vision for the future of the - gvgc.ca vision 2030.pdf · asia pacific trade and travel ... define...

Advance Copy - Confidential - May 2007Greater VancouverGateway Council

VISION for the FUTURE

of the

GREATER VANCOUVER GATEWAY

Transportation for Liveable Communities in a Global Economy

2007

Advance Copy - Confidential - May 2007

Introduction

Greater Vancouver’s Gateway Role

Asia Pacific Trade and Travel

The System Today

Seaports and Airport Growth

The System in 2030: Roads, Rail and Water Routes

Four Conditions to Build the System for 2030

1 - Gateway Transportation Investments

2 - Room to Grow

3 - Sufficient Skilled Labour

4 - Policy, Taxation and Regulatory Framework

The Gateway Council

Contents

1

3

4

5

8

10

14

21

Vision for the Futureof the

Greater Vancouver Gateway


Vision for the Futureof the

Greater Vancouver Gateway

Transportation for Sustainable Communities in a Global Economy

2007

Greater Vancouver Gateway Council

Globally competitive and able to accommodateprojected growth in trade and travel between

North America and the Asia Pacific economies,the Greater Vancouver Gateway will be recognised for

its positive contributions to the Region’s reputationas one of the most liveable places in the world.

Built on three pillars of sustainability,economic, environmental and social,the Gateway will operate in a manner

reflective of community needs,and generate employment

for upwards of 250,000 people in the Region and across Canada.


Introduction

Greater Vancouver is by history and geography a Gateway - linking Canada and the Asia Pacificeconomies. Tens of thousands of people make the Gateway work. As the companies they work forbuy services, and as Gateway employees spend wages in their communities, more jobs are gener-ated for a total employment impact of 139,000 jobs representing over13% of the total employ-ment in this region.

In fact Gateway business has become the mainspring of the regional economy. Today the Gate-way moves 115 million tones of cargo and 16.9 million air passengers and is Canada’s Gatewayto the Asia Pacific, the fastest growing economies in the world. The Region’s success is evi-denced by significant population growth, by 2030 over three million people will call GreaterVancouver home. Population growth and the expansion of international trade and travel areincreasing pressure on the Region’s road, transit, marine and rail networks. There are more cars,buses and trucks on the roads, and more trains on the railways today than ever before.

Yet land available to accommodate growth is constrained by the Pacific Ocean to the West,mountains to the North and East, and the Canada / US border to the South. This has caused realestate costs for housing, businesses, industries and expanding Gateway operations to rise dramati-cally over the last decade, driving more and more people to live further and further away fromtheir workplaces. This forces more travel on the roads between municipalities, which in turnslows the movement of goods and passengers on which the Region’s economy depends. Trafficcongestion is the number one local issue.

Overlaying these realities is the imperative to address the issue of climate change and cut green-house gas emissions. Forty percent of all greenhouse gas emissions in British Columbia comefrom transportation, and fully two thirds of the Province’s transportation emissions are generatedby road transportation.

Looking ahead to 2030, the Gateway Council envisions cargo and passenger volumes doubling.This would provide tremendous economic opportunities for the Region. Total Gateway employ-ment could reach 250,000 under this scenario.

The main challenges facing the Region are therefore how to handle projected growth and realizethe Region’s gateway potential (on which the Region’s economy depends) in the context of anexpanding population, increasing real estate prices, and increasing demands for urban transporta-tion, while at the same time making deep cuts to emissions.

The Gateway Council believes that there is no single solution to these complex challenges.Rather a portfolio of approaches will be needed to accomplish a variety of objectives.

As world trade expands, Canada’s futureprosperity will be increasingly affectedby how efficiently cargo and people can movethrough the Greater Vancouver Gateway.

1


2

These objectives include reducing the growth of vehicular traffic, improving the efficiency ofindividual vehicles, shifting to greener / cleaner fuels, greater use of lower energy modes for localtransportation (e.g. rail and waterborne transportation) and improving the efficiency of the roadsystem itself.

No one set of stakeholders can do it alone. The Gateway Council has therefore undertaken todefine this Vision for the Future of the Gateway as the transportation industry’s contribution tothe broader question of how a truly sustainable Gateway Region can be realized.

Central to our vision is a Major Commercial Transportation System (MCTS) to accommodatefuture growth in goods, services and international passenger movements. It comprises a desig-nated road network, increased road and rail system capacity, short sea shipping and transit systemexpansion (the road system component is clearly defined in the Province’s Pacific GatewayStrategy). The Government of Canada, Province of British Columbia, TransLink and the member-ship of the Greater Vancouver Gateway Council are agreed on the need for a comprehensiveprogram of investments in transit, road, marine and rail infrastructure. These would balance theneeds of Greater Vancouver as a liveable region with its responsibilities as the primary interna-tional Gateway for Canada’s Pacific trade.

Four conditions must be met to realize the Gateway Council’s Vision:

GATEWAY TRANSPORTATION INVESTMENTS...Massive investments are needed in both transportation infrastructure and public transit to ensure theGateway can handle projected expansion in transportation demands for local and internationalmovements of passengers, goods and services.

ROOM TO GROW...To handle growth in Pacific trade and travel and the high-wage permanent jobs that would begenerated, requires sufficient available industrial lands to be set aside for Gateway developments, andthat residential and commercial developments be concentrated along major transportation corridors.

SUFFICIENT SKILLED LABOUR...Rapid gateway growth is occurring at a time of high economic activity in Western Canada. Ways andmeans must be found to ensure adequate numbers of skilled employees over the coming decades.

POLICY, TAXATION AND REGULATORY FRAMEWORK...Changes in a range of policy, taxation and regulatory approaches are needed to allow the Gateway tocompete effectively in the global marketplace and make the necessary investments in newtechnologies to ensure a sustainable future.

As the Region’s gateway business expands, high-value logistics services like trade financing,insurance, logistics management and marketing, will locate here, as will new, knowledge basedindustries that rely on efficient international connections to compete effectively. Success willmean a sustainable, prosperous future for this Region playing its full role as Canada’s Gateway tothe Pacific. The way ahead will be through partnerships of governments and gateway industriesworking together.

Introduction continued....


As residents and visitors move around ourRegion, they are reminded continually ofGreater Vancouver’s gateway role. Air andcruise ship travelers from distant countriesgazing at the natural beauty of our mountainsand waterways, ships from around the worldin our harbours, barges carrying constructionmaterials, the hustle and bustle of rail opera-tions at dockside and a continual stream oftrucks, buses, skytrains and taxicabs. In manyways the Gateway defines Greater Vancou-ver’s character as vibrant, cosmopolitan andprosperous.

