F.

11

REPORT TO
MAYOR AND COUNCIL

PRESENTED: JUNE 25, 2018 - REGULAR AFTERNOON MEETING REPORT: 18-79

FROM: ENGINEERING DIVISION FILE: 5260-26-012
SUBJECT: NORTH LANGLEY TRUCK ROUTE UPDATE

RECOMMENDATIONS:
That Council direct staff to submit a revised application to TransLink for the North Langley
Truck Route and bring forward amendments to the Highway and Traffic Bylaw, as necessary,
to incorporate the following modifications:
• Remove the truck route designation for Glover Road from 88 Avenue to the Fraser River;
• Remove the truck route designation for 96 Avenue from 216 Street to Glover Road;
• Remove the truck route designation for Mavis Avenue from Glover Road to River Road;
• Remove the truck route designation for River Road from Mavis Avenue to 240 Street;
• Remove the truck route designation for 88 Avenue east of 264 Street;

That Council direct staff to bring forward additional amendments to the Highway and Traffic Bylaw,
upon receiving TransLink approval of the revised application, to incorporate the following
modifications:
• Designate Rawlison Crescent from 232 Street to 240 Street as a truck route;
• Designate 240 Street from Rawlison Crescent to River Road as a truck route;

That Council direct staff that when the bylaw to amend the Master Transportation Plan (Highway
and Traffic Control Bylaw) regarding truck routes comes to Council for approval, a public hearing
style meeting to allow public input be specifically included in this process; and further

That Council direct staff that the designation of 216 Street as a Truck Route from Highway 1 north
to 88 Avenue be withdrawn, noting that under local regulations and bylaws that the road may still be
used by trucks, but that the matter of designation be reviewed twenty four months after the
216 Street Interchange has been opened and the impact to traffic patterns and future needs can be
assessed.

EXECUTIVE SUMMARY:
Concerns with trucks routes in north Langley arose in 2011 resulting in a staff report to Council
on February 12, 2012 that explored options for amending truck routes in Fort Langley, but no
further action was taken at that time. Due changes to the road network with the opening of the
Golden Ears Bridge, decommissioning of the Albion Ferry, the Port Mann Highway 1 project, and
the then proposed 216 Street interchange project, staff commissioned CTS to undertake a
North Langley Truck Network Report which was submitted to Council on May 8, 2017. At that
meeting, pursuant to the requirements of the South Coast British Columbia Transportation
Authority Act (SCBCTA Act), Council passed a resolution to apply to TransLink for removals to
the truck route network as well as information on potential additions for their consideration.

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Council also requested that as part of the process, that a public information style meeting be held
when the bylaw to amend the Township Highway and Traffic Bylaw is brought forward. Most
recently, at its June 11, 2018 Regular Evening meeting, Council passed a resolution for staff to
prepare a report to Council with an update on the North Langley Truck Route.
On June 6, 2018 staff received a letter and memorandum (see Attachment A) from TransLink
summarizing their position on the Township’s application for the proposed truck route removals,
based upon the findings of a technical review conducted by Urban Systems (see Attachment B).
Urban Systems reviewed the requirements of the SCBCTA Act, changes to the road network and
area, traffic characteristics, key east/west and east/north connections, connections to future
industrial areas, and expected changes resulting from the proposed removals. The technical
review concluded that mitigation measures for key movements would be required and all
requested removals would not be supported. The technical review examined alternative
packages of removals and mitigation measures.
Package C (see Figure 5.7 in Attachment B) offers the greatest benefit with removing truck route
designations from 96 Avenue (216 Street to Glover Road), Glover Road (88 Avenue to the
Fraser River), Mavis Avenue (Glover Road to River Road), River Road (Mavis Avenue to
240 Street), and River Road (east of 264 Street), provided that an alternate east/north route was
added to mitigate the impact of the removals. The most direct east/west route would be adding
Rawlison Crescent (Glover Road to 240 Street) and 240 Street (Rawlison Crescent to
River Road).
TransLink staff considered approving the entire package of removals proposed by the
Township, which was not supported; approving some of the removals, which was not supported
based on inconsistency with the Council resolution; or to deny the Township application in its
entirety. As an alternative to denying the application, TransLink has provided the Township an
opportunity to reconsider and revise its application based upon the Packages illustrated in the
Urban Systems technical review or some other equivalent package. The Urban Systems review
indicated that the addition of 216 Street (Highway 1 to 88 Avenue) to the truck route network,
while providing resiliency the network, was not a substitute for the east/west connectivity being
changed and would not change the results of their analysis. The TransLink memorandum
concurred that the addition of 216 Street (Highway 1 to 88 Avenue) to the truck route network is
not a significant factor in terms of goods movement to northeast Langley.
The 216 Street Interchange is not expected to be completed until late 2019 and will not impact
travel patterns until that time. TransLink approval is not required for the addition of truck routes,
however, approval is required for any actions, such as signage that restrict the movement of
trucks. The Township has received communication from MoTI that if directional signage were
installed on Highway 1, advising trucks to use the 200 Street Interchange, that signage would
be considered as directional and not a prohibition for use by trucks. TransLink previously
required that a road needs to be designated a truck route in order to be eligible for inclusion into
the Major Road Network (MRN) in order to realize the benefit for Operations, Maintenance, and
Rehabilitation (OMR) funding as well as potential cost sharing for capital projects. As part of the
current TransLink MRN review, a draft set of criteria has been proposed that no longer requires
designation as a truck route, subject to ensuring that no actions are undertaken to prohibit the
use of the road by trucks. Given the findings of the Urban Systems technical review, TransLink
memorandum, SCBCTA Act limitations and draft MRN eligibility criteria, there is no need to
consider adding 216 Street (Highway 1 to 88 Avenue) into the truck route network at this time.

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MoTI has also hired an environmental sciences consultant, Hemmera, to undertake a Health
Impact Assessment (HIA) that uses traffic modelling projections for use in an assessment of air
quality, noise, safety and walkability of 216 Street (Highway 1 to 96 Avenue). As 216 Street is
not currently being proposed to be added to the truck route network, the findings of the HIA

would not have a material effect on the proposed revised North Langley Truck Route application
to TransLink. Staff will provide a separate update to Council regarding the HIA findings once it
has been received.
Based upon the information received by TransLink and Urban Systems, staff recommends that
Council consider passing a resolution to revise the application to TransLink as noted above.
PURPOSE:
To update Council on the North Langley Truck Route process and to authorize staff to submit a
revised application to TransLink.

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BACKGROUND/HISTORY:

Following a delegation to Council on March 14, 2011, concern was expressed with truck routes
in North Langley. Council received a staff report on February 12, 2012 that examined the
concerns and truck routes in the Fort Langley area and explored options for amending the
designated truck route network with the removal of some routes and the inclusion of new
alternative routes. Subsequent discussions with Council, as well as changes in the road
network such as the decommissioning of the Albion Ferry, the removal of Glover Road from the
MRN, and the agreement with the Ministry of Transportation and Infrastructure (MoTI) for the
construction of the 216 Street Interchange led to the need to review truck routes in north
Langley.
In August of 2016, staff retained Creative Transportation Solutions (CTS) to produce a report
outlining potential amendments to the truck route network in North Langley. The study
measured existing truck volumes on key routes, undertook a high level evaluation of potential
and existing truck routes in the area, undertook technical analysis, and produced key finding
and recommendations.

