Phase 2 Discussion Guide

CHECK-IN TO THE
FUTURE OF YVR
Discussion Guide
Introduction
TAB LE OF CONTE NTS
2
3
Introduction
8
Forecasts
10
Terminals
14
Airside / Airspace
20
Ground Access
24
Amenities
29
Environment
33
Land Use
Introduction
I N T R O D U C TI ON
ABOUT VANCOUVER
INTERNATIONAL
AIRPORT (YVR)
We are committed to being a global leader
in sustainability while creating an airport that
British Columbia can be proud of: a premier
global gateway, local economic generator and
community contributor.
Vancouver International Airport (YVR) is Canada’s
second busiest airport and is managed by Vancouver
Airport Authority, a community-based, not-for-profit
organization. Our Board of Directors is nominated by
municipalities and organizations in the community
we serve and sets the strategic vision for the future
as well as providing accountability and oversight
for the management of our organization. Our
organization has no shareholders and we reinvest all
profits back into airport operations and development
to maintain the highest level of safety and efficiency.
As part of our Ground Lease with the federal
government we pay annual rent. In 2015, our annual
payment amounted to $49.3 million. Additionally,
we provided $16.45 million to the City of Richmond
as payment in lieu of taxes.
Between 2013 and 2016, YVR has grown by more than
one million passengers each year. In 2015 alone,
YVR welcomed a record-setting 20.3 million
passengers arriving, departing and connecting
on 56 airlines to more than 118 destinations
around the world. In 2016, we were recognized
as the best airport in North America for a record
seventh consecutive year by the Skytrax World
Airport Awards, the global benchmark for aviation
excellence and a prestigious and humbling honour.
Located on Sea Island in Richmond, B.C., YVR
occupies approximately 1,340 hectares of federal
property within the City of Richmond. YVR is situated
across the Fraser River from the City of Vancouver
and is only 15 kilometres from downtown Vancouver.
YVR is a crucial economic contributor in the region
and a catalyst in global transportation. YVR
supports employment of more than 23,000 people,
making it one of the largest employment hubs in
British Columbia.
Introduction
3
THE MASTER PLAN is designed to ensure that
we meet the needs of our communities, business
partners and employees by forecasting our
future air travel demands, while ensuring
resources are available to enable us to support
anticipated growth and adapt to change.
YVR 2037 MASTER PLAN
Effective long-term planning is essential to
YVR’s future – as well as to the future of our
local community.
YVR’s Master Plan is updated every 10 years, not
only as a best practice, but also as a requirement
of the Airport Authority’s Ground Lease with
Transport Canada.
Our previous Master Plan, titled YVR: Your Airport
2027 Master Plan, received approval from the
federal Minister of Transport in June 2008
and is currently being implemented to achieve
the goals and priorities outlined during its
consultation process between 2004 and 2007.
YVR 2037 is a multi-year planning and consultation
process that is an integral part of creating YVR’s
new Master Plan. The Master Plan develops a
20-year plan (to 2037) to guide land use decision
making while considering sustainability at each
step of the planning process.
4
Introduction
YVR 2037 helps outline:
• How growth in passenger aircraft and cargo
volumes will be accommodated
• How the needs of stakeholders and
the communities we serve will be met in
the future
• How our key strategic objectives will
be achieved
YVR 2037 includes a comprehensive,
multi-phase consultation process and uses a
variety of tools and methods to gather information
and facilitate meaningful engagement with
communities, stakeholders and the public.
Throughout each phase of consultation, we seek
feedback on priorities, recommendations and
proposed options from you – our key stakeholders
and the public. We recognize the value and
importance of our community and look forward
to the opportunity to hear your opinions and
consider this feedback in our planning.
Consultation Timeline
Phase 1 – Our World
in 2057 (Completed
September 2015)
This phase sought to confirm our collective vision for
the future.
Consultation during this phase focused on the following
questions:
• What is your vision for the future 40 years from now?
• What do you think is needed to achieve this vision?
• What is the ideal airport of the future?
• How does YVR help meet/serve your vision of the future?
Phase 2 – Building a
World Class Sustainable
Airport (September –
October 2016)
This phase will develop options to respond to growth
and become a world class sustainable connecting hub
designed to meet the future you described in Phase 1.
Options will address six key components, including
terminals, airside / airspace, ground access, environment,
amenities and land use.
Consultation during this phase will focus on the following:
• Feedback on future possibilities for key elements of
the Master Plan
• Discussion of the priorities of future possibilities
• Understanding of how well these possibilities serve
the needs and aspirations identified in Phase 1
Phase 3 – YVR 2037 Draft
Highlights
During this phase, our planners will develop a draft
concept for the Master Plan, including the selection of
a preferred future state for each key component, such
as ground access and put forward the draft Plan for
consultation.
Consultation during this phase will focus on:
• How well does this Plan serve our vision of the future?
• What other elements, if any, need to be considered?