The Gateway is also the largest industrycluster in the Region, generating 75,000 jobsdirectly and contributing $1.9 billion in taxesto three levels of government. As Gatewayindustries buy goods and services and theiremployees spend wages in our communitiesanother 64,000 jobs are generated. In total theGateway supports one in every eight jobs inthe Region (13% of the workforce).

115 million tonnes of cargo and 16.9 millionair passengers move through the Gateway.Cargo and passenger volumes, and the jobsand taxes they generate, are projected todouble by 2030. As the Region’s gatewaybusiness expands, high-value logistics serv-ices like trade financing, insurance, logisticsmanagement and marketing, will locate here,as will new, knowledge based industries thatrely on efficient international connections tocompete effectively.

These are exciting times for the Region. Yetthere are significant challenges ahead.

CONGESTION

Population growth and expansion of internationaltrade and travel are increasing pressure on theregion’s road, transit, marine and rail networks -slowing the movement of people and impedingtrade. Traffic is increasing. There are more cars,buses and trucks on the roads and more trains onthe railways. The cost of congestion for the region’seconomy is estimated at $1.3 billion annually.

INDUSTRIAL LANDS

Competition for available industrial lands is alsoincreasing because of a constrained land base andrising property values. Gateway operations requireroom to expand and accommodate projectedgrowth. However, if current trends continue allindustrial lands in the Region will be used by 2020.

INFRASTRUCTURE INVESTMENT

Although we know that we cannot build our way outof grid-lock, nevertheless there has been nosignificant infrastructure improvement since the1980’s. Meanwhile, the Region’s population hasexpanded by 750,000 and is forecast to grow byanother one million by 2030.

The transportation industry cannot do it alone.The way ahead will be through partnerships ofgovernments and gateway industries workingtogether to build needed infrastructure andensure adequate, affordable industrial land isavailable for Gateway growth.

Success will mean a sustainable, prosperousfuture for this Region playing its full role asCanada’s Gateway to the Pacific.

A Bright FuturePartnerships - the Way Ahead

Greater Vancouver’s vibrant, cosmopolitan natureis based on its role as Canada’s Gateway to the Pacific.Embracing that role is essential for the future prosperityof Canada and the Region.

Greater Vancouver’s Gateway Role

3


Asia Pacific Trade and Travel

The Greater Vancouver Gateway is Canada’s

main strategic link to the Asia Pacific econo-

mies. In 2004, some $30 billion of Canada’s

total two way trade with the Asia Pacific

economies moved through the Gateway’s

seaports.

International travel through Vancouver Inter-

national Airport to and from the Asia Pacific

economies is projected to increase by 4 to 5%

a year on average into the foreseeable future.

The importance of the Gateway to Canada’s

international trade and travel will increase as

the Asia Pacific economies expand their shares

of world trade. In 2004, the value of Canada’s

trade with the world was $735 billion, and

although the United States dominates, trade

with the Asia Pacific region is expanding

rapidly. If present trends continue, that region

would account for more than 20% of Canada’s

total by 2030.

This shift in world trade is underlined by

developments in China1. It is the world’s

largest recipient of foreign investment ( $53

billion in 2003); 400 of the global top 500

companies have investments in China. It has

become the world’s third largest exporter after

Japan and the world’s second largest importer

of oil. It has the world’s largest foreign currency

reserves and, by purchasing power parity,

China’s economy is surpassed only by the U.S.

Steady growth in the Asia Pacific economies isincreasing Greater Vancouver’s strategic importanceto Canada’s international trade. Handling growth,while enhancing liveability in the Region is a primarychallenge for the Gateway.

1 - Policy Options - Institute for Research on Public Policy - Dec. 2005 - Jan. 2006 4

The Challenge Ahead

Greater Vancouver, the nation’s third largest

urban centre, is Canada’s trade and tourism

gateway to the Asia Pacific economies. It is

renowned as one of Canada’s most liveable

places and is home to over half of British

Columbia’s workforce. The region is projected

to grow to more than three million people by

2030 because of its geographic position,

economic potential and its desirability as a

place to live, work and visit.

Expanding the Gateway’s capacity to handle

Canada’s expanding trade and travel with the

Asia Pacific, while maintaining and enhancing

the liveability of the region, is a primary chal-

lenge facing the Greater Vancouver Gateway.

1 - Average annual growth 2001 to 20052 - Mexico and other Latin American countries

Value of Canada’sTwo-way International Trade

in 2004

Value of Canada’sTwo-way International Trade

in 2004

Latin America2

$30 billionGrowth ~ 7%

Asia Pacific

$83 billion

Growth1 ~ 8%

Europe

$65 billion

Growth ~ 4%

United States$560 billion

Growth ~ 0%


Millions of Tonnes of Cargo through the Gateway Seaports

Millions of Air Passengers throughVancouver International Airport

Gateway Container Volumes

The System Today

Cruiseship Passengers

The Greater Vancouver Gateway is defined bypeople, infrastructure and services that moveinternational cargo and passengers to theirdestinations.

People and Services

Tens of thousands of people make the Gate-way work. As the companies they work forbuy services, indirect jobs are generated, and,as Gateway employees spend wages in theircommunities, 17,200 additional jobs are inducedfor a total employment impact of 139,000 jobs.By way of comparison, total Greater Vancou-ver employment was 1,076,000 in 2002.

1 - Employment figures based on Gateway Council 2003 MCTS Economic Impact report2 - TEU = Twenty Foot Equivalent Unit

700

953 930 910

1996 2003 2004 2005

Thousands of Passengers

Increasing international trade and travel hasexpanded all sectors of the Gateway’s businessover the last decade. In 2005, 115 million tonnesof cargo and 16 million air passengers movedthrough the Gateway generating 13% of GreaterVancouver’s total employment.

5

Gateway Maritime Industry

Employment1: 33,500 Direct, 23,100 Indirect

Ships CaptainsPilotsShips CrewTerminal Operators - StevedoresPipeline Companies’ StaffLongshore and WarehouseGrain HandlersWaterfront ForemenMaritime EmployersPort AuthoritiesSafety and Security StaffShips ChandlersTug and Barge OperatorsShipyard and Maintenance StaffHarbour Maintenance and Dredger OperatorsShipping AgentsGrain Clearance StaffCustoms BrokersFreight ForwardersShip InspectorsCoast Guard StaffCustoms AgentsCaterers and Cruise Ship Suppliers

97102

110115

1996 2003 2004 2005

Millions ofTonnes

Including containers

14.014.3

15.7

16.4

1996 2003 2004 2005

Millions ofPassengers

640

1,8002,000

2,100

1996 2003 2004 2005

Thousands of TEU’s2


The Gateway payroll = $3.6 billion.Average wages from Gateway employment are37% higher than the BC average. In theexport cargo sector of the Gateway’s businesswages are 64% higher.