The South Coast British Columbia Transportation Authority Act limits municipal authority with
respect to the movement of trucks. Section 21, Subsection 2 of the Act states that:

“Despite the Community Charter, the Vancouver Charter or any other

enactment but subject to subsection (3) of this section, a municipality must not,
without the approval of the authority, take, authorize or permit any action that
would prohibit the movement of trucks on all or any part of a highway in the
transportation service region.”

Subsection 3 confirms Subsection 2 does not apply to the Provincial Highway System. While
TransLink approval is not required for the addition of truck routes, staff proposed including
potential additions in a submission to TransLink so that they would have a better understanding
of the connectivity of the truck route network. Staff submitted a report to Council, with the
CTS report attached at the May 8, 2017 Regular Afternoon Council Meeting, when Council
passed the following resolution:
“That Council direct staff to initiate application to TransLink, conduct a public
information session to respond to questions and provide additional
information as needed, and bring forward amendments to the Highway and
Traffic Bylaw, as necessary to incorporate the following modifications:
A) 216 Street Interchange:
• Designate 216 Street from 88 Avenue to the new interchange at
Trans-Canada Highway No. 1 as a truck route; and
• Designate 216 Street from the new interchange at Trans-Canada
Highway No. 1 to provincial Highway No. 10 as a truck route.
That Council direct staff to incorporate the following modifications:
B) Fort Langley:
• Remove the truck route designation for Glover Road from Rawlison
Crescent to River Road;
• Remove the truck route designation for 96 Avenue from 216 Street to
Glover Road;
• Remove the truck route designation for 88 Avenue from 216 Street to
Glover Road;

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• Remove the truck route designation for Mavis Avenue from River Road
to Glover Road;
• Remove the truck route designation for River Road from Mavis Avenue
to 240 Street;
• Remove the truck route designation for River Road east of 264 Street;
• Designate Rawlison Crescent from 232 Street to 240 Street as a truck
route; and
• Designate 240 Street from Rawlison Crescent to River Road as a truck
route.”

Staff submitted a letter to TransLink, dated June 21, 2017, applying for amendments to the
Township Truck Route Network and staff held a Public Information Session on June 19, 2017 as
per the Council resolution of May 8, 2017. The input received from that session was provided to
Council for their information in a subsequent memorandum to Council.
Subsequent to the Public Information Session and the application to TransLink, Council discussed
the proposed North Langley Truck Route review at its Regular Evening Meeting of Council on
July 10, 2018, and passed the following resolution:
“That when the bylaw to amend the Master Transportation Plan (Highway and
Traffic Control Bylaw) truck routes comes to Council for approval, in accordance
with the Council resolution of May 8, 2017, a public hearing style meeting to
allow public input be specifically included in this process.”
On October 12, 2017 Township staff were notified by TransLink of the approach they would be
undertaking for conducting the review of the North Langley Truck Route application. TransLink
staff advised they would engage the services of Urban Systems, an Engineering consulting firm
specializing in transportation, to undertake an independent third party review of the Township
application.
On January 25, 2018 Township staff were provided a copy of the North Langley Truck Route
Review Assignment Scope of Work to be undertaken by Urban Systems for TransLink. At their
request, staff meet with Urban Systems on February 16, 2018 to review the scope of work,
discuss the proposed amendments, CTS study findings, and what additional information
Urban Systems may require as part of their review. Staff provided Urban Systems of a copy of
a memorandum to Council summarizing the input received at the Public Information Session as
well as the input received from other stakeholders, copies of the display boards from the
Public Information Session, copies of relevant Council Reports, minutes and resolutions.

Most recently, at its Regular Evening meeting of June 11, 2018 Council passed the following
resolution:

“Whereas Council has directed staff to provide a report on the truck route
designation options for 216 Street south of 88 Avenue to Highway 1; and

Whereas Council would like to have a resolution to this issue prior to the
summer break;

Therefore be it resolved that staff make the matter a priority and provide a
report prior to or at the Council Meeting on July 23, 2018.”

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DISCUSSION/ANALYSIS:
On June 6, 2018 a letter and a memorandum was received from TransLink (see Attachment A)
informing the Township of the results of the technical review of the Township’s North Langley
Truck Route submission. TransLink also provided the Township a copy of the independent
review of the North Langley Truck Route removal request undertaken by Urban Systems (see
Attachment B).

Urban Systems Technical Review

The technical review by Urban Systems considered the following:

• South Coast British Columbia Transportation Authority Act requirements

• The May 8, 2017 resolutions of Township Council
• Context and changes to the area, such as the formation of TransLink in 1999,
completion of the Golden Ears Bridge in 2008 and removal of the Albion Ferry, and the
completion of the Port Mann/Highway 1 Improvement Project in 2012 and subsequent
changes to the MRN
• The construction of a new interchange on Highway 1 at 216 Street
• Truck Volumes on relevant routes
• Travel speeds on relevant routes that may affect the use of alternative routes
• Existing and future truck desire lines
• Key connections going east/west both south and north of Highway 1
• Key connections going east/north to the north of Highway 1
• Key connection from the east and west access to a potential future industrial area east
of Fort Langley and to Highway 1
• Expected changes to truck travel patterns from the proposed removals in terms of
mobility, safety, asset condition and livability
The technical review undertaken by Urban Systems assessed the following:

• The impact of the removals on the key connections identified

• The impact of the removals on truck travel patterns
• Potential impacts of the removals on mobility, safety, asset condition and livability

The assessment of the proposed removal package in its entirety concluded that mitigation
measures would be required to ensure the east/west connectivity north of Highway 1 and an
east/north connection between Highway 1 and northeast Langley. The review further assessed

each of the proposed removals individually and determined that the section of Glover Road
north of Mavis Avenue and the section of 88 Avenue east of 264 Street could be removed with
no impact to key connections. All other proposed removals would have some negative impacts.
The technical review examined other potential packages of removals, subject to the inclusion of a
new east/north route from Highway 1 to east of Fort Langley. In addition to the removal of the
truck routes designation on the section of 88 Avenue east of 264 Street and section of Glover
Road north of Mavis Avenue, the packages proposed for consideration (see Figures 5-5, 5-6 and
5-7 in Attachment B) included the following:

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• Package A: Remove 88 Avenue (216 Street to Glover Road), Glover Road (Rawlison to
Mavis Avenue) and retain 96 Avenue (216 Street to Glover Road), Glover Road
(96 Avenue to Mavis Avenue), Mavis Avenue (Glover Road to River Road), and River
Road (Mavis Avenue to 240 Street).
• Package B: Remove 96 Avenue (216 Street to Glover Road), remove Glover Road
(Rawlison to 88 Avenue) and retain 88 Avenue (216 Street to Glover Road), Glover
Road (88 Avenue to Mavis Avenue), Mavis Avenue (Glover Road to River Road), and
River Road (Mavis Avenue to 240 Street).
• Package C: Remove 96 Avenue (216 Street to Glover Road), Glover Road (88 Avenue
to Mavis Avenue), Mavis Avenue (Glover Road to River Road), and River Road
(Mavis Avenue to 240 Street) and retain 88 Avenue (216 Street to Glover Road) and
Glover Road (Rawlison to 88 Avenue).