Phase 4 – Approval of
YVR 2037 Master Plan
This phase will primarily focus on final consultations
with approving entities, including the federal Minister
of Transport and primary stakeholders, as well as
information-sharing with the public. This phase will
also focus on determining key milestones for future
consultation during the implementation of the Master Plan.
Introduction
5
PHASE 2 CONSULTATION
The Master Plan covers a wide variety of topics related to the future of YVR.
Based on input received during Phase 1 consultation, we identified six key
focus areas. Information gathered from the community and stakeholders
during Phase 2 will be compiled and synthesized into a consultation summary
report that will be publicly available on YVR2037.ca once this phase of
consultation is complete. The feedback received will be considered as we
continue our planning initiatives.
In this guide you will find information on YVR’s six key focus areas as
described below, as well as questions for input in the feedback survey
available online at YVR2037.ca.
1. Terminals – An update about YVR’s extensive study to assess potential
options for terminal expansion at the airport, including the rationale and
analysis used to select the recommended option.
2. Airside/Airspace – Options are provided for the future of YVR’s airside
and airspace operations.
3. Ground Access – An overview of current ground access at YVR and
potential options to improve future ground access for YVR passengers,
businesses, goods movement and Sea Island employees.
4. Environment – Information about YVR’s Environmental Management
Plan and our priorities designed to maintain an environmentally
sustainable airport.
5. Amenities – A description of YVR’s current amenities offered on
Sea Island and an overview of potential future amenity investments.
6. Land Use – An overview of land areas and their designated uses
on Sea Island.
6
Introduction
CONSULTATION PROCESS
Since consultation began in 2015, YVR has created multiple ways for the
community and stakeholders to provide their input about the Master Plan.
There are a number of opportunities to participate in the consultation process
in Phase 2 and each is listed below.
Public Workshops – Includes two workshops open to the public
(pre-registration required) and consists of facilitated table discussions about
the Master Plan and its six key focus areas. Workshops are scheduled to take
place at YVR on Wednesday, September 14 and Saturday, September 17, 2016.
Open House – A drop-in style, informal meeting accessible to all members
of the community interested in learning about YVR’s Master Plan. The open
house is scheduled to take place at YVR on Wednesday, October 12, 2016.
Stakeholder Meetings – By invitation only, stakeholder meetings include
facilitated discussions about the six key focus areas.
Online – The YVR2037.ca website is the central hub for all consultation
materials related to the Master Plan. Participants can use the website’s Q&A
feature to submit their questions about Master Plan and receive a response
from a member of the Master Plan team.
Feedback Form Survey – The community is encouraged to complete the
Master Plan feedback form survey, available online at YVR2037.ca or in person
at one of our consultation events.
Email – Stakeholders and community members are encouraged to email
their questions to the Master Plan’s dedicated email address [email protected],
and a member of the Master Plan team will answer their questions.
2016 Sept
YVR 2037
Master Plan
Phase 2 Launches
Sept to Oct
Sept 05
Oct 12
Oct 31
Workshops
and Stakeholder
Meetings
Survey
Launches
Open House
Survey
Closes
Oct 31
Phase 2
Consultation
Closes
Dec
2016
Phase 2 Consultation
Summary Report
Posted Online
Introduction
7
MASTER PLAN
FORECASTING
METHODOLOGY
Like all major airports, we use statistical
forecasting to plan ahead so that we have the
facilities and operational capacity in place when
we need them to ensure that we can effectively
serve our customers. In our last Master Plan, we
used traditional econometric forecasting which
examines historical trends like Gross Domestic
Product, population growth, fuel costs and previous
passenger growth to create a base (mid-range)
estimate of future demand. We then assign a high
estimate and low estimate to account for potential
variances in that demand. While this is a useful
and widely used approach, we found that it is
not able to appropriately account for events like
recessions, pandemics or regulatory changes
(like visa requirements) that can dramatically
influence short-term demand for travel.
For the YVR 2037 Master Plan, we are using
risk-based forecasting, which better incorporates
changing conditions and unforeseen events.
Instead of developing a single forecast, multiple
“what if” scenarios are created by adjusting
various risk factors to generate a range of
possibilities. Using computer software, the model
runs thousands of times, demonstrating
8
Forecasts
YVR’s “peak periods”
Connecting passengers to their next
travel destination and meeting cargo
transport demands influence when
the airport is at its busiest.
Demand from airlines and passengers
are highest in the summer months
between 11 a.m. and 3 p.m.
a vast array of possible outcomes and providing
a probable range of estimates. While an economic
forecast considers what is likely to happen in
the future based on an average of what occurred
in the past, risk-based forecasting considers
what could happen in the future based on a
comprehensive range of potential scenarios.
This helps us take a broader horizon approach
to planning projects that require longer lead
times, such as constructing new terminal
buildings or runways.