Gateway 75,000

Wholesalers 73,000

Forest Industries 86,000

Jobs, Payroll & Taxes

The System Today

Direct Gateway employment exceedsBC’s wholesale sector and is comparable to theforest industries (forestry and forest products).Gateway jobs are good jobs, with wages 37% higherthan the BC average.

Taxes Paid = $1.9 billion42% of the Gateway’s Gross Domestic Prod-uct accrues to governments in tax revenueseither directly or indirectly. Gateway enter-prises are some of the more significant taxpayers in their communities. The Airport, forexample, paid $680 million of taxes in 2005 tothree levels of government.

1 - Employment figures based on Gateway Council 2003 MCTS Economic Impact report2 - StatsCan and BC Stats data

6

Gateway Air Industry

Employment: 23,400 Direct , 12,800 Indirect

PilotsAir CrewGround CrewCaterersBaggage HandlersCleaners and GroomersAir Traffic ControllersAirport Authority StaffAirport Terminal OperatorsAircraft Maintenance PersonnelBowser Drivers and RefuelersSafety and Security StaffCustoms BrokersFreight ForwardersCustoms AgentsTaxis and LimosAirport Restaurant and Retail

Gateway Trucking IndustryEmployment: 14,200 Direct, 7,700 Indirect

Truck DriversDispatchersVehicle Mechanics and Maintenance StaffCustoms BrokersFreight ForwardersEquipment and Parts Suppliers

Gateway Rail IndustryEmployment: 4,000 Direct, 3,400 Indirect

Locomotive EngineersRailyard MaintenanceMarshalling and Switching StaffEngineering and Support StaffIntermodal Haulage Operations Employees

Over 75,000 direct jobs were generatedby the Gateway in 20021:

Maritime Transport = 33,500

Air Transport = 23,400

Truck Transport = 14,200

Rail Transport = 4,000

Total Direct Jobs = 75,100

Gateway Employment exceeds2 BC’s whole-sale sector and is comparable to total forestryindustry employment.


The System Today

1 - The Economic Impact of the 2010 Winter Olympic and Paralympic Games - 20022 - Pacific Gateway Strategy Action Plan - 2006

Tourism and Travel

The Gateway transportation system is essen-tial to tourism and business travel. 16.9million air passengers and nearly one millioncruise ship passengers rely on the Gateway foraccess to their chosen destinations. GreaterVancouver is itself a tourism and travel desti-nation. Over 2.6 million people from the U.S.and countries in the Asia Pacific and Europevisit the region each year. Whether they weretraveling to and from the airport to the down-town hotels, the Burrard Inlet cruise shipterminals or destinations outside Vancouver,the Gateway was their point of entry. And asVancouver/Whistler gear up for, and host, the2010 Winter Games, hundreds of thousands ofadditional travelers will use the Gatewaytransportation system, generating between$2.0 and $4.2 billion incremental GDP1.

The Region’s success both as a Gateway to thePacific and as a tourism destination createsjobs and attracts new residents. By 2030 thepopulation of Greater Vancouver is projectedto exceed three million with an attendantdemand for new residential and commercialconstruction in a constrained land base.

The population is growing and so too are thenumbers of vehicles on the road, whichincreases the transit time for internationalcargo and passengers traveling in and throughthe Gateway. Concentration of residential andcommercial development along transportationcorridors together with expanded public transitcould alleviate this situation.

Numbers of Vehicles Registered in GreaterVancouver

Trade Competitiveness

The Gateway handles approximately $16billion of Canada’s exports2, the largestsegment of which is sixty million tonnes ofWestern Canada’s bulk commodities. Trans-portation accounts for between 18% and 45%of the total cost of these export commoditiesin world markets. Exports currently accountfor one third of Canada’s GDP, and as Cana-da’s and British Columbia’s international tradeexpands, the Gateway’s importance as afacilitator of international trade will grow.

Transportation Costs as a Percentage of KeyExport Commodities

Increasing Gateway trade and travel isgenerating employment and the populationis growing. The Gateway transportationsystem must accommodate these pressuresto remain competitive.

7

Lumber

Forest Products

Non-Metallic Minerals

Grains

Coal

18 %

28 %

29 %

30 %

45 %

20%

40%

60%

80%

100%

Congestion

Numbers of vehicles on the Region’s roads areincreasing by ~ 28,000 per year. If nothing isdone, this will further increase congestion forGateway traffic and local businesses.

1,400,000

1,300,000

1,200,000

1,100,000

1998

2000

2002

2004

2006


Seaports and Airport Growth

Deep-sea terminals in the Burrard Inlet, on theFraser River and at Roberts Bank, and passen-ger and cargo terminals at the VancouverInternational Airport handle transfers of cargoand passengers to and from ships andairplanes and the Gateway road, rail andtransit systems. Massive investments areunderway at the terminals to handle expandingtrade and travel.

Bulk commodities include;coal, grains, potash, sulphur and petroleum.

Break bulk commodities include;forest products, steel, automobiles and machinery.

1 - Published forecasts2 - Pacific Gateway Strategy Action Plan 20063 - Projections based on linear extrapolations of published forecasts4 - National Economic Impacts of the Pacific Gateway study 2006

Four major container terminals handled 2.1million TEU’s of containers in 2005 (17million tonnes). $1.3 to $2.2 billion of capitalinvestment is expected to increase capacitysufficient to handle 7 to 10 million TEU’s by20303. Some 65% of containers move by rail.35% moves by truck, mostly to destinationswithin the Gateway region where they are re-distributed by road or rail to other destinations.

Twenty three bulk and break bulk terminalsmoved 65 million tonnes of commodities in2005 and have the capacity2 to handle 87million tonnes. By 20303 volumes are ex-pected to grow to between 76 and 84 milliontonnes. $430 million to $1 billion4 of capitalimprovements are planned to 2020 to enhancecompetitiveness of the seaport terminals. Thevast majority of bulk and break bulk is carriedby rail to and from the seaports.

Commodities

Containers

Air Passengers

Vancouver International Airport terminalsmoved 16.9 million travelers to their destina-tions in 2006. By 20303 that figure is ex-pected to increase to 36 million. A five year,$1.4 billion capital program is underway tobuild the necessary capacity. This includes theAirport’s portion of the Canada Line rapidtransit project connecting the Airport todowntown Vancouver and to the cruise shipterminals.