Option C provides the greatest benefit in terms of removing the truck route designation for roads
in the core of Fort Langley as well as near the historic Fort. Pursuing any of the packages
would require mitigation by the addition on a new east/north route from Highway 1 to areas east
of Fort Langley. The most direct east/north connection between Highway 1 and the area east of
Fort Langley would be the addition of Rawlison Crescent (Glover Road to 240 Street) and
240 Street (Rawlison Crescent to River Road) in the truck route network.

TransLink Memorandum

As part of its memorandum, TransLink staff considered three alternatives, based on the
Urban Systems technical review of the Township North Langley Truck Route submission for
consideration of the TransLink Board of Directors. Alternative 1, requesting approval of the
entire package of proposed truck route removals was not supported by TransLink staff.
Alternative 2, requesting approval of some of the removals, was also not supported by
TransLink staff as it would require TransLink to choose among options with similar impact,
essentially splitting up and repackaging a municipal Council resolution, which is not consistent
with the truck route review process that requires changes be initiated by Council resolution.
Alternative 3, was to deny the Township request as it currently stands.

The TransLink memorandum noted that some of the proposed removals can be accommodated
and the Township could consider a compromise with one of the Packages identified in the
Urban Systems Technical Review, if supported and endorsed by Council. A revised proposal
that would maintain the overall connectivity, completeness, and resilience of the North Langley
Truck Route Network may be viewed more favorably by TransLink staff and the TransLink
Board.

216 Street Between Highway 1 and 88 Avenue

The Urban Systems technical review focused on the removals and not additions to the truck
route network. However, the Urban Systems review also considered the potential of the
addition of 216 Street between Highway 1 and 88 Avenue to mitigate the impact of the proposed
removals. The proposed truck route on 216 Street would provide additional network resiliency
by connecting 96 Avenue and 88 Avenue truck routes to Glover road and Highway 10.
However, adding this route would not be a substitute for the east/west network connectivity
provided by the current network and would not change the results of their review. The
TransLink memorandum concurred that the addition of a truck route on 216 Street between
Highway 1 and 88 Avenue is not a significant factor in terms of maintaining key goods
movement links in Northeast Langley.

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The 216 Street Interchange and connecting roads are projected to be completed in late 2019.
While TransLink approval is not required to add truck routes, as per the South Coast British
Columbia Transportation Authority Act, TransLink approval is required for any actions that would
prohibit the movement of trucks, such as posting signs that prohibit trucks, either part of the day
or full time, or adding weight restrictions for trucks using the road. The Township has received
communication from MoTI the potential installation of signage on Highway 1 to advise truck
operators to use the 200 Street Interchange. Such signage would be considered as directional
and not a prohibition for use of the 216 Street Interchange.

A further consideration is the eligibility for 216 Street to be part of the TransLink Major Road
Network (MRN). In the past, TransLink has required that a road be designated as a truck route
to be eligible for inclusion in the MRN. As part of its most recent MRN review, TransLink has
developed a draft set of MRN eligibility criteria that no longer requires that the road be
designated as a truck route, but does require that no actions are undertaken to prohibit the use
of the road by trucks in order to eligible for the MRN.
Due to concerns raised with the effects of potential traffic pattern changes in north Langley,
particularly on 216 Street, that may result from the opening of the 216 Street Interchange, in
November of 2017, MoTI initiated a Health Impact Assessment (HIA) of 216 Street north of
Highway 1. MoTI engaged Hemmera, a consulting firm specializing in Environmental sciences
to undertake the HIA with a cope of work that included an assessment of air quality, noise,
safety and walkability of the area in the immediate vicinity of 216 Street from Highway 1 north to
96 Avenue. The HIA does not account for the benefits from the 216 Street Interchange and
Highway 1 widening (the Project) for those same parameters outside of the study area. In
comparison, the Port Mann Highway 1 (PMH1) environmental assessment found there was an
overall net benefit when considering the larger area/communities.

As one of the inputs to the HIA, MoTI engaged a consultant to provide updated traffic volumes
and traffic projects on the road network, including assumptions for truck traffic based on the
outputs of traffic model. The model uses assumptions such as future growth in population and
employment, future road network improvements, travel patterns, and desire lines for travel as
opposed to a truck route designations to generate traffic projections. Air quality will be
assessed for existing and future traffic conditions. The noise impact assessment will build upon
previous work done for the Project by BKL Consultants Ltd. in May of 2016. The HIA will
examine ICBC collision data to review factors associated with collisions. The HIA will also
examine factors of the Project design that may impact walkability, and recommendations may
be made enhancement to the Project design.

Staff have not yet received a draft of the HIA from MoTI or their consultant, Hemmera, and are
unable to provide an update at this time. However, given that truck traffic was based on a
modelling exercise as opposed to a truck route designation, the Urban Systems technical review
and TransLink memorandum have confirmed that a truck route designation on 216 Street is not
a factor in their assessment of the north Langley Truck route and truck route designation is not
part of the draft criteria for eligibility in the MRN, no decision is required on 216 Street at this
time. Staff will provide an update to Council regarding the HIA being undertaken by Hemmera
for MoTI once it has been received.

Recommendations

Staff are presenting a revised submission to TransLink for the North Langley Truck Route,
specifically identified as Package C of the Urban Systems Technical review for Council’s
consideration along with new truck routes to mitigate the impact of the proposed removals.

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Staff also recommends that the consideration of the designation of 216 Street between
Highway 1 and 88 Avenue as a truck route be deferred until after the 216 Street
Interchange has been opened and the impact to traffic patterns can be determined and
future needs can be assessed.

Respectfully submitted,

Paul Cordeiro
MANAGER, TRANSPORTATION ENGINEERING
for
ENGINEERING DIVISION

ATTACHMENT A TransLink North Langley Truck Route Memorandum

ATTACHMENT B Urban Systems North Langley Truck Route Removal Technical Review

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Attachment A

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Attachment B

Technical Review
Proposed North
Langley Truck
Route Removal
May 2018

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CONTENTS
1. INTRODUCTION ................................................................................................................................... 1
2. BACKGROUND ..................................................................................................................................... 1
3. CONTEXT .............................................................................................................................................. 3
3.1 Truck Volumes .............................................................................................................................. 5
3.2 Travel Speeds ............................................................................................................................... 6
3.3 Truck Desire Lines ........................................................................................................................ 7
4. APPROACH ........................................................................................................................................... 8
4.1 Key connections ............................................................................................................................ 8
4.2 Expected Changes in Truck Travel Patterns ................................................................................ 9
4.3 Categories of Potential Impact ...................................................................................................... 9
5. ASSESSMENT ...................................................................................................................................... 9
5.1 Complete Removal Request Package ........................................................................................ 10
5.1.1 Assessment of Key Connections ................................................................................. 10
5.1.2 Truck Travel Patterns ................................................................................................... 11
5.1.3 Potential Impacts .......................................................................................................... 11
5.1.4 Result of Assessment................................................................................................... 13
5.2 Assessment of Individual Segments ........................................................................................... 14
5.3 Assessment of Alternative Packages of Removals and Mitigation ............................................. 19
6. CONCLUSIONS AND RECOMMENDATIONS ................................................................................... 22

Technical Review | Proposed North Langley Truck Route Removal

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1. INTRODUCTION
The Township of Langley has submitted an application to TransLink for the removal of six truck routes north
of Highway 1. This request was initiated through a motion by the Township of Langley Council on Monday,
May 8, 2017 and communicated to TransLink in a letter dated June 21, 2017. TransLink has undertaken
an evaluation of the proposed removals and has requested that Urban Systems conduct an independent
technical review using information provided by the Township of Langley. This document summarizes the
results of that independent technical review.