For planning purposes, we adopted the 85th
percentile forecast, which is consistent with
best practices in planning. The 85th percentile
suggests that we may reach 35 million passengers
per year by 2037. While there is still a 15 per cent
probability that we could exceed this volume, it
gives us a target to consider the effects that this
type of growth would have on the airport and the
facilities we would need to serve it. Based on our
current ambitious growth target of growing by
one million passengers a year and our current
forecast, we anticipate a need for more check-in
capacity, baggage capacity, aircraft gates and
waiting areas by around 2020.
Annual Total Passenger Growth
45 Millions
40
35
30
PATH TO 2037
25
20
Peak Forecasting – Arrivals
15
Peak Forecasting – Departures
10
Passenger Forecast
5
0
Cargo Forecast
2014
Aircraft Movements Forecast
2018
2022
2026
25th / 75th Percentile
2030
2034
Most Likely
10th / 90th Percentile
5th / 95th Percentile
Total Peak Day Passengers Arrivals
Annual Total Cargo Growth
450 Metric tones
400
9000 Pax/hr
8000
350
7000
300
6000
250
5000
200
4000
150
3000
100
2000
50
1000
0
0
0:00
2:00
4:00
6:00
8:00
10:00
12:00
14:00
16:00
18:00
20:00
2014
22:00
2018
2022
14 August 2037
25th / 75th Percentile
14 August 2020
10th / 90th Percentile
7 August 2015
5th / 95th Percentile
Total Peak Day Passengers Departures
2026
2030
2034
Most Likely
Annual Total Aircraft Movements
450 Thousands
400
9000 Pax/hr
8000
350
7000
300
6000
250
5000
200
4000
150
3000
100
2000
50
1000
0
0:00
2:00
4:00
6:00
8:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
0
2014
2018
2022
14 August 2037
25th / 75th Percentile
14 August 2020
10th / 90th Percentile
7 August 2015
5th / 95th Percentile
2026
2030
2034
Most Likely
Forecasts
9
TERMINALS
10
Terminals
We have three main terminals at YVR: International,
Domestic and South. Terminals can be operated in
various ways – by grouping airlines and/or airline
partners together, known as an alliance-based
approach, or by grouping passengers based
on destination of travel, known as a sector-based
approach.
At YVR, we take a sector-based approach,
grouping passengers by destination of travel –
Domestic (within Canada), Transborder (to the
United States) and International (all other routes).
In the last Master Plan we considered various
options to expand our terminals, including
building a new terminal, to meet projected
future demand for increased capacity. Based on
our current growth rate, our existing facilities
will reach capacity by 2020. In order to ensure
we can accommodate growth, we will soon need
additional aircraft gates, capacity for check-in,
more waiting areas and space for passenger
processing within the terminals.
Terminals
11
During Phase 1 consultation for the Master
Plan, we heard from participants that
you wanted us to maintain exceptional
customer experience, through increased
efficiency, capacity and/or terminals to help
achieve your vision for the future at YVR.
Evaluation Approach
In 2015, we formed a Terminal Working Group,
comprised of technical experts and consultants,
who looked at possible sustainable options to
expand our existing facilities to accommodate
increased passenger and cargo volumes over
the next 20 years.
The Terminal Working Group developed 57 viable
options for possible future terminal expansion.
We used an evaluation approach based on our
Strategic Plan’s four supporting objectives.
Potential Terminal Expansion Configurations
Strategic Plan Objectives
1.
2.
3.
4.
Create a Connecting Hub
Deliver Remarkable Customer Experience
Be a Leader in Sustainability
Build on our Exceptional Foundation
57 options were grouped into three possible
directions for terminal expansion:
• East (eastward expansion similar to what
is in our previous Master Plan)
• West (an infield satellite terminal to the west
and separate from our existing facility)
• Centre (expansion of the existing terminal
with additions to each of the piers)
East
12
Terminals
Centre
West
Current Terminal
Key Considerations
Recommended Terminal Configuration
After a thorough assessment and ranking process
which considered the benefits and challenges of
each option, we shortlisted six possible solutions.
The shortlisted options went through a further
level of analysis considering sustainability,
operational efficiency, customer experience and
overall cost, among others. Additionally, each
option was evaluated on the basis of incremental
addition – the ability to construct a new terminal
in phases in order to minimize construction
impacts to our customers and our operations
and to maximize building flexibility. This
enables us to build in response to need and to
accommodate unforeseen local, national and
global events which could affect growth both
positively and negatively.
Recommended Option – Centre
The recommended Centre option was selected
because of its maximum flexibility to grow at an
incremental and as-needed basis, which allows
for moderate capital investment and less overall
disruption. This opportunity for flexibility would
expand our existing terminals gate by gate and
eliminate the need to build an entirely separate
new terminal. We are still in the preliminary
planning phases for future expansion and will
engage with our community and stakeholders
in advance of developing and finalizing design
concepts for this multi-year undertaking.
Centralized expansion of the terminal includes
new gates at each pier (A, B, C, D, E and the
East Concourse).
