Traffic Control Management Plan - Squamish

TRAFFIC CONTROL MANAGEMENT PLAN Woodfibre LNG Project Prepared for: Woodfibre LNG Limited Suite 1020, 1075 West Georgia Street Vancouver, BC V6E 3C9 Prepared by: Hemmera, an Ausenco Company 18th Floor, 4730 Kingsway Burnaby, BC V5H 0C6 Project No. 989232-05 August 2019

Woodfibre LNG Limited Draft Traffic Control Management Plan August 2019

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REVISION HISTORY

The Traffic Control Management Plan (TCMP) provides mitigation measures that will be developed and

implemented throughout the construction period of the Woodfibre LNG Project (Project). As additional

information becomes available through the progression of detailed design or following interactions with

the contractor, Aboriginal groups, the public, and regulatory agencies, this plan will be updated to reflect

any changes in Project-related traffic management.

Version Date Issued Distribution Comments

0.1 July, 2019 Woodfibre LNG Preliminary Draft

0.2 August, 2019

Woodfibre LNG Squamish Nation Twleil-Waututh Nation District of Squamish Ministry of Transportation and Infrastructure

Updated to include Darrell Bay and Appendix A – Traffic Impact Assessment


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ACRONYMS AND ABBREVIATIONS

Acronym Definition BC British Columbia

CEMP Construction Environmental Management Plan

DOS District of Squamish

EAC Environmental Assessment Certificate

EAO Environmental Assessment Office

LNG liquefied natural gas

MOTI Ministry of Transportation and Infrastructure

Woodfibre LNG Woodfibre LNG Limited

Project liquefied natural gas processing facility with marine storage and off-loading

TCMP Traffic Control Management Plan

TIA traffic impact assessment

SYMBOLS AND UNITS OF MEASURE

Unit of Measurement Definition

% percent

km kilometre


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TABLE OF CONTENTS

ACRONYMS AND ABBREVIATIONS .......................................................................................................... I

SYMBOLS AND UNITS OF MEASURE ........................................................................................................ I

1.0 INTRODUCTION .............................................................................................................................. 1

1.1 OVERVIEW OF THE TRAFFIC CONTROL MANAGEMENT PLAN ..................................................... 4

1.2 REVISIONS TO THE PLAN ........................................................................................................ 5

2.0 CONSULTATION ............................................................................................................................. 5

3.0 REGULATORY FRAMEWORK ....................................................................................................... 6

4.0 ROLES AND RESPONSIBILITIES ................................................................................................. 7

5.0 BACKGROUND ............................................................................................................................... 8

6.0 IMPLEMENTATION ......................................................................................................................... 9

6.1 SQUAMISH HARBOUR ............................................................................................................. 9

6.2 DARRELL BAY ....................................................................................................................... 9

7.0 TRAFFIC CONTROL MITIGATION ............................................................................................... 10

7.1 GENERAL MITIGATION .......................................................................................................... 10

7.2 TRAFFIC IMPACT ASSESSMENT ............................................................................................. 11

7.3 CONSTRUCTION SCHEDULE ................................................................................................. 11

7.4 SHUTTLE BUSES .................................................................................................................. 12

7.5 SQUAMISH HARBOUR ........................................................................................................... 12

7.6 DARRELL BAY ..................................................................................................................... 12

7.7 COMMUNICATION ................................................................................................................. 13

7.8 TRAFFIC INCIDENT MANAGEMENT AND RESPONSE ................................................................ 14

8.0 MONITORING ................................................................................................................................ 15

8.1 COMPLIANCE MONITORING .................................................................................................. 15

8.2 EFFECTIVENESS MONITORING .............................................................................................. 15

8.3 ADAPTIVE MANAGEMENT ..................................................................................................... 16

9.0 REPORTING .................................................................................................................................. 17

10.0 PLAN PREPARATION .................................................................................................................. 18

11.0 REFERENCES ............................................................................................................................... 19


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List of Tables

Table 1-1 Conditions for Transportation Control Management Plan ................................................... 4

Table 2-1 Aboriginal Groups, Government, Public ,and Other Parties Engaged ................................ 5

Table 3-1 Regulatory Framework for the Traffic Control Management Plan ...................................... 6

Table 4-1 Summary of Roles and Responsibility for the Traffic Control Management Plan ............... 7

Table 7-1 Mitigation Measures .......................................................................................................... 10

Table 7-2 Proposed Work Schedule and Shift Changes .................................................................. 11

Table 7-3 Proposed Personnel Forecast .......................................................................................... 12

Table 7-4 Contact Information for Inquiries, Observations, Incidents, and Emergencies ................. 14

Table 8-1 Monitoring for Traffic Control Plan .................................................................................... 15

Table 10-1 Qualified Professionals ..................................................................................................... 18

List of Figures

Figure 1-1 Project Location and Certified Project Area ........................................................................ 2

Figure 1-2 Project-related Ferry Locations ........................................................................................... 3

List of Appendices

Appendix A Traffic Impact Assessment


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1.0 INTRODUCTION

Woodfibre LNG Limited (Woodfibre LNG) is proposing to build a liquefied natural gas (LNG) processing

facility with marine storage and off-loading (Project), located approximately 7 kilometres (km) southwest

of Squamish, British Columbia (BC).

The Project area is located at the former Woodfibre Pulp and Paper Mill site, a fee simple, industrially

zoned brownfield site with more than 100 years of industrial use and deep-water marine access.

The community of Britannia Beach is approximately 5.5 km southeast of the Project area; Darrell Bay is

approximately 6.2 km to the east; and Port Mellon is approximately 22 km southwest. Vancouver is

situated approximately 50 km southeast of the Project area.

The local area for traffic management and the Certified Project Area for the Project are shown in

Figure 1-1; Figure 1-2 shows Darrell Bay and Squamish Harbour. A detailed project description is

provided in Section 1.0 of the Project’s Construction Environmental Management Plan (CEMP).

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1.1 OVERVIEW OF THE TRAFFIC CONTROL MANAGEMENT PLAN

The objective of the Traffic Control Management Plan (TCMP) is to describe measures that will be

implemented to mitigate the potential adverse effects of the Project on traffic conditions during

construction. The TCMP has been prepared to fulfill the following conditions:

· EAC Condition 15: The BC Environmental Assessment Office (EAO) issued Environmental Assessment Certificate (EAC) #E15-02 for the Project on October 26, 2015 and issued an Amendment to the EAC on July 12, 2017.

The sections of the TCMP that address the conditions of the EAC are cross-referenced in Table 1-1.

Table 1-1 Conditions for Transportation Control Management Plan

Condition Number Condition TCMP

Reference

EAC Condition 15

The Holder must develop, in consultation with MOTI and the DOS, a traffic control management plan and a TIA.

Entire Plan Section 2.0, 6.0 and 7.0

The TIA must be developed in accordance with MOTI’s Planning and Designing Access to Developments manual (2009 or as updated from time to time). The TIA must include, at a minimum, an analysis of the Project’s effects on vehicular traffic and infrastructure and proposed mitigation measures for the11 Highway 99 and Darrell Bay Road intersection.

Section 6.0 Appendix A

The traffic management plan must at a minimum: Identify measures to mitigate the impacts of Project-related transportation during construction on the safety of other users and the efficiency of the transportation network on Highway 99 and the Darrell Bay ferry location Include measures for traffic control, public communications, incident management and response, and plan implementation Identify measures to reduce the number of vehicles of Project employees commuting on Highway 99 and at the Darrell Bay ferry location.

Section 7.0

The Holder must provide the traffic control management plan to EAO, MOTI, and the DOS no less than 30 days prior to the Holder’s planned date to commence construction. The Holder must implement the plan to the satisfaction of EAO.

Section 2

Notes: DOS – District of Squamish; MOTI – Ministry of Transportation and Infrastructure; TIA – traffic impact assessment

The TCMP will be implemented to reduce the potential for Project-related traffic during construction to

interfere with the safety of other vehicular traffic; improve the efficiency of existing transportation

networks; and minimize effects on existing or planned transportation infrastructure. Increased traffic from

construction may interfere with the efficiency of transportation networks on Highway 99 between Metro

Vancouver and Squamish, and at the Darrell Bay facility. Additionally, the use of the Darrell Bay ferry

location may affect the flow of traffic around the Darrell Bay ferry. This plan describes measures to

prevent or reduce these effects and to monitor outstanding Project-related effects on transportation during

construction.


