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Cassiar Tunnel

From Wikipedia, the free encyclopedia

Cassiar Connector
Interior of the tunnel, heading southbound
Overview
LocationVancouver, British Columbia
Coordinates49°16′39″N 123°01′54″W / 49.277381°N 123.031576°W / 49.277381; -123.031576 (Cassiar Connector)
Route Hwy 1 (TCH)
Operation
OpenedJanuary 12, 1992
OwnerBritish Columbia Ministry of Transportation and Infrastructure
Technical
Length730 metres (2,400 ft)
No. of lanes6
Tunnel clearance5.2 metres (17 ft)

The Cassiar Connector is a highway traffic tunnel on the Trans-Canada Highway. It is located in the north-east corner of Vancouver, British Columbia, near the Vancouver-Burnaby border. Travelling northward, the tunnel begins under Adanac Street and passes under the interchange between East Hastings Street and the Highway 1 offramps. It ends underneath Triumph Street, with the highway continuing north to the McGill Street interchange (to the Port of Vancouver) and the Ironworkers Memorial Second Narrows Crossing towards the District of North Vancouver. The tunnel is 730 metres (2,400 ft) long. Dangerous goods are not permitted to be transported through the tunnel.

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Transcription

Metropolitan Vancouver is a miracle of growth. Third largest city in Canada, it's at the vortex of British Columbia's booming economy. New industry and the expansion of old have brought thousands of workers and their families to this city. At the same time, increasing numbers of visitors seek the holiday climate of Canada's west coast. Open spaces are disappearing. This young metropolis needs room to grow. the Fraser River has always been the broad barrier against southward extension of Vancouver. Joining sea and mountains to form a band around a million people. all roads once led to a single crossing of the Fraser, carrying the growing thousands of cars and trucks from Vancouver and New Westminster. Northbound traffic from the Trans-Canada Highway and the US border converged on the same span across the river: Pattullo Bridge, built by the government in 1937. This was calculated to satisfy traffic demands for many years. Perhaps no one could have forecasted the future of Vancouver, but there were those who watched its growth and talked of the day when the Fraser River would have to be crossed at least once again. Men like George Massey, MLA for the district south of the river. he called for a new crossing at Deas Island, near the antiquated Ladner Ferry. And there was a man to put this dream into action: Honorable PA Guilardi, Minister of Highways, ordered engineers to investigate. They recommended a new super highway to the river barrier. From the US border, the latest in divided high speed through-ways. And for the crossing, not ferries, nor a span. This new crossing was to be a tunnel. All great engineering achievements begin in the minds of men. Men who combine their knowledge and genious in the detailed planning of a new project. This is the story of one such project: the Deas Island tunnel. First of its kind on the North American continent, and only the second in the world. It is similar in design to the Mass tunnel in Holland. Deas Island Tunnel was built for the British Columbia toll highways and bridges authority. The engineers were two firms with worldwide experience: Foundation of Canada Engineering Corporation Limited, and Christiani and Nielsen of Canada Limited. Dozens of other firms, contractors and suppliers also became part of the team. This was the area before construction started. A railway and road had to be moved out around the site. The North tunnel approach was to be excavated here, and here a dry dock, and here the general working area. The river itself was helpful in excavating the dry dock. Auxiliary dikes were built to the shape of the dry dock, the river was let in, and a dredge was floated in. The dredge did the digging and was floated back into the main river. The entrance was then plugged, and the dry dock pumped dry. The purpose of the dry dock was to provide a dry land area in which to build six tunnel elements utilizing conventional concrete techniques. The six elements were later floated out and sunk in a trench in the river bottom. The dry dock was dredged to a depth of 28 feet to allow the tunnel elements to draw 23 feet when floated out. in this panoramic view, we can see the early phases of the work at the tunnel site which included construction of a concrete mixing plant beyond the far side of the dry dock. Gravel was spread on the floor of the dry dock before construction of the elements began. Here we can see concrete crews starting the 4 inch working slab from which the elements were build-up. Beyond the far dike of the dry dock, is the Fraser River, and in the corner of the excavation are dewatering pipes by which the working area was kept dry. These pipes lead from two levels of well points around the perimeter of the dry dock. This was not unlike drilling a multitude of domestic water supply wells and constantly pumping them dry. Day and night, literally millions of gallons of water were pumped out to the dry dock into the main river. Conventional earth-moving equipment was used in excavating the tunnel approaches. Here too success depended upon efficiently watering of river seepage. The rig in the background is driving well points. These machines now working on dry land, were at times actually sixty feet below the Fraser River. In the three years of the Deas Island tunnel project, contractors moved two and a half million cubic yards of earth and rock. Enough to provide baseman excavations for 10,000 family houses. This was the first of many important anniversaries for the new tunnel, the day that concrete pouring began on the main construction job. On this day, the Premier of British Columbia, the Honorable WAC Bennett, handled the controls. The completed approaches and tunnel elements were to use more than one hundred thousand yards of concrete.

History

In August 1960, the Ironworkers Memorial Second Narrows Crossing (known at the time as the Second Narrows Bridge) was opened to traffic. This was followed in 1964 by the completion of the Trans Canada Highway. However, the portion of the highway passing through Vancouver was not built to highway standards. Instead, it used an existing portion of Cassiar Street, including the intersection of Cassiar and Hastings Street. This meant that traffic on the highway was controlled by traffic lights at Hastings and Cassiar also at Adanac Street and again at William Street for traffic control from the Rupert Park Diversion, all contributing to congestion especially during peak periods.

The Cassiar Connector was completed in January 1992, when it was described as removing one of the last remaining traffic lights on the Trans Canada Highway and as the BC Ministry of Transportation's largest project to date. The project upgraded 2.3 km of highway south of the Ironworkers Memorial Bridge, and involved the construction of seven new overpasses, 20 retaining walls, a pedestrian bridge, two new interchanges and the Cassiar Tunnel itself which is 730m long.[1] The total cost of construction was estimated to be C$115 million.

On Saturday, January 11, 1992, pedestrians were allowed to roam through the dual tunnels. A ceremony was also held at 1 p.m. and was attended by Transportation Minister Art Charbonneau and Vancouver Mayor Gordon Campbell.[2] The next day, it was opened to vehicle traffic, and the Trans Canada highway was diverted to the new route. [3]

Highway expansion

In 2005, the British Columbian government introduced an infrastructure plan known as the "Gateway Program."[4] As part of that program, the Trans-Canada Highway through the Cassiar Connector was increased to three lanes in each direction. The lanes were intended to be used primarily for dedicated entry and exit lanes. Because the tunnel was originally designed to have three lanes in each direction, expansion was not necessary.

References

  1. ^ "Frontier to Freeway - An Illustrated History of the Roads in British Columbia (see page 18)". Archived from the original on January 9, 2014. Retrieved October 23, 2009.
  2. ^ The Vancouver Sun Staff (January 3, 1992). "Cassiar Connector Opening Slated for Mid-January". Vancouver Sun. Vancouver.
  3. ^ The Province Staff (January 9, 1992). "Connector Set to Move Traffic". The Province. Vancouver. Retrieved February 28, 2022.
  4. ^ BC Government "Gateway Program Definition Report" (see pg 32) Archived February 3, 2006, at the Wayback Machine
This page was last edited on 18 January 2024, at 03:18
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