Why It Was Selected
The Centre option provides the best overall
passenger connectivity and customer experience,
including shorter walking times and distances
between terminals, gates, parking and transit to
enable faster connection times for passengers,
while maintaining universal access standards and
clear wayfinding. Centralized expansion also:
• Supports our vision to grow as a hub.
• Facilitates business partners and agencies’
efficiencies by allowing them to centralize
their processes.
• Requires less capital investment through an
as-needed incremental build that provides
flexibility for fluctuations or change in demand.
Terminals
13
AIRSIDE AND AIRSPACE
WHAT IS AIRSIDE?
Airside includes the areas on Sea Island where aircraft
operate, including runways, taxiways and aprons.
WHAT IS AIRSPACE?
Airspace refers to the air above Sea Island where
aircraft fly when arriving and departing YVR.
AIRSIDE
The aviation industry is constantly innovating to create more efficient,
environmentally friendly air travel to help ensure the timely delivery of
people and goods around the world. Aircraft are becoming larger, capable
of flying longer distances and able to hold more passengers. Manufacturers
are also responding to the needs of the airlines and community by creating
more fuel-efficient and quieter aircraft.
Due to YVR’s geographic location, time zones and our role as a connecting
hub, we experience pronounced peaks in runway and gate demand. Peaks
are a reality for international airports because all airlines work to connect
flights within their networks. As we continue to grow, demand during this
peak period will also increase. Runway congestion and delays due to capacity
constraints can have significant time and cost implications for airlines and
passengers, while negatively impacting the regional economy and YVR’s
ability to attract and retain airlines and routes.
As an international airport, YVR needs to provide the infrastructure and
operational services to meet evolving industry technology and standards
while balancing the need for a sustainable airport for our community.
14
Airside / Airspace
Future Airside Options
Proposed North South Taxiway (NST)
Potential Foreshore Runway
Potential Close-in South Parallel Runway
Airside / Airspace
15
Runways at YVR
YVR has two primary parallel runways (the North
and South Runways) and a Crosswind Runway.
The longer South Runway is used for arrivals
and departures 24 hours a day. While the shorter
North Runway is used primarily for arrivals, it is
used for departures when demand requires. The
North Runway is generally closed between 10
p.m. and 7 a.m. except when the South Runway
requires maintenance or construction or demand
exceeds capacity.
Small to medium sized aircraft use the Crosswind
Runway for arrivals and departures during
inclement and windy weather, predominantly in the
fall and winter months. The Fraser River provides
the runway for floatplane services.
Airside and YVR’s Previous Master Plan
In YVR’s last Master Plan, we anticipated that an
additional runway would be needed in 2025 based
on the Master Plan growth forecast. At that time,
a number of runway options were evaluated and
YVR protected for two potential runways, which
included a Close-in South Parallel Runway and
a Foreshore Runway.
Technology and innovation in aviation has
changed the need for an additional runway
by 2025 – airlines are selling a higher percentage
of seats per flight and aircraft are larger and
more efficient. At current estimates, YVR will
require additional runway capacity when we reach
34 million annual passengers.
YVR Runway Facts
•
•
•
•
South Runway (3,505 metres long)
Crosswind Runway (2,225 metres long)
North Runway (3,030 metres long)
Float Plane Runway (107,686 square metres)
Close-in South Parallel Runway – would be
primarily used as an arrivals runway. This runway
would extend slightly beyond the dyke.
Foreshore Runway – would be used as both an
arrivals and departures runway. It would add
more runway movement capacity than the Close-in
South Parallel and allows for less noise impact.
The Foreshore Runway would have greater cost
and environmental implications than the Close-in
South Parallel Runway.
REDUCTION IN AIRCRAFT NOISE EMISSIONS
Lateral noise levels standardised to 500 kN In EPNdB
120
-25 dB
707-120
110
(-80%)
727-100
100
A300
A340-600
737-300
90
*EPNdB: Effective
Perceived Noise
in Decibels
Source: CFD-Software
E+F GmbH Berlin
A380-842
787-8
80
1950
1960
1970
1980
1990
Year of certification
16
Airside / Airspace
2000
2010
2020
Changes in Aircraft Capacity: The 747 is being phased out
by the 777. In 2015, a 747 flying intercontinentally held 350
passengers, compared to the 777 which holds 400 passengers.
In 2016, British Airways changed their aircraft from flying
Heathrow to YVR two times daily with a 747 aircraft holding 337
each, to a once daily flight on an A380 holding 469 passengers.
Maximizing Current Resources
We also looked at ways to maximize our existing runway capacity, including:
1. Using the North Runway for aircraft departures
2. Using Required Navigation Performance (RNP) and other air traffic
control measures which facilitate more flexible use of runways and
potentially reduce separation distances between aircraft
3. Constructing the North South Taxiway which provides a direct link between
runway ends and the terminal, enabling a more balanced use of the parallel
runways
4. Constructing high-speed rapid exit taxiways and other taxiway improvements
which facilitate arriving aircraft to clear the runways faster
Even with these enhancements, if we continue to grow our peak period, our
current runway system is likely to reach capacity at approximately 370,000
aircraft movements, equivalent to nearly 34 million passengers per annum.
