Transportation Impact Assessment - Fraser Grain Terminal

Project Number: 1135200012

Prepared for: Fraser Grain Terminal Partnership Michael Balasescu, P.Eng.

Prepared by: Stantec Consulting Ltd. Peter A. Truch, P.Eng., PTOE, FITE

March 15, 2017

Revision Description Author Quality Check Independent Review 0 Draft Report P.A. Truch A. Puri P.A. Truch 1 Penultimate P.A. Truch A. Puri P.A. Truch L. F. Draft Rodriguez 2 FINAL P.A. Truch A. Puri P.A. Truch L. F. (V7 CMC Rodriguez Report)

Sign-Off Sheet

This document entitled Transportation Impact Assessment - Fraser Grain Terminal was prepared by Stantec Consulting Ltd. (“Stantec”) for the account of Vancouver Fraser Port Authority Fraser Grain Terminal Partnership (the “Client”). Any reliance on this document by any third party is strictly prohibited. The material in it reflects Stantec’s professional judgment in light of the scope, schedule and other limitations stated in the document and in the contract between Stantec and the Client. The opinions in the document are based on conditions and information existing at the time the document was published and do not take into account any subsequent changes. In preparing the document, Stantec did not verify information supplied to it by others. Any use which a third party makes of this document is the responsibility of such third party. Such third party agrees that Stantec shall not be responsible for costs or damages of any kind, if any, suffered by it or any other third party as a result of decisions made or actions taken based on this document.

Prepared by (signature) Ahmad Puri, P.Eng.

Reviewed by (signature) Peter A. Truch, P.Eng., PTOE, FITE

Approved by (signature) Peter A. Truch, P.Eng., PTOE, FITE TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Table of Contents

GLOSSARY ...... I

EXECUTIVE SUMMARY ...... III

1.0 INTRODUCTION ...... 1 1.1 SITE LAYOUT ...... 1 1.2 ANTICIPATED OPERATIONS ...... 1 1.3 ROAD ACCESS ...... 5 1.4 RAIL ACCESS ...... 5 1.5 PURPOSE OF THIS DOCUMENT ...... 5

2.0 STUDY AREA ...... 9 2.1 ROAD NETWORK ...... 9 2.2 RAIL NETWORK ...... 13 2.3 STUDY AREA JURISDICTIONS ...... 13

3.0 BACKGROUND TRAFFIC DATA AND DATA COLLECTION ...... 14

4.0 FGT ANALYSIS SCENARIOS ...... 17

5.0 SITE TRIP GENERATION AND ASSIGNMENT ...... 18 5.1 EMPLOYEE TRIPS ESTIMATE ...... 18 5.2 TRUCK TRAFFIC ESTIMATE...... 18 5.3 WEEKLY, MONTHLY AND ANNUAL ESTIMATES ...... 20 5.4 RAIL ESTIMATE ...... 20

6.0 TRAFFIC GROWTH AND COMBINED TRAFFIC VOLUMES ...... 22 6.1 EXISTING COMBINED TRAFFIC VOLUMES ...... 22 6.2 TRAFFIC GROWTH ...... 22 6.3 FUTURE (2029) TRAFFIC ESTIMATES ...... 22

7.0 ON-SITE DESIGN ...... 25

8.0 ROAD NETWORK ANALYSES ...... 30 8.1 ANALYSIS SCENARIOS ...... 30 8.2 SYNCHRO MODEL ANALYSIS ...... 30 8.3 VISSIM MODEL ANALYSIS ...... 30 8.4 ANALYSIS METHODOLOGY ...... 31 8.5 EXISTING COMBINED VOLUME ASSESSMENT ...... 33 8.6 FUTURE 2029 HORIZON COMBINED VOLUME SSSESSMENT ...... 39 8.6.1 No Railroad Blockages ...... 39 8.6.2 With Railroad Blockages ...... 40

9.0 RAIL OPERATIONS ...... 43

TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

10.0 ROAD/RAIL CONFLICT ANALYSES ...... 44 10.1 WORST-CASE SCENARIO ...... 44

11.0 IMPACTS DURING CONSTRUCTION ...... 47

12.0 PROJECT CONSULTATION ...... 49

13.0 CONCLUSIONS AND RECOMMENDATIONS ...... 50

14.0 REFERENCES ...... 51

LIST OF TABLES Table 4.1: FGT Scenarios Analyzed ...... 17 Table 5.1: FGT Traffic Estimates ...... 20 Table 5.2: Typical Rail Traffic to Four Million Tonnes of Agriproduct Per Year ...... 21 Table 8.1: Level of Service Description – Arterial Roadways and Intersections ...... 32 Table 8.2: Synchro Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario No Railroad Crossing Blockage ...... 35 Table 8.3: Synchro Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario With Railroad Crossing Blockage ...... 36 Table 8.4: VISSIM Analysis Peak Hour Delay and Queue Summary – 2016 Background Scenario ...... 37 Table 8.5: VISSIM Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario – Three Minute Blockage at South Crossing ...... 38 Table 8.6: Synchro Analysis Peak Hour Delay and Queue Summary – 2029 Combined Scenario No Railroad Crossing Blockage ...... 41 Table 8.7: Synchro Analysis Peak Hour Delay and Queue Summary – 2029 Combined Scenario With Railroad Crossing Blockage ...... 42 Table 11.1: Construction Estimates During Demolition Phase ...... 47 Table 11.2: Construction Estimates During Construction Phase ...... 48

LIST OF FIGURES Figure 1.1: FGT Site ...... 3 Figure 1.2: Existing and Proposed Rail Network ...... 7 Figure 2.1: Study Area – Existing Network Conditions ...... 11 Figure 3.1: Existing AM/PM Peak Hour Intersection Turning Movement Volumes ...... 15 Figure 3.2: Existing AM/PM Peak Hour Intersection Turning Movement Truck Percentages ...... 16 Figure 5.1: Forecasted Site Traffic Intersection Turning Movement Volumes ...... 19 Figure 6.1: 2016 Combined AM/PM Intersection Turning Movement Volumes ...... 23 Figure 6.2: 2029 Combined AM/PM Intersection Turning Movement Volumes ...... 24 Figure 7.1: FGT Site Suggested Design Modifications ...... 27 Figure 10.1: Robson Road/Rail Conflicts ...... 45

TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

APPENDICES

EMPLOYEE DISTRIBUTION ...... A.1

DAILY BULK=RELATED TRUCK TRAFFIC FLOW CHART ...... B.1

ANNUAL AGRIPRODUCT-RELATED RAIL FLOW CHART ...... C.1

RAIL-ROAD CROSSING ASSUMPTIONS ...... D.1

TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Glossary March 15, 2017

Glossary

CoD Corporation of Delta

CoS City of Surrey

CN Canadian National Railway

DTA dynamic traffic assignment

FGT Fraser Grain Terminal

FSD Fraser Surrey Docks

FSPL Fraser Surrey Port Lands

HCM highway capacity manual

LOS level of service

MoTI BC Ministry of Transportation and Infrastructure

PARY Port Authority Rail Yards

PHF peak hour factor

PoV Port of Vancouver

SFPR South Fraser Perimeter Road

SRY Southern Railway of British Columbia

s/veh seconds per vehicle

v/c ratio volume to capacity ratio

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Executive Summary March 15, 2017

Executive Summary

The Fraser Grain Terminal (FGT) Partnership with Parris & Heimbecker (P&H) and Paterson Global Foods (PGF) is proposing the installation of a new terminal strategically placed on the Fraser Surrey Port Lands (FSPL), located adjacent to Fraser Surrey Docks (FSD), that will handle the shipping and transfer of grains, pulses, and other specialty agri-products.

The new facility operations will consist of cross-dock movements between FGT and FSD (referred to as the Joint Venture – JV), shipment by truck from FGT to/from commercial/industrial operator and to/from other ports around the metro Vancouver area (Deltaport, Centerm, Vanterm). All of product will arrive by rail and will be transferred from rail cars to the storage facility, and then from the storage facility via conveyor onto ships bound for Asia and elsewhere, or in the case of the JV, directly from rail cars via conveyor to awaiting ships. The facility is anticipated to operate seven days a week, except statutory holidays, and handle four million tonnes of product per year by rail.

Greater road network access to the site will be via the Tannery Road interchange on Highway 17. From there, vehicular, pedestrian, and cyclist modes would access FGT via Timberland Road (N Leg), across FSD Lands, and Robson Road. Access to the FGT site from the FSPL network is proposed via an access road located south of Western Cleanwood Preservers Ltd. All FGT employees, along with FGT truck traffic are proposed to use this entrance. FSD staff associated with FGT operations, will access the FSD site using Plywood Road, and a level-grade pedestrian crossing currently in operation.

All greater rail network access is anticipated to come via Canadian National (CN) Mainline. All arriving trains upon entering the Port of Vancouver Rail Yards, will be split and queued up on Tracks 92 to 99 of the south Port Authority Rail Yards (PARY). Installation of a semi-loop track will service loading of queued cars from rail to storage operations. A spur from the coal unloading loop track, will service the direct rail to sea unloading operations.

The purpose of this document is to highlight, from a multi-modal perspective, how the new FGT operations will affect the transportation network on the FSPL, considering the typical scenario and the theoretical maximum scenarios. The study area limits are defined as the western portion of Fraser Surrey Port Lands (FSPL) bounded by the Fraser River to the north, South Fraser Perimeter Road (SFPR) or Highway 17 to the south, Elevator Road to the west, and Tannery Road to the east. This study will specifically focus on operations on the following intersections and transportation corridors as follows:

• Two interchange terminals at the SFPR/Tannery Road Interchange • Timberland Wye Intersection (Timberland Split at TMS Driveway) • Robson Road/Plywood Road • Driveway from the FGT site at Robson Road

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Executive Summary March 15, 2017

Stantec undertook several sets of macroscopic analysis using Synchro 9.0 software, and used Vissim to microsimulate several scenarios where Synchro’s macroscopic analysis was not detailed enough to provide an accurate depiction of anticipated scenarios.

FGT provided Stantec the employee/staff estimates. The estimate suggests that up to 44 FGT staff plus 3 FSD staff will enter the new facility in the morning peak hour and 6 FGT staff from the evening shift will exit the new facility. Similarly, in the evening peak hour 6 FGT plus 2 FSD staff will enter and 44 FGT plus 3 FSD staff will exit the new facility. Each employee is assumed to arrive in their own vehicle. The total volume of traffic generated by the staff at FGT operation is 53 vehicles per hour during the weekday AM peak hour, with 47 inbound trips and 6 outbound trips, and 55 vehicles per hour during the weekday PM peak hour, with 8 inbound trips and 47 outbound trips.

Truck traffic trip generation estimate to/from the FGT facility was extracted from information provided by CMC Engineering & Management Ltd. The new facility is expected to receive and dispatch 98 trucks daily. The new terminal is expected to operate seven days a week, all year long minus statutory holidays.