2. BACKGROUND
Truck routes are typically defined by municipal bylaw to be roadways where trucks1 must travel until it is no
longer possible to use a truck route to reach the intended destination. Truck routes are intended to focus
truck traffic on the roadways that are best suited to accommodate that traffic. In the Township of Langley,
truck routes are defined in Schedule C of the Highway and Traffic Bylaw 2010 No. 4758.
The South Coast British Columbia Transportation Authority (SCBTA) Act states that “a municipality must
not, without the approval of [TransLink] take, authorize, or permit any action that would prohibit the
movement of trucks on all or any part of a highway in the transportation service region”. 2 The Township of
Langley is within the SCBTA service region. Municipalities that have designated truck routes must request
TransLink’s permission to remove routes from the municipality’s truck route network. This request must be
initiated by a Council Resolution.
Following receipt of the request and supporting documentation from the municipality, TransLink staff has
to review the request and refer it to TransLink’s Board of Directors for final assessment and decision. 3
TransLink’s Board of Directors considers technical, legal, and other information in its decision making.
At the regular afternoon Council Meeting of the Township of Langley held on May 8, 2017, Council passed
two resolutions, as follows:
1. “That Council direct staff to initiate application to TransLink, conduct a public
information session to respond to questions and provide additional information as
needed, and bring forward amendments to the Highway and Traffic Bylaw, as
necessary to incorporate the following modifications:

1 Typically vehicles exceeding a given weight threshold – 10,000 kg in the Township of Langley.
2 South Coast British Columbia Transportation Authority Act, 21(2).
3 Truck Route Review Process Guidelines (SOP#:INM-005)

Technical Review | Proposed North Langley Truck Route Removal 1

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A) 216 Street Interchange:

➢ Designate 216 Street from 88 Avenue to the new interchange at
Trans-Canada Highway No. 1 as a truck route; and
➢ Designate 216 Street from the new interchange at Trans-Canada
Highway No. 1 to provincial Highway No. 10 as a truck route.”
2. “That Council direct staff to incorporate the following modifications:
A) Fort Langley:
➢ Remove the truck route designation for Glover Road from
Rawlison Crescent to River Road;
➢ Remove the truck route designation for 96 Avenue from 216 Street
to Glover Road;
➢ Remove the truck route designation for 88 Avenue from 216 Street
to Glover Road;
➢ Remove the truck route designation for Mavis Avenue from River
Road to Glover Road;
➢ Remove the truck route designation for River Road from Mavis
Avenue to 240 Street;”
The June 21, 2017 letter from the Township of Langley initiated the Township’s application to TransLink for
the removal of six routes from the Truck Route Network. The Township has also advised TransLink that it
is proposing to add four new routes to the truck route network. The removals require TransLink’s review
and approval; the proposed additions do not. The routes that have been identified as part of the removal
request are displayed in Figure 2-1.

Figure 2-1: Proposed Truck Route Removal Package

Technical Review | Proposed North Langley Truck Route Removal 2

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The Township provided information to TransLink to support its application. This information is documented
and reviewed in Appendix A.
While TransLink’s requirements with respect to supporting documentation for a truck route removal request
are not prescriptive, and the relevant supporting documentation can vary somewhat for each request, there
were some gaps in the information provided that, if addressed, would make the observations about the
impacts of the proposed truck removals more conclusive. Nevertheless, it was possible draw key
conclusions about the likely impacts of the truck route removals based on information submitted by the
Township. Any future applications would benefit from additional information and documentation, such as
truck reassignments (supported by modelling and / or surveys), existing and anticipated travel times for
trucks with and without proposed changes in place, and net impacts to livability and environment (air quality,
greenhouse gas emissions, noise, etc.).

3. CONTEXT
The truck routes identified for removal by the Township are located in and around Fort Langley. Fort Langley
is a predominantly residential neighbourhood accessed from the south via Glover Road, the west via 96
Avenue and 88 Avenue, and the east via River Road – all of which are currently designated truck routes.
While all surrounding land uses are agricultural, Metro Vancouver’s Industrial Land database identifies a
planned industrial use area east of the community along River Road in the vicinity of 240 Street.
The truck route network in the Township of Langley has remained relatively unchanged for more than 20
years, despite a number of significant road network and jurisdictional changes that have occurred in and
around Langley. Three of the most important changes over the last 20 years are:
1. The creation of TransLink in 1999;

2. The completion of the Golden Ears Bridge (GEB) in 2009 (and subsequent removal of the Albion
ferry); and,

3. The completion of the Port Mann/Highway 1 Improvement Project in 2012.

In addition, the construction of a new interchange on Highway 1 at 216 Street will further impact the local
and regional road network.
Prior to the creation of TransLink, Glover Road (from Springbrook Road north to the Fraser River) fell under
the jurisdiction of the Ministry of Transportation and Infrastructure (MoTI), as displayed in Figure 3-1. At
that time, roads transferred from MoTI to municipalities with truck routes specified by bylaw were typically
made truck routes – unless there was a specific technical reason, such as a height or weight restriction.

Technical Review | Proposed North Langley Truck Route Removal 3

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Figure 3-1: Detail of Provincial Road Network Prior to April 1, 1999 (CTS, 2017)

At the north end of Glover Road, the Albion Ferry operated as a ferry service between Langley and Maple
Ridge that accommodated pedestrians, passenger cars, and truck traffic using two ferries running on
approximately a 15-minute schedule. With the opening of the GEB and subsequent decommissioning of
the Albion Ferry, all truck traffic wishing to cross the Fraser River between these two communities now
uses the GEB and supporting road network. Glover Road north of Springbrook Road no longer serves as
a regional connector (no Albion Ferry). Reflective of these changes, TransLink removed 88 Avenue and 96
Avenue east of 216 Street and Glover Road north of Springbrook Road from the Major Road Network in
2009, but these roads have remained as Township truck routes.
The Port Mann / Highway 1 (PMH1) project was completed in 2012 resulting in the replacement of the old
five lane Port Mann Bridge with a ten-lane structure. Prior to 2012, during the morning peak period, traffic
wishing to use the Port Mann bridge would queue to 176 Street (6 km) and often to 200 Street (9 km)
causing traffic (including trucks) to seek shorter (time wise) routes to their destination. The PMH1 project
added capacity along the entire corridor from Vancouver to Langley, including a continuous HOV lane east
and westbound. Since the project reached substantial completion, the peak period queues have been
eliminated at this location, and truck movement has improved significantly.
The new 216 Street interchange, will result in another change to the road network in north Langley. This
review considers the connection of 216 Street to Highway 1 and additional capacity for the westbound off-
ramp at 200 Street. The additional capacity for the westbound off-ramp at 200 Street is of particular
importance as this interchange provides truck access to the Port Kells industrial area in northwest Langley
and the GEB.