Air Cargo

High value, time sensitive cargo volumes atthe Airport may grow from 223 thousandtonnes in 2006 to 600 thousand or moretonnes by 20303, requiring significant newinvestments in cargo handling facilities.

Investments of $3.1 to 4.6 billion at the seaportsand airport will handle increased Gatewaytrade and travel1

Bulk cargo - 27% increase over 2005 to 2020Containers - 200% increase to 2020Air Passengers - 120% increase to 2027Air Cargo - 260% increase to 2027

Cruise Passengers

Domestic Bulk Cargo

As the Greater Vancouver Region grows,demand for construction materials will ex-pand. In 2005 over 33 million tonnes ofaggregate, cement, limestone and steel andforest products from the Region’s heavyindustries moved by tug and barge to rail androad connections. Short sea shipping of heavygoods reduces road congestion and roadmaintenance costs.

Nearly one million cruise passengers transitedthe Gateway in 2005. Vancouver’s advantagesas a cruise ship terminus are projected toexpand business to 1.6 million passengersover the next twenty years.

8


The System in 2030

Gateway business is projected to more than doubleby 2030. The economic benefits of this growthwill translate into tens of thousands more good jobs,improved competitiveness for the Region’s majorbusinesses and a stronger municipal tax base.

A vibrant regional economy will attract newbusinesses to locate here and expand localdemand for Gateway services: imports, ex-ports, travel and tourism. As Gateway busi-ness expands and the Region’s populationgrows, pressure will increase on the Gatewayroad and rail systems.

Looking ahead to 2030, the Gateway Councilenvisions cargo and passenger volumesdoubling. This would provide tremendouseconomic opportunities for the Region. Underthis scenario total Gateway employment couldreach 250,000.

To handle this growth and realize the Region’sgateway potential, requires an efficient, multi-modal transportation system involving majorinvestments in roads, rail and water-routes.

A Commercial Transportation Systemfor 2030

The Gateway Council envisages a MajorCommercial Transportation System (MCTS)to accommodate future growth in goods,services and international passenger move-ments. It would comprise a designated roadnetwork, increased road and rail systemcapacity, short sea shipping and transit systemexpansion.

0.8 to 1.3 million more container truck trips

19.5 million more people accessing the airport

39,000 more rail cars on the rail system

0.9 - 1.0 million more vehicles on the roads

It is estimated that by 2030 (compared to2005) there will be:

Containers (TEU’s)BulkBreak bulkDomestic cargo Note

Total Marine Cargo(millions tonnes)

2005

2.155.610.033.2

115

High

9.984.49.845.6

230

Low

7.175.6 9.245.6

195

Air Passengers (millions) 16.4 35.9Cruise Passengers 0.9 1.6

Air Cargo (‘000’s tonnes) 222 600

2030

Note: Short Sea Shipping and Ferry cargo not included

In 2005 the Gateway moved 115 million tonnes

of marine cargo, 16.4 million air passengers

and nearly one million cruise passengers

generating 139,000 jobs in the Region. By

2030 total Gateway employment could reach

250,000 or more jobs...

Planes Land, Ships DockPeople Work...

9

Can

ada

Line

Rap

id T

rans

it

Horse shoe BayFerry TerminalHorse shoe BayFerry Terminal

Fraser RiverMarine TerminalsFraser RiverMarine TerminalsRoberts Bank

DeltaportRoberts BankDeltaport

Main East-West Rail Line Serving Roberts Bank

Trans-Canada

Hwy #1

Trans-Canada

Hwy #1

Burrard InletMarine TerminalsBurrard InletMarine Terminals

Vancouver International Airport

Vancouver International Airport

Hwy #99South to

Canada / US

Border

Hwy #99South to

Canada / US

Border

Main East-West Line

Serving Burrard Inlet

Main East-West Line

Serving Burrard Inlet

RailRail

RailRail

RailRailTsawwassenFerry TerminalTsawwassenFerry Terminal

To Whistler


The System in 2030 - Roads

Some $3.4 billion of road infrastructure projectsare scheduled for completion over the next decade.With other identified investments, travel time savingsare estimated at 40 million hours in 2021.

MCTS Road Network

The MCTS road network is defined as 38 roadsegments that are critical to commercialvehicle operations in the Gateway. Eachsegment either links the main business andindustrial centres in the Region to the sea-ports, airport or Canada / US border, or itprovides a key arterial linkage between majortruck routes. Detailed assessment of currentand projected traffic flows and trip times overthese road segments led to the definition ofessential major road improvement projectsand new infrastructure investments.

With the exceptions of the Massey Tunnel,Blundell connection to Highway 99 andimprovement to Highway 17 from the

MCTS Road Network Improvements

1 - MCTS Economic Impact Study 2003

Gateway Road Investments ($ millions)

Port Mann Bridge & Highway # 1 $1,400

Pitt River Bridge $150

South Fraser Perimeter Road $800

Golden Ears Bridge $600

North Fraser Perimeter Road $60

Highway 15 and Highway 99 Border Crossings $100

Highway 99 - Sea to Sky $600

MCTS Major Road Improvement Projects $270

Total $3,380

10

Economic Benefits to the Region

Using a computer model of the entire Regionalroad system, the Gateway Council estimatedtotal travel time savings on a complete MCTSroad system at 40 million hours per year in20211, generating:

Major Commercial Transportation System

Be a continuous network for efficientcommercial vehicle operations in the region

Accommodate future growth in goods, servicesand international passenger movements

Enable 24-Hour unrestricted flow ofcommercial vehicles

Provide rail movements operating free of roadintersection constraints

Enhance connectivity to north-south and east-west trade corridors

The Gateway Council envisions a MajorCommercial Transportation System (MCTS)in 2030 that would:

Tsawwassen Ferry Terminal to Highway 99,identified MCTS road investments have beenincorporated into the Province of BritishColumbia’s Gateway Program and/orTransLink’s Major Road Network projectsover the next decade:

GDP increase: $414 million - $1.05 billion / year

Employee time savings of $392 million / year

Business congestion cost saving of $281 million / year


Rail System

Three class 1 rail carriers link the Gateway toNorth American destinations: CanadianPacific(CPR), Canadian National (CNR) andBurlington Northern Sante Fe (BNSF). To-gether with shortline carrier, Southern Rail-way of BC, they are the backbone of thefreight rail system feeding the Gatewayseaports and operate on three main corridors:

Spurred by forecast growth in freight railtraffic and increasing demands for passengerrail service on the network, the GatewayCouncil carried out a detailed assessment ofrail capacity in the Region1.

