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Monumental project: Replacement of George Massey Tunnel moving forward

A long-awaited and much-anticipated mega-project to replace the George Massey Tunnel in British Columbia, one of the most congested roadways in the Lower Mainland, is a step closer to reality.

A contract for the work is expected to be awarded this year, with construction starting in 2026 and completion set for 2030.

The tunnel is the main component of a $4.15-billion Highway 99 Tunnel Program which also entails replacing the existing two-lane Steveston Interchange with a new five-lane structure. The $87.5-million interchange is under construction and on track for completion in 2025.

The four-lane tunnel does not presently meet modern highway design or seismic standards for carrying Highway 99 under the Fraser River. Sections at both ends of the tunnel need upgrades to improve safety and traffic flow for vehicles, transit, cyclists and pedestrians.

The 60-year-old crossing is a primary highway and major north-south connector for the movement of vehicles and goods between Delta and Richmond. Replacing the thoroughfare will improve safety for travelers and provide better protection against seismic events.

Work on cycling and transit improvements along the Highway 99 corridor are already nearing completion, including an extension of bus-on-shoulder lanes. The bus-on-shoulder lane has been extended southbound between Highway 17A and Ladner Trunk Road. Northbound, the bus-on-shoulder lane has been extended between Ladner Trunk Road and 80th Street.

“We are moving ahead on delivering improvements for the thousands of people who rely on this crossing each day, and for better goods movement across the region,” Transportation and Infrastructure Minister Rob Fleming said in a statement. “Advancing the new tunnel will also increase trade to the United States and support a vital link to the Vancouver International Airport.”

During a press conference, Fleming said a new crossing to replace the George Massey Tunnel will improve traffic flow and make travel by transit, walking and cycling more convenient, without costing commuters hundreds of dollars a year in unfair tolls.

Crossing will be eight lanes
The new crossing will be a toll-free, eight-lane immersed tube tunnel with three general-purpose travel lanes and a dedicated transit lane in each direction. The tunnel will feature a separate multi-use path to support pedestrians, cyclists and other active transportation options.

The project also includes replacing the existing Deas Slough Bridge and the addition of a southbound general-purpose lane on Highway 99 between Westminster Highway and Steveston Highway.

With the new tunnel and approaches in place, traffic will flow smoothly at 80 kilometres per hour, unlike the current average of 30.

A decision on the preferred proponent to design the tunnel and construct the project’s early works will be made in late spring.

Through this Design Early Works Agreement, the project design will be finalized and readied for construction. The finalized design and cost submission will culminate in a Design Build Agreement.

According to the B.C. Minister of Transportation and Infrastructure, the province is using a Progressive-Design Build with Target Price model.

“This procurement model allows for a transparent and collaborative approach to design progression and agreement on project costs and risks between the province and preferred proponent,” the ministry said in a statement prepared for Rock to Road. “It requires an open-book approach to develop and audit the estimate between the province and preferred proponent – all within the estimated project budget of $4.15 billion.”

Three bid teams are in the running for the project: Cross Fraser Partnership; Daewoo-GS JV; and Fraser River Tunnel Constructors.

The project is also advancing through the Environmental Assessment process. Assessment work began in 2021 with extensive field work and engagement with the public, interested parties and 25 First Nations. The team is currently preparing the project’s application for an Environmental Assessment Certificate (EAC).

Tunnel’s seismic features
The tunnel is being built 40 metres upstream from the existing crossing, which will stay open until the new one is ready. It will be designed and constructed to current seismic standards and be able to withstand earthquakes as large as magnitude nine.

The underwater crossing will be made of six tunnel sections, each about 130 by 45 metres or the size of a football field. Each element will weigh approximately 60,000 tonnes.

The tunnel sections will be made on Deas Island to promote efficiency and reduce construction traffic in the region. They will be stored until the riverbed is ready, then guided into position by tugboats.

While the sections are built, a machine will dredge a trench at the bottom of the river. The trench will then be prepared for a section to be lowered into place.

Cables that span the river will secure the tunnel sections before they are carefully lowered into place. Special tanks within the sections will be filled with water to help lower the tunnel into position.

Once the tunnel section is in place, gravel will be added to the sides to secure it. Large boulders will be placed on top of the sections to protect them in the future. The immersion process will be repeated six times to lower each element.

As part of the project, the team is exploring the option of filling the existing tunnel with sand and leaving it in place, instead of removing it after the new tunnel is in service. The existing tunnel will be retired,  as several factors limit its service life. Leaving the existing tunnel in place may reduce impacts to the river and marine traffic.

Each tunnel section will be built on Deas Island and guided into position by tugboats.

Tunnel opened 65 years ago
Construction on the original tunnel began in March 1957, with it opening in May 1959 as a four-lane crossing called the Deas Island Tunnel. The cost of the project at the time was about $16.6 million.

The tunnel carries a four-lane divided highway under the south arm of the Fraser River estuary, joining the cities of Richmond to the north with Delta to the south. It is the only road tunnel below sea level in Canada. The tunnel was the first to use immersed tube technology in B.C. The crossing is 629 metres long and made up of six precast concrete sections.

The project has been in the works for a number of years, with the province working with Indigenous groups, local governments and stakeholders since 2018 to identify the right project for the region. An eight-lane immersed tube tunnel was endorsed by the Metro Vancouver Board.

In July 2019, the COWI-Stantec team was hired to provide feasibility-level technical services and conceptual-level design to define the technical elements of different bridge and tunnel crossing options, as well as improvements to the approaches on Highway 99.

The team shortlisted three crossing concepts from 18 potential options. The design dealt with interconnected traffic operations, drainage and constructability challenges in a high-traffic corridor, geometrics constrained by available right-of-way, freeway ramps, poor geotechnical conditions, and environmentally-sensitive areas.  

As part of the project, three transit and cycling projects were completed in 2023. Work continues at the Steveston Interchange, where dedicated transit lines will be installed in each direction. Flatiron Constructors Canada Ltd. began the interchange work in 2022. 

Current and upcoming work at the interchange includes ground densification, installing stone columns and pile driving to support piers for the new interchange.