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3.1 Truck Volumes

The Township retained CTS to conduct a seven-day automatic traffic count along key roadways
in north Langley in September 2016. Average weekday daily total truck volumes for FHWA Class
6 (three-axle single-unit truck) or higher, are illustrated in Figure 3-2.

Figure 3-2: Average Weekday Daily Truck Volumes (CTS, 2017)

CTS noted that a significant portion of daily truck volume in the westbound and northbound
direction occurred during the AM peak period – co-incident with the congestion at the 200th
Street interchange. It is hypothesized that these trucks are using an alternate route to avoid
congestion when accessing either the Port Kells Industrial Area or the GEB.
The survey does not differentiate between through truck traffic and local truck traffic, which
would remain on the corridors if they are removed from the truck route network.
Comparing the 2016 data to the data collected by the Township in 2012, CTS noted an overall
decrease in truck traffic volumes in the study area as displayed in Table 3-1 below. This is
attributed to a number of factors including reduced construction activity in north Langley, the
completion of PMH1 and the South Fraser Perimeter Road.

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Table 3-1:Change in Truck Volumes 2012 to 2016 (CTS, 2017)

3.2 Travel Speeds

The Township did not provide information about existing or forecast future travel times or speeds
on the truck routes identified for removal or parallel roadways. This information can provide an
indication of existing traffic patterns, as well as background information for the assessment of
removals. Google Traffic provides a record of typical traffic conditions gathered using mobile
GPS units and cellular devices. AM and PM peak traffic conditions are displayed qualitatively in
Appendix B.
The following conclusions can be drawn from the Google Traffic information:
➢ In the AM peak, reduced speed conditions are observed along WB Highway 1
west of Glover Road to 208 Street, along the WB Highway 1 off-ramp to 200
Street, and along NB 200 and 201 Street to the GEB. Reduced speeds are
additionally observed along SB 199A Street and 200 Street between the GEB
and Highway 1.
➢ In the PM peak, reduced speed conditions are observed along SB 199A and
200 Street between the GEB and Highway 1, along the EB Highway 1 on-ramp
at 200 Street and along EB Highway 1 between 200 Street and the HOV lane
merge point near the 208 Street overpass. Reduced speeds are additionally
observed along WB Highway 1 between 232 and 208 Street, along the WB
Highway 1 off-ramp to 200 Street, and along segments of NB 200 and 201
Street to the GEB.
The observed peak conditions may incentivize trucks to use an alternate route via Fort Langley
between Port Kells or the GEB and locations to the east. These alternate routes may include
264 Street or 232 Street, Glover Road, and 88 Avenue or 96 Avenue.

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3.3 Truck Desire Lines4

In North Langley east of 200 Street, truck desire lines are primarily east-west, with secondary
east-north, and east-south desire lines as indicated in Figure 3-3. Highway 1 serves
approximately 9,500 trucks per day5 near Fort Langley and is the primary trucking corridor
connecting Metro Vancouver to the rest of the country. East-north truck movements connect
Highway 1 east to Port Kells Industrial Area and municipalities north of the Fraser via the GEB.
East-south truck movements connect Highway 1 east to the City of Langley, Fraser Highway,
and industrial and commercial zones near the Langley Bypass.
Locally, the development of the planned industrial area east of Fort Langley will result in new
truck desire lines connecting the potential future industrial development to Highway 1 west,
Highway 1 east, and Port Kells / GEB.

Figure 3-3: Truck Desire Lines in North Langley

4 Throughout this document, the following terms are used to express key concepts around the movement
of, and infrastructure provided, for trucks: desire line (travel demand between two points or across an
area); connection (combination of roadways that allows for travel along – or close to – a desire line);
segment (a smaller length of roadway that may serve demand along one or more desire lines and be part
of one or more conections)
5 2015 annualized statistics at MoTI traffic count station P-17-4EW (Hwy 1, E of Bradner Road)

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The current network includes a secondary east-west truck route north of Highway 1, which provides network
redundancy in the event of recurrent or non-recurrent congestion along Highway 16. This provides trucks
an alternate east-west and east-north route.
Additionally, the current network includes a secondary east-west truck route south of Highway 1, which
similarly provides network redundancy for the busy Highway 1 corridor as well as connectivity for travelling
to/from the east to the City of Langley and points south.

4. APPROACH
To assess the removal request, the technical team employed an approach that considered the following
elements:
➢ Key connections
➢ Expected changes in truck travel patterns
➢ Categories of potential impact
These elements are discussed in more detail below.

4.1 Key connections

After reviewing the truck desire lines and information provided by the Township of Langley,
including input from Stakeholders, Urban Systems developed six overarching key connections
that frame the assessment. The key connections are grounded in the concept that the truck
network should be connected, complete, and resilient. This approach supports the goals of the
Regional Goods Movement Strategy to promote more efficient and reliable, and cleaner, safer,
and quieter goods movement, and the intent of the truck route network (focusing truck travel on
the roadways best able to accommodate trucks). A connected and complete truck route network
reduces circuitous trips and the likelihood of non-compliance with truck route bylaws. A resilient
truck route network ensures there is an alternate route during incidents, and in turn reduces the
likelihood of diversion to non-compliant routes during these times.
The review of the area around the removals identified the following key connections:
A. East-west truck route south of Highway 1
B. East-west truck route north of Highway 1

6 Recurrent congestion occurs as part of typical daily traffic patterns and is related to roadway capacity
and travel demand. Non-recurrent congestion includes delay that is additional to recurrent congestion and
is typically associated with incidents or weather events that causes travel speeds to decrease in an
unusual way.

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C. East-north truck route north of Highway 1

D. East access to planned industrial area
E. West access to planned industrial area
F. Access to planned industrial area via nearest Highway 1 access

4.2 Expected Changes in Truck Travel Patterns

The information provided by the Township of Langley was used to assess the expected change
in truck travel patterns. This is required to understand the type and scale of impact resulting
from the requested truck route removals. Truck volumes on routes within the scope of the
removal request are small – between 100 and 300 vehicles per day (combined total for both
directions), depending on location. The maximum peak hour directional volume recorded in the
counts provided was less than 30 vehicles northbound on Glover Road south of 88 th Avenue in
the morning peak hour. This is approximately one truck every two minutes.
The Township of Langley provided total daily truck volumes and daily truck profiles at key
locations. No origin-destination information or forecast reassignments were provided. This
means that only high level assumptions could be made about any redistribution of truck travel
and its resulting impact.

4.3 Categories of Potential Impact

The assessment applied four categories of potential impact, as follows:
➢ Mobility – this category addresses expected changes in the reliability and
efficiency of travel for the effected trucks and other road users, if applicable.
➢ Safety – this category addresses expected changed in the number or severity
of collisions.
➢ Asset condition – this category addresses expected changes in the rate of wear
and / or damage on municipal assets.
➢ Livability – this category addresses expected changes to the livability of
surrounding communities, including impacts on non-auto modes of
transportation, the urban environment, air quality and noise.

5. ASSESSMENT
The assessment documented in this review is largely qualitative, based on the information provided by the
Township of Langley. It has three parts. The first part considers conditions if the complete package of truck
route removals was approved and implemented. The second part is an assessment of removals of
individual segments and the third part provides insight into the potential impacts of three packages of
segment removals and complementary mitigation. They are intended to assist TransLink and the Township
of Langley when considering next steps.