The study identified a set of priority infra-structure investments to ensure adequate railcapacity for future growth in both cargo andpassenger volumes. Many of these prioritieshave now moved to the engineering designphase. The largest single investments identi-fied were replacements for the New Westmin-ster and Pitt River rail bridges.

Est. cost1 ~ $110 million. The New Westmin-ster Rail bridge was constructed in 1904. Itcarries some 30 million tonnes of cargo to andfrom the Burrard Inlet in addition toAMTRAK, VIA Rail and Rocky Mountaineerservices.

MCTS Rail Network Improvements

Rail operations in the Gateway requiresignificant infrastructure investmentsto handle increasing volumes of cargo.The Gateway Council has identified a set ofpriority investments necessary for future growth.

1 - Lower Mainland Rail Infrastructure Study 2004 - Gateway Council2 - MCTS Economic Impact Study 2003

Forecast Numbers of Railcars per Week

on the Gateway Rail Network

78 million tonnes of cargo carried by Gatewayrail is the equivalent of 11 million truck moves

on the Gateway road system per year

A CPR mainline to Burrard Inlet East / West

B Roberts Bank / Deltaport East / West

C Burrard Inlet to the Canada / US border

11

New Westminster Rail Bridge replacement

Pitt River Rail Bridge replacement

Rail Corridor Improvements20

,000

40,00

0

60,00

0

80,00

0

2030 = 83,000 rail cars / week

2003 = 43,000 rail cars

2021 = 70,000 rail cars

2011 = 57,000 rail cars

The System in 2030 - Rail

The Pitt River Bridge on the CPR main linecarries East - West cargo to and from theseaports in addition to the West Coast Expresscommuter service. A preliminary estimate2 forits replacement is ~ $250 million.

The New WestminsterRail Bridge is a swingbridge that carries ~ 46trains per day, when itis not open for marinetraffic. Its capacity isestimated to be about 60 trains per day at currentlevels of marine traffic; which require the bridge tobe open ~ 5 hours per day. Forecasted growth inmarine traffic would require it to remain open ~ 7hours per day by 2030. Consequently it must bereplaced long before then to handle increasingrail freight and passenger services (see page 12).

New Westminster Rail Bridge - 1904

Est. cost1 ~ $127 million. Double tracking,sidings, and grade separations for rail and roadtraffic at a number of locations on the threemain rail corridors.


Passenger Rail

Presently there are four passenger rail servicesoperating up to 76 trains per week on theGateway freight rail network. Some 2.3million passengers were carried on the Gate-way rail system in 2004. Although passenger

Making the best use of existing infrastructureis essential to Gateway competitiveness. Avariety of innovative approaches are beingused in the Gateway, including:

Inter-modal Operations

Moving containerized goods by rail to andfrom the seaports and to inter-modal yards Eastof the Port Mann bridge reduces truck trafficon the roads in the densely populated urbancore and provides better service for shippers.

1 - Transport Canada Pacific Region reports2 - The New Westminster Rail Bridge is a swing bridge. It opens to marine traffic for approximately 5 hours / day3 - Charge for the pick up from or delivery to an ocean container.

trains represent a small fraction of the overallGateway rail traffic (22,400 freight trains in2003), they make up a significant proportionof trains over key rail bottlenecks. For exam-ple, the New Westminster Rail Bridge(NWRB)2, when open to rail traffic, carries ~46 freight trains / day with an estimatedcapacity of ~ 60 trains / day. Scheduledpassenger service however requires a windowof operation over the bridge that effectivelycloses it to other traffic for a much longerperiod than the actual train crossing. Whilethe Gateway Council supports expansion ofAMTRAK service to 6 trains per day, stepsmust be taken to ensure cargo service to theBurrard Inlet over the NWRB is unaffected.

West Coast Express10 trains per day, year round. Mission / Vancouver.2.0 million passengers were carried in 20041.

AMTRAK2 trains per day, year round, between Seattle and Vancouver.129,000 passengers were carried in 2004.

VIA Rail Canada6 trains per week, year round transcontinental service.

Rocky Mountaineer Railtours6 trains per week during the period from May through October,and on an occasional basis over the balance of the year.78,000 passengers were carried in 2004.

Co-production, inter-modal operationsand increasing passenger rail areproviding better service to shippers,passengers and businesses in the Regionand reducing vehicles on the road.

12

The System in 2030 - Rail

Pacific StationVIA Rail

AMTRAKRocky Mountain

Rail

CPR main line

Rail

BNSF track

RailRail

WestcoastExpressStation

WestcoastExpressStation

Pacific StationVIA Rail

AMTRAKRocky Mountain

Rail

CNR track

BNSF trackSouth

to Canada / USBorder

CNRtrack

CPRtrack

Vancouver

Rail serviceto WhistlerRail serviceto Whistler

Multi-modal Operations

Co-location of container import and exportoperations reduces or eliminates drayage3

costs on empty container movements and takesthousands of trucks off the road. Multi-modaloperations, such as Modalink, are served byroad, rail and waterborne transportation.

Rail Co-Production

Co-production agreements are commercialarrangements that allow railways to bettercoordinate train movements. This increasescapacity on key sections of track and improvesthe fluidity of rail operations. Co-productionagreements between CNR and CPR andbetween CNR and BNSF to serve the termi-nals in the Burrard Inlet, and directionalrunning on CPR and CNR tracks through theFraser Canyon are significantly improvingservice levels to the marine terminals.


4 8 12 16 20

Ferry Passengers Seabus Vehicles& Trailers

Millions of Passengers and Vehicles

Short Sea Shipping

Short Sea Shipping (SSS) refers to the move-ment of containerized freight on coastal andinland waterways. Coastal SSS includes boththe movement of truck trailer combinations byBC Ferry Services and trailers and railcars bySeaspan Coastal Intermodal ferries betweenGreater Vancouver and Vancouver Island.Container traffic to Vancouver Island (typi-cally traveling via drop trailer), is expected togrow as overseas container movementsthrough the Vancouver Gateway increase, andas the population of Vancouver Island expands.