Rail traffic trip generation estimate to/from the FGT facility was extracted from data provided by CMC Engineering & Management Ltd. The new facility is typically expected to receive and dispatch one 112 unit-train Monday through Saturday, and on four Sundays per year. Fifty unit manifest cars (one per day) would also arrive and depart on twenty-two other days per year.

Existing traffic volumes combined with FGT site traffic volumes (hereby referred to as Combined Traffic Volumes) were used to evaluate the current roadway network (defined as Existing Scenario), including the network changes associated with new FGT access. No capacity issues occur when the rail crossings are not blocked, and some delay is anticipated when crossings are blocked.

VISSIM results show that due to the train blockages, the Timberland Wye intersection experiences an overall intersection LOS E, with 2016 traffic. The westbound movement for combined traffic scenario deteriorates from LOS E to F, however, the overall queue levels remain in the 350 to 450m range, with and without the FGT traffic. The incremental drop in LOS/delay is not significant to trigger any improvements solely due to FGT traffic. The FGT Access intersection at Robson Road is expected to operate at LOS C/A in the peak hours under typical conditions. The eastbound through movement is expected to experience LOS F in the AM peak with a typical three minute train blockage but the queue remains quite manageable (120 m).

There is no significant change in the operations at Tannery Road interchange with the addition of the FGT traffic. and thus, in Stantec’s opinion, will not require any infrastructure upgrades on opening day in the FSPL greater network.

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Executive Summary March 15, 2017

For future 2029 scenario, when there is a railroad crossing blockage, Tannery Road at Highway 17 eastbound ramps intersection falls to an overall intersection LOS D in the AM peak hour, and the westbound ramps intersection is forecast to be at an overall intersection LOS E and F in the AM and PM peak hour, respectively. For the Tannery Road at Highway 17 eastbound ramps intersection, the northbound through and eastbound left movements in the AM peak hour and the southbound left movement in the PM peak hour are forecast to have LOS E. For the Tannery Road at Highway 17 westbound ramps intersection, the southbound through, and northbound left movements are forecast to have LOS E. This is consistent with the analysis completed in the 2014 Stantec FSPL Study, and overall the FGT-related traffic has very little impact when considering the significant growth increased. Stantec recommends that improvements suggested in the 2014 Stantec Study to grade-separate road operations from rail operations continue to be pursued in the longer term.

The overall impact of the proposed FGT site on the FSPL is minimal. Working from the internal site to the greater network, Stantec suggests the following changes:

1. Add signage and a bulbout (or realign the north leg of the entrance intersection next to the security gate) to better align trucks turning left out of the FGT site to align themselves to the far right receiving lane. 2. Re-sign north and south crossings on Robson Road to reflect 2 tracks crossing (and realign stop bars as appropriate). 3. Rail improvements within the yard include modification and extension of Track 94, and future modifications and extensions of Tracks 95 and 96.

No infrastructure improvements, beyond those associated with the FGT site itself, are recommended upon opening day. The Port of Vancouver should continue to pursue on-site grade separation improvements recommended in the 2014 Stantec study for the longer term.

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Introduction March 15, 2017

1.0 INTRODUCTION

The Fraser Grain Terminal (FGT) Partnership with Parris & Heimbecker (P&H) and Paterson Global Foods (PGF) is proposing the installation of a new terminal strategically placed on the Fraser Surrey Port Lands (FSPL), located adjacent to Fraser Surrey Docks (FSD), that will handle the shipping and transfer of grains, pulses, and other specialty agri-products. Canada's west coast ports current export approximately 1.6 M tonnes of grain, pulses, and specialty crops in containers. Fuelled in part by anticipated growth in Asia and the Indian subcontinent for pulse varieties such as peas and lentils, the projected demand in the next five years is for an increase of about 400,000 tonnes, or approximately 25% of current export volumes. The development of the Fraser Grain Terminal is well poised to attract approximately half of the increased demand (or about 200,000 tonnes), as well as capturing a share of current inefficient, smaller operators with BC's Lower Mainland (CMC, 2015).

1.1 SITE LAYOUT

Figure 1.1 shows the overall site layout of the proposed operations. The operations will consist of cross-dock movements between FGT and FSD (referred to as the Joint Venture – JV), shipment by truck from FGT to/from commercial/industrial operator and to/from other ports around the metro Vancouver area (Deltaport, Centerm, Vanterm). All of product however, will arrive by rail via unit trains of up to 112 rail cars, and manifest cars in strings of 50. It is intended that the product will be transferred from rail cars to the storage facility, and then from the storage facility via conveyor onto ships bound for Asia and elsewhere, or in the case of the JV, directly from rail cars via conveyor to awaiting ships.

1.2 ANTICIPATED OPERATIONS

The facility is anticipated to operate seven days a week, except statutory holidays, and handle four million tonnes of product per year by rail.

1

FGT Site Figure 1.1 TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Introduction March 15, 2017

1.3 ROAD ACCESS

Greater road network access to the site is similar to most FSPL-related traffic: via the Tannery Road interchange on Highway 17. From there, vehicular, pedestrian, and cyclist modes would access FGT via Timberland Road (N Leg), across FSD Lands, and Robson Road. Access to the FGT site from the FSPL network is proposed via an access road located south of Western Cleanwood Preservers Ltd., as shown on Figure 1.1. All FGT employees, along with FGT truck traffic are proposed to use this entrance. FSD staff associated with FGT operations, will access the FSD site using Plywood Road, and a level-grade pedestrian crossing currently in operation.

1.4 RAIL ACCESS

All greater rail network access is anticipated to come via Canadian National (CN) Mainline. Upon entering the Port of Vancouver Rail Yards, trains will be split and queued up on Tracks 92 to 99 of the south Port Authority Rail Yards (PARY). Installation of a semi-loop track will service loading of queued cars from rail to storage operations, and is shown in red on Figure 1.1. A spur (shown in green on Figure 1.1) from the coal unloading loop track (shown in teal on Figure 1.1), will service the direct rail to sea unloading operations.

Additional track realignments and extensions on tracks in the South PARY will also be required to accommodate the proposed FGT rail car storage and shunting operations. Figure 1.2 contains a figure from CMC Engineering & Management showing the existing and proposed rail network improvements required to service the proposed FGT operations.

1.5 PURPOSE OF THIS DOCUMENT

The purpose of this document is to highlight, from a multi-modal perspective, how the new FGT operations will affect the transportation network on the FSPL, considering the typical scenario and the theoretical maximum scenarios.

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Existing and Proposed Rail Network Figure 1.2 TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Study Area March 15, 2017

2.0 STUDY AREA

2.1 ROAD NETWORK

The study area limits are generally defined as the western portion of Fraser Surrey Port Lands (FSPL) bounded by the Fraser River to the north, South Fraser Perimeter Road (SFPR) or Highway 17 to the south, Elevator Road to the west, and Tannery Road to the east. The Study Area consists of a complex system of multimodal transportation activity within the Fraser River Trade Area (FRTA) and involves a combination of land uses along the South Arm of the Fraser River, including Port Terminal, Industrial, and Conservation lands.

Highway 17 is a component of the British Columbia Ministry of Transportation and Infrastructure's Gateway Program. The four-lane route, with a speed limit of 80 kilometres per hour (km/h) over most of its length, runs along the south side of the Fraser River extending from Deltaport Way in southwest Delta to the Golden Ears Bridge connector road in Surrey/Langley, and provides access to all five of the major Fraser River crossings in Metro Vancouver.

After the opening of SFPR, there were three points of access from Highway 17 into the FSPL area. From west to east, these were the right in/right-out unsignalized access at Elevator Road, a diamond interchange at Tannery Road (Tannery Interchange), and a signalized at-grade intersection at Old Yale Road. However, the Elevator Road access has since been closed and the Robson Road has been connected to Timberland Road to connect all traffic to the study area through the Tannery Interchange. Figure 2.1 shows the portion of Fraser Surrey Port Lands (FSPL) under examination for this study.

This study will specifically focus on operations on the following intersections and transportation corridors as follows:

• Two interchange terminals at the SFPR/Tannery Road Interchange • Timberland Wye Intersection (Timberland Split at TMS Driveway) • Robson Road/Plywood Road • Driveway from the FGT site at Robson Road • Robson Road Corridor • Elevator Road Corridor Transportation corridor analysis will not involve specific capacity analysis, but rather generalized operation such as expected traffic volumes, truck parking/staging, safety, security access queuing, etc.

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Figure 2.1

SRY & SALES LTD.

AMIX SALVAGE Bridge

Pattullo Bridge

Dyke Old Yale Old

Skytrain Bridge SRY

Timberland FREE LTD. RDM

PACIFIC LINK LANDS ENTERPRISES

BNSF

FREE

MILL & TIMBER PRODUCTS LTD. PROT

RELOAD INC.

City of Surrey MOUNTAIN VIEW Tannery

City of New Westminster

NEW WESTMINSTER HOLDING SOCIETY Pine LONGSHOREMEN'S TMS

TRUCKING

PROT FREE MAINLAND SAND AND GRAVEL LTD. WDC INDUSTRIAL

Study Area - Existing Network Conditions HOLDINGS (NO.3) LTD. STOP STOP STOP STOP WESTERN FREEPORT INTERMODAL LTD.

PROPERTIES LTD. Timberland LTD. WESIK Fraser River

ENTERPRISES PORT AUTHORITY RAIL YARD RAIL AUTHORITY PORT

FSD LIMITED PARTNERSHIP

FRASER SURREY DOCKS SFPR/Hwy 17 SFPR/Hwy

STOP STOP

LIMITED PARTNERSHIP FRASER SURREY DOCKS Robson

Plywood FSPL Roadway City of Surrey Roadway Corporation of Delta Roadway BC MoTI Highway PARTNERSHIP PRESERVERS LIMITED WESTERN CLEANWOOD ACCESS NEW FGT BEKAERT CANADA LTD.

Elevator

City of Surrey of City

Gunderson

Alaska

STOP Corporation of Delta of Corporation

ASSOCIATION STOP

NORTH DELTA HARBOUR DELTA NORTH GUNDERSON SLOUGH/ GUNDERSON FOREST PRODUCTS LTD. INTERNATIONAL FSPL Boundary Municipal Boundary Study Area Control Intersection

N TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Study Area March 15, 2017

2.2 RAIL NETWORK

Figure 2.1 also shows the rail network in the study area. The area annotated as Port Authority Rail Yards will serve as the rail staging area for the FGT site.