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5.1 Complete Removal Request Package

The first part of the assessment considered the potential impacts if all truck route removals
proposed by the Township of Langley were approved by TransLink. The complete package of
removals is shown in Figure 5-1.

Figure 5-1: Proposed Truck Route Removals

5.1.1 Assessment of Key Connections

The first element of the review is the potential impact on key connections and is summarized in
Table 5-1.

Table 5-1: Summary of impacts on key connections

Key Connections Impacted by

Proposed
Removals
A. Provide an east-west truck route south of Highway 1 No
B. Provide an east-west truck route north of Highway 1 Yes
C. Provide an east-north truck route north of Highway 1 as a bypass to Yes
200 Street
D. Preserve an east access to Fort Langley planned industrial area No
E. Preserve a west access to Fort Langley planned industrial area Yes
F. Provide access to the Fort Langley planned industrial area via the Yes
nearest Highway 1 access

The summary shows that the complete package of removals does not have an impact on key
connections A or D. However, the other key connections are no longer provided if the full
package of removals is approved. This results in a network that is less complete, leaves an

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industrial area without key connections to the truck network, and results in a reduction in
resiliency because there would no longer be an east-west truck route north of Highway 1.

5.1.2 Truck Travel Patterns

If the truck routes are removed, through-trucks would no longer be permitted on the subject
roadways. Local trucks, including those supporting construction and making local deliveries,
would still be permitted. The data supplied by the Township of Langley does not indicate what
percentage of trucks is local; therefore, the assessment can only consider the maximum number
of trucks that would be rerouted. It is also worth noting that the more indirect the route resulting
from the removals, the higher the likelihood of non-compliance. This can result in unexpected
truck travel patterns, including increases in truck volumes on other routes, which are difficult to
predict.
Based on the information provided, the following changes are expected on the segments where
removals are proposed:
➢ 96 Avenue: reduction in truck traffic by up to -180 vehicles per day
➢ 88 Avenue: reduction in truck traffic by up to -100 vehicles per day
➢ River Road: reduction in truck traffic by up to -110 vehicles per day
➢ Glover Road (88 Ave to 96 Ave): reduction in truck traffic by up to -180 vehicles
per day
➢ Glover Road (Rawlison to 88 Ave): reduction in truck traffic by up to -280
vehicles per day
With the information available, it is not possible to predict precisely how vehicles will be rerouted
on the network; however, the following general patterns are expected:
➢ East-west through trips will be rerouted to Highway 1.
➢ To be compliant, truck trips accessing the Fort Langley planned industrial area
from the west will reroute via Highway 1 to 264 Street to approach the planned
industrial area from the east on 88th Avenue. This is a diversion of approximately
20 km, depending on the origin of the truck trip.

5.1.3 Potential Impacts

The potential impacts of the package of removals were assessed based on mobility, safety,
asset condition, and livability. Each category was assigned a value of positive, neutral, or
negative. The results and commentary are provided in Table 5-2.

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Table 5-2: Assessment of Potential Impacts

Evaluation

Mobility • Rerouted trucks are expected to have minimal impact on the

 overall reliability or efficiency of the network for general
purpose vehicles. Expect a negative impact on the reliability
and efficiency of truck movements.
o Trucks destined to the Fort Langley planned industrial
area from the west must reroute approximately 20 km,
depending on the origin.
o Lack of reliance in the network due to the removal of
all east-west truck routes north of Highway 1 is
expected to have negative impact on reliability due to
lack of an alternate route during incidents.

Safety • Expect through truck traffic to be removed from Fort Langley

⚫ residential areas. Reduced risk of conflicts between trucks and
/ other road users.
 • There is some potential for an increase in non-compliant trucks
using roadways not designed to accommodate trucks,
including at the intersection of Rawlison Crescent and 232
Street, where the Township has indicated there are some
challenging movements for the largest standard trucks.

Asset Condition • Heavy vehicles cause greater wear to pavement than

⚫ passenger vehicles.
o Restricting through truck traffic from the Township of
Langley’s roads could potentially decrease
maintenance and rehabilitation costs. The potential
increase in truck volumes on Highway 1 is a small
percentage – around 3% of the 9,500 existing truck
trips – and Highway 1 has been designed to
accommodate larger, heavier vehicles.

Livability • Through-truck traffic and planned industrial area related truck

⚫ traffic would be removed from Fort Langley historic and
residential area.
o This has the potential to mitigate concerns raised by
residents about the proximity of truck routes to
schools, pedestrian and cyclist comfort and safety, air
quality, and noise near residential neighbourhoods and
in the historic town centre. The volume of trucks is a
small percentage – approximately 5% – of peak hour
directional volumes and rerouting this traffic is unlikely
to change perceptions of high overall through traffic
volumes.

Legend: ⚫ Positive  Neutral  Negative

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5.1.4 Result of Assessment

The proposed truck route removals result in a less connected, incomplete network. Specifically,
the lack of connectivity between the future industrial area and the western parts of North Langley
will result in a detour of approximately 20 km for trucks. The removal of all east-west truck routes
north of Highway 1 reduces network redundancy and is expected to have a negative impact on
the reliability of truck travel times in the area if there is an incident or high levels of congestion
on Highway 1. Although the proposed package of removals is expected to have a positive effect
on asset condition and livability, the impacts to key network connections and mobility call for
mitigation before removals can be accepted.

There are two connections that must be considered for mitigation:

1. Mitigation measures that maintain a more direct

connection to the industrial area from the west
and from the nearest interchange with Highway
1 would achieve network connectivity to the
planned industrial area and reduce total travel
distance and time for trucks destined to this
location. This would reduce emissions and
impacts on municipal assets. Mitigation measure
1 is illustrated, at a high level, in Figure 5-3.

2. Mitigation measures that allow east-west

alternatives to Highway 1 in the case of incidents
or congestion would improve the reliability of the Figure 5-3: Potential Mitigation 1 - Connection to
network. Figure 5-3 illustrates this connection. Planned Industrial Area
Given that 96 Avenue and 88th Avenue are the
only east-west routes north of Highway 1, there
does not appear to be a way to fully mitigate the
loss of network redundancy if the entire package
of proposed removals is implemented.

Figure 5-3: Potential Mitigation 2 - East-west

connection north of Highway 1 v

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The materials provided by the Township included a proposed truck route on 216th Street
between 88th Avenue and Highway 10. This review considered the potential of this proposed
truck route to mitigate the impacts of the proposed removals. This review did not consider the
overall viability or need for this route. The proposed truck route would provide additional network
resiliency by connecting 96 Avenue and 88 Avenue routes to Glover Road and Highway 10.
However, adding this route would not be a substitute for the east-west network connectivity
provided by the current network and would not change the results of this review.