Waterborne transportation is an essentialcomponent of the Gateway domestic logisticssystem. In addition to 33 million tonnes ofbulk cargo moved by tug and barge on theFraser River, 13.5 million passengers and 3.6million vehicles are moved (2004) by:

BC Ferries connecting the Gateway toVancouver Island:11 million passengers and 3.5 million vehicles(automobiles, buses and trucks)

Containerized cargo services (short sea shipping)between the seaports and inter-modal facilities:up to 100,000 TEU’s (trailers and railcars)

TransLink Seabus service in Burrard Inlet:2.5 million passengers

17.1 million passengers and vehicles

moved on Gateway Water Routes in 2004

SSS on inland waterways would move con-tainers by barge between deep-sea terminalsand large freight forwarders, third partylogistics providers, import distribution compa-nies and export consolidators. Presently 35%of Gateway container traffic moves by heavytruck on an increasingly congested urban roadsystem. Recent studies1 indicate that a signifi-cant proportion of this traffic could be shiftedeconomically to SSS routes, provided trafficdensities could be increased sufficiently andother issues, such as property taxation ongateway facilities and the availability and costof industrial lands, are resolved.

By combining an efficient short-sea transferand storage terminal operation with efficientbarge service to the deep-sea terminals; and arail inter-modal yard capable of transferringdomestic and marine containers directly to/from railcars, sufficient economies of scalecould be realized to allow commercially viableSSS operations. The availability of industrialwaterfront lands is a critical factor for thegrowth of SSS shipping in the Gateway.

1 - Greater Vancouver Short Sea Shipping Study - 2005

Container Operations Centres

33 million tonnes of cargo carried on GatewayWater routes is equivalent to 5 million truckmoves on the Gateway road system per year

Expansion of short sea shipping in the Regionhas the potential to significantly reduce trucktraffic on the roads. Availability of industrialwaterfront lands is critical to realize theeconomic and environmental benefits of thismode of transportation.

13

The System in 2030 - Water Routes


Four Conditions to Build the System for 2030

14

To handle growth in Pacific trade and travel and the high-wage permanent jobs that would begenerated, requires that sufficient available industrial lands be set aside for Gateway develop-ments, and that residential and commercial developments be concentrated along transportationcorridors that are readily serviceable by public transit.

Rapid gateway growth is occurring at a time of high economic activity in Western Canada. Thesituation in the Gateway is compounded by the high cost of housing and an aging workforce.Ways and means must be found to ensure the availability of adequate numbers of skilled employ-ees to meet Gateway needs over the coming decades.

Changes in a range of policy, taxation and regulatory approaches are needed to allow the Gate-way to compete effectively in the global marketplace and encourage Gateway industries to makethe necessary capital investments in plant, equipment and technologies and so help ensure asustainable future.

Massive investments are needed in both transportation infrastructure and public transit to ensurethe Gateway can handle projected expansion in transportation demands for local and internationalmovements of passengers, goods and services. The core of the Gateway Council’s vision forinfrastructure investment is the Major Commercial Tranportation System.

Gateway Transportation Investments1

Room to Grow - Sufficient Industrial Lands2

Sufficient Skilled Labour3

Policy, Taxation & Regulatory Framework4


Gateway Transportation Investments1

Building the System for 2030

The scale of investment needed for Gatewayinfrastructure is in the tens of billions ofdollars over the short and medium terms.Nevertheless, these investments must be madeto handle projected growth and improve thecompetitiveness of Canada’s internationaltrade and tourism industries and industrialproductivity. Additionally, major investmentsare needed in public transit.

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Infrastructure and Transit

The Gateway Council believes that invest-ments in transportation infrastructure andpublic transit must go hand in hand to realizeour vision. Infrastructure investments areessential to accommodate growth in Gatewaytransportation on which the Region’s economydepends, while transit investments are neces-sary to curb growth in the numbers of automo-biles on the road as the Region’s populationexpands. Both are needed to reduce roadcongestion and fuel consumption and cutemissions.

Where will the Money Come From?

The Gateway Council proposes a number ofapproaches to raise the necessary capital basedon successful experiences elsewhere, including:

Tax Exempt Bond FinancingTax exempt bond financing is used successfully inthe US for transportation infrastructure financing.It provides access to new pools of privatecapital and can be achieved in Canada by minorchanges to the Tax Act.

Managing Demand

Consistent with the Gateway Council’s viewthat “we cannot build our way out of conges-tion,” the Council believes that the proposedMCTS infrastructure investments can meet theRegion’s future transportation needs, whencoupled with a number of aggressive demandmanagement measures and tolling such as:

TollingThe Gateway Council is supportive of tolling andTDM measures where the additional costs tocommercial carriers are offset by travel time savings.

Public Private Partnerships (P3’s)The Gateway Council endorses the use of P3’swherever reasonable and feasible, such as thoseemployed for the Canada Line rapid transit routeand the Golden Ears Bridge.

Agency InvestmentsThe Federal and Provincial Governments,TransLink and the Members of the GreaterVancouver Gateway Council have recognized andagreed upon the need for a comprehensiveinfrastructure investment program for this Gateway.Our Airport, Sea Ports, Railways and TerminalOperators have committed hundreds of millions ofdollars toward capacity expansions and areprepared to make additional investments ininfrastructure to meet projected growth.

It is essential that both levels of Senior Governmentalso recognize the need for and commit to a long-term funding program to ensure that this Gatewaywill be able to meet the growing demands asCanada’s Gateway to the Asia Pacific.

Discouraging Single Occupancy Vehicle use

Providing High Occupancy Vehicle (HOV) lanes

Prohibiting Parking on MCTS routes

Critical Incident Management

Residential and Commercial densificationalong rapid transit lines

Industrial land reserves


As competition for available industrial landsintensifies, fresh approaches are needed toensure that municipal land use planning,zoning and valuation take full account of theRegion’s economic interests in a healthy,growing and sustainable Gateway.

Local municipal issues combined with thecommercial realities of the real estate market,overlay a long term Regional growth strategyfocused on environmental issues. This situa-tion generates a patchwork of land-use poli-cies across 21 municipalities, each driven bythe need to optimize property taxation andzoning by-laws for budgetary purposes. NeitherRegional economic benefits nor Gatewaybusiness figure prominently in this milieu.

Fragmented Land-Use Planning

Supply and pricing of industrial landsfor Gateway operations

1 - Greater Vancouver Liveable Region Strategic Plan2 - Industrial Lands Inventory for Greater Vancouver, 20053 - MCTS: Major Commercial Transportation System - See pages 9 to 13

74% of industrial lands are developed, 26% arevacant. 80% of vacant lands are located South ofthe Fraser River. In 2005, average waterfrontindustrial land values in the Region were ashigh as $5 million per hectare in the denselypopulated urban cores like Burrard Inlet.

Land-use Policies for the Gateway

Establishment of Gateway Lands Reserve toensure adequate, reasonably priced land forGateway operations and growth.