Additional aircraft movements beyond this amount would result in significant
anticipated airside delays during the peak periods.
Required Navigation Performance (RNP) is a
new precise and efficient way to safely navigate
aircraft. RNP systems use GPS technology and
sophisticated avionics to keep aircraft on a
defined flight path, which reduces the fuel use and
GHG emissions and produces lower levels of noise.
YVR became the first airport in Canada to make
RNP available to all eligible arriving aircraft.
Over the next 20 years, YVR expects to see more
airlines using RNP to access the airport.
Runway End Safety Areas (RESAs) are specialized
areas at the end of a runway to protect passengers
and reduce the severity of damage to an aircraft
in the unlikely event of an overrun and undershoot.
Already an international standard and an
anticipated Transport Canada requirement, YVR
completed a proactive stakeholder and public
consultation program for RESAs on the South
Airfield in 2015. Construction of RESAs on the
South Runway began in 2015 and is expected to be
complete in 2017. Design and consultation for the
North Runway RESAs will also begin in 2017.
Airside / Airspace
17
18
Airside / Airspace
THRUST
IDL
E TH
THRUST
RUS
T
DES
C EN
T
Moving Toward Efficient Arrivals
CITY
RUNWAY
RNP Approach
Vectored Step Down Approach
Planning for the Future
Exploring Alternative Options
As the number of passengers continues to
increase at the same rate during peak periods
over the next 20 years, we will need to address
and resolve congestion issues by increasing
runway capacity. While the need for an additional
runway before 2037 is unlikely, we will continue
to protect for both runway options.
As part of the Master Plan process, we looked
at a number of different options that have been
trialed or considered by other airports to help
manage demand and increase runway capacity.
These options included:
• Shift short haul flights to off-peak times
• Restrict general aviation and cargo during
peak periods
• Incentivize airlines to shift flights to non-peak
hours and/or restrict number of arrivals
and departures during peak periods
• Relocate general aviation (e.g. corporate
and private planes) to other airports
• Accept significant delays during peak period
A new runway requires extensive planning,
consultation, environmental permitting and
regulatory requirements, which can take
upwards of 10 years to complete. Given the
long lead-time, we anticipate that planning
for an additional runway will occur during the
timeframe of this Master Plan.
Based on YVR’s growth forecasts, an estimated
timeline for the requirement of a new runway
is outlined below.
• 85th percentile growth forecast – an
additional runway would be required during
the timeframe of this Master Plan
• 50th percentile growth forecast – an
additional runway is likely not needed within
the timeframe of this Master Plan, however,
planning and consultation for an additional
runway would be underway
As an international airport that serves the varied
needs of our business partners and British
Columbians, we determined that none of these
options were viable, as they do not align with our
mission, vision and values, or with the aspirations
of our business partners. Providing connections
during peak travel periods is a foundation of
global airline networks – with the ultimate intent
of creating the fastest and most convenient
connections for passengers.
Airside / Airspace
19
GROUND
ACCESS
AND YVR
Enabling safe, efficient, convenient and reliable
ground access to transport people and goods to
and from the airport and around Sea Island is a
key priority of the Master Plan.
We own and are responsible for the majority of the
road network on Sea Island and the Arthur Laing
and Dinsmore Bridges. We also invested $300
million in the Canada Line extension to Sea Island
and YVR now has some of the highest transit
ridership of any airport in North America – about
25 per cent – an achievement we are proud of.
Other bridges with access to Sea Island are the
Moray Bridge and Airport Connector Bridge,
owned and maintained by the Province of British
Columbia and No.2 Road Bridge, owned and
maintained by the City of Richmond. The City of
Richmond also owns and maintains several roads
on Sea Island.
20
Ground Access
Since 2015, YVR has undertaken several ground
access studies to understand current traffic
flows and examine future projections. These
studies have looked at how growth and
planned changes in transportation in the Metro
Vancouver region over the next 20 years could
affect ground access to Sea Island and the airport.
Based on these studies and our own traffic
forecasts, we’ve determined that we will need to
make some significant changes in ground access
within the next 20 years. Following is an overview
of key considerations for the future, some of the
anticipated challenges and the potential options
we have explored to ensure efficient ground
access to YVR.
CONSIDERATIONS
FOR THE FUTURE
Roadway Congestion Increases
We know that regional travel times to and from Sea Island are becoming
longer and increasingly less reliable. Commuter traffic travelling through
Sea Island between Richmond and Vancouver accounts for approximately
70 per cent of traffic during the morning rush hours and east-west
travel times between Sea Island and Highway 99 are increasing. Growing
challenges for YVR are:
• Delays and unpredictable travel time for YVR passengers, employees,
cargo and Sea Island businesses.
• Increased congestion on Russ Baker Way during rush hour as
through-traffic and airport traffic continues to grow.
• Development north of Templeton-Grant McConachie Way intersection
will create additional demand for left turns and cause delays for
airport traffic.