2.3 STUDY AREA JURISDICTIONS

Several authorities have jurisdiction within and surrounding the study area, namely:

• Port of Vancouver (PoV) • BC Ministry of Transportation and Infrastructure (MoTI) • City of Surrey (CoS) • Corporation of Delta (CoD) • TransLink

Figure 2.1 shows the jurisdictional boundaries of the various authorities within the study area. BC MoTI controls the operations of South Fraser Perimeter Road (SFPR), also known as Highway 17, and TransLink operates the Pattullo Bridge, King George Boulevard, as key regional roadways for the Greater Vancouver Metro area along with the SkyTrain Service which crosses the Fraser River just west of the Pattullo Bridge.

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Background Traffic Data and Data Collection March 15, 2017

3.0 BACKGROUND TRAFFIC DATA AND DATA COLLECTION

Tannery interchange counts were extracted from the Stantec’s 2014 FSPL Area wide Transportation Study. The Stantec team collected intersection turning movement counts including the heavy vehicle percentages at the other two study intersections on November 23, 2016 that were not previously included in the 2014 Stantec study. Intersection traffic count locations are listed below:

• Tannery Road at Highway 17 Westbound Ramps • Tannery Road at Highway 17 Eastbound Ramps • Timberland Road Wye Intersection (collected by Stantec Team) • Plywood Road at Robson Road (collected by Stantec Team)

Figure 3.1 illustrates the AM and PM peak hour turning movement volumes. These volumes represent the total traffic on the roadways and include heavy trucks. The existing percentage of heavy trucks is shown are shown in Figure 3.2.

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Gunderson N

Alaska Elevator NEW FGT ACCESS WESTERN CLEANWOOD PRESERVERS LIMITED

PARTNERSHIP Plywood LIMITED PARTNERSHIP

Robson FRASER SURREY DOCKS

Fraser River

SFPR/Hwy 17 FSD

Timberland Intersection Turning Movement Volumes

Existing AM / PM Peak Hour TMS

Pine Tannery PACIFIC LINK LANDS

Timberland

Skytrain Bridge Skytrain Old Yale Old

Dyke Pattullo Bridge Pattullo Figure 3.1

Musqueam

Bridge

Gunderson N

Alaska Elevator NEW FGT ACCESS WESTERN CLEANWOOD PRESERVERS LIMITED

PARTNERSHIP Plywood LIMITED PARTNERSHIP

Robson FRASER SURREY DOCKS

Fraser River

SFPR/Hwy 17

Intersection Turning Movement Truck Percentages FSD

Timberland

Existing AM / PM Peak Hour TMS

Pine Tannery PACIFIC LINK LANDS

Timberland

Skytrain Bridge Skytrain Old Yale Old

Dyke Pattullo Bridge Pattullo Figure 3.2

Musqueam

Bridge TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

FGT Analysis Scenarios March 15, 2017

4.0 FGT ANALYSIS SCENARIOS

Stantec undertook several sets of macroscopic analysis using Synchro 9.0 software, and used Vissim to microsimulate several scenarios where Synchro’s macroscopic analysis was not detailed enough to provide an accurate depiction of anticipated scenarios. Table 4.1 documents the analyses undertaken, and the software package used.

Table 4.1: FGT Scenarios Analyzed

Road Network Software Traffic Time Horizons: Time Periods: Configurations: Used: Scenario: Base Traffic AM Peak Hour

Existing Horizon (2016), PM Peak Hour Synchro No Train Blockages With FGT AM Peak Traffic Hour PM Peak Hour Base Traffic AM Peak Hour

Existing Horizon (2016), Synchro & PM Peak Hour Existing Road Network With Train Blockages Vissim With FGT AM Peak Traffic Hour PM Peak Hour Base Traffic AM Peak Hour

Future Horizon (2029), PM Peak Hour Synchro With Train Blockages) With FGT AM Peak Traffic Hour PM Peak Hour

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TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Site Trip Generation and Assignment March 15, 2017

5.0 SITE TRIP GENERATION AND ASSIGNMENT

Fraser Grain Terminal is expected to generate traffic through employees and truck traffic to/from the facility. FGT provided the employee and truck traffic estimates summarized in the following sections.

5.1 EMPLOYEE TRIPS ESTIMATE

FGT provided the employee/staff traffic estimates. The detailed calculations are included in Appendix A. The information lays out the (approximate) operating scenario of the FGT facility over a one-year period. The estimate suggests that up to 44 FGT staff plus 3 FSD staff will enter the new facility in the morning peak hour and 6 FGT staff from the evening shift will exit the new facility. Similarly, in the evening peak hour 6 FGT plus 2 FSD staff will enter and 44 FGT plus 3 FSD staff will exit the new facility.

For simplicity and to be conservative, each employee is assumed to arrive in their own vehicle and no carpooling is included in the employee trip estimation. The total volume of traffic generated by the staff at FGT operation is 53 vehicles per hour during the weekday AM peak hour, with 47 inbound trips and 6 outbound trips, and 55 vehicles per hour during the weekday PM peak hour, with 8 inbound trips and 47 outbound trips.

The estimate is based on work shifts split into the following types:

• Regular operations: Monday to Friday, day shift where most activities occur including train receiving. • Supplementary receiving: weekend day shifts where trains will be received, but no other FGT activity other than ship loading. • FGT vessel: 62 vessels arriving at approximately regular intervals during the year. Each vessel takes approximately two contiguous 12 hour shifts to process.

Figure 5.1 shows the anticipated employee trip estimate assignment (as passenger cars) throughout the FSPL study area.

5.2 TRUCK TRAFFIC ESTIMATE

Truck traffic trip generation estimate to/from the FGT facility was extracted from information provided by CMC Engineering & Management Ltd. included in Appendix B. As per the report estimate the new facility is expected to receive and dispatch 98 trucks daily.

The new terminal is expected to operate seven days a week, all year long minus statutory holidays. Fraser Grain Terminal is expected to handle a total projected volume of 630,000 tonnes of product by truck per year (600,000 tonnes in containers, and 30,000 tonnes by bulk).

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Gunderson N

Alaska Elevator NEW FGT ACCESS WESTERN CLEANWOOD PRESERVERS LIMITED

PARTNERSHIP Plywood LIMITED PARTNERSHIP

Robson FRASER SURREY DOCKS

Fraser River

SFPR/Hwy 17 FSD

Timberland Intersection Turning Movement Volumes

TMS Pine

Forecasted Site Traffic Tannery PACIFIC LINK LANDS

Timberland

Skytrain Bridge Skytrain Old Yale Old

Dyke Pattullo Bridge Pattullo Figure 5.1

Musqueam

Bridge TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Site Trip Generation and Assignment March 15, 2017

This work load will require an average daily throughput of approximately 95 trucks (semitrailers) to deliver empty containers and depart with full ones. In addition to the 95 trucks an average of 2.6 trucks per day of bulk handling units will be required to take care of Fraser Terminal’s 10,000 tonnes per annum of bulk shipments to various facilities in the Lower Mainland. This brings the total daily truck traffic 98 trucks each way. However, sixteen of these trucks will move internally from FSD to FGT and back; and therefore, will not impact the network traffic. A ten-hour shift will experience average of 8.2 or 9 trucks per hour. Assuming a peaking factor of 0.70 (i.e., that more trucks will arrive/leave during the peak hour than during other times of the day), the expected peak hour truck traffic is estimated to be 13 trucks inbound and 13 trucks outbound to/from the new FGT facility.

Figure 5.1 also shows the anticipated truck trip estimate assignment throughout the FSPL study area. All external FGT traffic (minus the sixteen truck trips remaining internal to the FSPL) are expected to get access through the Highway 17 Tannery Road interchange; a 50/50 split from east and west of the interchange is assumed for this study.

5.3 WEEKLY, MONTHLY AND ANNUAL ESTIMATES

Table 5.1 shows the weekly, monthly, and annual road traffic volume estimates for the proposed FGT site.

Table 5.1: FGT Traffic Estimates

Daily Traffic Weekly Traffic Monthly Traffic Annual Traffic Employees 122 460 2,020 22,444 Trucks 196 980 5,880 49,600 TOTAL 318 1,440 7,900 72,044

5.4 RAIL ESTIMATE

Rail traffic trip generation estimate to/from the FGT facility was extracted from data provided by CMC Engineering & Management Ltd, included in Appendix C. As per the report estimate, the new facility is typically expected to receive and dispatch one 112 unit-train Monday through Saturday, and on four Sundays per year. Fifty unit manifest cars (one per day) would also arrive and depart on twenty-two other days per year. Table 5.2, extracted from the CMC data (CMC, 2017), shows the typical conditions to handle four million tonnes of agriproduct per year.

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Table 5.2: Typical Rail Traffic to Four Million Tonnes of Agriproduct Per Year

Given No. of Trains Unloading of Product Throughput Train Unloaded per (t/a) Unloading at JV Capacity Number of Year Station Hours/Day Facility (t) Unit Manifest Unit Manifest Total (t/a) Trains Cars Trains Cars Fraser Grain Terminal 11,200 9.5 309 3,460,800 3,460,800 (UT) JV Facility 436,800 11,200 19.5 39 436,800 436,800 (UT) maximum JV Facility 110,000 5,000 8 22 110,000 110,000 (Manifest) maximum 348 22 3,897,600 110,000 4,007,600

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Traffic Growth and Combined Traffic Volumes March 15, 2017

6.0 TRAFFIC GROWTH AND COMBINED TRAFFIC VOLUMES

6.1 EXISTING COMBINED TRAFFIC VOLUMES

The FGT site generated traffic estimates were added to the existing volumes to estimate the opening day combined traffic volumes. Figure 6.1 shows the 2016 AM and PM peak hour combined traffic volume estimates.

6.2 TRAFFIC GROWTH

The 2014 Stantec study assumed an aggressive growth assumption for forecasting future volumes. For background traffic (trips other than the Port trips), Stantec assumed a compounding 5% annual growth for ten years to account for nearby vacant lands being developed, followed by a compounding 3% annual growth is assumed for growth between years 11 and 15. This amounts to an 89% increase being applied to the existing count for all the non-FSPL traffic. Furthermore, Stantec assumed a compounding 5% annual growth rate for the entire fifteen year period for all Port related traffic. The 2014 Stantec study also assumed growth assumptions for increased rail traffic, including additional movements to FSD.

To be consistent with the 2014 study, similar growth assumptions were applied in this study to get the future year (2029) traffic estimates.

6.3 FUTURE (2029) TRAFFIC ESTIMATES

Applying the growth rate assumptions described in Section 6.2, Figure 6.2 shows the assumed 2029 future volumes for AM and PM peak hour turning movements.