Densification of residential and commercialdevelopment along transport corridors

Provide suitable “buffer-zones” between 24hour per day Gateway operations andresidential developments

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The GVRD’s land area comprises1:

72 % Green Zone and other non-urban uses,of which 54,000 hectares (135,000 acres) isincluded in the Agricultural Land reserve.

20% Urban uses (residential, commercial andindustrial) of which 10,500 hectares (26,000acres2) is industrial

8% Vacant urban land

Densification

To help address these issues and, at the sametime, encourage expanded use of publictransit, residential and commercial develop-ments must be concentrated along transporta-tion corridors throughout the Region, takingdue account of noise and community concerns.The MCTS3 defines transportation corridorsalong which urban and commercialdensification could occur.

Pressures to rezone higher value waterfrontlands for residential use are intense. Yetresidential developments in close proximity to24 hour per day gateway operations inevitablylead to noise and other liveability issues forresidents. As land values and property taxesrise, businesses and households are migratingto lower cost areas in the Region. Fragmentedzoning policies drive businesses from highercost urban cores to locate on lower costindustrial lands, where limited or no publictransit services are available. This increasescompetition for available industrial lands androad congestion. If current trends continue itis estimated that all industrial lands will bedeveloped by 20202.

Room to Grow - Sufficient Industrial Lands2


A comprehensive action program is necessaryto redress the competitive imbalance in capitalrecovery costs and local taxation between theGateway and its US competitors.

Gateway growth is taking place at a time ofrecord activity in BC. There is over $100billion of capital projects underway orplanned. Increasing import and export trade,tourism and business travel are also increasingdemand for skilled workers. This situation isalso occurring in other parts of the country.Canada is facing a national shortage of skilledlabour.

The situation in our Gateway region is com-pounded by the high cost of housing and anaging workforce. Availability of affordablehousing within reasonable commuting dis-tance of peoples’ workplaces and the need toreplace a large segment of the Gatewayworkforce due to retire over the next decade

are major challenges for the Gateway’s futureoperations. Furthermore, new technologiesand increasing complexity of internationallogistics (for example: security requirements)require higher levels of training than everbefore.

A comprehensive review and forecast of skillsrequirements for specific occupations is anecessary first step. However, two mainchallenges will remain; labour supply andtraining.

Ways and means must be found to provide anadequate intake of new trainees together withsufficient budget and trainers, in addition toskills upgrading for existing employees.

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Profit Insensitive TaxationConduct a comprehensive review of profitinsensitive taxes on transportation and reducetheir impacts on Gateway competitiveness.

Local TaxationEnsure municipal taxation levels are competitiveand predictable.

Establish Region-wide approaches to industrialwater front land valuation for port terminalsbased on port land rent. The Province of BritishColumbia acted on this recommendation on a trialbasis to 2008. It is essential that this become apermanent principle.

Establish clear linkages between municipaleconomic benefits and Gateway operations inmunicipal tax and land use policies.

Tax Exempt Bond FinancingDefine and implement a tax exempt bond financingmechanism for Gateway infrastructure on the basisof national strategic priorities that creates noprecedent for broader application.

Capital Cost AllowanceChange rules for railways and trucking companiesin Canada to provide parity with the US.

Fees for Government ServicesImprovements in government services and fees tomore closely match user requirements and coststructures.

Policy, Taxation & Regulatory FrameworkCapital Recovery Costs and Local Taxation

4

Sufficient Skilled Labour3


On November 27, 2006, the Government ofCanada announced a new international airpolicy called “Blue Sky.” Under this policy,Canada will seek to negotiate reciprocal“Open Skies” type agreements for interna-tional scheduled air transportation with itstrading partners. Open Skies agreementsinclude unlimited bilateral market access, nolimits on the frequency of service or numberof carriers permitted to operate and unre-stricted services to and from third-countries(fifth freedom rights).

International Air Policy

Capitalizing on opportunities for new businessis essential to realize the Gateway Council’svision. However, the extent to which newservices can be developed is generally subjectto governmental policies and regulation,which in Canada are less conducive to growthand improvement than in the US. Policies thatfoster new connections, encourage serviceimprovements and investments in new Gate-way facilities and equipment are needed forGateway airports, seaports and carriers.

Domestic Air Policy

Airport Security

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International Transfer/Departure Facilitiesmust be reinstated to allow the merger ofdeparting International and connecting intransitpassenger streams in a secure facility.

Rapidly Implement the New Blue Sky Policyand seek to negotiate Open Skies agreementswith key Asian markets including Singapore,Taiwan, South Korea, Philippines and Malaysia.

Changes in domestic aviation policy involvingthe Right of Establishment and limits onforeign ownership of Canadian carriers are

Security and the facilitation of passengermovements through the airport are critical toits growth plans. Security systems and bordermeasures must be effective and efficient whilepromoting the easy transfer of passengers andgoods through the airport.

necessary to improve competitiveness. TheCanadian aviation sector also faces federaltaxes and fees1 which are high relative to otherCanadian transport modes and industry sectorsas well as its international competitors.

Action Program

NEXUS and CANPASS-AIRMarket NEXUS and ongoing CANPASS-AIRautomated border inspection programsto increase participation dramatically andfacilitate legitimate travel to Canada and the U.S.This would allow border agencies to focus effortsand resources on higher risk travelers.

Transit Without VisaExpand Transit Without Visa programs to keymarkets enabling improved access from Asia andEurope through Canada en route to the US.

Reform Tax and Fee structuresto ensure that the air transportation industry istaxed on a level playing field with other Canadiantransportation modes and the U.S. aviation sector.

Implement Right of Establishmentthat would allow a foreign carrier to establish aCanadian subsidiary for domestic services. Thiswould provide foreign carriers with access beyondthe gateway market and would provide addedcapacity and choice for smaller market areas.

Limits on Foreign Ownershipin Canadian Carriers should be increased from thecurrent level of 25% and so improve access tocapital to take advantage of growth opportunities.

1 - C.D. Howe Institute Commentary, No. 242, February 2007, Excess Baggage: Measuring Air Transportation’s Fiscal Burden,ISSN 0824-8001.

Policy, Taxation & Regulatory Framework Air

4


The Gateway seaports are national strategicassets that must be kept strong, growing andcompetitive to facilitate Canada’s economicand trade development agenda.

To achieve this, the Canada Marine Act mustprovide Canadian Port Authorities1 with thetools they require to access the capital neces-sary for land and infrastructure development,to lower the cost of capital borrowing and tooptimize the efficiency of port management.

Local Property Taxation

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Security

Seaport security is a critical national issue.New procedures, new equipment and trainingare providing a secure operating environmentfor Canada’s Gateway trade. Smooth flows ofcargo to and from the seaports across nationalborders is essential for competitive Gatewayoperations. Practical approaches to meetevolving border security requirements requirethe full engagement of Federal resources toimplement in a timely and effective manner.

