Cross Harbour Traffic Needs Assessment February 2009

8/14/2019 Cross Harbour Traffic Needs Assessment February 2009

1/26

Cross Harbour Traffic Needs Assessment

&

Transportation Demand ManagementCommunity Workshops

Summary Report

February 2009

Prepared by:

Halifax-Dartmouth Bridge Commission125 Wyse Road, P.O Box 40

Dartmouth, NSB2Y 3Y2

www.hdbc.ca


2/26

2

TABLE OF CONTENTS:

Executive Summary.page 3

Background..page 4

Community Contextpage 5-6

Presentations....page 7-9

Discussion Summary.......page 10-12

Appendices

Appendix I Event Postcard...page 13

Appendix II Cross Harbour Traffic Needs Assessment

& TDM Presentation (HDBC)...page 14-17

Appendix III TDM Presentation (HRM)page 18-20

Appendix IV FAQs....page 21-24

Appendix V Backgrounder.......page 25

Appendix VI Fact Sheet....page 26


3/26

3

EXECUTIVE SUMMARY

In November 2008 the Halifax-Dartmouth Bridge Commission (HDBC), in partnership

with the Halifax Regional Municipality (HRM), hosted five community workshops to

share the results of the Cross Harbour Traffic Needs Assessmentand to lead the

community in dialogue about transportation demand management (TDM) and othermeasures that could delay the need for additional cross harbour capacity.

The community workshops, which took place in Cole Harbour, Dartmouth, Bedford,Halifax and Spryfield, attracted 51 participants and consisted of three presentations and a

question and answer period at each workshop.

During the presentation portion of the community workshops, participants heard from:

- Jon Eppell, HDBC Bridge Engineer and Maintenance Manager, regarding theresults of the Cross Harbour Traffic Needs Assessment;

- Steven Snider, CEO and General Manager of HDBC, spoke about reducingcongestion through tolling; and,- David McCusker, HRM Manager of Strategic Transportation Planning andRoxane MacInnis, HRM TDM Planner, outlined the TDM measures beingimplemented as part of the HRM Regional Plan.

Following the presentations, participants took part in a question and answer periodfacilitated by HDBC Communications Manager, Alison MacDonald. The question period

allowed the audience to pose questions to the panel of speakers and voice their opinions

about the transportation system in HRM.

The key concerns heard were:

The community does not want to see a third harbour crossing until all otheroptions are investigated and evaluated. Most participants believe the cost of

building another crossing is too great when transportation services such as Metro

Transit are so lacking in funding.

The consensus is that the transit system needs to be more convenient and efficientto reach the goals outlined in the HRM Regional Plan (from 18% to 23% ridership

by 2026). Participants voiced their concern over the lack of funding from the

Government of Nova Scotia for a stronger transit system.

Issues were raised around the safety of transit and the need for direct buses tohospitals and universities.

In terms of tolling based TDM: road pricing, cordon tolling, peak period tollingand increasing the cost of parking on the peninsula received significant support.

The following pages contain a full summary of the discussions that took place as well asthe opinions and solutions that were brought forward by the participants.


4/26

4

BACKGROUND

In March 2008 The Halifax-Dartmouth Bridge Commission (HDBC) released the results

of a needs assessment study on cross harbour traffic. The study, titled Cross Harbour

Traffic Needs Assessment, points to growing traffic congestion and population growth

patterns as predictors that a third harbour crossing may be required between 2016 and2026. Since March 2008, the HDBC has embarked on a consultation process of sharing

the results with numerous business and community groups.

Part of that consultation process involved sharing the results with the public. In

November 2008 members of HDBC, in partnership with the Halifax RegionalMunicipality (HRM), hosted five community workshops to discuss with the public the

Cross Harbour Traffic Needs Assessmentand transportation demand management (TDM)

measures that can be implemented to delay the need for an additional harbour crossing.

The goal of the community workshops was not to make the case for a third harbour

crossing. It was to lead the community in dialogue about what can be done to manage thegrowing congestion in HRM other than building costly infrastructure.

It is also important to note that it is not the mandate of HDBC to determine when or if

additional cross harbour capacity is needed that decision falls to the elected officials of

HRM and the Government of Nova Scotia.