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Gunderson N

Alaska Elevator NEW FGT ACCESS WESTERN CLEANWOOD PRESERVERS LIMITED

PARTNERSHIP Plywood LIMITED PARTNERSHIP

Robson FRASER SURREY DOCKS

Fraser River

SFPR/Hwy 17 FSD

Timberland 2016 Combined AM/PM Intersection Turning Movement Volumes TMS

Pine Tannery PACIFIC LINK LANDS

Timberland

Skytrain Bridge Skytrain Old Yale Old

Dyke Pattullo Bridge Pattullo

Figure 6.1

Musqueam

Bridge

Gunderson N

Alaska Elevator NEW FGT ACCESS WESTERN CLEANWOOD PRESERVERS LIMITED

PARTNERSHIP Plywood LIMITED PARTNERSHIP

Robson FRASER SURREY DOCKS

Fraser River

SFPR/Hwy 17 FSD

Timberland 2029 Combined AM / PM Intersection Turning Movement Volumes TMS

Pine Tannery PACIFIC LINK LANDS

Timberland

Skytrain Bridge Skytrain Old Yale Old

Dyke Pattullo Bridge Pattullo Figure 6.2

Musqueam

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On-Site Design March 15, 2017

7.0 ON-SITE DESIGN

Figure 7.1, with the base courtesy of CMC Engineering and Management Ltd., shows a plan view of the overall site arrangement. Stantec reviewed the plan with respect to:

• Queuing • Staging, loading, unloading • Parking plan and layout • Security access staging • On-site passenger car and truck circulation • Proposed driveway access point(s) geometric requirements, and for proximity and sight distance/clearance with respect to the closest rail crossing

The following section documents Stantec’s analysis and suggested changes.

CMC’s proposed layout generally serves the FGT operations very efficiently using a one-way circulation pattern, and avoids any rail crossings, except for one crossing of a spur line, that will service rail car loading operations. This spur line is shown in red, in Figure 7.1. All truck related traffic will remain to the east of this point, and the western half of the road network will only serve terminal maintenance related traffic, and emergency access, if needed.

In the event of an emergency where the southern maintenance road connection is blocked, and rail unloading operations block the northern crossing of the spur line, FGT will be able to respond and ‘break’ the unloading string within five minutes’ notice. This should be an acceptable response time in the rare event that this scenario should happen.

The main intersection (depicted with a yellow circle in Figure 7.1) should be modified to include stop control on the northbound and southbound approaches (and do not enter signs on the reverse side to reinforce the one-way system, and a deflection ‘bulbout’ on the northeast quadrant (also depicted on Figure 7.1), to channelize approaching vehicles from the north, and avoid a potential head-on collision scenario with vehicles entering the site.

The driveway entrance is approximately 150m long, and a parking/staging area is available just outside the gate which could accommodate two WB-36 vehicles.

Trucking operations are anticipated to occur only during daytime hours, when the security gate is opened. FGT proposes to apply procedures currently used at the Cloverdale facility; if trucks show up too early for their designated time, they are denied entry for the day. Therefore, Stantec believes that staging of trucks is likely never to occur on FSPL.

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That said, if the security gate is closed for some reason, the approach road allows for queuing of approximately seven WB-20 trucks, or four WB-36 trucks. This allows for up to nine WB-20 trucks (or one whole hour of operations), or six WB-36 trucks before spilling back onto Robson Road. With appropriate protocols in place, and as most trucking operations are serving local Lower Mainland areas, Stantec believes this should be more than sufficient to accommodate any truck staging possibilities for FGT, without impacting the FSPL road network in any way. No adverse impacts are expected on Western Cleanwood operations due to road traffic.

As a worst case scenario, Stantec assumed for road network analysis that all 44 FGT staff would individually drive to the site, and Figure 7.1 currently provides 57 stalls on-site. FGT should encourage employees to carpool, use active transportation modes, and transit modes to reduce overall road and parking demands to and on-site, respectively.

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8.0 ROAD NETWORK ANALYSES

8.1 ANALYSIS SCENARIOS

The following scenarios are analyzed in the subsequent sections.

• FGT Opening-Day Combined Traffic Volumes on the existing Road network • 2029 Combined Traffic Volumes on the existing Road network

8.2 SYNCHRO MODEL ANALYSIS

Synchro is a macroscopic analysis and optimization software application. The Synchro software takes into account traffic flows, intersection spacing, signal cycle lengths and offsets, signal phasing, turn bay lengths and other measures, and assesses Level of Service (LOS) using Highway Capacity Manual (HCM) average vehicle delay methodology. Following are the assumptions for the existing and baseline Synchro analyses:

• Turn bay lengths for study intersections are based on as-built plans in conjunction with Google Earth aerials where available. • The inside two lanes of northbound Tannery Road approach at Highway 17 eastbound ramps intersection become left turn lanes at the downstream westbound ramp intersection, and majority of northbound through travelers will prefer the outside through lane while the majority of northbound left travelers will prefer the inside two lanes. To account for this volume imbalance, the lane utilization factors are modified based on the Stantec SFPR Capacity Analysis Report, Segment 6, dated December 13, 2014. • Train delays are assumed at the railroad crossing at Robson Road/Timberland Road. Peak Hour Factor (PHF) of 0.25 is assumed for the approaches that are blocked by train delays. It is the equivalent of loading the entire peak hour volume in a 15-minute period, which simulates the high volume of backed up traffic approaching the intersection after train clears the railroad crossing. In other words, a PHF of 0.25 approximates a platoon effect at the intersections, and likely over-represents our site observations. Whilst this is an overestimate, it provides a sensitivity analysis that can be further refined using microscopic simulation software, such as VISSIM.

8.3 VISSIM MODEL ANALYSIS

VISSIM is a microscopic multi-modal traffic flow simulation software with dynamic traffic assignment (DTA) capabilities. The software incorporates details such as traffic signal timing, queue formation, and route choice decisions. VISSIM provides a more fine-grained view of transportation system performance as compared to Synchro, as well as how travel behaviors relate to the transportation management strategies.

Stantec developed an existing VISSIM model. The Vissim model development for this project began with coding in geometry (number of lanes, link behavior type, and link lengths) over an aerial of the study area. The existing Railroad grade crossings in the study area were modelled

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similar to our 2014 Study and the planned crossings for the FGT facility were added to the model.

All Port controlled and municipal roadways in the study area were coded as 50 km/h roadways. Highway 17 was coded at 80 km/h.

Stantec used traffic signal timing plans for the intersections of Tannery Road at Highway 17 ramps as the basis to code signalized intersections in VISSIM. Right turns on red were coded in, where permitted, in the study area and stop signs were coded at intersections that are stop controlled and at tenant driveways. Stop controlled intersections used VISSIM default parameters. Conflict points and priority rules were coded in locations where links/connectors cross and have the potential for vehicles to cross path such as locations where the vehicles on channelized right-turn lanes merging with the through traffic.

Traffic entering the system (hourly vehicular volumes) and traffic composition (percentage of heavy vehicles) were based on peak hour counts.

VISSIM models start with zero vehicles on the network, which does not reflect the actual peak hour conditions, and therefore a seeding period (initialization period) must be added onto the beginning of the simulation period to allow vehicles to be on the network by the time data collection begins. As suggested by the US Department of Transportation Federal Highway Administration’s (FHWA) Traffic Analysis Toolbox, the seeding period should be equal to or greater than twice the estimated travel time at free flow conditions to travel the entire network. Based on distance and posted speed, it would take approximately 5 minutes to travel the network so a minimum seeding period of 10 minutes would be required, and a 15 minute seeding period is used for the model.

Intersection LOS is assessed based on average vehicle delays using HCM average vehicle delay methodology. Vehicle travel time, railroad crossing delays and queuing lengths are measured based on the average of 10 simulation runs, and are also reported.

8.4 ANALYSIS METHODOLOGY

All signalized intersections were analyzed based on the “operational analysis” procedure for signalized intersections, as defined in the 2000 Highway Capacity Manual (HCM). These methodologies are found in the Highway Capacity Manual (HCM), a standard for analysis of transportation performance. Street system operating conditions are typically described in terms of “level of service.” Level of service is a report-card scale used to indicate the quality of traffic flow on roadway segments and at intersections. Level of service (LOS) ranges from Level of Service A (free flow, little congestion) to Level of Service F (forced flow, extreme congestion).

Level of Service for signalized intersections is based upon the average time (seconds) that vehicles approaching an intersection are delayed. There is a specific delay and level of service associated with each approach and an overall average delay for all movements. The overall level of service for the intersection is based upon the overall average delay.

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Unsignalized intersection level of service is also based upon the control delay, but delay is only assessed for those traffic movements that are stopped or must yield to through traffic. Some movements, including cross traffic on the minor street or left turns onto the major street, can be subject to long delays, however through traffic and right turns from the major street will not experience any delays at stopped intersections. When delay for cross traffic is severe (Level of Service F) the intersection should be evaluated further for possible improvement with traffic signals. In some cases, this analysis determines that the delay is being experienced by a very low number of vehicles and traffic signals are not warranted. In other cases, the number of stopped vehicles is substantial and traffic signals may be justified as a mitigation measure.

Table 8.1 shows the relationship between level of service and the performance measures for signalized and unsignalized intersections and lists the HCM delay criteria for signalized intersections.

Table 8.1: Level of Service Description – Arterial Roadways and Intersections

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8.5 EXISTING COMBINED VOLUME ASSESSMENT

Existing traffic volumes combined with FGT site traffic volumes (hereby referred to as Combined Traffic Volumes) were used to evaluate the current roadway network (defined as Existing Scenario), including the network changes associated with new FGT access. Tables 8.2 and 8.3 summarize the results of the Synchro without Railway Blockages and Synchro with Railway Blockages. One can see that no capacity issues occur when the rail crossings are not blocked, and some delay is anticipated when crossings are blocked.

As Synchro is not as adept and assessing blockages due to rail operations, Stantec performed several analyses in VISSIM. Tables 8.4 and 8.5 summarize the existing capacity analysis results of background and combined traffic volumes scenarios, assuming rail blockages.