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1.2 REVISIONS TO THE PLAN

The TCMP provides mitigation measures that will be developed and implemented throughout the

construction period. Revisions will be made as further information becomes available through the

progression of detailed design and/or through communication with the contractor, Aboriginal groups, the

public, and regulatory agencies. A table of revisions listing the version of the plan, as well as the date,

distribution, and comment is on page i of this document.

2.0 CONSULTATION

Per EAC Condition 15, the draft TCMP will be submitted to EAO no less than 30 days prior to the start of

construction. The draft plan will also be submitted to the BC Ministry of Transportation and Infrastructure

(MOTI), District of Squamish (DOS), and Aboriginal groups no less than 30 days prior to the planned date

to commence construction.

The TCMP is not considered a Regulated Plan under the Squamish Nation Environmental Assessment

Agreement; however, a Squamish Nation representative of the Working Group reviewed a preliminary

draft of the TCMP, and the resulting comments were considered during development of the TCMP.

A summary of consultation events is shown in Table 2-1.

Table 2-1 Aboriginal Groups, Government, Public ,and Other Parties Engaged

Aboriginal Group/ Agency/Party Date Name of Person

Contacted Action

Squamish Nation July 29, 2019 Tyler Grey Submitted for review

Ministry of Transportation and Infrastructure July 29, 2019 Michael Braun Submitted for review

District of Squamish July 29, 2019 Chris Wyckham Submitted for review

Tsleil-Waututh Nation August 22, 2019 Jessica Steele Submitted for review


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3.0 REGULATORY FRAMEWORK

Table 3-1 below presents the legislation that governs Project development.

Table 3-1 Regulatory Framework for the Traffic Control Management Plan

Name Jurisdiction Description

BC Motor Vehicle Act Provincial Administered and enforced by the Insurance Corporation of British Columbia and the police, the Act deals with the safe operation of motor vehicles on BC roads.

BC Transportation Act Provincial

Administered ty MOTI, the Act deals with public works related to transportation, as well as the planning, design, holding, construction, use, operation, alteration, maintenance, repair, rehabilitation, and closing of provincial highways. MOTI also has a Planning and Designing Access to Developments Manual (MOTI 2009), which is updated from time to time).

Canada Transportation Act Federal Administered by Transport Canada, the Act deals, in part, with air transportation.

Transportation of Dangerous Goods Act and the accompanying Transportation of Dangerous Goods Regulation

Federal Administered by Transport Canada, this Act applies to all modes of transportation of dangerous goods in Canada and includes the transportation of hazardous wastes.

Local Government Act, RSBC 1996, c. 323

District of Squamish

Pursuant to the Act, an Official Community Plan (OCP) bylaw can be developed by municipalities and regional districts. An OCP is a statement of objectives and policies, including those focused transportation, to guide decisions on planning and land use management within the area covered by the OCP.


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4.0 ROLES AND RESPONSIBILITIES

This section outlines the roles and responsibilities of Woodfibre LNG, the contractor(s), and the

Environmental Monitor for updating, implementing, inspecting, and reporting on the effectiveness of

environmental protection and mitigation measures (Table 4-1). This section focuses on the roles and

responsibilities covered by the TCMP.

The CEMP contains the details of the roles and responsibilities for overall environmental management for

the Project and should be referenced in conjunction with the TCMP for detailed descriptions of Project-

related roles and responsibilities. Table 4-1 below provides a summary of the roles and responsibilities

that are described in more detail in the CEMP.

Table 4-1 Summary of Roles and Responsibility for the Traffic Control Management Plan

Entity Role and Responsibility

Woodfibre LNG

· Audit contractor(s)’ environmental compliance periodically. · Communicate incidents, monitoring/tracking results, and other traffic-related

information in accordance with management plans. · Monitor and review compliance of construction activities with management plan. · Maintain complete records of activities related to implementation of management

plan. · Prepare and submit scheduled reports on traffic control monitoring to Woodfibre

LNG, Squamish Nation, and regulatory agencies as required. · Coordinate actions as needed between contractors for employee and equipment

transportation including scheduling, shuttle buses, carpooling, parking, and equipment laydown.

· Undertake responsibilities identified for Traffic Incident Management and Response.

· Manage a website for public information on Project schedule, traffic flow changes, and traffic control plans.

· Identify public events with the potential to interact with Project-related traffic. · Compile data and complete annual reporting.

Contractor

· Implement the TCMP. · Work in compliance with environmental approvals, permits, and authorizations. · Develop environmental protection plans to include relevant components of the

TCMP and include monitoring strategies. · Communicate and report to the Woodfibre LNG representative on a regular basis. · Manage employee transportation for their employees, including shuttle buses,

parking, and car pooling. · Develop traffic control plans where Project activities may interact with non-Project-

related traffic and parking.


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5.0 BACKGROUND

Squamish and Whistler have benefited from the improvements to the Sea to Sky Highway 99 that links

communities from West Vancouver to Whistler. Approximately 132 km long, the Sea to Sky Highway 99

passes through the communities of Lions Bay, Furry Creak, Britannia, Squamish, and Whistler.

At the Eagle Ridge traffic monitoring point on the Sea to Sky Highway, average daily traffic volumes have

been increasing, from 15,273 in 2011 (post Olympics) to 19,890 in 2018. Average volumes for July and

August, with tourist traffic, increased from 20,164 to 25,230 over the same period (MOTI 2019).

In 2013, the average daily traffic counts on the Sea to Sky Highway 99 northbound between Metro

Vancouver and Squamish were highest on Fridays and lowest on Tuesdays (MOTI 2019). Although

higher levels of traffic are associated with the weekend days (i.e., Thursday through Sunday), the traffic

count station where this data originates is located before the Horseshoe Bay Ferry Terminal, and not all

vehicles counted traveled as far as Squamish. By comparison over the same period, average daily traffic

counts on the Sea to Sky Highway between Squamish and Whistler were also highest on weekend days

(MOTI 2019). This traffic increase during weekends coincides with the tourism focus of the Sea to Sky

corridor, including Squamish and Whistler.

Southbound traffic patterns of vehicles traveling from north of Squamish also involved higher traffic

counts on weekend days, but higher counts were observed on Sundays and Mondays, which coincides

with the pattern of travelers returning to Squamish area or Metro Vancouver at the end of the weekend.

Traffic accident data collected between 2009 and 2013 show that most accidents in the Squamish area

occur to cars turning left in designated left turn lanes off the Sea to Sky Highway 99 into the Squamish

community (ICBC 2014). Approximately 30 percent (%) to 50% of accidents occurring between 2009 and

2013 resulted in injury or death to one of the parties involved in the accident.


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6.0 IMPLEMENTATION

6.1 SQUAMISH HARBOUR

Woodfibre LNG intends to use Squamish Harbour for transporting personnel to the site while the Darrell

Bay facility is being upgraded. During the initial months of the Project’s construction phase, fewer than

100 personnel will be required onsite. Buses will be used to drop off and pick up personnel, thereby

limiting traffic and parking congestion at Squamish Harbour and in the general downtown area of

Squamish.

Construction equipment and materials will be transported by barge from outside of the region and will not

be utilizing the road systems in the Sea to Sky corridor. As a result, traffic control will not be required and

fewer impacts on the regular traffic flow are anticipated during equipment and material delivery to site.

6.2 DARRELL BAY

Darrell Bay requires permitting and infrastructure upgrades before it can be used as the regular location

for transporting personnel to and from the Project site. A traffic impact assessment (TIA) has been

complete (Appendix A) as required prior to the use of the Darrell Bay facility.

Once permitting and infrastructure upgrades have been completed, Darrell Bay will become the primary

location for transporting personnel to and from the Project site. In the interim, construction personnel will

be transported from the Squamish Harbour, located in downtown Squamish on Loggers Lane. Mitigation

measures developed to minimize increased Project-related traffic at Darrell Bay are described in

Section 7.6.