Bridge Access to Sea Island
When we examined future capacity of the bridges connecting people and
goods to YVR we found that by 2037, the Arthur Laing Bridge will exceed
its capacity during peak periods (northbound morning and north and
southbound afternoon).
Other bridges including the Moray Bridge, Airport Connector, Dinsmore
Bridge and No.2 Road Bridge are forecast to have sufficient capacity.
Road Network Improvements
The George Massey Tunnel Replacement Project and Highway 99
improvements will improve travel times and reliability to Richmond, Surrey
and Delta. However, the east-west travel times between Highway 99
and Sea Island are forecast to increase.
Ground Access
21
Canada Line
Ride Share Options
Planned expansion to the Canada Line will
accommodate the forecast demand between
Bridgeport and YVR stations in 2037 although
increased crowding at YVR terminus station
platform is anticipated during peak periods.
Peer-to-peer ride sharing (such as Uber or Lyft)
and car sharing (such as Car2Go, ZipCar, EVO
or Modo) have already been adopted at many
airports in the United States and some Canadian
cities, which could become more widespread to
airports, including YVR. These options could help
reduce the number of parking spaces needed
but also create new needs for pick up and drop
off space.
Population and Employment Growth
YVR has one of the highest uses of transit by
employees of any airport in North America. As
our employee base grows to accommodate our
growth, many of these employees are expected
to come from locations that have longer travel
times to YVR. Because these locations have fewer
transit options, particularly for shift workers,
our employee growth will put additional pressure
on regional roads.
Road User Pricing
Across Metro Vancouver, regional transportation
authorities are considering implementing bridge
tolls or distance-based road pricing within the
next eight years. YVR may consider following the
region’s lead in this area, including time of day
pricing to help shift some travel to off-peak periods.
22
Ground Access
New Transportation Technology
The increasing popularity of electric vehicles and
autonomous (self-driving) vehicles may help reduce
greenhouse gas emissions associated with ground
transportation. However, they may also contribute
to vehicle kilometres travelled and the need for
parking facilities. The long-term effects of these
technologies for YVR’s operations are uncertain.
Potential Options for Ground Access
Potential Projects
We have considered a number of potential options
to maintain efficient ground access to the airport
and Sea Island over the long term.
YVR is considering the following projects:
Future Capital Projects
The following projects are part of YVR’s existing
Capital Plan:
1. Templeton Interchange – Replace the
Templeton-Grant McConachie Way
intersection with a new grade separated
interchange to accommodate traffic. The
interchange will also have potential to
connect to a future Templeton extension to
Russ Baker Way.
2. Dinsmore Bridge – Upgrade or replace
existing two traffic lanes and look at adding
separated cycling and pedestrian facilities.
3. Electric Vehicle Charging Stations – Provide
more vehicle charging stations as demand
continues to grow.
4. On-road cycling infrastructure – Construct
a separated cycling lane on the Arthur Laing
Bridge.
5. Russ Baker Way High Priority Vehicle Lane –
Provide a priority lane on Russ Baker Way for
airport-bound traffic to bypass VancouverRichmond commuter traffic.
6. Templeton Extension – Extend Templeton
Street between Grant McConachie Way and
Russ Baker Way to provide an alternate route
for airport traffic and decreasing vehicle
traffic on Russ Baker Way.
7. Canada Line Capacity Enhancement –
Increasing capacity at Canada Line station
platforms.
8. Out of map area – Express bus service from
South Surrey Park and Ride to YVR – A direct
bus service could carry up to 1,000 riders per
day, removing 100 single-occupancy vehicles
from the Sea Island road network during
peak hours.
Ground Access
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AMENITIES
AT YVR
YVR’s commitment to being a good community
steward includes our role in helping provide
world-class amenities. The proposed amenities
identified in the Master Plan extend beyond the
standard offerings available at the airport to
include attractions and recreational offerings
on Sea Island. These consist of:
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Recreational and commuter cycling routes
Walking paths
Park space
Natural areas
Multi-use pathways
Plane spotting areas
Community and public spaces
Amenities
Amenities
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Larry Berg Flight Path Park – This park opened
in 2013 and is located at the corner of Russ Baker
Way and Airport Road, near the South Runway.
It provides an area for plane spotting, picnics and
gatherings and is open to the public.
YVR reviewed the current amenities at the
airport and on Sea Island, and also looked at
what airports around the world offer their visitors
and local communities. The amenities review
and analysis considered Phase 1 consultation
feedback and included key components, such as:
McArthurGlen Designer Outlet – The outdoor
luxury shopping centre was opened in 2015 and is
located near the Templeton Station on the Canada
Line. YVR has 50 per cent ownership of the centre,
which is a source of non-aeronautical revenue
to support airport operations and keeps costs
lower for our airline customers and passengers.
The outlet centre currently supports 600 jobs
for British Columbians.