The objectives of the community workshops were:

To share the results of the Cross Harbour Traffic Needs Assessmentwith thepublic;

To lead the community in a discussion of TDM issues;

To put forward elements of possible tolling-based TDM for discussion, in termsof perceived benefits and challenges; and,

To evaluate the level of interest and knowledge that exists in the communityregarding transportation issues and solutions.


5/26

5

COMMUNITY CONTEXT:

In November 2008, the Halifax-Dartmouth Bridge Commission (HDBC) partnered with

HRM to host five community workshops to share the results of the Cross Harbour TrafficNeeds Assessment(Needs Assessment) and discuss ways in which the Halifax Regional

Municipality (HRM) and HDBC can manage growing congestion through transportationdemand management (TDM) measures.

Transportation demand management (TDM) is any action to reduce transportationdemand (for example: transit usage, active transportation, parking management, road

pricing or cordon tolling). Put simply it is any action that encourages a decrease in the

demand for the existing transportation system.

The community workshops took place from 7:00pm to 9:00pm and included

presentations about theNeeds Assessment, TDM from a tolling perspective, and TDMfrom HRMs perspective. The workshops took place on:

November 12th, Cole Harbour Place November 18th, Dartmouth Sportsplex November 19th, Basinview Community School (Bedford) November 25th, St. James Anglican Church (Halifax) November 26th, Spryfield Lions Den

To promote the sessions HDBC mailed postcards outlining event details (Appendix I), e-

mailed stakeholders and businesses, posted information on the HDBC website, placed an

advertisement in The Chronicle Herald, and sent a media release which resulted in

coverage from CBC radio, CBC television,News 95.7 All News Radio and The Chronicle

Herald.

Much of the media coverage surrounding the workshops focused on the possibility of athird harbour crossing. The Chronicle Heraldpublished stories titled: Opinions sought

in need for third bridge, and Whatll it be: Bridge or Tunnel. HDBC was able to use

this interest to promote TDM options to delay the need for building another harbourcrossing.

The community workshops began with an introduction and overview of the agenda fromAlison MacDonald, HDBCs Communications Manager. This was followed by a

presentation on theNeeds Assessmentby theHDBCs Bridge Engineer and Maintenance

Manager, Jon Eppell. Steven Snider, CEO and General Manager of HDBC, spoke aboutways to reduce congestion through tolling, and David McCusker, HRM Manager ofStrategic Transportation Planning and Roxane MacInnis, HRM TDM Planner, outlined

the TDM measures being implemented by HRM.

An extensive question and answer period followed the presentations at each community

workshop. The question and answer session was facilitated by Alison MacDonald, who

also posed questions to participants to learn their opinions about using tolling as a way to


6/26

6

manage growing congestion. This format maximized participant input and generated

open discussion about the topics.


7/26

7

THE PRESENTATIONS

Cross Harbour Traffic Needs Assessment (Appendix II presentation)

Background:

In 2007, HRM asked HDBC to conduct a needs assessment to understand whether a thirdharbour crossing would be needed to handle growing traffic volumes and reduce

congestion in HRM.

TheNeeds Assessmentwas completed and made public in March of 2008. The study

indicated that due to current congestion on the Macdonald and MacKay Bridges and

estimated future demand there is a projected need for a third harbour crossing (bridge ortunnel) some time between 2016 and 2026 (to view the complete report visit

www.needsassessment.ca).

Presentation:

Jon Eppell, Bridge Engineer and Maintenance Manager for HDBC presented informationon the results of theNeeds Assessmentand stressed that the community needs to change

how it uses the current transportation system if a third harbour crossing is to be delayedor deemed unnecessary.

Highlights of theNeeds Assessmentpresentation included:

Why theNeeds Assessmentwas conducted. A summary of the key findings of the assessment including the projected need for

a third crossing between 2016 and 2026, Highway 111 South as the location for

the crossing, and explored both bridge and tunnel options for a third crossing.

How the bridges impact the daily travel of commuters in HRM. Seven of the 22lanes that access the peninsula are provided by the Macdonald and MacKayBridges.

How bridge traffic had increased almost 40% over the past 25 years causing bothbridges to be very close to maximum capacity. Once both Bridges reach capacity

commuters will see unstable traffic flows, more delays and longer peak hours

which result in increased fuel consumption and green house gas emissions.