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7.0 TRAFFIC CONTROL MITIGATION

This section presents the mitigation measures to minimize any potential disturbance to existing ground-based traffic patterns and flow from Project-related traffic while protecting the safety of personnel, public, and vehicles on roads and at intermodal locations. Table 7-1 below presents a summary of the mitigation measures developed to reduce and minimize Project effects on traffic.

Table 7-1 Mitigation Measures

Mitigation Number Mitigation Name Project Phase Timing for

Implementation Environmental Management Plan Containing Mitigation

M7.2-4 Traffic Management Plan Construction and Operation Pre-construction Traffic Control Management

Plan

Woodfibre LNG will undertake compliance reporting as part of implementation of the EAC. Compliance reporting enables the EAO to verify that Woodfibre LNG is meeting the EAC conditions, including Condition 15, which is designed to mitigate potential Project-related adverse effects on the safety and efficiency of the transportation network on Highway 99 and the Darrell Bay ferry location.

7.1 GENERAL MITIGATION

The following general mitigation measures are intended to reduce the potential effects of Project-related personnel commuting to and from the Project site on existing traffic and transportation networks during construction:

· Schedule staggered shift start/end times to minimize any overlap with high-volume traffic periods such as weekends and statutory holidays.

· Facilitate car pooling for project personnel not using buses when traveling to ferrying location(s).

· Reduce the potential effects of equipment delivery on existing traffic and transportation networks: ▫ Schedule delivery times to minimize overlap with high-volume traffic periods on the Sea to

Sky Highway 99 such as on weekends and statutory holidays. ▫ Minimize vehicle time spent at vessel departure locations to minimize parking requirements. ▫ Use alternate means of delivering equipment and supplies to the Project site, such as barging

material from Vancouver, to avoid the Sea to Sky corridor. · Reduce the potential effects of equipment delivery and employee transport on safety:

▫ Confirm that all Project and contractor vehicles and drivers are complying with applicable legislation for transport of goods, such as the Transportation of Dangerous Goods Act and with Transport Canada’s Emergency Response Assistance Plans.

▫ Minimize traffic-related effects on the safety of other users of shared transportation networks by designating preferred routes for Project-related ground transportation; considering vehicles types (e.g., passenger vehicles, commercial trucks with oversized loads); controlling the transport of dangerous goods; considering adjacent land uses (such as parks and schools); and accommodating heavy traffic areas.

▫ Implement site security measures at ferry/barge departure locations for vehicles and personnel, such as fencing and installing concrete barrier protection.


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▫ Make the use of winter tires mandatory between the months of October and March in compliance with the Motor Vehicle Act regulations. Confirm that drivers transporting goods have completed required training and have proof of relevant certification and require all drivers to abide by posted speed limits.

7.2 TRAFFIC IMPACT ASSESSMENT

Watt Consulting conducted a Traffic Impact Assessment studying highway 99, Darrell Bay Road and Shannon Falls Road. The study and results are included in Appendix A.

7.3 CONSTRUCTION SCHEDULE

During the initial start-up of the Project, personnel will be ferrying from the Squamish Harbour, located in downtown Squamish on Loggers Lane. After the initial few months of construction commencing, Darrell Bay will be the primary point for ferrying personnel. A designated parking lot, outside of the downtown area, and bus system will be in place to minimize congestion and parking impacts at Squamish Harbour.

Table 7-2 below provides the proposed high-level employee work schedule and shift changes. Scheduling will be designed to avoid peak volume times and accommodate the use of shuttle buses. Shift times and personnel numbers may vary by season and planned work activities.

Table 7-2 Proposed Work Schedule and Shift Changes

Month Shift Time Buses Vehicles Boats

Dec. 2019 – Sept. 2020 (Max. 240 people per day)

Monday – Friday*

0600 – 0630 hrs. (INBOUND) 8 <15** 0630 – 0645 hrs. (OUTBOUND) 4 During the day (0700 – 1500 hrs.) 0 40 4*** 1730 – 1745 hrs. (INBOUND) 4 1745 - 1815 hrs. (OUTBOUND) 8 0

24/7 Security 1730 hrs. – Shift Change 1830 hrs. – Shift Change

0 20**** 1

Oct. 2020 – Jan. 2021 (Max. 270 people per day)

Monday-Friday* 0600 – 0630 hrs. (INBOUND) 9 <15* 0630 – 0645 hrs. (OUTBOUND) 4 During the day (0700 – 1700 hrs.) 0 10 4** 1730 – 1745 hrs. (INBOUND) 4 1745 – 1815 hrs. (OUTBOUND) 3 0

24/7 Security 0530 hrs. – Shift Change 1830 hrs. – Shift Change

0 20**** 1

* Work schedule may be seven days per week for some crews to complete work outside environmentally sensitive timing windows. ** Personal vehicles would be used to transport required material or tools on the morning passenger ferry to site. *** No planned ferries during the day; however, visitor or emergency ferries may be used on an ad hoc basis. **** The only personnel vehicles parked at Darrell Bay throughout the day or night will be for the Darrell Bay facility or Woodfibre LNG site security and boat crew personnel. Employees working the regular shift will not be permitted to park their vehicles at Darrell Bay or Squamish Harbour.


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Table 7-3 below presents the estimated personnel required during the Project’s construction phase, as

well as personnel needed to complete Project-related upland and marine works.

Table 7-3 Proposed Personnel Forecast

Entity 2019 2020 2021 2022 2023

Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

Upland Contractor 40 50 100 120 120 120 120 200 200 200 300 300 300 230 135 30 0

Marine Contractor 0 15 15 15 15 15 15 35 55 55 55 55 75 75 55 30 15

Woodfibre LNG 20 30 30 45 45 45 45 45 45 45 45 45 45 45 45 45 40

*Approximate numbers

7.4 SHUTTLE BUSES

Shuttle buses will be used to transport personnel from designated parking areas to ferry departure areas. Woodfibre LNG will designate parking areas, local meeting locations, and ferry departure areas for Project personnel to avoid overlap with other public or private parking facilities.

7.5 SQUAMISH HARBOUR

Woodfibre LNG intends to use Squamish Harbour for transporting personnel to the Project site during the initial start-up of construction, when a smaller number of personnel will be required onsite. During the initial months of construction, no more than 100 workers are anticipated. Buses will be used to drop off and pick up personnel, thereby limiting traffic and parking congestion at Squamish Harbour and in the downtown area in general. Parking at the harbour will not be permitted.

7.6 DARRELL BAY

Permitted authorized vehicles will be directed into the designated parking area in the lower parking lot of

the Darrell Bay ferrying location, which will include a bus loop and passenger drop-off/pick-up area.

Shuttle buses will service bus stops along the loop, delivering personnel to the pre-screening and staging

areas located in the lower parking lot of the Darrell Bay facility. To improve the safety of Project personnel

and their vehicles, concrete barriers or fencing will be placed around the bus drop-off and staging areas.

The designated vehicle parking areas and other provided facilities will also be secured by fencing.

Employees outside of the local area will travel to the Project site for their shift of several days before

traveling back to their home base between shifts. All workers will need transport to a ferrying site, either

via personal vehicle, company vehicle, or a Project-supplied shuttle bus from a designated group pick-up

location. Additional pickup locations may be added to as needed for employees traveling from out of the

local area.


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Personnel will arrive at the designated worker ferrying location via the Sea to Sky Highway 99 from either

Squamish or Vancouver. The Darrell Bay Road and Highway 99 intersection is a full four-way, traffic light-

controlled intersection, complete with designated left-hand turn lanes. Traffic will proceed down the

Darrell Bay Road to the upper parking lots before crossing the designated Canadian National Railway

track; this crossing will be equipped with warning lights and bells but will not be equipped with blockade

arms.

Construction materials and equipment will be transported from various locations in the Metro Vancouver

region and delivered directly to the Project site via barges. Occasionally, it may be necessary to ship

small volumes of critical materials from Darrell Bay; these items would generally be transportable by hand

and would fit onto a small crew boat or other similar craft. Transportation of all goods will comply with

applicable regulations, such as the Transportation of Dangerous Goods Act and Transport Canada’s

Emergency Response Assistance Plans.

