrey and 200th Street in Langley allow drivers to park their cars and take transit to complete their commute. There are also informal park-and-pool lots at the 232nd Street and 264th Street interchanges. A primary goal of the Gateway Program is to support expanded use of transit and HOV lanes, including transit across the Port Mann Bridge. As a result, in consultation with TransLink, the Gateway Program is investigating the development of potential new and/or upgraded Park-and-Ride or Park-and-Pool facilities. Park-and-Ride facilities would have supporting transit service, while Park-and-Pool facilities would serve as meeting points for HOV users. New bus service and routes under consideration by TransLink include: Abbotsford to 104th Avenue and the Surrey Central SkyTrain station along Highway 1 Haney (Maple Ridge) to 104th Avenue and the Surrey Central SkyTrain station via the Golden Ears Bridge Guildford (Surrey) to Coquitlam via the Port Mann Bridge Langley to Coquitlam (Braid or Lougheed SkyTrain station) via the Port Mann Bridge New local service between north and south Langley via the 216th Street interchange Existing local services in Langley and Surrey, including Port Kells and Fraser Heights would continue (currently using 160th, 176th and 200th Street interchanges) BENEFITS OF PARK-AND-RIDE AND PARK-AND-POOL Park-and-Ride/Park-and-Pool facilities help make transit and carpooling a viable transportation option. Depending on your origin and destination, sometimes it is impractical or even impossible to make a trip entirely by transit or carpool. In addition, instead of getting picked up at home, some carpoolers prefer to drive alone to a common meeting place and then carpool the rest of the way to their destination. With fast, convenient and safe access to major transit routes and Park-and-Ride/Park-and-Pool facilities, people are encouraged to consider transit or ridesharing for at least part of their travel. In turn, this helps to reduce the number of vehicles on the road. 216th Street Interchange on completion of construction Pre-Design Community Consultation: Phase 2 September November

30 PARK-AND-RIDE AND PARK-AND-POOL FACILITIES FEEDBACK FORM 12. Park-and-Ride and Park-and-Pool Facilities A. Use of Facilities Please indicate with an X which of the following Park-and-Ride and Park-and-Pool Facilities you would use: 156th Street 160th Street 200th Street 216th Street (potential new facility) 232nd Street 264th Street Comments: B. Locations for Facilities Are there other locations where you would like Park-and- Ride and Park-and-Pool Facilities? (please be specific.) Comments: C. Primary Use of Facilities If additional Park-and-Ride and Park-and-Pool Facilities are provided, which would you personally use? Park-and-Ride Park-and-Pool Neither Comments: Map showing location of Park-and-Ride and Park-and-Pool facilities Park-and-Ride and Park-and-Pool Facility Locations Gateway Program: Access and Interchange Improvements 28 Port Mann/Highway 1 Access and Interchange Improvements