The role of HRMs Regional Plan in assisting in the development of theNeedsAssessmentby providing statistics relating to residential growth areas, downtown

employment, and population growth.

The critical role of the transit system in helping to ease congestion on the Bridges. The idea that a third crossing at Highway 111 South could contribute to the

development of a circumferential bus rapid transit system.

Transportation Demand Management HDBC (Appendix II-presentation)

Background:Many jurisdictions in North America and around the world have turned to toll-based

methods of TDM to handle traffic growth and reduce congestion in cities. Methods such


8/26

8

as high occupancy toll lanes, peak period tolling, area-wide charging, and cordon tolling

were discussed at the community workshops.

High occupancy toll lanes: Charging a fee to drive in less congested lanes.Peak period tolling: Increasing tolls during peak periods, and/or decreasing tolls during

shoulder periods to discourage driving during times of heavy traffic.Area-wide charging: Charging a fee for movement within a certain area or charging a fee

for every kilometre driven within a certain area.Cordon tolling: Charging a fee to enter or drive within a defined area during certain timesof the day or week.

Presentation:Steven Snider, CEO and General Manager of HDBC presented TDM measures that relate

to the Macdonald and MacKay Bridges and road pricing options to help manage growing

traffic congestion.

Highlights of the presentation included: An update on traffic growth on the Macdonald and MacKay Bridges and that, to

the end of October 2008, HDBC has not experienced the decline in traffic othertolled facilities in North America have experienced.

A definition of TDM and how road pricing (also referred to as road tolling) wouldallow HRM to make best use of existing infrastructure.

An outline of how, through road pricing, to manage congestion. The methodsdiscussed included: high occupancy vehicle lanes (HOV), peak period tolling,

area-wide charging and cordon tolling.

Transportation Demand Management within HRM (Appendix III-presentation)

Background:The HRM Regional Plan was adopted by council in June 2006. The document breaksdown HRMs planning strategy for the region by economy, environment, settlement

pattern, transportation, Halifax Harbour, and the capital district. The transportation

section of the document focuses on the growth and development of the Transit system,

improvements to the accessibility of active transportation in the region and introduces anumber of TDM initiatives, such as carpooling and telework programs.

Presentation:Roxane MacInnis, HRM TDM Planner and David McCusker, HRM Manager of Strategic

Transportation Planning presented the TDM measures HRM is implementing as part ofthe HRM Regional Plan.

The presentation provided a definition of TDM and highlighted the HRM Regional Plan

as it relates to transportation. Other highlights included:

The explanation of the various TDM measures being promoted by HRMincluding active transportation, transit (which includes ferries), commuter options


9/26

9

(rideshare and guaranteed ride home programs), staggered work hours, telework,

parking and condensed work weeks.

The importance of education and promotion of new TDM initiatives to create achange in how the community uses the existing transportation system.

The importance of creating change to prevent increased congestions and traffic aswell as keeping HRM an environmentally safe place to live.


10/26

10

THE COMMUNITY WORKSHOPS DISCUSSION SUMMARY

Below is a summary of what was heard at the five community workshop held by the

HDBC in partnership with HRM.

Participants do not want to see a third harbour crossing until all other options areinvestigated and evaluated. Most participants believe the cost of building anothercrossing is too great when transportation services such as Metro Transit are

lacking in funding.

A number of participants were skeptical of the bridge capacity statistics that werepresented as a part of theNeeds Assessmentpresentation and believe that over the

next twenty years there will be a decrease in traffic because of the currenteconomic downturn. There were questions about the details of the statistics on

bridge usage, including the number of single-passenger vehicles contained within

the numbers.

Most participants were curious about the construction details of a third crossing,such as the pros and cons of a bridge versus a tunnel, how recent discussions atHRM council about a proposal to turn the CN rail cut in the south-end of Halifax

into a truck corridor would affect the construction of a third crossing, the

environmental impacts, the timelines around construction and the anticipated tollcost. When asked, some participants said that they would not object to the HDBC

reserving the corridor in the south-end of Halifax and Woodside for a third

crossing in the event that it may be required in the future.

Several transportation solutions were suggested including:

Working together - HRM and the Government of Nova Scotia need to worktogether to complete and make better use of the existing infrastructure. Additionalinfrastructure cannot be built that will lead heavy traffic into areas of HRM that

can not handle additional traffic (such as the south-end of Halifax).