7.7 COMMUNICATION

Woodfibre LNG will communicate regularly with the DOS and follow procedures and practices identified

by MOTI for sharing Project-related information that might affect the safety of other road users or the

efficiency of the transportation network. In addition, Woodfibre LNG will communicate any Project-related

changes to traffic around the ferry location(s), share safety procedures in place for Project-related traffic,

and provide a means for receiving feedback from all interested parties about this plan.

Communication will include safety procedures and information that may affect transportation safety or

traffic in the area, such as:

· Contact information for key Project contacts on Project-related traffic concerns and information

· Up-to-date Project construction schedule of activities that may increase Project-related traffic or transportation, or disrupt the flow of traffic in and around the DOS

· Up-to-date schedule and locations for any temporary, permanent, or semi-permanent traffic control activities, road closures, or changes to the flow of traffic

· Opportunity and means to provide feedback on adverse traffic effects or concerns about the transportation network; feedback on adverse Project-related traffic effects will be provided to contractors as needed and summarized in annual reports

· Public notification of traffic control plans and major updates to Project schedules that will increase traffic volumes and result in changes to traffic flows or cause other traffic/transportation-related effects

· Notification to the DOS on traffic management for public events to enable posting on the DOS Events Traffic Impact Management website.


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The Woodfibre LNG website (www.woodfibrelng.ca) includes a contact email ([email protected]) and contact phone number (1-888-801-7929) for members of the public. The email address and phone number are monitored Monday to Friday, 0900 hours to 1700 hours. Woodfibre LNG is committed to answering all inquiries within three business days and will keep comments and responses in a database. Inquiries will be recorded and reviewed quarterly, and key themes will be shared with the company executives and contractors to determine if further action is required. If members of the public have any urgent safety concerns, they are encouraged to dial 9-1-1. Table 7-4 provides the contact information to discuss inquiries, observations, incidents, and emergencies.

Table 7-4 Contact Information for Inquiries, Observations, Incidents, and Emergencies

Priority Entity Contact Information Response Timeline Availability

Inquiry Woodfibre LNG [email protected] 1-888-801-7929

3 – 5 business days

Monday to Friday, 0900 – 1700 hours

Observations Woodfibre LNG [email protected] 1-888-801-7929

24 – 48 hours Monday to Friday, 0900 – 1700 hours

Incident Woodfibre LNG [email protected] 24 hours 24 hours/day

Emergency Authorities 9-1-1 Immediate 24 hours/day

7.8 TRAFFIC INCIDENT MANAGEMENT AND RESPONSE

Woodfibre LNG aims to have no recordable motor vehicle incidents associated with the Project; however, incidents can still occur, even with planned mitigations and proactive safety initiatives in place, such as driver training and health and safety programs. Woodfibre LNG has established incident response procedures for transportation or traffic incidents. The following information will be captured and included in these procedures:

· Roles and responsibilities for incident response

· Categories of traffic-related incidents and response procedures for each category

· Prioritization rationale for triage of traffic incidents

· Considerations for analysis of traffic-related incidents (e.g., injury, property damage, hazards from or to other road users, hazardous goods, etc.)

· Traffic management procedures at incident locations

· Communication with stakeholders and other road users

· Investigation, reporting, and incorporation of outcomes into the TCMP.

Woodfibre LNG will manage immediate incident responses, including internal and external responses.

All incidents will be reported the Woodfibre LNG project management team for further review and action.

Traffic incident response is included in the Project’s Emergency Response Plan.

mailto:[email protected]





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8.0 MONITORING

The monitoring program for the TCMP includes three components: compliance monitoring, effectiveness

monitoring, and adaptive management.

8.1 COMPLIANCE MONITORING

Woodfibre LNG will track the use of shuttle buses, project vehicles, and personal vehicles; identify safety

measures for both vehicles and traffic; report on compliance with the EAO conditions; and assess the

effectiveness of the measures undertaken to mitigate identified effects. Monitoring requirements for the

TCMP will incorporate the following information:

· General comments on the construction schedule

· Employment and employee locations

· Equipment barging locations

· Offsite laydown areas

· Ferry nodes and parking nodes under consideration

· Anticipated land travel modes to ferrying site(s)

· Employee scheduling.

8.2 EFFECTIVENESS MONITORING

Woodfibre LNG will review the information provided in incident reports and other documentation to

monitor the effectiveness of the mitigation measures implemented to manage and control Project-related

traffic incidents. Activities that will be monitored are presented in Table 8-1, along with the data that will

be collected to inform the effectiveness monitoring.

Table 8-1 Monitoring for Traffic Control Plan

Activity Monitored Data

Employee traffic

Record: · Number of employees per bus · Number of buses per day · Bus locations used to transport personnel to Squamish

Harbour or Darrell Bay · Employees transport locations.

Traffic safety management Confirm traffic control plans are being implemented as needed. Track all Project-related traffic incidents.

Interaction with local government and groups on local events

Record communication with local government agencies for parking and traffic control plans during local events.

Traffic incident management Record incident response times and details.


Page 16

8.3 ADAPTIVE MANAGEMENT

Woodfibre LNG will compile the monthly monitoring information collected by the Project team and external

resources to evaluate the effectiveness of applied mitigation measures. As a component of the monitoring

program, Woodfibre LNG will determine the reasonable thresholds of the reporting metrics beyond which

adaptive management will be initiated. Based on this review, the Woodfibre LNG team will determine if

the Project has caused adverse traffic management effects requiring initiation of an adaptive approach. If

so, the Project team will propose a course of action for review by Aboriginal groups, regulators, and other

interested parties, which will include revised or new mitigation measures.

Woodfibre LNG will update this TCMP annually or as required throughout Project construction.


Page 17

9.0 REPORTING

Woodfibre LNG will prepare compliance and monitoring reports with updates on construction progress

and any traffic management and mitigation identified. Reporting will include a summary of comments,

which will be posted to the Woodfibre LNG webpage. Woodfibre LNG will regularly monitor and prepare

internal reports and will provide annual reports to the EAO. Monthly report traffic control reports will also

be included with the environmental monitoring reports submitted to the Squamish Nation Working Group.


Page 18

10.0 PLAN PREPARATION

Table 10-1Table lists the qualified professionals and designations who prepared the TCMP.

Table 10-1 Qualified Professionals

Name Qualifications

Ruth Hardy M.Sc., P.Ag


Page 19

11.0 REFERENCES

Insurance Corporation of British Columbia (ICBC). 2014. Lower-Mainland-Crash-Map 2009-2013. Available at http://www.icbc.com/about-icbc/newsroom/Pages/Lower-Mainland-Crash-Map.aspx. Accessed August 2014.

Accessed 29 Aug 2014. Ministry of Transportation and Infrastructure (MOTI). 2009. Planning and Designing Access to Developments. ISBN: 9780772658609. Available at http://www.th.gov.bc.ca/permits/SiteImpact/locked/PDAD_Manual_Sept21.pdf. Accessed July 2019.