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Table 8.2: Synchro Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario No Railroad Crossing Blockage

Existing AM Peak Hour Existing PM Peak Hour Maximum v/c Delay Approach Approach Intersection Overall Maximum v/c Delay Approach Approach Intersection Overall Intersection Turning Movement Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Tannery & Hwy 17 EB Ramps Southbound L 9.2 0.21 32.2 C 11.6 B 14.8 B 26.1 0.57 37.8 D 17.0 B 14.4 B T 9.7 0.13 7.4 A 18.85 0.21 8.5 A Northbound T 53.8 0.50 14.9 B 13.9 B 30.6 0.48 21.1 C 18.2 B R 6.7 0.11 4.1 A 7.5 0.21 6.5 A Eastbound L 34.7 0.51 25.7 C 19.7 B 24.9 0.50 21.9 C 9.5 A R 4.3 0.12 6.1 A 5.3 0.40 3.3 A Tannery & Hwy 17 WB Ramps Southbound T 12.4 0.44 12.8 B 12.8 B 10.7 B 19.0 0.61 10.2 B 10.2 B 11.5 B Northbound L 36.4 0.57 17.5 B 12.6 B 20.6 0.34 21.2 C 13.1 B T 21.0 0.33 5.7 A 18.3 0.27 6.1 A Westbound L 5.7 0.28 22.8 C 5.5 A 32.6 0.40 23.9 C 12.0 B R 0.0 0.36 1.0 A 0.0 0.14 0.3 A Timberland Y-Intersection Eastbound 1 T 3.8 0.14 12.3 B 12.3 B 3.3 A 17.0 0.44 13.4 B 13.4 B 7.6 A R1 3.8 0.14 12.3 B 17.0 0.44 13.4 B R2 3.8 0.14 12.3 B 17.0 0.44 13.4 B Northbound L 0.9 0.04 10.4 B 10.4 B 0.3 0.01 8.9 A 8.9 A L2 0.9 0.04 10.4 B 0.3 0.01 8.9 A R 0.9 0.04 10.4 B 0.3 0.01 8.9 A Eastbound 2 L 0.0 0.00 0.0 A 0.5 A 0.0 0.00 0.0 A 0.4 A T 0.0 0.000 0.5 A 0.0 0.00 0.4 A R 0.0 0.00 0.5 A 0.0 0.00 0.4 A Westbound L 0.6 0.02 0.2 A 1.0 A 0.2 0.01 0.1 A 0.4 A L2 0.6 0.02 1.0 A 0.2 0.01 0.4 A T 0.6 0.02 1.0 A 0.2 0.01 0.4 A Plywood Road & Robson Rd. Southbound L 0.6 0.03 9.9 A 9.9 A 0.6 A 1.7 0.07 9.9 A 9.9 A 2.0 A R 0.6 0.03 9.9 A 1.7 0.07 9.9 A Eastbound L 0.0 0.00 0.0 A 0.1 A 0.0 0.00 0.0 A 0.2 A T 0.0 0.00 0.1 A 0.0 0.00 0.2 A Westbound T 0.0 0.15 0.0 A 0.0 A 0.0 0.08 0.0 A 0.0 A R 0.0 0.15 0.0 A 0.0 0.08 0.0 A FGT Access & Robson Road Southbound L 0.6 0.03 9.4 A 9.4 A 1.0 A 1.7 0.07 9.2 A 9.2 A 3.8 A R 0.6 0.03 9.4 A 1.7 0.07 9.2 A Eastbound L 0.0 0.00 0.0 A 0.2 A 0.0 0.00 0.0 A 0.2 A T 0.0 0.00 0.2 A 0.0 0.00 0.2 A Westbound T 0.0 0.00 0.0 A 0.0 A 0.0 0.03 0.0 A 0.0 A R 0.0 0.00 0.0 A 0.0 0.03 0.0 A

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Table 8.3: Synchro Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario With Railroad Crossing Blockage

Existing AM Peak Hour Existing PM Peak Hour Maximum v/c Delay Approach Approach Intersection Overall Maximum v/c Delay Approach Approach Intersection Overall Intersection Turning Movement Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Tannery & Hwy 17 EB Ramps Southbound L 7.9 0.34 35.9 D 12.2 B 16.0 B 23.6 0.74 49.2 D 23.9 C 16.5 B T 8.7 0.19 7.3 A 18.8 0.21 8.5 A Northbound T 53.8 0.52 16.7 B 15.6 B 30.6 0.48 21.1 C 18.2 B R 6.7 0.12 4.2 A 7.5 0.21 6.5 A Eastbound L 34.7 0.54 28.3 C 21.6 C 24.9 0.50 21.9 C 9.5 A R 4.3 0.12 6.1 A 5.3 0.40 3.3 A Tannery & Hwy 17 WB Ramps Southbound T 3.9 0.67 16.7 B 16.7 B 13.6 B 16.1 0.73 13.7 B 13.7 B 14.6 B Northbound L 46.4 0.59 22.3 C 15.1 B 23.1 0.40 27.6 C 15.6 B T 21.0 0.31 5.0 A 17.7 0.25 5.2 A Westbound L 7.0 0.31 29.7 C 6.9 A 36.4 0.47 31.9 C 15.9 B R 0.0 0.36 1.0 A 0.0 0.14 0.3 A Timberland Y-Intersection Eastbound 1 T 126.4 1.35 224.5 F 224.5 F 45.3 E 775.0 2.77 823 F 823.3 F 485.1 F R1 126.4 1.35 224.5 F 775.0 2.77 823 F R2 126.4 1.35 224.5 F 775.0 2.77 823 F Northbound L 8.3 0.28 35.5 E 35.5 E 1.6 0.07 10.3 B 10.3 A L2 8.3 0.28 35.5 E 1.6 0.07 10.3 B R 8.3 0.28 35.5 E 1.6 0.07 10.3 B Eastbound 2 L 0.2 0.01 0.1 A 2.4 A 0.2 0.01 0.1 A 1.8 A T 0.2 0.01 2.4 A 0.2 0.01 1.8 A R 0.2 0.01 2.4 A 0.2 0.01 1.8 A Westbound L 0.6 0.02 0.6 A 0.8 A 0.2 0.01 0.1 A 0.2 A L2 0.6 0.02 0.8 A 0.2 0.01 0.2 A T 0.6 0.02 0.8 A 0.2 0.01 0.2 A Plywood Road & Robson Rd. Southbound L 6.6 0.23 19.8 C 189.8 C 1.2 A 22.4 0.53 23.7 C 23.7 C 4.8 A R 6.6 0.23 19.8 C 22.4 0.53 23.7 C Eastbound L 0.1 0.01 0.1 A 0.3 A 0.3 0.01 0.1 A 0.4 A T 0.1 0.01 0.3 A 0.3 0.01 0.4 A Westbound T 0.0 0.56 0.0 A 0.0 A 0.0 0.29 0.0 A 0.0 A R 0.0 0.56 0.0 A 0.0 0.29 0.0 A FGT Access & Robson Road Southbound L 4.6 0.17 14.3 B 14.3 B 1.5 A 11.3 0.34 12.8 B 12.8 B 5.3 A R 4.6 0.17 14.3 B 11.3 0.34 12.8 B Eastbound L 0.1 0.00 0.0 A 0.3 A 0.1 0.00 0.0 A 0.2 A T 0.1 0.00 0.3 A 0.1 0.00 0.2 A Westbound T 0.0 0.34 0.0 A 0.0 A 0.0 0.12 0.0 A 0.0 A R 0.0 0.34 0.0 A 0.0 0.12 0.0 A

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Table 8.4: VISSIM Analysis Peak Hour Delay and Queue Summary – 2016 Background Scenario

Existing AM Peak Hour Existing PM Peak Hour

Maximum Intersection Overall Maximum Intersection Overall Intersection Turning Movement Queue (m) Delay (sec/veh) LOS Delay (sec/veh) LOS Queue (m) Delay (sec/veh) LOS Delay (sec/veh) LOS Tannery & Hwy 17 EB Southbound L 46.4 23.2 C 9.9 A 46.5 27.9 C 13.5 B T 46.4 9.3 A 46.5 7.6 A Northbound T 42.9 4.3 A 45.3 17.5 B R 12.1 6.6 A 20.4 6.5 A Eastbound L 66.5 47.5 D 46.9 25.6 C T 66.5 48.3 D 46.9 26.3 C R 76.1 6.1 A 56.5 6.8 A Tannery & Hwy 17 WB Southbound T 65.1 33.4 C 11.4 B 64.7 11.6 B 12.4 B R 67.4 10.2 B 67.6 5.6 A Northbound L 55.0 8.3 A 49.1 16.6 B T 55.0 5.6 A 49.1 7.8 A Westbound L 50.1 48.4 D 56.8 29.7 C T 50.1 32.1 C 56.8 29.9 C R 50.1 7.7 A 56.8 5.1 A Timberland Y-Intersection Eastbound 1 T 70.9 47.8 E 41.6 E 294.4 45.0 E 40.2 E R1 84.4 2.9 A 302.1 17.2 C R2 76.4 0.4 A 300.0 13.2 B Northbound L 6.8 64.3 F 0.0 76.5 F L2 9.3 0.9 A 0.6 0.8 A R 11.0 18.1 C 0.0 0.7 A Eastbound 2 L 0.0 4.0 A 7.2 17.2 C T 0.0 0.1 A 6.3 9.8 A R 0.0 0.0 A 7.3 0.0 A Westbound L 378.2 57.7 F 260.5 32.0 D L2 375.9 43.6 E 258.2 31.7 D T 401.3 44.6 E 283.6 46.9 E Plywood Road & Robson Road Southbound L 8.3 6.5 A 4.0 A 16.1 7.0 A 6.0 A R 8.5 5.2 A 16.3 6.2 A Eastbound L 3.9 3.9 A 6.0 4.0 A T 0.0 0.1 A 0.0 0.0 A Westbound T 0.0 4.8 A 2.1 7.4 A R 0.0 4.1 A 2.1 9.3 A

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Table 8.5: VISSIM Analysis Peak Hour Delay and Queue Summary – 2016 Combined Scenario – Three Minute Blockage at South Crossing

Combined AM Peak Hour Combined PM Peak Hour Maximum Intersection Overall Maximum Intersection Overall Intersection Turning Movement Queue (m) Delay (sec/veh) LOS Delay (sec/veh) LOS Queue (m) Delay (sec/veh) LOS Delay (sec/veh) LOS Tannery & Hwy 17 EB Southbound L 53.8 27.7 C 14.1 B 51.7 30.4 C 14.0 B T 53.8 13.3 B 51.7 8.1 A Northbound T 57.0 7.2 A 44.2 17.8 B R 11.7 6.7 A 31.2 6.5 A Eastbound L 92.7 48.8 D 46.4 26.9 C T 92.7 47.0 D 46.4 24.9 C R 102.3 5.9 A 56.0 7.0 A Tannery & Hwy 17 WB Southbound T 75.3 35.3 D 15.2 C 81.8 13.4 B 12.7 B R 77.0 12.2 B 84.7 7.4 A Northbound L 62.8 8.7 A 47.2 16.0 B T 62.8 11.9 B 47.2 7.6 A Westbound L 91.1 53.8 D 57.8 30.3 C T 91.1 50.1 D 57.8 18.6 B R 91.1 17.5 B 57.8 4.9 A Timberland Y-Intersection Eastbound 1 T 101.2 48.1 E 42.2 E 421.6 42.6 E 41.0 E R1 119.2 31.3 D 415.7 15.6 C R2 106.8 31.6 D 426.3 0.6 A Northbound L 4.2 61.2 F 0.0 67.9 F L2 7.9 1.1 A 0.6 0.8 A R 7.4 8.5 A 0.0 0.7 A Eastbound 2 L 2.2 11.4 B 7.2 17.5 C T 1.7 0.1 A 6.3 9.6 A R 2.2 0.0 A 7.3 0.0 A Westbound L 456.8 40.3 E 305.3 43.1 E L2 431.4 55.6 F 279.9 82.1 F T 433.7 67.7 F 282.2 53.9 F Plywood Road & Robson Road Southbound L 8.3 7.0 A 16.4 C 16.8 7.3 A 5.8 A R 8.5 5.4 A 17.0 6.4 A Eastbound L 4.1 3.2 A 7.2 2.4 A T 0.0 0.9 A 0.0 0.3 A Westbound T 20.4 21.0 C 4.7 9.0 A R 21.1 20.5 C 4.7 7.9 A FGT Access & Robson Road Southbound L 1.9 13.0 B 19.0 C 4.2 9.8 A 9.1 A R 1.9 11.9 B 4.2 9.7 A Eastbound L 0.0 0.0 A 0.0 0.0 A T 60.0 66.0 F 45.0 30.1 D Westbound T 190.1 11.3 B 75.2 5.5 A R 190.1 5.1 A 75.2 0.1 A

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Southern Railway of British Columbia (SRY) provides rail services to the tenants within the Port, and the SRY rail track crosses Pine Road just north of Tannery Road/Timberland Road, as well as the north leg of the Timberland Road split just west of Pine Road (also referred to as the Timberland Y-Intersection). A train can occupy the SRY railroad crossings at these two locations and block the vehicular traffic for up to 15 minutes.