On-road cycling improvements – YVR
recognizes that both recreational and commuter
cyclists require a safe place to ride. We have
integrated upgraded cycling infrastructure in our
road maintenance program to include widening
the cycling lanes on the Arthur Laing Bridge,
constructing a separated bike lane on Russ Baker
Way and delineating cycling crossings on Miller
Road, Grant McConachie Way and Russ Baker Way.
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Amenities
• Identifying existing and potential amenity users
• Identifying potential opportunities for new
amenities that would appeal to users
• Analyzing opportunities and potential new
projects and how they integrate within the
region and what already exists
New and Enhanced Amenities
At YVR, safety is always our top priority and we
value universal access. It is important to us that
the amenities we develop consider supporting
people of all ages and abilities.
The map at right provides an inventory of potential
amenities that we could integrate in our ongoing
infrastructure upgrade plans.
Potential Sea Island Amenity Options
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Suggested Projects
Potential Road Location
SICA
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7
8
4
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9
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10
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1.
Plane Spotting Platform: Design and construct a viewing area,
just west of the Canada Post building, including parking, path
and a covered plane spotting deck.
2. D
yke Path in Sea Island Conservation Area (SICA) Lands:
Work with Environment Canada to open gated path to the
public and connect to the surrounding region networks.
3.
Ferguson Road – West Improvements: Widen the road,
install bike route and provide a separated all ages all
abilities path, along Ferguson Road from near the Canada
Post building to the Iona Island causeway. Connect the all
ages all abilities path to Cora Brown trail.
4. P
lane Spotting Platform: Design and construct a plane
spotting platform in the grassy area just north of the jetSet
parking lot and west of the future North-South Taxiway.
5.
Jogging Loop / Pathway /Cycling Route: Complete an all
ages all abilities path from east end of US terminal to
pathway system along north service road to Templeton.
Also add connection for cyclists from north service road to
International Terminal arrivals level.
6.Miller Road Bike Route: Provide a consistent bicycle route
along the entire length of the corridor between the western
end of Miller Road to Russ Baker Way. Also improve access
to arrivals level of Domestic Terminal.
7.
Arthur Laing Bridge Alternative Pedestrian and Bicycle
Crossing: Provide an alternative pedestrian and bicycle
only crossing.
8.
Templeton Station Secure Bicycle Parking: Provide a secure
bicycle parking facility.
9. A
ctive Transportation Corridor: Construct a separated
bi-directional all ages all abilities pathway on the west
side of Templeton Street to provide direct access between
Burkeville and the Templeton Canada Line Station and
the Outlet Centre. Improve the pedestrian crossing at the
intersection with Grant McConachie Way. Add a separated
bike lanes along Templeton road for commuter traffic.
10.Multi-Use Pathway: Construct this new pathway to connect
the Russ Baker Way pathway to Cessna Drive, thereby
connecting Flight Path Park, BCIT Aerospace and Technology
Campus and the riverfront dyke trail.
11.Dyke Path Enhancement: Improve and complete the path
along the east side of Sea Island. Link with paths coming
from the Dinsmore and Morray bridges.
12.Dinsmore Bridge and Gilbert Road: Enhanced the facilities
on the Dinsmore Bridge for people walking and cycling on
the west side of the bridge and continue the pathway along
Gilbert Road to tie into the existing pathway and dyke trails.
13.Moray Bridge Improvements: Add pathway under the
Moray Bridge.
14.Inglis Drive Pathway: Widen and improve the face of the
path south of Inglis Drive to better accommodate pedestrians
and cyclists.
Amenities
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Environment
ENVIRONMENT
Sustainability is embedded in YVR’s corporate
culture and is intrinsic to our strategy and business
practices. We strive to be a world class sustainable
airport that values excellence in environmental
management. Feedback from participants during
Phase 1 consultation showed that we share a
similar vision with our communities. Many people
specifically mentioned their desire for sustainable
travel options that reduce carbon emissions
and for YVR to be a self-sustaining airport with
a smaller environmental footprint.
Sustainability at YVR encompasses environment
as well as governance, economic and social
aspects of our business. We’re proud of what
we’ve achieved, but we know there’s more to do.
To help stimulate ideas about what you’d like to see
at the airport, we’ve included information about
our current environmental management program.
Environment
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Environmental Management at YVR
Our five-year Environmental Management Plan, which we review and
update regularly, identifies specific programs and initiatives to achieve
environmental sustainability. It includes the framework to guide sustainable
environmental management of the airport, key strategic environmental
priorities and goals, targets and actions to advance environmental
performance and ecosystem health.
We also have an Environmental, Health and Safety Management System that
aligns with internationally recognized environmental sustainability standards
(ISO 14001 and OHSAS 18001). All of our tenants, contractors and suppliers
are required to adhere to the Safety, Security & Environmental Policy.
Our core environmental program areas include:
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Aeronautical Noise
Air Quality and Climate Change
Water Quality
Natural Habitat
Hazardous Materials
Contaminated Sites
Environmental Assessment & Sustainable Building Design
Energy and Resources
Waste and Recycling
We are committed to reducing greenhouse gas emissions, waste, potable
water consumption and impact on Sea Island ecology. All of our future planning
for the Master Plan will consider these priorities.