Ministry of Transportation and Infrastructure. 2019. Traffic Data 10 Year Annual Summary for 2018. Available at https://prdoas3.pub-apps.th.gov.bc.ca/tig-public/Report.do?pdbSiteId=23273. Accessed July 2019.

http://www.icbc.com/about-icbc/newsroom/Pages/Lower-Mainland-Crash-Map.aspx

http://www.th.gov.bc.ca/permits/SiteImpact/locked/PDAD_Manual_Sept21.pdf

https://prdoas3.pub-apps.th.gov.bc.ca/tig-public/Report.do?pdbSiteId=23273

APPENDIX A Traffic Impact Assessment

550 – 888 Dunsmuir Street Vancouver, BC V6C 3K4 T 778-309-1253 wattconsultinggroup.com

SQUAMISH WOODFIBRE LNG Traffic Impact Assessment

Author: Mona Dahir, EIT Reviewer: Elisabeth Hofbauer-Spitzer,

P.Eng. Prepared for: Clifton Associates Ltd. Our File: 2707 Date: August 19, 2019

Squamish Woodfibre LNG i Traffic Impact Assessment

TABLE OF CONTENTS

1.0 INTRODUCTION ................................................................................................... 1

1.1 Site Location .......................................................................................................... 1

2.0 EXISTING CONDITIONS ...................................................................................... 2

2.1 Land Use ............................................................................................................... 2

2.2 Road Network ........................................................................................................ 2

2.3 Traffic Count .......................................................................................................... 2

2.4 Traffic Model .......................................................................................................... 2

2.5 Existing 2019 Traffic Conditions ............................................................................ 3

3.0 CONSTRUCTION SITE TRAFFIC ........................................................................ 5

3.1 Site Access ............................................................................................................ 5

3.2 Trip Generation ..................................................................................................... 5

3.3 Trip Assignment .................................................................................................... 5

3.4 Phase One Traffic Conditions................................................................................ 6

3.5 Phase Two Traffic Conditions................................................................................ 7

3.6 Phase Three Traffic Conditions ............................................................................. 9

3.7 Phase Four Traffic Conditions .............................................................................. 10

4.0 ACTIVE TRANSPORTATION ............................................................................. 13

4.1 Pedestrians and Cyclists ..................................................................................... 13

4.2 Transit ................................................................................................................. 13

5.0 CONCLUSION .................................................................................................... 13

6.0 RECOMMENDATIONS ....................................................................................... 13

APPENDICES

Appendix A: Synchro Background

Appendix B: 2019 Existing Conditions

Appendix C: Traffic Conditions with Construction Traffic

Squamish Woodfibre LNG ii Traffic Impact Assessment

LIST OF FIGURES

Figure 1 : Site Location ................................................................................................................. 1

Figure 2: 2019 AM/PM Peak Hour Traffic Volumes ...................................................................... 4

Figure 3: Trip Assignment ............................................................................................................. 6

Figure 4: 2020 Phase One AM/PM Peak Hour Volumes .............................................................. 7

Figure 5: 2021 Phase Two AM/PM Peak Hour Volumes .............................................................. 9

Figure 6: 2022 Phase Three AM/PM Peak Hour Volumes ......................................................... 10

Figure 7: 2023 Phase Four AM/PM Peak Hour Volumes ........................................................... 12

LIST OF TABLES

Table 1: 2019 Existing Traffic Volumes - AM Peak Hour Results ................................................. 3

Table 2: 2019 Existing Traffic Volumes - PM Peak Hour Results ................................................. 4

Table 3: Peak Hour Development Trips ........................................................................................ 5

Table 4: 2020 Phase One Traffic Volumes - AM Peak Hour Results............................................ 6

Table 5: 2020 Phase One Traffic Volumes - PM Peak Hour Results............................................ 7

Table 6: 2021 Phase Two Traffic Volumes - AM Peak Hour Results............................................ 8

Table 7: 2021 Phase Two Traffic Volumes - PM Peak Hour Results............................................ 8

Table 8: 2022 Phase Three Traffic Volumes - AM Peak Hour Results ......................................... 9

Table 9: 2022 Phase Three Traffic Volumes - PM Peak Hour Results ....................................... 10

Table 10: 2023 Phase Four Traffic Volumes - AM Peak Hour Results ....................................... 11

Table 11: 2023 Phase Four Traffic Volumes - PM Peak Hour Results ....................................... 11

Squamish Woodfibre LNG 1 Traffic Impact Assessment

1.0 INTRODUCTION Watt Consulting Group was retained by Clifton Associates Ltd. to conduct a Traffic Impact Assessment (TIA) to assess the potential impacts of traffic during the 48 – 54-month construction phase of the Woodfibre LNG project in the District of Squamish, BC. 1.1 SITE LOCATION

The construction site is located at the former Woodfibre Paper Mill site, however, the area being impacted by construction traffic will be considered the “site location” for the purpose of this TIA.

The site is located on Darrell Bay Road, west of Highway 99 and south of the Sea to Sky Gondola. Figure 1 shows the location of the site.

Figure 1 : Site Location


2.0 EXISTING CONDITIONS 2.1 LAND USE

The existing site is currently designated as Industrial / Resource. 2.2 ROAD NETWORK

The key intersection that was studied is the Highway 99 / Darrell Bay Road / Shannon Falls Road intersection. The intersection is a four-leg signalized intersection with protected phasing for the northbound and southbound left movements. Highway 99 (Sea to Sky Highway) is a four-lane primary highway under the jurisdiction of the Ministry of Transportation and Infrastructure (MoTI). Highway 99 is a major north-south route connecting Vancouver, Squamish, Whistler, Pemberton, Lillooet, terminating at Highway 97 just north of Cache Creek. The roadway has a posted speed limit of 80km/h. Darrell Bay Road is a two-lane roadway in the District of Saanich that has a posted speed limit of 50km/h. This route connects from the Highway to the ferry terminal that will transport workers / construction equipment to the Town of Woodfibre. Shannon Falls Road is a two-lane roadway with a posted speed limit of 50km/h that transitions to 20km/h as motorist enter the park area. The route connects to the Stawamus Chief Provincial Park. 2.3 TRAFFIC COUNT

Traffic counts for the intersection were conducted in the morning (6:00 – 9:00am) on Thursday, July 25th, 2019 and the afternoon peak hour (4:00pm –7:00pm) on Wednesday, July 24th 2019. The AM peak hour was identified as being from 8:00 – 9:00am and the PM peak hour was identified as being from 4:15 – 5:15pm. 2.4 TRAFFIC MODEL

Weekday AM and PM peak hour traffic conditions were modeled using Synchro Studio (version 9) for the following scenarios:

• Phase 1 – Site Preparation and Civil Works (December 2019 – September 2020); • Phase 2 – Site Preparation and Civil Works (October 2020 – January 2021); • Phase 3 – Concrete Works and Module Setting and Interconnections (February 2021 –

January 2023); and • Phase 4 – Pre-Commissioning and Demobilization (February – May 2023).

Measures of effectiveness (MOEs) will be evaluated for level of service (LOS), 95th percentile queues, total delay, and volume-to-capacity ratios (v/c). A background on Synchro and LOS is provided in Appendix A. The criteria for mitigation are as follows:


• LOS D or better for overall intersection performance, LOS C or better for Highway through movements, and LOS D or better for side street and individual turning movements;

• 95th percentile queues extending beyond queuing capacity; and • V/C ratio of 0.85 for the overall intersection, and 0.90 for individual turning movements.

The horizon years will be evaluated for impacts to traffic operations with and without the development. The results will be used to determine if road improvements are needed as a result of background traffic growth or as a result of the development. Simulation settings for Synchro analysis will include:

• Vehicle length of 7.5m • Heavy vehicle length of 22.7m • Peak hour factors will use count data; and • Heavy vehicles % from count will be used and adjusted for site traffic.

2.5 EXISTING 2019 TRAFFIC CONDITIONS

Existing 2019 traffic conditions were analyzed at the key intersection within the study area. See Table 1 and Table 2 for the traffic results and Figure 2 for a schematic showing the volumes. Signal timings were assumed, as the signal timing sheet was not available. See Appendix B for the detailed Synchro reports. In the AM and PM peak hour, all movements operate at LOS B or better and 95th percentile queues do not exceed the storage length for any movement

TABLE 1: 2019 EXISTING TRAFFIC VOLUMES - AM PEAK HOUR RESULTS

Highway 99 / Darrell Bay Road / Shannon Falls Road

Eastbound Westbound Northbound Southbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right

Volume 40 1 7 1 0 12 2 500 12 9 567 37 V/C 0.12 0.03 0.07 0.02 0.22 0.02 0.04 0.26 0.04 LOS B A A B A A B A A Delay (s) 12 0 0 18 6 0 17 6 1

Queue (m) 3 0 0 1 34 0 4 39 0 Intersection LOS LOS A Intersection V/C 0.39


TABLE 2: 2019 EXISTING TRAFFIC VOLUMES - PM PEAK HOUR RESULTS



Volume 23 0 5 21 1 58 5 621 21 35 606 33 V/C 0.09 0.02 0.26 0.03 0.30 0.03 0.14 0.28 0.05 LOS B A A B A A B A A Delay (s) 14 0 8 20 9 0 19 7 1 Queue (m) 2 0 0 3 42 0 11 40 0 Intersection LOS LOS A Intersection V/C 0.45

Figure 2: 2019 AM/PM Peak Hour Traffic Volumes


3.0 CONSTRUCTION SITE TRAFFIC 3.1 SITE ACCESS

The site will be accessed via Darrell Bay Road. 3.2 TRIP GENERATION

Construction site traffic will vary over the phasing of the project. Buses will be used to pick-up and drop-off workers to/from Darrell Bay, and there will also be vehicles making delivers to the site. See Table 3 for the site trips in each construction phases. Not all of the trips will be made in the peak hours identified in this study, however, this analysis will consider the worst-case scenario in which these trips are made during the PM peak hour.

