Jeremy Colwell has had a good think about what improvements he'd like to see help relieve the chronically congested George Massey Tunnel.
The principle of CPG Systems Inc., an information technology firm, says he certainly has had plenty of time to contemplate the matter.
Much of it comes to mind when he's caught in lineups leading to the soon to be 54-year-old link while trying to get back and forth from his home in Tsawwassen, his office in Vancouver, and clients who are scattered across Metro Vancouver.
The congestion can be so bad some days he can struggle to meet the demands of his customers who often require timely assistance.
"If I get a call that a customer wants to see me, then I either have to put them off or figure something else out," says Colwell. "Because, if I'm trying to go through the tunnel at 8: 30 a.m., there's often a horrendous lineup."
It's the same in the afternoons. "If I happen to be with a client in South Delta and get a call to go into Vancouver at 3 p.m., then forget it. It's completely unfeasible."
And that can have a significant impact. "There's not a whole lot of sympathy in our industry. We're tasked with making sure that our clients' computers work right," Colwell says. "And if they don't work right, then it can be a catastrophe."
Customers generally just care about solutions, he adds.
"They don't want to hear about excuses. They don't want to hear about circumstances or situations. They only want to hear I will be there. And the tunnel is a major impediment to accomplishing that."
It's also costly. Colwell, who drives about 4,000 km a month for work, estimates that in fuel alone he is spending $500 to $600 annually sitting in tunnel traffic jams.
Among the five options for improving traffic flow the province began presenting at a string of public open houses this week-the Richmond Olympic Oval hosted the first one March 13-Colwell says he'd push for one including a new crossing from 80th Street in Delta to Richmond in the No. 8 Road area.
"While I'm very cognizant of environmental concerns and the idea of more land coming out of the ALR to put in a bridge, it would reduce the number of choke points," Colwell says.
It's an option Richmond City Council opposes based on the amount of agricultural land that would be consumed for bridge and road construction.
"With all due respect to Mayor Malcolm Brodie, I feel it's a bit of a narrow-minded position," Colwell says. "If you look at the No. 8 Road corridor now, there's ditches on both sides, and the amount of land being talked about bringing out of the ALR would be minimal."
First off, the ditches could be cut and covered, he said.
"Then you've got four lanes." Colwell would also like to see a second crossing from Richmond to Vancouver over Continued from page 4 the Fraser River's north arm.
"Otherwise, why are we going to spend billions of dollars just to move traffic a couple of kilometers up the road," he says.
He's even okay if it becomes a tolled route.
"I'd be fine with a toll, although to be quite honest I like the idea that was put forward by (Surrey Mayor) Diane Watts a number of months ago where she suggested putting a toll on every crossing, but make it a very small one."
The five options the province has rolled out include:
1. Maintain the existing tunnel.
2. Replace the existing tunnel with a new bridge.
3. Replace the existing tunnel with a new tunnel.
4. Maintain the existing tunnel and build a new crossing such as a "twin" bridge or tunnel along the Highway 99 corridor.
5. Maintain the existing tunnel and build a new crossing in a new location.
Barry Grabowksi, chair of the Richmond Chamber of Commerce, says he's well aware of the impacts traffic congestion has on local business, but his organization has yet to champion one of the proposed options.
"I don't think there is enough information in front of us to have a preferred option yet," he says. "I think it (traffic congestion) is impactful on business, and the community in general. We are told that 55 per cent of the traffic through the tunnel is actually coming to Richmond. And if that's workers or customers, that makes a difference. They're delayed in getting to where they have to go."
He adds that while some of the current options may not be palatable or practical, "hopefully somewhere in those options is a choice that will make sense."
Also a concern is keeping the project moving forward through an anticipated change in provincial government following the May 14 election.
"Hopefully, the election doesn't change the momentum because its been clearly identified that there is a need in the future to do something about the tunnel and it can take up to 10 years to get a project like this to completion," Grabowski says. "We hope certainly that something can be done out of those options."
Plus, he feels it's the Massey Tunnel's time to be dealt with.
"We understand that the province a few years back said they had other transportation issues that had to be resolved, like the South (Fraser) Perimeter Road and the new Port Mann Bridge, and now even the Evergreen Line," Grabowski says.
"...this seems to be the next major transportation hurdle that needs to be overcome in the Lower Mainland."
More information about the tunnel replacement project is available at engage.gov.bc.ca/ masseytunnel.