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Environment
Future Planning and the Environment at YVR
Reduction of Greenhouse Gas Emissions
We have implemented several programs to
reduce greenhouse gas emissions, including:
• LED lighting and building retrofits to reduce
energy consumption
• Solar heated hot water, photovoltaic and wind
power, as electricity alternatives
• Upgrades for the airport vehicle fleet,
to move towards electric and hybrid vehicles
(and encouraging our business partners
to do the same)
• Driver efficiency training to reduce fuel
consumption
As we look to the future, new projects that we are
considering include:
• District Energy Geoexchange system that
will provide a renewable energy source that
utilizes the ground’s heating and cooling
properties to heat and cool our facilities
• Exploration of partnership with Metro
Vancouver for energy recovery from Iona
Wastewater Treatment Plant
• Increasing the availability of preconditioned
air for aircraft at gates. It provides the
opportunity for aircraft to turn off their
engines while parked at the gates
• Construction of airside and groundside
infrastructure that facilitates efficient
operations
Environment
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Reduction of Waste
Ecosystem Health
YVR is committed to reducing the amount of waste
being sent to landfills. In 2015 we:
• Diverted 97 per cent of solid waste
construction materials
• Recycled 1.39 million kilograms of paper,
cardboard, wood pallets, glass, plastic
and metal
• Composted 441,306 kilograms of organic
material
Sea Island is a vibrant landscape and we are
committed to helping protect and conserve this
unique ecosystem. In 2016, YVR became the first
airport in the world to be certified Salmon Safe –
a testament to our progressive land management
and development practices that enhance water
quality, terrestrial and aquatic habitat. We have
well-established water quality targets to ensure
a safe and healthy environment.
We plan to do more in the future and our potential
projects include:
• In-terminal composting facility
• Developing a coordinated strategy for waste
management on Sea Island
Noise Management
Potable Water
Forecast regional growth combined with climate
change has made water conservation a focus for
the region and for us. We have begun retrofitting
the terminal faucets and toilets to low flow units
to reduce our water usage. In 2015, we built a
rainwater harvesting system as part of our
new Airside Operations Building.
Future projects to conserve potable water
at YVR include:
• Increasing drought resistant plants in
landscaping
• Rainwater capture and reuse in the terminal
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Land Use
As we look to a future of continued growth, noise
management will remain a key consideration.
Changes to runway usage and a potential new
runway at some point in the future may alter
noise patterns. New technology in aviation such
as Required Navigation Performance (RNP) will
increase efficiency and reduce environmental
impacts by ensuring aircraft fly an efficient
and more precise flight path. As we continue
to implement these changes, we will seek to
balance local community noise concerns with
environmental considerations.
LAND USE
Our Airport Land Use Plan guides Airport Authority
decisions about where we build and how we use airport
lands in a way that respects our operations, environment
and community. It gives clarity and certainty as to where
and what types of development that can take place. We are
required to update and submit our land use plan every
10 years to the Federal Minister of Transport for approval.
Our 2027 Airport Land Use Plan established our plan
for land use between 2007 and 2027. The plan identifies
six land use designations at the airport.
Land Use
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2027 Land Use Plan
Airfield
Passenger Terminal
Airside
Groundside
Ground Access & Parking
Recreational Areas
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Land Use
Land Use Designations
1. Airfield – includes YVR’s runways and
the lands required for airside operations,
including taxiways, airside roads, navigation
aids and other facilities required to support
the movement of aircraft.
2. Passenger Terminal – includes land required
for passenger terminal facilities and functions
and ancillary commercial and operational
uses, (e.g. hotels, hydrant-fuelling systems
and ground-service equipment storage).
3. Airside – includes land for uses requiring
direct access to the airfield system (e.g.
cargo, aircraft maintenance, float plane, fuel
facilities as well as helicopter, commercial
and business aviation operators).
4. Groundside – includes land for uses not
requiring direct access to the airfield system
(e.g. flight kitchens, car rental service
facilities, fuel storage facilities and other
non-airport related, but airport-compatible
commercial development activities).
5. Ground Access and Parking – includes
bridges, roads, the Canada Line, public
and employee parking, commercial
transportation and car rental facilities.
6. Recreational Area – designates lands for
recreational uses.
We are now working to develop the 2037 Airport
Land Use Plan, which considers existing and
future operational areas to ensure that we
allocate sufficient land for potential upgrades
or expansions, which may be required during
the next 20 years. We anticipate that the land
use designations will remain the same and
we will share the draft plan in our next phase
of consultation.
As the map illustrates, land use designations
provide a guide for the development of airport
lands on Sea Island. As we develop specific
areas, we will engage with business partners,
community neighbours and other stakeholders
as appropriate to seek input and feedback on
proposed developments.
Land Use
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YVR2037.ca | [email protected]