TABLE 3: PEAK HOUR DEVELOPMENT TRIPS

Weekday AM (Inbound)

Weekday PM (Outbound)

Construction Phasing Buses Vehicles Buses* Vehicles Site Preparation and Civil Works (December 2019 – September 2020) 8 15 8 0

Site Preparation and Civil Works (October 2020 – January 2021) 9 15 9 0

Concrete Works and Module Setting and Interconnections (February 2021 – January 2023) 18 15 18 0

Pre-Commissioning and Demobilization (Feburary – May 2023) 14 15 14 0 *There are a higher number of buses than reported by the Client travelling outbound in the PM peak hour. This was to adjust for the worst-case scenario that the same number of buses will leave at the same time during the peak hours.

3.3 TRIP ASSIGNMENT

The trip assignment in the first two phases have been identified for the buses: • Phase 1 – 4 buses to Squamish / 4 buses to Vancouver; and • Phase 2 – 3 buses to Squamish / 6 buses to Vancouver.

All other trips will be split 50/50 between the north (to Squamish) and to the south (to Vancouver). See Figure 3 for the trip assignment for each phase.


Figure 3: Trip Assignment

3.4 PHASE ONE TRAFFIC CONDITIONS

Phase one traffic conditions were modeled by adding construction site traffic to the 2020 background traffic volumes. See Table 4 and Table 5 for a summary of the traffic results, and Figure 4 for the traffic volumes. In the AM and PM peak hour, all movements operate at LOS C or better and 95th percentile queues do not exceed the storage length for any movement. See Appendix C for the detailed Synchro reports for all phases.

TABLE 4: 2020 PHASE ONE TRAFFIC VOLUMES - AM PEAK HOUR RESULTS



Volume 41 1 7 1 0 12 14 510 12 9 578 49 V/C 0.19 0.03 0.07 0.24 0.24 0.02 0.04 0.31 0.07 LOS B A A C A A C A A Delay (s) 16 0 0 22 7 0 20 9 2



TABLE 5: 2020 PHASE ONE TRAFFIC VOLUMES - PM PEAK HOUR RESULTS



Volume 27 0 9 21 1 59 5 633 21 36 618 34 V/C 0.12 0.04 0.26 0.03 0.30 0.03 0.15 0.28 0.05 LOS B A A B A A B A A Delay (s) 15 0 8 20 9 0 20 7 1 Queue (m) 2 0 0 3 42 0 11 41 0 Intersection LOS LOS A Intersection V/C 0.45

Figure 4: 2020 Phase One AM/PM Peak Hour Volumes

3.5 PHASE TWO TRAFFIC CONDITIONS

Phase two traffic conditions were modeled by adding construction site traffic to the 2021 background traffic volumes. See Table 6 and Table 5 for a summary of the traffic results, and Figure 5 for the traffic volumes. . In the AM and PM peak hour, all movements operate at LOS C or better and 95th percentile queues do not exceed the storage length for any movement.


TABLE 6: 2021 PHASE TWO TRAFFIC VOLUMES - AM PEAK HOUR RESULTS



Volume 42 1 7 1 0 12 16 520 12 9 590 48 V/C 0.21 0.03 0.07 0.32 0.24 0.02 0.04 0.33 0.07 LOS B A A C A A C A A Delay (s) 17 0 0 27 7 0 21 10 2


TABLE 7: 2021 PHASE TWO TRAFFIC VOLUMES - PM PEAK HOUR RESULTS



Volume 27 0 11 22 1 60 5 646 22 36 630 34 V/C 0.12 0.05 0.26 0.03 0.31 0.03 0.15 0.29 0.05 LOS B A A C A A B A A Delay (s) 15 0 8 20 9 0 20 7 1 Queue (m) 2 0 0 3 43 0 11 42 0 Intersection LOS LOS A Intersection V/C 0.46


Figure 5: 2021 Phase Two AM/PM Peak Hour Volumes

3.6 PHASE THREE TRAFFIC CONDITIONS

Phase three traffic conditions were modeled by adding construction site traffic to the 2022 background traffic volumes. See Table 6 and Table 5 for a summary of the traffic results, and Figure 5 for the traffic volumes. In the AM and PM peak hour, all movements operate at LOS D or better and 95th percentile queues do not exceed the storage length for any movement.

TABLE 8: 2022 PHASE THREE TRAFFIC VOLUMES - AM PEAK HOUR RESULTS



Volume 42 1 7 1 0 13 19 531 13 10 602 55 V/C 0.22 0.03 0.08 0.47 0.25 0.02 0.05 0.39 0.1 LOS B A A D A A C B A Delay (s) 18 0 0 35 7 0 22 11 3



TABLE 9: 2022 PHASE THREE TRAFFIC VOLUMES - PM PEAK HOUR RESULTS



Volume 33 0 14 22 1 62 5 659 22 37 643 35 V/C 0.16 0.07 0.26 0.03 0.31 0.03 0.15 0.29 0.05 LOS B A A C A A C A A Delay (s) 15 0 8 21 9 0 20 7 1 Queue (m) 3 0 0 3 44 0 11 43 0 Intersection LOS LOS A Intersection V/C 0.46

Figure 6: 2022 Phase Three AM/PM Peak Hour Volumes

3.7 PHASE FOUR TRAFFIC CONDITIONS

Phase four traffic conditions were modeled by adding construction site traffic to the 2023 background traffic volumes. See Table 6 and Table 5 for a summary of the traffic results, and Figure 5 for the traffic volumes. In the AM and PM peak hour, all movements operate at LOS C or better and 95th percentile queues do not exceed the storage length for any movement.


TABLE 10: 2023 PHASE FOUR TRAFFIC VOLUMES - AM PEAK HOUR RESULTS



Volume 43 1 8 1 0 13 17 541 13 10 614 54 V/C 0.21 0.04 0.08 0.36 0.25 0.02 0.05 0.34 0.08 LOS B A A C A A C B A Delay (s) 17 0 0 29 7 0 22 10 2


TABLE 11: 2023 PHASE FOUR TRAFFIC VOLUMES - PM PEAK HOUR RESULTS



Volume 32 0 12 23 1 63 5 672 23 38 656 36 V/C 0.15 0.06 0.27 0.03 0.32 0.03 0.15 0.30 0.05 LOS B A A C A A C A A Delay (s) 15 0 8 21 9 0 20 7 0 Queue (m) 3 0 0 3 45 0 12 44 0 Intersection LOS LOS A Intersection V/C 0.47


Figure 7: 2023 Phase Four AM/PM Peak Hour Volumes


4.0 ACTIVE TRANSPORTATION 4.1 PEDESTRIANS AND CYCLISTS

There are no dedicated pedestrian or cycling facilities along Highway 99 or Darrell Bay Road. There are marked shoulders along Highway 99 that pedestrians and cyclists travelling north-south along the highway may use. The site is not expected to generate any pedestrian or cycling traffic that would require any upgrades to any facilities in proximity to the site. 4.2 TRANSIT

A bus stop is located within 500m of the site, near the Shannon Waterfall Parking Lot. The stop services Route 5 – South Parks, and operates every thirty minutes from Thursday to Sunday. According to the Sea to Sky Transit Future Plan (2015), there are plans to establish a weekday interregional transit service between Squamish and the Lower Mainland. 5.0 CONCLUSION Existing traffic operations are good (movements operating at LOS B or better) in the AM and PM peak hour. The addition of construction site traffic does not significantly impact the intersection, and conditions will operate at LOS B or better for the highway through movements, and LOS D or better for all other movements. There are no upgrades to the active transportation and transit network required as part of the construction phasing. 6.0 RECOMMENDATIONS

• No upgrades are required to the active transportation, transit, and road network as part of the construction phasing.