Transit - the community, including businesses and governments, need to worktogether to fund solutions for better transit, active transportation and alternative

transportation to delay or diminish the need for an additional crossing.

The transit system needs to be more convenient and efficient in order to reach thegoals outlined in the HRM Regional Plan (18% to 23% ridership by 2026).

Participants voiced their concern over the lack of funding from the Government ofNova Scotia for a stronger transit system and question why the provincialgovernment does not provide a higher level of funding for Metro Transit.

Issues were raised around the safety of transit and the need for direct buses tohospitals and universities.


11/26

11

Many participants felt that the ferry system would be better utilized if it was bettercoordinated with the bus system.

Road / parking pricing in several sessions there was discussion about the needfor having tolls on the bridges to deter people from driving. Many participants

seem to be supportive of introducing other tolls for things like cordon tolling,peak period tolling and increasing the cost of parking on the peninsula as TDM

tools. There was, however, a school of thought advanced by a number ofparticipants that the tolls should be eliminated from the bridges.

Participants had mixed levels of understanding of the ways in which road pricingcan help reduce congestion and how it relates to their community. Participantswere split in their opinions about high occupancy vehicle lane, peak period

tolling, area-wide tolling and cordon tolling. Some support using tolls to make

driving more expensive if the result would be to push people out of their vehiclesonto transit or active transit. Others believe effective TDM lies in making

alternate modes of transportation, such as walking, transit or bicycling, moreconvenient and time effective.

High occupancy vehicle lanes participants recognize that HRM does not haveadequate road structure to support this form of TDM. It was felt that it would be

too expensive and negatively affect the community to build additional lanes onto

existing roads.

Peak period tolling was favoured among participants. Many felt that the HDBCshould take steps to initiate this as soon as possible. It was recognized that this

system could not be implemented until employers support alternate work hours

and condensed work weeks so people have more choice as to when they travel.

Cordon tolling - was a popular suggestion because many participants have lived inother jurisdictions or know of examples where cordon tolling has been a success.

There were some misgivings about how those living within the cordon would beimpacted by this.

TDM - Participants also suggested a number of other transportation optionsincluding street cars, express lanes, one-way tolling, go train system, and placingmore focus on solutions surrounding freight transport.

Many stressed that solutions need to be environmentally-grounded. Participants also said that change must begin with businesses and all levels of

government. Programs such as rideshare, telework and staggered work hours can

not work unless employers are supportive. Active transportation cannot work

unless employers provide showers and lockers for people who walk, bike or jog towork.


12/26

12

A number of participants voiced their concern over the lack of promotion formany of the TDM options that are currently available through HRM. Most felt

that programs cannot succeed if the community does not know they exist.

Criticism was made of HRM for continuing to build the peninsula of Halifax.Some felt that development should be expanded to include, or focus on, thedowntown Dartmouth area. HRM responded by explaining that a strong transit

system can only be built if the areas where people want to go are more dense.


13/26

13

Appendix I:

Event Postcard

(FRONT)

(BACK)


14/26

14

Appendix II:

A) Cross Harbour Traffic Needs AssessmentPresentation

B) Transportation Demand Management HDBC Presentation

A) Cross Harbour Traffic Needs AssessmentPresentation:


15/26

15


16/26

16

B) Transportation Demand Management HDBC Presentation:


17/26

17


18/26

18

Appendix III

Transportation Demand Management - HRM Presentation


19/26


20/26

20


21/26

21

Appendix IV:

Frequently Asked Questions

Frequently Asked Questions: Cross Harbour Traffic Needs Assessment

The Cross Harbour Traffic Needs Assessment was completed by the Halifax-Dartmouth Bridge

Commission (HDBC) in March 2008 at the request of Halifax Regional Municipality (HRM). Theassessment was created for long-term planning purposes only and detailed consideration andplanning has not yet occurred. To find out more information or to obtain a copy of the assessmentwe invite you to visit www.needsassessment.ca.

Why was the Cross Harbour Traffic Needs Assessment conducted?We have growing traffic delays on the bridges. It is the job of the HDBC to look at how to deal withthose delays. During peak travel periods, the existing bridges are nearing their capacity to safelyhandle traffic and manage incidents (accidents or other unexpected occurrences) without seriouslyaffecting traffic on and approaching the bridges.