5.2 Assessment of Individual Segments

Given that the entire package of removals, if approved and implemented as proposed, would
result in a less connected, complete, and resilient network for goods movement, it may be
prudent to consider a revised proposal that identifies some segments for removal, but leaves
others as a designated truck route.
This section provides a more detailed assessment of individual segments within the proposed
removals package. It is intended to assist TransLink in future conversations about truck route
removals in this area.
To examine the impact of the proposed truck route removals on truck network connectivity,
completeness, and resiliency, the existing corridors were divided into seven components as
shown in Error! Reference source not found.:
A. 96 Avenue (216 Street to Glover Road)
B. 88 Avenue (216 Street to Glover Road)
C. Glover Road (Rawlinson Crescent to 88 Avenue)
D. Glover Road (88 Avenue to 96 Avenue)
E. Glover Road-Mavis Avenue-River Road (96 Avenue to 240 Street)
F. Glover Road (Mavis Avenue to Fraser River)
G. 88 Avenue-91 Avenue (264 Street to Abbotsford boundary)

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Figure 5-4: Proposed Truck Route Removal Assessed Segments

Removal of each of the seven segments was assessed against the key connections, which aim
to maintain the integrity of existing and future truck desire lines, as described previously. The
key connections are provided below, for reference:
A. Provide an east-west truck route south of Highway 1
B. Provide an east-west truck route north of Highway 1
C. Provide an east-north truck route north of Highway 1 as a bypass to 200 Street
D. Preserve an east access to the Fort Langley planned industrial area
E. Preserve a west access to the Fort Langley planned industrial area
F. Provide access to the Fort Langley planned industrial area via the nearest Highway 1
access
As shown in Table 5-3, removing segments 1 through 5 may have impacts on the ability of the
network to satisfy the key connections.

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Table 5-3: Segments Fulfilling Key Connections

Segment

Key Connection 1 2 3 4 5 6 7

A Provide E-W Truck Route south of Highway 1

B Provide E-W Truck Route north of Highway 1 ✓ ✓ * ✓ ✓

C Provide E-N Truck Route north of Highway 1 ✓ ✓ * ✓ ✓

D E Access to Planned Industrial Area

E W Access to Planned Industrial Area O O ✓ ✓ ✓

F Access to Planned Industrial Area via nearest Highway 1 access ✓ ✓ ✓

*Via 232 Street interchange; O – Via 200 Street interchange

➢ Key connections A and D are not impacted by the removal of any or all of the
segments. Removing the proposed segments does not affect the provision of
an east-west truck route alternative south of Highway 1 and does not impact the
accessibility of the planned industrial area from the east, which will still be
accessible via 264 Street and 88 Avenue.
➢ Segments 6 and 7 can be removed without impacting any of the key
connections. While segment 6 used to connect Highway 1 to the Albion ferry
prior to the ferry’s decommissioning, it is now effectively a cul-de-sac which
terminates at the Fraser River. Segment 7 is a local agricultural road which does
not connect to a designated truck route in Abbotsford. Removing both segments
6 and 7 will have little to no implications on mobility, safety, asset condition or
livability.
Segments 1 through 5 currently play a role in fulfilling the remaining Key Connections.
The following assessment addresses the impact of removing individual segments and several
segment groupings from the truck network. It considers the comparative impact of each scenario
on truck travel patterns, road safety, asset condition, and livability. Possible mitigation measures
are included for consideration. The assessment is summarized in Table 5-4.

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 Table 5-4: Summary of Assessment of Individual Segment and Segment Combinations

PACKAGE KEY CONNECTION TRUCK VOLUMES MOBILITY SAFETY ASSET CONDITION LIVABILITY
POSSIBLE MITIGATION MEASURE(S)
B C E F
Legend: ⚫ Positive  Neutral  Negative
• Designate and improve an additional
Remove ✓ (to ✓ (to X X Shifts in bi-directional
   ⚫ truck corridor east of Fort Langley to
Segment 5 232 St) 232 St) daily truck volume: connect 232 St and planned industrial
No direct truck route to Limited impact Limited impact Planned industrial area area.
• 96 Avenue: no change
planned industrial area truck traffic removed
• 88 Avenue: no change from the west. from Fort Langley
• River Road: up to - There may be increased
110 risk in larger volumes of
trucks using roadways not
• Glover Road (88 Ave
to 96 Ave): up to +110 designed to accommodate
heavy truck traffic.
• Glover Road
(Rawlison to 88 Ave):
up to +110

✓ • Designate and improve an additional

Remove ✓ (to ✓ (to X Shifts in bi-directional
   ⚫ truck corridor to connect to a nearby
Segment 3 264 St) 264 St) daily truck volume: Highway 1 access to improve
unknown for all corridors No direct truck route to Limited impact Limited impact Planned industrial area connectivity to planned industrial area.
planned industrial area truck traffic removed
from Highway 1. from Fort Langley

Remove ✓ (to ✓ (to ✓ ✓ Shifts in bi-directional

   
Segment 1 264 St) 264 St) daily truck volume:
Through truck traffic Limited impact Limited impact Limited impact
• 96 Avenue: up to -180
removed from 96 Avenue
• 88 Avenue: up to and focused along 88
+180 Avenue and Glover Rd.
• River Road: no change
• Glover Road (88 Ave
to 96 Ave): up to -180
• Glover Road (Rawlison
to 88 Ave): no change
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 Remove ✓ (to ✓ (to ✓ ✓ Shifts in bi-directional
   
Segment 2 264 St) 264 St) daily truck volume:
Through truck traffic Limited impact Limited impact Limited impact
• 96 Avenue: up to
+100 removed from 88 Avenue
and Glover Road focused
• 88 Avenue: up to -100 along 96 Avenue.
• River Road: no change
• Glover Road (88 Ave
to 96 Ave): up to +100
• Glover Road (Rawlison
to 88 Ave): no change

✓ • Designate and improve an additional

Remove ✓ (to ✓ (to X Shifts in bi-directional
   ⚫ truck corridor east of Fort Langley to
Segment 4 264 St) 264 St) daily truck volume: connect 232 St and planned industrial
No direct truck route to Limited impact Limited impact Planned industrial area area.
• 96 Avenue: up to -180
planned industrial area truck traffic removed
There may be increased
• 88 Avenue: up to from Highway 1. from Fort Langley
+180 risk in larger volumes of
trucks using roadways not
• River Road: up to
designed to accommodate
+180
heavy truck traffic.
• Glover Road (88 Ave
to 96 Ave): up to -180
• Glover Road (Rawlison
to 88 Ave): no change

✓ ✓ • While a N-E and W-E alternative north

Remove X X Shifts in bi-directional
 ⚫ ⚫ ⚫ of Highway 1 cannot be provided if all
Segment 1 daily truck volume: segments are excluded, designating
and 2 No legal alternative to Through truck traffic Through truck traffic Through truck traffic an additional north-south cross-
• 96 Avenue: up to -180
Highway 1 for east-west or removed from Fort restricted to Highway 1, removed from Fort highway link as a truck route provides
• 88 Avenue: up to -100 east-north traffic. Langley residential areas. which has been designed Langley historic and additional network resiliency by
connecting 96 Ave and 88 Ave routes
• River Road: up to - to accommodate larger residential area.
to Glover Rd and Hwy 10
110 vehicles.
• Designating an additional Highway 1
• Glover Road (88 Ave access point for trucks west of Glover
to 96 Ave): up to -180 Road provides a bypass opportunity
• Glover Road for busy 200 Street (Highway 1 to 96
(Rawlison to 88 Ave): Avenue) and for GEB truck traffic
up to -280 originating or destined to the east.
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5.3 Assessment of Alternative Packages of Removals and Mitigation

This section outlines three packages of removals and mitigation that maintain the six key
connections. It is intended to assist TransLink and the Township in identifying a viable package
of removals that maintains a functional road network for the movement of goods north of
Highway 1. The assessment of these packages is summarized in Table 5-5.
To maintain all six Key Connections, the following options are evaluated:
➢ Package A: Remove segments 2, 3 and 4 (maintain segments 1, 5 and
designate an additional truck corridor east of Fort Langley to connect 232 St
and the planned industrial area). This is illustrated in Figure 5-5.
➢ Package B: Remove segments 1 and 3 (maintain segments 2, 4, 5 and
designate an additional truck corridor east of Fort Langley to connect 232 St
and the planned industrial area). This is illustrated in Figure 5-6.
➢ Package C: Remove segments 1, 4 and 5 (maintain segments 2, 3 and
designate an additional truck corridor east of Fort Langley to connect 232 St
and the planned industrial area). This is illustrated in Figure 5-6.