Squamish Woodfibre LNG Traffic Impact Assessment

APPENDIX A: SYNCHRO BACKGROUND


S Y N C H R O M O D E L L I N G S O F T W A R E D E S C R I P T I O N

The traffic analysis was completed using Synchro and SimTraffic traffic modeling software. Results were measured in delay, level of service (LOS) and 95th percentile queue length. Synchro is based on the Highway Capacity Manual (HCM) methodology. SimTraffic integrates established driver behaviours and characteristics to simulate actual conditions by randomly “seeding” or positioning vehicles travelling throughout the network. The simulation is run five

times (five different random seedings of vehicle types, behaviours and arrivals) to obtain statistical significance of the results. L e v e l s o f S e r v i c e

Traffic operations are typically described in terms of levels of service, which rates the amount of delay per vehicle for each movement and the entire intersection. Levels of service range from LOS A (representing best operations) to LOS E / F (LOS E being poor operations and LOS F being unpredictable / disruptive operations). LOS E / F are generally unacceptable levels of service under normal everyday conditions. The hierarchy of criteria for grading an intersection or movement not only includes delay times, but also takes into account traffic control type (stop signs or traffic signal). For example, if a vehicle is delayed for 19 seconds at an unsignalized intersection, it is considered to have an average operation, and would therefore be graded as an LOS C. However, at a signalized intersection, a 19 second delay would be considered a good operation and therefore it would be given an LOS B. The table below indicates the range of delay for LOS for signalized and unsignalized intersections.

Table A1: LOS Criteria, by Intersection Traffic Control

Level of Service Unsignalized Intersection Average Vehicle Delay (sec/veh)

Signalized Intersection Average Vehicle Delay (sec/veh)

A Less than 10 Less than 10 B 10 to 15 11 to 20 C 15 to 25 20 to 35 D 25 to 35 35 to 55 E 35 to 50 55 to 80 F More than 50 More than 80


APPENDIX B: 2019 EXISTING CONDITIONS

Lanes, Volumes, Timings1: Highway 99 & Darrell Bay Road/Shannon Falls Road 08-06-2019

2019 AM Peak Hour 8:00 am 07-25-2019 Synchro 9 ReportMD Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 40 1 7 1 0 12 2 500 12 9 567 37Future Volume (vph) 40 1 7 1 0 12 2 500 12 9 567 37Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 0.0 10.0 0.0 0.0 80.0 15.0 110.0 25.0Storage Lanes 0 1 0 0 0 1 1 1Taper Length (m) 7.5 7.5 45.0 60.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Ped Bike Factor 0.99Frt 0.850 0.882 0.850 0.850Flt Protected 0.956 0.994 0.950 0.950Satd. Flow (prot) 0 1691 1252 0 1666 0 1805 3312 1615 1805 3406 1568Flt Permitted 0.989 0.946 0.950 0.950Satd. Flow (perm) 0 1739 1252 0 1585 0 1805 3312 1615 1805 3406 1568Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 101 101 101 101Link Speed (k/h) 50 50 80 80Link Distance (m) 38.2 32.8 232.6 228.3Travel Time (s) 2.8 2.4 10.5 10.3Confl. Peds. (#/hr) 6Peak Hour Factor 0.77 0.25 0.58 0.25 0.25 0.43 0.25 0.91 0.60 0.75 0.84 0.71Heavy Vehicles (%) 8% 0% 29% 0% 0% 0% 0% 9% 0% 0% 6% 3%Adj. Flow (vph) 52 4 12 4 0 28 8 549 20 12 675 52Shared Lane Traffic (%)Lane Group Flow (vph) 0 56 12 0 32 0 8 549 20 12 675 52Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA PermProtected Phases 4 8 5 2 1 6Permitted Phases 4 4 8 2 6Detector Phase 4 4 4 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 6.0 10.0 10.0 6.0 10.0 10.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 10.5 22.5 22.5 10.5 30.0 30.0Total Split (s) 23.0 23.0 23.0 23.0 23.0 10.5 31.5 31.5 10.5 31.5 31.5Total Split (%) 35.4% 35.4% 35.4% 35.4% 35.4% 16.2% 48.5% 48.5% 16.2% 48.5% 48.5%Maximum Green (s) 18.5 18.5 18.5 18.5 18.5 6.0 27.0 27.0 6.0 27.0 27.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5Lead/Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Min Min None Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 5 5 5 5 5 5 5 5 5Act Effct Green (s) 9.0 9.0 9.0 6.6 26.4 26.4 6.6 26.4 26.4Actuated g/C Ratio 0.26 0.26 0.26 0.19 0.76 0.76 0.19 0.76 0.76v/c Ratio 0.12 0.03 0.07 0.02 0.22 0.02 0.04 0.26 0.04


2019 AM Peak Hour 8:00 am 07-25-2019 Synchro 9 ReportMD Page 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 11.9 0.1 0.2 17.5 6.1 0.0 17.4 6.3 1.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 11.9 0.1 0.2 17.5 6.1 0.0 17.4 6.3 1.1LOS B A A B A A B A AApproach Delay 9.8 0.2 6.1 6.1Approach LOS A A A AQueue Length 50th (m) 1.6 0.0 0.0 0.3 0.0 0.0 0.4 0.0 0.0Queue Length 95th (m) 2.9 0.0 0.0 1.1 34.2 0.0 4.3 38.8 0.1Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 1016 773 968 342 2795 1378 342 2874 1339Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.06 0.02 0.03 0.02 0.20 0.01 0.04 0.23 0.04

Intersection SummaryArea Type: OtherCycle Length: 65Actuated Cycle Length: 34.7Natural Cycle: 65Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.26Intersection Signal Delay: 6.1 Intersection LOS: AIntersection Capacity Utilization 38.6% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 1: Highway 99 & Darrell Bay Road/Shannon Falls Road


2019 PM Peak Hour 4:15 pm 07-24-2019 Synchro 9 ReportMD Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 23 0 5 21 1 58 5 621 21 35 606 33Future Volume (vph) 23 0 5 21 1 58 5 621 21 35 606 33Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 0.0 10.0 0.0 0.0 80.0 15.0 110.0 25.0Storage Lanes 0 1 0 0 0 1 1 1Taper Length (m) 7.5 7.5 45.0 60.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Ped Bike Factor 1.00 0.98 0.98Frt 0.850 0.900 0.850 0.850Flt Protected 0.950 0.989 0.950 0.950Satd. Flow (prot) 0 1736 1615 0 1619 0 1805 3471 1538 1703 3343 1524Flt Permitted 0.939 0.912 0.950 0.950Satd. Flow (perm) 0 1714 1615 0 1493 0 1805 3471 1506 1703 3343 1492Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 101 79 101 101Link Speed (k/h) 50 50 80 80Link Distance (m) 38.2 32.8 232.6 228.3Travel Time (s) 2.8 2.4 10.5 10.3Confl. Peds. (#/hr) 1Confl. Bikes (#/hr) 1 1Peak Hour Factor 0.64 0.25 0.63 0.88 0.25 0.73 0.63 0.95 0.75 0.80 0.95 0.69Heavy Vehicles (%) 4% 0% 0% 10% 0% 3% 0% 4% 5% 6% 8% 6%Adj. Flow (vph) 36 0 8 24 4 79 8 654 28 44 638 48Shared Lane Traffic (%)Lane Group Flow (vph) 0 36 8 0 107 0 8 654 28 44 638 48Turn Type Perm NA Perm Perm NA Prot NA Perm Prot NA PermProtected Phases 4 8 5 2 1 6Permitted Phases 4 4 8 2 6Detector Phase 4 4 4 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 6.0 10.0 10.0 6.0 10.0 10.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 10.5 22.5 22.5 10.5 30.0 30.0Total Split (s) 23.0 23.0 23.0 23.0 23.0 10.5 31.0 31.0 11.0 31.5 31.5Total Split (%) 35.4% 35.4% 35.4% 35.4% 35.4% 16.2% 47.7% 47.7% 16.9% 48.5% 48.5%Maximum Green (s) 18.5 18.5 18.5 18.5 18.5 6.0 26.5 26.5 6.5 27.0 27.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5Lead/Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Min Min None Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 5 5 5 5 5 5 5 5 5Act Effct Green (s) 9.1 9.1 9.1 6.5 23.7 23.7 6.8 25.7 25.7Actuated g/C Ratio 0.24 0.24 0.24 0.17 0.63 0.63 0.18 0.68 0.68