How congested is traffic on the bridges now?There are now over 32 million crossings per year on the Halifax Harbour bridges. The bridgescontain 7 of the 22 lanes - representing 55% of the road capacity to and from the Halifax Peninsula

- and are a key element of the commuting link given population growth and residential developmentpatterns. The average commute time using the bridges was 21 minutes in 2001. It is projected tobe 44 minutes by 2026 (if no change in public transit usage occurs).

Would the third crossing be a bridge or a tunnel?There are pros and cons to both options, though either a bridge or a tunnel would serve the needsof Halifax.

If a bridge was built it would be six lanes three lanes in each direction. One lane in each directioncould be dedicated to high occupancy travel or bus rapid transit. A bridge would also allow for activetransportation with a bike path and walkway.

A tunnel would be four lanes and could also accommodate bus rapid transit. However, a tunnelcould not accommodate active transportation.

Where would the third crossing be located?The report indicates that a crossing at the south-end of the peninsula provides the most sustainableand effective crossing. It will balance demand between a new crossing and the existing bridges.

Because this location would get people where they want to go more directly, it will help reducevehicle emissions by cross-harbour travel, lower travel times and costs and reduce the amount oftrucking through downtown Halifax.

Does the south-end have the infrastructure to accommodate a third crossing?If a third crossing does need to be built in the future, the south-end is the best suited location tohandle the infrastructure and traffic changes without causing dramatic impacts on the community.

Who paid for the study?HDBC was asked by HRM to conduct the study. The commission paid the consultants for their work

on this important analysis of transportation issues and possible solutions.

What is the cost of constructing a third crossing?Both the bridge and tunnel options would be approximately the same amount - between $1.1 to$1.4 billion dollars.

What does that cost include?The cost includes the cost to build the approaches to the crossing and the actual cost of thestructure. It does not include the cost of acquiring the land.


22/26

22

How would HDBC pay for a third crossing?The assessment is in the very early stages of analysis and funding options have not yet beendiscussed or decided upon. However, funding arrangements would have to be considered with alllevels of government. Like the Macdonald and MacKay Bridges, the third crossing would be a tolledfacility that would help in the payment of debt incurred.

Can regional transportation projects be jointly funded?

HDBC currently does sit on a regional transportation committee along with representatives fromHRM and the Government of Nova Scotia. However, the current mandate of the HDBC does notpermit tolls obtained from bridge users to be used for anything other then the building, operating,and maintenance of the bridges over the Halifax Harbour and Northwest Arm.

Why all this focus on the south-end to ease traffic congestion? The engineering analysis within this report considered 23 possible solutions to ease congestionthrough additional crossing capacity, undertaking a detailed evaluation of the six most feasibleoptions. In the final analysis put forward by the consultants, the options which make the mostenvironmental, engineering and transportation sense because of growing population anddevelopment patterns are located at the Woodside area in Dartmouth and crossing to peninsularsouth Halifax.

Why not twin the MacKay Bridge?This report is an early-stage analysis of how to address growing traffic congestion in HRM. Its

recommendations are not binding on any party, and it is not a blueprint of where, how or whenadditional cross-harbour transportation capacity will or may take place. However, this reportconcludes that this option does not service the actual demand by bridge users and that there wouldbe significant disruption to residents in the Central/North Dartmouth and North/West HalifaxPeninsula area because of improvements needed to enable this change.

Why not just increase public transit?Metro Transit is pursuing the mandate within the HRM Regional Plan to increase transit usesignificantly (to 23% by 2026). Metro Transit reports an 18% use of transit by commuters at thepresent time. A near-doubling of transit use will take a significant financial investment in order to beachieved within this time frame or beyond. Ottawa, long regarded as North Americas public transitleader, invested billions of dollars and now has a 22% regional transit use rate among commuters.

In addition, current traffic increases show that even if the 23% transit is achieved, the Macdonaldand MacKay Bridges would still be nearing capacity by 2026.

Why focus on more cars traveling to the peninsula instead of "green" solutions and lesssingle-car use?One of the primary concerns of all transportation planners in the region is to pursue change that isenvironmentally sound. Many current bridge users who live in Eastern HRM (Eastern Passage, ColeHarbour and out the Eastern Shore) use the MacKay Bridge to cross to the peninsula. This involvesa significant extra distance traveled - and therefore more fuel used and greenhouse gasses emitted- than if they had an option to cross the harbour at the southern end.