Similarly, the new rail service planned to serve the FGT facility was also modelled as per the information/scheduled determined by Stantec through higher level information provided by CMC. Details are included in Section 9. To simulate the railroad crossing blockages at both the east and the west approach of Timberland Road Y-intersection, the FGT access at Robson Road and the Plywood Road at Robson Road intersection, the peak hour factor in the Synchro analysis for those movements blocked by the train were modified to 0.25 so the effect of backed up traffic rushing the intersections after train cleared is captured. However, Synchro is not designed specifically for multi-modal operations, and cannot capture the delays experienced by the vehicles blocked by the train while in queue. The overall vehicular delays are captured in the VISSIM micro-simulation analysis.

VISSIM results show that due to the train blockages, the Timberland Wye intersection experiences an overall intersection LOS E, with 2016 background and combined traffic. The westbound movement for combined traffic scenario deteriorates from LOS E to F, however, the overall queue levels remain in the 350 to 450m range, with and without the FGT traffic. The incremental drop in LOS/delay is not significant to trigger any improvements solely due to FGT traffic. Other movements at this intersection in the combined traffic scenario either remain at same LOS or operate at acceptable LOS D or better.

The FGT Access intersection at Robson Road is expected to operate at LOS C/A in the peak hours under typical conditions. The eastbound through movement is expected to experience LOS F in the AM peak with a typical three minute train blockage but the queue remains quite manageable (120 m).

There is no significant change in the operations at Tannery Road interchange with the addition of the FGT traffic. The model results show that the traffic queues in the corridor will see a very small change with the addition of the FGT traffic and thus, in Stantec’s opinion, will not require any infrastructure upgrades on opening day in the FSPL greater network.

8.6 FUTURE 2029 HORIZON COMBINED VOLUME SSSESSMENT

The growth scenario outlined in Section 6 establishes a basis for the future 2029 traffic analysis.

8.6.1 No Railroad Blockages

Table 8.6 presents Synchro analysis results for the future 2029 growth scenario assuming no railroad blockages causing platooning.

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Road Network Analyses March 15, 2017

When there is no railroad crossing blockage, the Highway 17 ramps at Tannery Road are forecast to operate at LOS C or better in both the AM and the PM peak hour. The eastbound left movement at the Tannery Road and Highway 17 eastbound ramps intersection in the AM peak hour is forecast to be the only movement with a LOS E.

With the increased traffic, and no improvement to the existing road network, the Timberland Road Y-intersection will fail in the PM peak hour future horizon scenario, basically due to the failing northbound through movement. However, the queue in the PM peak hour is expected to be about 150 m, which will not significantly affect operations along Robson Road.

8.6.2 With Railroad Blockages

When there is a railroad crossing blockage and the queued up traffic is released, Tannery Road at Highway 17 eastbound ramps intersection falls to an overall intersection LOS D in the AM peak hour, and the westbound ramps intersection is forecast to be at an overall intersection LOS E and F in the AM and PM peak hour, respectively. For the Tannery Road at Highway 17 eastbound ramps intersection, the northbound through and eastbound left movements in the AM peak hour and the southbound left movement in the PM peak hour are forecast to have LOS E. For the Tannery Road at Highway 17 westbound ramps intersection, the southbound through, and northbound left movements are forecast to have LOS E. Table 8.7 presents Synchro analysis results for the 2029 growth scenario assuming railroad blockages cause a platooning effect at the interchange.

This is consistent with the analysis completed in the 2014 Stantec FSPL Study, and overall the FGT- related traffic has very little impact when considering the significant growth increased. Specifically, the additional FGT traffic represents just under 10% of the total through movement at the Timberland Y Intersection.

Stantec recommends that improvements suggested in the 2014 Stantec Study to grade- separate road operations from rail operations continue to be pursued in the longer term. These should resolve intersection operations to levels shown in Table 8.7.

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Road Network Analyses March 15, 2017

Table 8.6: Synchro Analysis Peak Hour Delay and Queue Summary – 2029 Combined Scenario No Railroad Crossing Blockage

Existing AM Peak Hour Existing PM Peak Hour Maximum v/c Delay Approach Approach Intersection Overall Maximum v/c Delay Approach Approach Intersection Overall Intersection Turning Movement Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Queue (m) Ratio (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Tannery & Hwy 17 EB Ramps Southbound L 13.1 0.50 53.0 D 14.5 B 31.8 C 38.1 0.82 53.0 D 22.0 C 27.8 C T 17.7 0.23 8.4 A 34.0 0.39 11.0 B Northbound T 129.6 0.92 34.5 C 31.7 C 76.1 0.89 42.4 D 35.4 D R 9.6 0.20 3.6 A 10.1 0.34 6.1 A Eastbound L 74.4 0.93 64.2 E 45.8 D 55.6 0.90 51.9 D 26.5 C R 5.6 0.20 5.0 A 30.7 0.70 13.6 B Tannery & Hwy 17 WB Ramps Southbound T 37.8 0.83 32.3 C 32.3 C 22.1 C 75.8 0.93 28.5 C 29.5 C 29.2 C Northbound L 98.1 0.83 32.7 C 24.2 C 59.8 0.85 53.1 D 31.8 C T 61.9 0.64 12.6 B 57.6 0.56 14.8 B Westbound T 12.9 0.59 43.2 D 11.9 B 81.6 0.79 50.0 D 24.5 C R 0.0 0.71 4.1 A 0.0 0.28 0.6 A Timberland Y-Intersection Eastbound 1 T 16.3 0.44 23.6 C 16.3 C 5.6 A 154.3 1.13 105.7 F 105.7 F 56.0 F R1 16.3 0.44 23.6 C 154.3 1.13 105.7 F R2 16.3 0.44 23.6 C 154.3 1.13 105.7 F Northbound L 2.7 0.11 13.2 B 13.2 B 0.8 0.04 9.6 A 9.6 A L2 2.7 0.11 13.2 B 0.8 0.04 9.6 A R 2.7 0.11 13.2 B 0.8 0.04 9.6 A Eastbound 2 L 0.0 0.00 0.0 A 0.5 A 0.1 0.00 0.0 A 0.4 A T 0.0 0.00 0.5 A 0.1 0.00 0.4 A R 0.0 0.00 0.5 A 0.1 0.00 0.4 A Westbound L 1.2 0.05 0.6 A 1.4 A 0.4 0.02 0.2 A 0.6 A L2 1.2 0.05 1.4 A 0.4 0.02 0.6 A T 1.2 0.05 1.4 A 0.4 0.02 0.6 A Plywood Road & Robson Rd. Southbound L 1.6 0.07 11.4 B 11.4 B 0.8 A 4.6 0.17 11.4 B 11.4 B 2.7 A R 1.6 0.07 11.4 B 4.6 0.17 11.4 B Eastbound L 0.0 0.00 0.0 A 0.2 A 0.1 0.01 0.0 A 0.4 A T 0.0 0.00 0.2 A 0.1 0.01 0.4 A 0.4 A Westbound T 0.0 0.27 0.0 A 0.0 A 4.6 0.17 11.4 B 0.0 A R 0.0 0.27 0.0 A 4.6 0.17 11.4 B FGT Access & Robson Road Southbound L 0.7 0.03 10.4 B 10.4 B 0.7 A 1.9 0.08 9.7 A 9.7 A 2.7 A R 0.7 0.03 10.4 B 1.9 0.08 9.7 A Eastbound L 0.0 0.00 0.0 A 0.2 A 0.0 0.00 0.0 A 0.2 A T 0.0 0.00 0.2 A 0.0 0.00 0.2 A Westbound T 0.0 0.15 0.0 A 0.0 A 0.0 0.05 0.0 A 0.0 A R 0.0 0.15 0.0 A 0.0 0.05 0.0 A

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Road Network Analyses March 15, 2017

Table 8.7: Synchro Analysis Peak Hour Delay and Queue Summary – 2029 Combined Scenario With Railroad Crossing Blockage