2019 PM Peak Hour 4:15 pm 07-24-2019 Synchro 9 ReportMD Page 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.09 0.02 0.26 0.03 0.30 0.03 0.14 0.28 0.05Control Delay 14.1 0.0 8.1 19.8 8.9 0.0 19.4 7.0 0.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 14.1 0.0 8.1 19.8 8.9 0.0 19.4 7.0 0.8LOS B A A B A A B A AApproach Delay 11.5 8.1 8.7 7.4Approach LOS B A A AQueue Length 50th (m) 1.2 0.0 0.9 0.4 8.8 0.0 1.5 8.6 0.0Queue Length 95th (m) 2.1 0.0 0.0 2.8 41.6 0.0 10.7 40.4 0.0Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 913 907 832 311 2649 1173 318 2599 1182Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.04 0.01 0.13 0.03 0.25 0.02 0.14 0.25 0.04




APPENDIX C: TRAFFIC CONDITIONS WITH CONSTRUCTION TRAFFIC


2020 Phase 1 AM Peak Hour 8:00 am 07-25-2019 Synchro 9 ReportMD Page 1




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 15.9 0.1 0.3 22.1 6.8 0.0 20.3 8.7 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 15.9 0.1 0.3 22.1 6.8 0.0 20.3 8.7 2.0LOS B A A C A A C A AApproach Delay 13.1 0.3 7.9 8.3Approach LOS B A A AQueue Length 50th (m) 2.3 0.0 0.0 2.4 7.4 0.0 0.5 9.5 0.0Queue Length 95th (m) 3.0 0.0 0.0 3.9 35.0 0.0 4.3 39.6 1.6Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 649 693 867 233 2583 1281 301 2656 1167Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.09 0.02 0.04 0.24 0.22 0.02 0.04 0.26 0.06




2020 Phase 1 Peak Hour 4:15 pm 07-24-2019 Synchro 9 ReportMD Page 1



2020 Phase 1 Peak Hour 4:15 pm 07-24-2019 Synchro 9 ReportMD Page 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.12 0.04 0.26 0.03 0.30 0.03 0.15 0.28 0.05Control Delay 14.6 0.2 8.0 20.0 9.0 0.0 19.7 7.1 0.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 14.6 0.2 8.0 20.0 9.0 0.0 19.7 7.1 0.9LOS B A A B A A B A AApproach Delay 11.0 8.0 8.7 7.4Approach LOS B A A AQueue Length 50th (m) 1.4 0.0 0.9 0.3 9.0 0.0 1.5 8.8 0.0Queue Length 95th (m) 2.4 0.0 0.0 2.9 42.4 0.0 11.1 41.1 0.0Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 775 584 838 313 2666 1180 320 2616 1189Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.02 0.13 0.03 0.25 0.02 0.14 0.25 0.04








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 17.0 0.1 0.3 26.8 6.5 0.0 21.2 10.0 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.0 0.1 0.3 26.8 6.5 0.0 21.2 10.0 2.0LOS B A A C A A C A AApproach Delay 14.2 0.3 8.3 9.5Approach LOS B A A AQueue Length 50th (m) 3.6 0.0 0.0 4.1 7.7 0.0 0.7 20.1 0.0Queue Length 95th (m) 3.1 0.0 0.0 4.4 35.6 0.0 4.4 40.5 1.5Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 613 661 824 199 2353 1176 285 2420 1082Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.10 0.02 0.04 0.32 0.24 0.02 0.04 0.29 0.06




2021 Phase 2 PM Peak Hour 4:15 pm 07-24-2019 Synchro 9 ReportMD Page 1




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.12 0.05 0.26 0.03 0.31 0.03 0.15 0.29 0.05Control Delay 14.6 0.4 8.1 20.2 8.9 0.0 19.8 7.0 0.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 14.6 0.4 8.1 20.2 8.9 0.0 19.8 7.0 0.9LOS B A A C A A B A AApproach Delay 10.5 8.1 8.7 7.4Approach LOS B A A AQueue Length 50th (m) 1.4 0.0 1.0 0.3 9.3 0.0 1.6 9.1 0.0Queue Length 95th (m) 2.4 0.0 0.0 2.9 43.3 0.0 11.0 41.9 0.0Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 796 563 838 314 2673 1183 321 2623 1192Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.03 0.13 0.03 0.25 0.02 0.14 0.25 0.04








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 17.6 0.1 0.4 35.1 6.5 0.0 21.5 10.8 2.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.6 0.1 0.4 35.1 6.5 0.0 21.5 10.8 2.6LOS B A A D A A C B AApproach Delay 14.7 0.4 9.5 10.2Approach LOS B A A BQueue Length 50th (m) 3.6 0.0 0.0 5.0 8.0 0.0 0.8 20.6 0.0Queue Length 95th (m) 3.1 0.0 0.0 5.0 36.5 0.0 4.6 41.4 2.2Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 577 629 786 163 2402 1199 268 2280 950Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.10 0.02 0.04 0.47 0.24 0.02 0.05 0.31 0.08








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.16 0.07 0.26 0.03 0.31 0.03 0.15 0.29 0.05Control Delay 15.2 0.4 8.1 20.8 9.0 0.0 20.3 7.1 1.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 15.2 0.4 8.1 20.8 9.0 0.0 20.3 7.1 1.0LOS B A A C A A C A AApproach Delay 10.8 8.1 8.8 7.5Approach LOS B A A AQueue Length 50th (m) 2.0 0.0 1.1 0.3 10.0 0.0 1.8 9.7 0.0Queue Length 95th (m) 2.8 0.0 0.0 2.9 44.3 0.0 11.3 42.9 0.0Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 696 544 842 316 2632 1166 323 2570 1170Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.04 0.14 0.03 0.26 0.02 0.14 0.26 0.04

Intersection SummaryArea Type: OtherCycle Length: 65Actuated Cycle Length: 38Natural Cycle: 65Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.31Intersection Signal Delay: 8.2 Intersection LOS: AIntersection Capacity Utilization 46.2% ICU Level of Service AAnalysis Period (min) 15







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 17.4 0.2 0.4 29.4 6.5 0.0 21.6 10.0 2.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.4 0.2 0.4 29.4 6.5 0.0 21.6 10.0 2.4LOS B A A C A A C B AApproach Delay 14.2 0.4 8.6 9.5Approach LOS B A A AQueue Length 50th (m) 3.7 0.0 0.0 4.4 8.2 0.0 0.8 21.2 0.0Queue Length 95th (m) 3.2 0.0 0.0 4.6 37.2 0.0 4.6 42.3 2.1Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 608 657 821 188 2339 1170 283 2404 1020Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.10 0.02 0.04 0.36 0.25 0.02 0.05 0.30 0.07








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.15 0.06 0.27 0.03 0.32 0.03 0.15 0.30 0.05Control Delay 15.3 0.3 8.2 20.8 9.0 0.0 20.4 7.1 1.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 15.3 0.3 8.2 20.8 9.0 0.0 20.4 7.1 1.0LOS B A A C A A C A AApproach Delay 11.2 8.2 8.7 7.5Approach LOS B A A AQueue Length 50th (m) 1.9 0.0 1.1 0.3 10.1 0.0 1.9 9.9 0.0Queue Length 95th (m) 2.8 0.0 0.0 2.9 45.1 0.0 11.8 43.8 0.0Internal Link Dist (m) 14.2 8.8 208.6 204.3Turn Bay Length (m) 10.0 80.0 15.0 110.0 25.0Base Capacity (vph) 714 558 841 315 2631 1166 322 2570 1170Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.03 0.14 0.03 0.27 0.03 0.15 0.27 0.04



Traffic Control Management Plan - Squamish

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