In the near-term measures such as extending MACPASS use to more commuters, encouragingpedestrian and cyclist uptake, greater transit use and exploring other functional and policy solutions(e.g. rideshare incentives, high-occupancy vehicle routing, video tolling, peak-hour or variablepricing, cordon tolling) to help manage transportation demand are key challenges facing allgovernments.

Will tolls go up to fund a third crossing?At this time there is no proposal to build a new bridge or tunnel. Current toll rates have been ineffect for over a decade.

When will a third crossing be built?There is no active proposal for a new bridge or tunnel. This study looked at cross-harbour traffic,and projected that a new crossing would be required between 2016 and 2026 - something thatpoliticians, the business community and bridge users can now consider in tandem with howtransportation demand is managed in the region.


23/26

23

How long would it take to build a third crossing?If municipal and provincial levels of government did decide to move forward with the construction ofa third crossing, it would take a minimum of approximately eight year to build.

Could the south-end rail cut be used as an arterial connection for a third crossing?HDBC has not yet reserved any land for the building of a third harbour crossing. However, thelocation of the rail cut is in the suggested location of the third crossing in the needs assessment.

Was the assessment done in response to or because of the announcement about theAtlantic Gateway?This process took place between 2006 and 2008 in response to concerns by HRM and HDBC aboutgrowing congestion on the bridges. This report provides important considerations related to howtraffic moves around HRM, and particularly how traffic moves across the harbour.

What is the percentage of traffic traveling the bridge during peak hours?The percentage of traffic traveling the bridge during peak hours varies daily. However, for themonth of October 2008, the morning and evening peak hours accounted for 42% the total traffic forthe month.

What do tolls pay for?In 2007, toll dollars were spent on the following:

Debt Interest Expense: 24.50% Debt Reduction: 21.35% Operating Expenses: 20.60% Capital Expenses: 16.85% Maintenance Expenses: 16.70%

What would be the costs of the tolls on a third crossing?Like the Macdonald and MacKay Bridges, a third crossing would be toll facility. However, HDBC is inthe very early stages of evaluating the assessment and have not yet had any discussionsurrounding the cost of tolls if a third crossing was needed.

Could any of the lanes at the MacKay Bridge be turned into express lanes?Express lane tolling is something that HDBC is looking towards to change the way we toll for thefuture. Express based tolling would mean that the toll plaza would be arranged so that vehicles witha transponder would be able to free flow onto the bridge without stopping or significantly reducingspeeds, while cash paying vehicles use outside lanes to deposit cash.

Currently, HDBC has made steps to prepare for express tolling such as the shift to axle-based tollingand recently installing six cameras in the lanes at the MacKay Bridge.

Where is this information about increasing population and congestion coming from?The report takes into account cross-harbour demand based on population and employment growthprojections. The data was taken from the HRM Regional Plan and other sources.

It demonstrates that during the morning and evening rush hours the two bridges will be overcapacity by 2016. When the bridges are over capacity there is an increased risk of accidents andincidents and increases the average commute time from 21 minutes in 2001 to 44 minutes in 2026.

Who was hired to complete the needs assessment?HDBC issued a tender for the work which was awarded to McCormick Rankin Corporation (MRC), aninternationally recognized transportation engineering firm. The lead consultants for this project weretraffic engineering experts who consulted extensively with HRM staff who work on transportationprojects.

Who will decide which option, is best for Halifax?HDBC is not mandated to make a decision regarding the building of an additional crossing. However,the study offers options for the politicians, the business community and our bridge users toconsider. We hope it will be considered in the long-term planning of HRM because we believe itwould be part of a transportation system that will help HRM and the province grow.


24/26

24

Does the Bridge Commission have land to build a crossing in the area discussed?No, HDBC have not obtained the land needed for a third crossing. However, as part of our longterm strategic planning, HDBC is in support of reserving the corridor of land that would be neededshould construction of a third crossing be required in the future.

How would this impact port traffic?The Port Authority of Halifax is a very important partner in the study. HDBC have consulted with

them and they are aware of the outcomes of the report and are very interested in the ability for athird crossing to provide a gateway link.