Existing AM Peak Hour Existing PM Peak Hour Maximum v/c Delay Approach Approach Intersection Overall Maximum v/c Delay Approach Approach Intersection Overall Intersection Turning Movement Queue (m) Ratio (sec/ LOS Delay LOS Delay LOS Queue (m) Ratio (sec/ LOS Delay LOS Delay LOS veh) (sec/veh) (sec/veh) veh) (sec/veh) (sec/veh) Tannery & Hwy 17 EB Ramps Southbound L 10.8 0.62 54.9 D 16.6 B 38.4 D 40.0 0.93 70.3 E 30.9 C 33.0 C T 16.7 0.36 10.5 B 40.1 0.38 12.6 B Northbound T 151.4 1.00 50.9 D 46.7 D 91.1 0.92 51.7 D 43.1 D R 10.5 0.21 4.2 A 10.9 0.34 6.7 A Eastbound L 68.1 0.91 59.1 E 42.3 D 63.7 0.88 52.1 D 27.1 C R 5.5 0.20 4.9 A 34.1 0.69 14.4 B Tannery & Hwy 17 WB Ramps Southbound T 14.2 1.08 73.4 E 73.4 E 62.2 E 69.3 1.35 185.4 F 185.4 F 114.9 F Northbound L 129.3 1.18 123.6 F 79.5 E 56.8 0.82 50.3 D 30.8 C T 47.9 0.61 19.6 B 55.2 0.55 15.2 B Westbound L 12.5 0.71 52.0 D 13.7 B 85.0 0.82 54.4 D 26.6 C R 0.0 0.71 4.1 A 0.0 0.28 0.6 A Timberland Y-Intersection Eastbound 1 T - - - F - F - F - 14.45 - F - F - F R1 - - - F - 14.45 - F R2 - - - F - 14.45 - F Northbound L - 3.60 - F - F 8.2 0.27 18.0 C 18.0 C L2 - 3.60 - F 8.2 0.27 18.0 C R - 3.60 - F 8.2 0.27 18.0 C Eastbound 2 L 0.5 0.02 0.9 A 3.1 A 0.9 0.04 0.5 A 2.8 A T 0.5 0.02 3.1 A 0.9 0.04 2.8 A R 0.5 0.02 3.1 A 0.9 0.04 2.8 A Westbound L 1.2 0.05 0.3 A 0.3 A 0.4 0.02 1.0 A 1.1 A L2 1.2 0.05 0.3 A 0.4 0.02 1.1 A T 1.2 0.05 0.3 A 0.4 0.02 1.1 A Plywood Road & Robson Rd. Southbound L 70.0 1.21 215.9 F 215.9 F 14.5 B 234.7 1.97 488.2 F 488.2 F 111.0 F R 70.0 1.21 215.9 F 234.7 1.97 488.2 F Eastbound L 0.5 0.02 0.4 A 0.7 A 0.8 0.03 0.5 A 0.9 A T 0.5 0.02 0.7 A 0.8 0.03 0.9 A Westbound T 0.0 1.01 0.0 A 0.0 A 0.0 0.55 0.0 A 0.0 A R 0.0 1.01 0.0 A 0.0 0.55 0.0 A FGT Access & Robson Road Southbound L 11.2 0.35 28.7 D 28.7 D 1.9 A 20.0 0.49 19.6 C 19.6 C 5.5 A R 11.2 0.35 28.7 D 20.0 0.49 19.6 C Eastbound L 0.3 0.01 0.2 A 0.5 A 0.1 0.01 0.1 A 0.3 A T 0.3 0.01 0.5 A 0.1 0.01 0.3 A Westbound T 0.0 0.55 0.0 A 0.0 A 0.0 0.20 0.0 A 0.0 A R 0.0 0.55 0.0 A 0.0 0.20 0.0 A

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Rail Operations March 15, 2017

9.0 RAIL OPERATIONS

Appendix C contains information related to the proposed rail operations, including detailed rail operating protocols and plans and static analyses of rail operations for typical conditions, representing a four million tonne annual throughput of product.

To reach these throughputs, different types of unloading will occur, as follows:

• 112 Unit Trains of Grain unloading to the Fraser Grain Terminal (FGT) via the semi-loop track. • 112 Unit Trains of Agriproduct unloading to the Joint Venture (JV) Site via Tracks 101 and 102: Spur Lines from Track 100 • 50 Unit Manifest Cars unloading to the JV Site via Tracks 101 and 102.

The report also presents different options to stage FGT operations using Tracks 91 through 99, and for each option documents available length, clear length, and car spots required, along with proposed number of switches to accommodate the shunting operations.

Note that inbound and outbound unit trains and manifest cars will enter the rail yard via CN mainline, and therefore have no further effect on any other rail crossings within the FSPL study area.

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Road/Rail Conflict Analyses March 15, 2017

10.0 ROAD/RAIL CONFLICT ANALYSES

The two road/rail conflicts that are created as a result of FGT occur on Robson Road located in very close proximity to pre-existing crossings. Figure 10.1 shows the two locations (depicted with Red Xs), and the location of the two pre-existing crossings (depicted with Black Xs). Pre-existing crossings are signed and marked with cross-bucks and appropriate pavement stop bar markings. These should be revised to upon installation of the second track crossings to include “2 Track” signage, and appropriate stop bar markings.

Stantec analyzed the combinations of the various types of unloading described in Section 9 to formulate and determine effects of rail operations on the road network. Using the assumptions of 30s warning time, a shunting speed of 15 km/h, and a start-up time of 15s post-clearance of train blockages, Stantec determined the approximate time and duration of each blockage, per scenario, except for the 50 unit car manifest car scenario. This was felt unnecessary to assess as it only is anticipated to occur twenty-two days per year, and would block the crossing significantly less than the 112 unit train unloading at the JV facility on tracks 101 and 102. Appendix D contains the calculations.

10.1 WORST-CASE SCENARIO

The combination of the 112 unit car unloading scenario at FGT, in parallel with the unloading of a 112 unit car unloading of grain at the Joint Venture created the most amount of blockage frequency and time of Robson Road. Each blockage is estimated to be on the order of 1.5 to 2.5 minutes, except during unit train arrival and departure times, where the blockage is anticipated to be on the order of 7.5 minutes of the south crossing location. These longer blockages will occur overnight, when road traffic volumes are negligible on FSPL.

Overall, given the short blockage times, and low road volumes expected at the conflict locations, very little impact is expected to the road network. Vehicles destined to/from Western Cleanwood may experience some short additional delays from the north crossing.

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Robson Road / Rail Conflicts Figure 10.1 TRANSPORTATION IMPACT ASSESSMENT - FRASER GRAIN TERMINAL

Impacts During Construction March 15, 2017

11.0 IMPACTS DURING CONSTRUCTION

The impacts on the road network during construction will vary over the construction period. Tables 11.1 and 11.2 document potential truck and employee numbers during demolition and construction phases of the project, based on preliminary planning undertaken to this point. Demolition generally involves fewer employees and truck movements as compared to the build out of the facility, however the number of construction employees will likely exceed the number of employees during normal operations. This scenario will be documented in further detail in a separate Construction Traffic Management Plan during future phases of project approvals.

Table 11.1: Construction Estimates During Demolition Phase

ITEM VALUE REMARKS TRUCKS (DELIVERY AND/OR REMOVAL) TOTAL NUMBER OF WORKING DAYS 82 days Based upon published schedule. 506 trucks Based upon calculations for TOTAL TRUCKS each phase of the work. AVERAGE NUMBER OF TRUCKS 6 trucks/day Total trucks/total days 15 trucks/day Approximation for typical busy ACTIVITY ON A TYPICAL BUSY DAY day. 22 trucks/day Calculation for heavy activity MAXIMUM EXPECTED TRUCK VOLUME day. WORKERS’ VEHICLES AVERAGE VEHICLE OCCUPANCY 1.5 persons/vehicle Approximation (empirical value). AVERAGE ATTENDANCE 11 people Total expected manpower/total number of work days ASSOCIATED NUMBER OF VEHICLES 7 vehicles Attendance/occupancy. PEAK ATTENDANCE 22 people Approximation for busiest period (2x average) ASSOCIATED NUMBER OF VEHICLES 15 vehicles Attendance/occupancy.

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Impacts During Construction March 15, 2017

Table 11.2: Construction Estimates During Construction Phase

ITEM VALUE REMARKS TRUCKS (DELIVERY AND/OR REMOVAL) TOTAL NUMBER OF WORKING DAYS 270 days Based upon published schedule. 3744 trucks Based upon calculations for each TOTAL TRUCKS phase of the work. AVERAGE NUMBER OF TRUCKS 14 trucks/day Total trucks/total days 40 trucks/day Approximation for typical busy ACTIVITY ON A TYPICAL BUSY DAY day. MAXIMUM EXPECTED TRUCK VOLUME 83 trucks/day Calculation for heavy activity day. WORKERS’ VEHICLES AVERAGE VEHICLE OCCUPANCY 1.5 persons/vehicle Approximation (empirical value). AVERAGE ATTENDANCE 99 people Total expected manpower/total number of work days ASSOCIATED NUMBER OF VEHICLES 66 vehicles Attendance/occupancy. PEAK ATTENDANCE 198 people Approximation for busiest period (2x average) ASSOCIATED NUMBER OF VEHICLES 132 vehicles Attendance/occupancy.

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Project Consultation March 15, 2017

12.0 PROJECT CONSULTATION

Lucent conducted project consultations on behalf of FGT Joint Venture. Stantec provided responses under separate cover in response to specific transportation related questions asked about the project.

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Conclusions and Recommendations March 15, 2017

13.0 CONCLUSIONS AND RECOMMENDATIONS

The overall impact of the proposed FGT site on the FSPL is minimal. Working from the internal site to the greater network, Stantec suggests the following changes:

4. Add signage and a bulbout (or realign the north leg of the entrance intersection next to the security gate) to better align trucks turning left out of the FGT site to align themselves to the far right receiving lane. 5. Re-sign north and south crossings on Robson Road to reflect 2 tracks crossing (and realign stop bars as appropriate). 6. Rail improvements within the yard include modification and extension of Track 94, and future modifications and extensions of Tracks 95 and 96.

Although immediately adjacent to the proposed site, the incremental impact on Western Cleanwood is nil, except if road traffic is blocked by the increase of 1.5 – 2.5 minute blockages (approximately one per hour) on the north crossing near Plywood Road.

No infrastructure improvements, beyond those associated with the FGT site itself, are recommended upon opening day.

Future (2029) horizon conditions, when blocked by rail crossings, indicate significant delay and queuing for road traffic. The additional FGT traffic results in a minimal increase to an already problematic situation. Stantec recommends that the improvements suggested in the 2014 Stantec Study to grade-separate road operations from rail operations continue to be pursued for the longer term to resolve FSPL-wide issues.

No issues are anticipated with respect to capacity of the rail network in the future horizon, provided suggested rail improvements within the yard are completed.

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References March 15, 2017

14.0 REFERENCES

CMC. (2015). Container Loading Facility Truck Traffic Evalutation. Burnaby, BC: CMC. CMC. (2017). Fraser Grain Terminal Rail Operations Plan. Burnaby, BC: CMC Engineering and Management.