Both Federal and Provincial Governmentsmust address the funding needs of Municipali-ties to assist them in addressing increasedcosts associated with aging infrastructure,population growth and congestion. The Gate-way Council is supportive of exploring possi-ble mechanisms, other than property taxation,that would provide municipalities with a shareof increased tax revenues attributable toexpansion of existing transportation facilities.We believe that detailed research and analysisshould be undertaken in an effort to define

Changes to Federal Policies

alternative approaches to transportationtaxation that would provide municipalitieswith a direct stake in Gateway success.

Action Program

Public Investment in Canada’s PortsRemove prohibition of public investment inCanada’s ports.

Payments in Lieu of Municipal TaxesEstablish limits for payments in lieu of taxes tofoster reasonable municipal tax rates and landvaluations.

Proceeds of the Sales of PortLlandsTo be held by Port Authorities in trust for futureinvestment in facilities and infrastructure.

Tax Exempt Bond FinancingAllow the issuance of tax exempt bonds bytransportation authorities such as seaports,airports, BC Ferries, and TransLink.

DredgingProvide sustained, predictable annual funding fordredging the Fraser River.

Environmental ReviewsDevelop and implement a more timely Federalenvironmental review and approval process forport expansions: new and existing facilities.

Local Property TaxationExamine alternative approaches to transportationtaxation that would provide municipalities with adirect stake in Gateway success.

Taxes PILT Taxes Net

Collected Paid Impact

Vancouver 0 $5 $50 –$55

Seattle $53.60 0 $27 $26.60

Tacoma $11.10 0 $8.60 $2.50

Property Tax Comparison (Millions $Cdn)Ports of Vancouver, Seattle and Tacoma

PILT- Payments in-lieu of taxes

Policy, Taxation & Regulatory FrameworkMarine

4


Major investments are needed in efficientinfrastructure, and greener / cleaner plant andequipment. However, the public benefits ofsuch investments (e.g. reduced emissions)cannot be internalized by Gateway industries.Approaches to force mandatory compliance toarbitrary standards do nothing to alter this.New policies are needed. Shifting from “end-of-pipe” solutions to partnerships for acleaner, greener Gateway, would acceleratethe adoption of new technologies and theinstallation of needed infrastructure to realizethe environmental benefits.

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Gateway industries are keenly aware of theneed to cut energy use and greenhouse gasemissions. More efficient infrastructure,expanded public transit, a more energy effi-cient vehicle fleet and a shift to cleaner /greener fuels will cut fuel consumption andemissions. We can also make better use of ourwaterways (short sea shipping) and rail-linesfor internal Gateway cargo movement. Thiswould also help cut emissions and reduce:

Development of new Gateway facilitiesessential for the Region and Canada can beaccomplished with minimum environmentalimpact and with longer term benefits. How-ever, the current approach of environmentalregulatory and permitting bodies must bechanged to a partnership role that considerssocial and economic consequences of delayingand / or not proceeding with new develop-ments on the same basis as the short termenvironmental impacts of proceeding.

It is important to remember that a majority ofthe ships and planes that call here are subjectto international competition and regulations.Participation in international efforts to cutemissions is therefore an important part of theGateway’s efforts to do its part to addressclimate change. For example the Port ofVancouver is part of a bi-national West Coastseaports initiative to reduce emissions.

Gateway industries are implementing animpressive array of emissions reductionprojects to reduce engine fuel consumption forships, trains, trucks and airplanes in theGateway. For examples; engine idling timereduction programs, improved container truckreservation systems, the use of shore powerfor ships at berth so their diesel engines can beshut down, and supply chain optimization toreduce overall fuel use. Together these meas-ures are already making significant cuts toGateway emissions.

Environmental Regulation

Cutting Fuel ConsumptionThe International Dimension

Partnerships - The Way Forward

road congestionroad maintenance costsroad accidentsnoise

New Technology Adoption

There is a wide range of new technologiesavailable to reduce fuel consumption and cutemissions, including new clean diesel tech-nologies, hybrid vehicles and alternate fuelslike bio-diesel and ethanol. However, in orderto operationalize these technologies in thenear term requires favourable tax treatmentand new partnerships among Gateway indus-tries, governments and technology developers.

Energy and Environment

Policy, Taxation & Regulatory Framework4


The Greater VancouverGateway Council

The Greater Vancouver Gateway Council was formed in 1994 to pursue a vision for GreaterVancouver as the Gateway of Choice for North America, able to capitalize on opportunities fromexpanding world trade and tourism. The Gateway Council comprises senior executives fromindustry, government and academia. Canada’s Minister for International Trade and Minister forthe Pacific Gateway and the Vancouver-Whistler Olympics is the Honourary Chair.

BC Maritime Employers Association

BC Trucking Association

BC Wharf Operators Association

British Columbia Ferry Services Inc.

Burlington Northern & Santa Fe Railway Company

Canadian National Railways

Canadian Pacific Railway

Fraser River Port Authority

North Fraser Port Authority

Railway Association of Canada

Sauder School of Business - University of British Columbia

Southern Railway of British Columbia

TransLink

Vancouver International Airport Authority

Vancouver Port Authority

Asia Pacific Foundation of Canada

Business Council of British Columbia

Canadian Manufacturers and Exporters Association

Greater Vancouver Chambers’ (of Commerce) Transportation Advisory Panel

Greater Vancouver Regional District

Province of Alberta

Province of British Columbia

Province of Manitoba

Province of Saskatchewan

Transport Canada - Pacific Region

Vancouver Board of Trade

WESTAC

Western Economic Diversification Canada

Resource Members

Voting Members

800 Robson Street, Vancouver, B.C., V6Z 3B7Telephone 604 / 682-5330 Facsimile 604 / 822-8423

web site: www.gvgc.org

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800 Robson Street, Vancouver, B.C., V6Z 3B7Telephone 604 / 682-5330 Facsimile 604 / 822-8423

web site: www.gvgc.org

Gateway Road and Rail Systems

The Greater Vancouver Gateway Council envisagesextensive capacity improvements to the Region’s road and rail systems

that would reduce congestion and improve competitiveness, together with an array of other initiatives designed to

curb growth in road traffic and cut emissions.

Roads

Railways

Greater Vancouver Gateway Council


Telephone: 604 / 682-5330Web site: www.gvgc.org

Vision for the Future of the Greater Vancouver Gateway

The Greater Vancouver Gateway Council

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