THE TIMING
In this presentation there is a bar graph below attachment# 4 indicating the anticipated timing of the various proposals compared to the expansion of the Port. It becomes quickly obvious that our proposal is the only one that has a remote chance of being finished in time to accept the influx of truck shipments from the expanded Port.
          So why is our proposal so much faster?

                                          
A/ Land Required For The Route
Our Proposal requires very little land in South Delta that isn't already in Government hands. The reader should also know that in the agreement to shift operation of BC Rail to CNR, this section of rail feeding Roberts Bank was the only section of rail bed excluded from that agreement. So no new agreement, or acquisition has to take place for the entire length of the rail bed involved in our proposal.

Since a lengthy and costly land aquisition period isn't required designers could start work and technical investigations of the route immediately.

In North Delta again we don't require much land aquisition because our proposal is a tunnel with most land at either end owned by the government.

                                        
B/ Soil Conditions Along The Route

Since the entire route of our proposal was geotechnically investigated for soil composition and bearing capacity when the railway was built, there is no need for the cost and the time required to perform that investigation again. The old records have to be revisited, and the new road designed to what exists. On the topic of foundation soil for a roadbed, the reader does not have to be an engineer to understand the complexities of building a major 4-lane highway next to a large river, and through a bog with an undetermined depth, such as the SFPR.

Our proposal for its entire length is on firm sandy soil, which is the best soil to build a road on in the area between the Fraser River and Boundary Bay. So the route of our proposal speeds up the process by using information that is already available, and by building on a known soil condition that allows a simple and cost effective design.

                                   
C/ Environmental Issues Along The Route

We believe it goes without saying that the environmental impact created by the SFPR are going to be substantial. The habitat along the Fraser River that will be forever altered or disturbed is obvious, and the impact on Burns Bog could potentially be devastating. If the SFPR does take that route, the environmental issues will be complex and difficult to deal with, and as a result will negatively impact the design, and the time it takes to complete it.

Our entire proposal is situated in an area that is much less environmentally sensitive. The route of the railroad was probably studied for environmental impact when it was built, and even if it wasn’t, the railway and its impact already exist. Our proposal may increase the existing impact on the environment in the area, but it doesn’t create many new issues along its entire length. Because there is less reason for controversy environmentally, we believe that our proposal will require less time and cost for a complete environmental assessment.

                                             
D/ Designing The Route

An integral part of our proposal is the construction of overpasses on every side road that the dedicated truck route crosses, nine are required.  Since those structures are to be built on existing municipal roadways they could start as soon as designs are complete. The time advantage here is that one overpass design could work for all nine overpasses, with slight modifications for local soil and property considerations. With design quickly completed, construction could start on all nine at the same time with little impact on local roads, and no impact to traffic on major roads. Two years for design and construction of all nine overpasses would be more than adequate.

The SFPR will not even be starting construction in two years because of route selection, property acquisition, environmental review, soils investigation, and highway design, which all have to take place and be finalized prior to construction start. You would also have to assume that all property owners along the route are not going to give up their homes, land or businesses without a fight.  Also that no environmental issues will occur as the SFPR route along the Fraser River and through Burns Bog is investigated.
Plus on the topic of soils along the proposed route of the SFPR, you couldn’t pick a more difficult and expensive highway route to build a major highway. The poor, to non-existent, bearing capacity of the soils on that route will add major amounts of time and costs to the design and actual construction.


                                      E/ Construction Difficulties Of The Route


Since the SFPR,attaches to or crosses over existing major and local highways, there are traffic difficulties created during construction. The actual construction of all the SFPR will take longer simply because of the effort and logistics involved to re-route traffic through construction work, and to stage construction work around the constant movement of daily traffic.

All of the work for our proposal occurs in fields away from all major roads, and would only impact small amounts of local traffic on the side roads for a relatively short period of time. The advantage for our proposal is that construction of the road bed and the overpasses, could all occur at the same time with very little cost or delay incurred from working around existing traffic. The biggest delay our proposal will cause to local traffic, will be the ribbon cutting ceremony!