What is the impact on the environment?A third harbour crossing would not be built unless it was a part of the environmental solution forHRM. A crossing at the south-end would reduce travel times by getting people to where they wantto be in a more direct route, reducing emissions and idle times.

Can we delay the needs for a third crossing if we all work together to change ourtransportation patterns?HDBC fully supports using sustainable transportation options such as alternative tolling methods,increased transit, car pooling and active transportation to help reduce vehicle traffic and delay theneed for a third crossing.

How does the Halifax regional plan fit in with this plan?

Data regarding population and employment growths and development patterns from the HRMregional plan was used a great deal by consultants during the development of the needsassessment.

How can you expect to be supported by the political environment?A third crossing would only be constructed at the request of HRM and/or the Government of NovaScotia.


25/26

25

Appendix V:

Backgrounder

Traffic volumes continue to increase and we are approaching capacity at boththe Macdonald and MacKay Bridges. There is no further capacity forimprovements to the existing bridges and at this stage all we can do is make

adjustments.

In 2007, the Halifax Regional Municipality (HRM) asked the Halifax-DartmouthBridge Commission (HDBC) to conduct a needs assessment. This request wasin response to the councils desire to understand whether a third crossingwould be needed and if so, when would it be needed.

HDBC issued a public tender for the work which was awarded to McCormickRankin Corporation (MRC) an internationally recognized transportationengineering firm.

HDBC received the Cross Harbour Traffic Needs Assessmentin March of 2008.The report indicates that there is a projected need for a third harbour crossingsome time between 2016 and 2026.

It also indicates that based on where people live and work, the best locationfor the crossing would be at the south-end in Halifax and at the end of theCircumferential Highway (highway 111) in Dartmouth.

The report took into consideration the HRM Regional Plan, travel patterns andother economic and population growth indicators.

The evaluation indicates that the preferred crossing would either be a bridgeor a tunnel.

HDBC first presented the report to the public on March 25th, 2008. There is no plan to build a third harbour crossing. The report that was

conducted for the Bridge Commission, at HRMs request, is a part of sound,long-term strategic planning and offers options for the politicians, businesscommunity and bridge users to consider.

The report represents strategic planning. It is an early analysis of how toaddress growing congestion in HRM.

Transit and transportation demand management can delay the need for athird harbour crossing.

You can view the full report by visiting www.needsassessment.ca


26/26

Appendix VI:

Fact Sheet

What is Transportation Demand Management?Municipalities throughout North America are experiencing increasing levels of

traffic congestion, resulting in longer commuting times.

One way to deal with this significant issue is by implementing variousTransportation Demand Management (TDM) strategies. TDM provides alternativesto the traditional way in which we travel and can reduce congestion, pollution andthe need to spend a considerable amount of money on the expansion orsignificant upgrading of the transportation network.

TDM is not meant to eliminate the car from the road system, nor is it meant toprevent road construction. It is designed to turn the emphasis simply from roadinfrastructure improvement and construction to making the system work moreefficiently.

Methods of TDMActive Transportation - any non-motorized mode of transportation such as

cycling, walking, in-line skating and cross country skiing.

Car and Van Pools - sharing rides with others saves money, reduces congestionand help reduce greenhouse gas emissions.

Cordon tolling some jurisdictions around the world charge a fee to enter ordrive within a congested area.

Parking - Reducing parking supply and charging full rates to encourage the useof other modes.

Telework/Variable Work hours - Working from home, even occasionally, canreduce the number of cars on the road. Also working variable hours to reduce thenumber of cars travelling at peak times.

Variable toll pricing (also known as peak period pricing) toll facilitiescharge different rates for people using a toll facility based on the time of day orthe number of passengers in the vehicle. This form of value pricing shifts thedemand for roadway travel away from the peak hour onto the shoulders of thepeak period where greater capacity is available.

Transit - Taking the bus or ferry is another way to reduce congestion and helpreduce greenhouse gas emissions.

Useful LinksHDBC Needs Assessment: www.needsassessment.caHRM TDM Initiatives: http://www.halifax.ca/TDM/Ecology Action Centre:http://www.ecologyaction.ca/transportation_issues/transportation.shtm

Date post:	30-May-2018
Category:	Documents
Upload:	crest
View:	214 times
Download:	0 times

Cross Harbour Traffic Needs Assessment February 2009

Documents