Figure 5-5: Package A of Removals and Mitigation

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Figure 5-6: Package B of Removals and Mitigation

Figure 5-7: Package C of Removals and Mitigation

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 Table 5-5: Summary of Assessment of Packages of Removals and Mitigation

KEY CONNECTIONS MOBILITY SAFETY ASSET CONDITION LIVABILITY

PACKAGE TRUCK VOLUMES
B C E F Legend: ⚫ Positive  Neutral  Negative
A: Remove ✓ (to 264 ✓ (to ✓ ✓ Shifts in bi-directional daily truck volume:
   /⚫
segments St) 264 St)
• 96 Avenue: up to +100
2, 3, 4 Limited impact; through truck Limited impact Limited impact Through truck traffic via Fort
• 88 Avenue: up to -100 traffic removed from 88 Avenue Langley; planned industrial area
• River Road: up to +280 and Glover Rd and focused along traffic largely removed from Fort
96 Avenue Langley.
• Glover Road (88 Ave to 96 Ave): up
to -180
• Glover Road (Rawlison to 88 Ave):
up to -280

B: Remove ✓ (to 264 ✓ (to ✓ ✓ Shifts in bi-directional daily truck volume:

   /⚫
segments St) 264 St)
• 96 Avenue: up to -180
1, 3 Limited impact; through truck Limited impact Limited impact. Through truck traffic via Fort
• 88 Avenue: up to +180 traffic removed from 96 Avenue Langley; planned industrial area
• River Road: up to +180 and focused along 88 Avenue traffic largely removed from Fort
Langley.
• Glover Road (88 Ave to 96 Ave): up
to +180
• Glover Road (Rawlison to 88 Ave):
up to -180
Planned industrial area traffic may be
reduced due to the new 232 St – River
Road truck route, but the proximity of 88
Avenue to a potential new truck access to
Highway 1 at 216 Street as well as the
existing 200 Street interchange may
result in truck traffic to/ from the west
accessing the planned industrial area via
Fort Langley.

C: Remove ✓ (to 264 ✓ (to ✓ ✓ Shifts in bi-directional daily truck volume:

   ⚫
segments St) 264 St)
• 96 Avenue: up to -180
1, 4, 5 Limited impact; through truck Limited impact Limited impact. Through truck traffic and planned
• 88 Avenue: up to +180 traffic removed from 96 Avenue industrial area traffic removed
• River Road: up to -110 and focused along 88 Avenue from Fort Langley.

• Glover Road (88 Ave to 96 Ave): up

to -180
• Glover Road (Rawlison to 88 Ave):
up to +110
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6. CONCLUSIONS AND RECOMMENDATIONS

The full package of removals put forward by the Township of Langley reduces the connectivity,
completeness, and resiliency of the truck route network. Specifically, the package of removals as a whole
eliminates access to the Fort Langley planned industrial area from the west and from the nearest access
to Highway 1. Further, the package of removals reduces network resiliency and mobility for trucks by
eliminating east-west truck routes north of Highway 1. For these reasons, the technical review does not
support approval of the complete package of requested truck route removals.
While there would be positive livability impacts associated with the package of removals, mitigation would
be required to maintain the connectivity, completeness, and resilience of the network. Mitigation must
include providing a connection between the Fort Langley planned industrial area and parts of Langley to
the west, as well as providing east-west connectivity for trucks to maintain the reliability of the network.
There is potential for the Township to move forward with an alternate package of removals and mitigation
measures that maintains key connections while improving livability. TransLink should reconsider future
applications that achieve both goals. Mitigation measures should be implemented, or, at a minimum, fully
committed to by Council before proposed removals are formally approved.

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Appendix A – Review of Documents Provided by Township of Langley

A. Review of Documents Provided by Township of Langley

The Township has provided the following documents to support the review:
• Monday, May 8, 2017 Township of Langley Council Agenda
• Monday, May 8, 2017 Township of Langley Regular Afternoon Council Meeting Minutes
• May 8, 2017 Report 17-43 to Mayor and Council from the Engineering Division – Truck Route
Review, including the following attachments:
o CTS Study (April 12, 2017)
o Council Report 12-20 dated February 27, 2012
o Map of Proposed Changes
• Letters emails received from the following stakeholders:
o British Columbia Trucking Association
o City of Surrey
o City of Langley
• June 19, 2017 North Langley Truck Route Public Information Session Materials
• April 5, 2018 Memorandum from Engineering Division to Mayor and Council – North Langley Truck
Route Public Information Session
TransLink’s Truck Route Review Process Guidelines (SOP#:INM-005) include a list of components that the
municipality is responsible for providing to support the removal request. These are listed below, along with
information about how these were reflected in the Township’s submission.

Required by TransLink Provided by Township of Langley

Justification Yes

Traffic volume, travel time, & reassignment Truck volumes provided. Travel times and reassignment
(peak and non-peak periods) not provided.

Effect on adjacent routes / municipalities Some commentary provided.

Emergency access Not provided.

Other modes – bicycles, pedestrians, etc. Some commentary provided.

Current and future land use Some commentary provided.

Net impacts (GHG, noise, etc.) Not provided.

Stakeholder consultation with the following The Township requested input from the following
organizations: stakeholders:
o MoTI • MOTI – no response
o Port Metro Vancouver • Port Metro Vancouver – no response
o YVR • YVR – no response
o BC Trucking Association • BC Trucking Association – response received
o Greater Vancouver Gateway Council • Greater Vancouver Gateway Council – no
o Metro Vancouver response
o Adjacent Municipalities • Metro Vancouver – no response
• City of Langley – response received
• City of Abbotsford – no response
• City of Surrey – response received

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Appendix B – Traffic Conditions

B. Traffic Conditions
AM and PM peak traffic conditions taken from Google are displayed qualitatively in Figure B-1 and
Figure B-2. Data displayed in Google is based on historic information about actual road conditions at a
given time of day. Per typical practice, one representative weekday was chosen for the captures.
Segments of roadway are assigned a colour based on speed with dark red symbolizing the slowest
speeds and green symbolizing faster travel speeds.

Figure B-1: AM Peak Traffic Conditions in North Langley (8:10 AM, Tuesday Average)

B-1
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Appendix B – Traffic Conditions

Figure B-2: PM Peak Traffic Conditions in North Langley (4:40 PM, Tuesday Average)

B-2
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