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APPENDIX A EMPLOYEE DISTRIBUTION

FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1 1 1 2 1y Y33 2 2 2Y23 1y 2 3 3 2 1y 2 1 4 4 2 1y 2 5 5 2 1YY33 6 6 2 Y 23 1Y2 7 7 2 1y 2 81 2 1y 2 92 2 1y Y33 10 3 2Y23 1y 2 2 11 4 2 1y 2 12 5 2 1Y2 Y 13 6 2 Y 1 Y 14 7 2 Y 1y 2 Y 15 1 2 1y 2 16 2 2 1y 2 17 3 2 1y 2 3 18 4 2 1y Y33 19 5 2Y23 1Y2 20 6 2 1 21 7 2 1y 2 22 1 2 1y Y33 23 2 2Y23 1y 2 24 3 2 1y 2 4 25 4 2 1y 2 26 5 2 1YY33 27 6 2Y23 1 28 7 2 1y 2 29 1 2 1y 2 30 2 2 1y 2 31 3 2 1y 2 5 32 4 2 1y 2 33 5 2 1Y2 34 6 2 1 35 7 2 1y Y33 36 1 2Y23 1y 2 37 2 2 1y 2 38 3 2 1y 2 6 39 4 2

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APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y Y33 40 5 2Y23 1Y2 41 6 2 1 42 7 2 1y 2 43 1 2 1y Y33 44 2 2Y23 1y 2 45 3 2 1y 2 7 46 4 2 1y 2 Y 47 5 2 Y 1Y2 Y 48 6 2 Y 1 Y 49 7 2 1 50 1 2 1y 2 51 2 2 1y 2 52 3 2 1y Y33 8 53 4 2Y23 1y 2 54 5 2 1Y2 55 6 2 1 56 7 2 1y Y33 57 1 2Y23 1y 2 58 2 2 1y 2 59 3 2 1y 2 9 60 4 2 1y Y33 61 5 2Y23 1Y2 62 6 2 1Y2 63 7 2 1y 2 Y 64 1 2 Y 1y 2 Y 65 2 2 Y 1y 2 Y 66 3 2 1y 2 10 67 4 2 1y 2 68 5 2 1Y2 69 6 2 1Y23 70 7 2Y23 1y 2 71 1 2 1y 2 72 2 2 1y 2 73 3 2 1y Y33 11 74 4 2Y23 1y 2 75 5 2 1Y2 76 6 2 1 77 7 2 1y Y33 78 1 2Y23 1y 2 79 2 2

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APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y 2 80 3 2 1y 2 Y 12 81 4 2 Y 1y 2 Y 82 5 2 Y 1Y2 Y 83 6 2 1 84 7 2 1y 2 85 1 2 1y 2 86 2 2 1y Y33 87 3 2Y23 1y 2 13 88 4 2 1y 2 89 5 2 1Y2 90 6 2 1Y23 91 7 2Y23 1y 2 92 1 2 1y 2 93 2 2 1y 2 94 3 2 1y Y33 14 95 4 2Y23 1y 2 96 5 2 1Y2 97 6 2 1 98 7 2 1 99 1 2 1y 2 100 2 2 1y 2 101 3 2 1y 2 15 102 4 2 1y 2 103 5 2 1Y2 104 6 2 1 105 7 2 1y Y33 106 1 2Y23 1y 2 107 2 2 1y 2 108 3 2 1y 2 16 109 4 2 1y Y33 110 5 2Y23 1Y2 111 6 2 1 112 7 2 1y 2 113 1 2 1y Y33 114 2 2Y23 1y 2 115 3 2 1y 2 17 116 4 2 1y 2 Y 117 5 2 Y 1Y2 Y 118 6 2 Y 1Y2 Y 119 7 2

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APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y 2 120 1 2 1y 2 121 2 2 1y 2 122 3 2 1y Y33 18 123 4 2Y23 1y 2 124 5 2 1Y2 125 6 2 1 126 7 2 1y Y33 127 1 2Y23 1y 2 128 2 2 1y 2 129 3 2 1y 2 19 130 4 2 1y Y33 131 5 2Y23 1Y2 132 6 2 1 133 7 2 1y 2 Y 134 1 2 Y 1y 2 Y 135 2 2 Y 1y 2 Y 136 3 2 1y 2 20 137 4 2 1y 2 138 5 2 1Y2 139 6 2 1Y23 140 7 2Y23 1y 2 141 1 2 1y 2 142 2 2 1y 2 143 3 2 1y Y33 21 144 4 2Y23 1y 2 145 5 2 1Y2 146 6 2 1 147 7 2 1 148 1 2 1y Y33 149 2 2Y23 1y 2 150 3 2 1y 2 22 151 4 2 1y 2 Y 152 5 2 Y 1Y2 Y 153 6 2 Y 1 Y 154 7 2 1y 2 155 1 2 1y 2 156 2 2 1y 2 157 3 2 1y 2 23 158 4 2 1y 2 159 5 2

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APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1Y2 160 6 2 1 161 7 2 1y Y33 162 1 2Y23 1y 2 163 2 2 1y 2 164 3 2 1y 2 24 165 4 2 1y Y33 166 5 2Y23 1Y2 167 6 2 1 168 7 2 1y 2 Y 169 1 2 Y 1y 2 Y 170 2 2 Y 1y 2 Y 171 3 2 1y 2 25 172 4 2 1y 2 173 5 2 1Y2 174 6 2 1YY33 175 7 2Y23 1y 2 176 1 2 1y 2 177 2 2 1y 2 178 3 2 1y Y33 26 179 4 2Y23 1y 2 180 5 2 1Y2 181 6 2 1 182 7 2 1y Y33 183 1 2Y23 1y 2 184 2 2 1y 2 185 3 2 1y 2 Y 27 186 4 2 Y 1y 2 Y 187 5 2 Y 1Y2 Y 188 6 2 1 189 7 2 1y 2 190 1 2 1y 2 191 2 2 1y Y33 192 3 2Y23 1y 2 28 193 4 2 1y 2 194 5 2 1Y2 195 6 2 1Y23 196 7 2Y23 1 197 1 2 1y 2 198 2 2 1y 2 199 3 2

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 5 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y Y33 29 200 4 2Y23 1y 2 201 5 2 1Y2 202 6 2 1 Y 203 7 2 Y 1y 2 Y 204 1 2 Y 1y 2 Y 205 2 2 1y 2 206 3 2 1y 2 30 207 4 2 1y 2 208 5 2 1YY33 209 6 2Y23 1 210 7 2 1y 2 211 1 2 1y 2 212 2 2 1y Y33 213 3 2Y23 1y 2 31 214 4 2 1y 2 215 5 2 1Y2 216 6 2 1Y23 217 7 2Y23 1y 2 218 1 2 1y 2 219 2 2 1y 2 Y 220 3 2 Y 1y 2 Y 32 221 4 2 Y 1y 2 Y 222 5 2 1Y2 223 6 2 1 224 7 2 1y 2 225 1 2 1y Y33 226 2 2Y23 1y 2 227 3 2 1y 2 33 228 4 2 1y 2 229 5 2 1YY33 230 6 2Y23 1Y2 231 7 2 1y 2 232 1 2 1y 2 233 2 2 1y Y33 234 3 2Y23 1y 2 34 235 4 2 1y 2 236 5 2 1Y2 Y 237 6 2 Y 1 Y 238 7 2 Y 1y 2 Y 239 1 2

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 6 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y 2 240 2 2 1y 2 241 3 2 1y 2 35 242 4 2 1y Y33 243 5 2Y23 1Y2 244 6 2 1 245 7 2 1 246 1 2 1y Y33 247 2 2Y23 1y 2 248 3 2 1y 2 36 249 4 2 1y 2 250 5 2 1YY33 251 6 2Y23 1 252 7 2 1y 2 253 1 2 1y 2 Y 254 2 2 Y 1y 2 Y 255 3 2 Y 1y 2 Y 37 256 4 2 1y 2 257 5 2 1Y2 258 6 2 1 259 7 2 1y Y33 260 1 2Y23 1y 2 261 2 2 1y 2 262 3 2 1y 2 38 263 4 2 1y Y33 264 5 2Y23 1Y2 265 6 2 1 266 7 2 1y 2 267 1 2 1y Y33 268 2 2Y23 1y 2 269 3 2 1y 2 39 270 4 2 1y 2 Y 271 5 2 Y 1Y2 Y 272 6 2 Y 1 Y 273 7 2 1y 2 274 1 2 1y 2 275 2 2 1y 2 276 3 2 1y Y33 40 277 4 2Y23 1y 2 278 5 2 1Y2 279 6 2

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 7 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1 280 7 2 1y Y33 281 1 2Y23 1y 2 282 2 2 1y 2 283 3 2 1y 2 41 284 4 2 1y Y33 285 5 2Y23 1Y2 286 6 2 1Y2 287 7 2 1y 2 Y 288 1 2 Y 1y 2 Y 289 2 2 Y 1y 2 Y 290 3 2 1y 2 42 291 4 2 1y 2 292 5 2 1Y2 293 6 2 1Y23 294 7 2Y23 1 295 1 2 1y 2 296 2 2 1y 2 297 3 2 1y Y33 43 298 4 2Y23 1y 2 299 5 2 1Y2 300 6 2 1 301 7 2 1y Y33 302 1 2Y23 1y 2 303 2 2 1y 2 304 3 2 1y 2 Y 44 305 4 2 Y 1y 2 Y 306 5 2 Y 1Y2 Y 307 6 2 1 308 7 2 1y 2 309 1 2 1y 2 310 2 2 1y Y33 311 3 2Y23 1y 2 45 312 4 2 1y 2 313 5 2 1Y2 314 6 2 1Y23 315 7 2Y23 1y 2 316 1 2 1y 2 317 2 2 1y 2 318 3 2 1y Y33 46 319 4 2Y23

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 8 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y 2 320 5 2 1Y2 321 6 2 1 Y 322 7 2 Y 1y 2 Y 323 1 2 Y 1y 2 Y 324 2 2 1y 2 325 3 2 1y 2 47 326 4 2 1y 2 327 5 2 1YY33 328 6 2Y23 1 329 7 2 1y 2 330 1 2 1y 2 331 2 2 1y 2 332 3 2 1y 2 48 333 4 2 1y 2 334 5 2 1Y2 335 6 2 1Y23 336 7 2Y23 1y 2 337 1 2 1y 2 338 2 2 1y 2 Y 339 3 2 Y 1y 2 Y 49 340 4 2 Y 1y 2 Y 341 5 2 1Y2 342 6 2 1 343 7 2 1 344 1 2 1y Y33 345 2 2Y23 1y 2 346 3 2 1y 2 50 347 4 2 1y 2 348 5 2 1YY33 349 6 2Y23 1 350 7 2 1y 2 351 1 2 1y 2 352 2 2 1y Y33 353 3 2Y23 1y 2 51 354 4 2 1y 2 355 5 2 1 356 6 2 1 357 7 2 1y 2 358 1 2 1y 2 359 2 2

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 9 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 1y 2 360 3 2 1y 2 52 361 4 2 1y Y33 362 5 2Y23 1 363 6 2 1 364 7 2 1y 2 53 365 1 2 TOTAL SHIFTS 253 56 124 379 62 62 90

PERSONNEL 38 7 6 See above 0

NOTES: 1 - Rail receiving. - Container handling. - Bulk truck loading. - Railcar loading. - FGT support services for above. - General office staff. 2 - Rail receiving. - FGT support services for above. 3 - FGT support services for above. 4 - FSD support staff; see memo from A.Ekkert of 2016 12 16. - Use same hours as FGT crew. 5 - FSD vessel tie-up crew; - Shift is 4 hours long. - Start shift 1 hour before others. 6 - FSD vessel tie-up crew; - Shift is 4 hours long. - Start shift 1 hour before end of others. 7 - Loading of vessel from Shed 1. - DO NO COUNT FOR THIS STUDY

8 Shifts are assumed to be 12 hours long (07:00 to 19:00) except for the line crews noted above. 9 Orange shaded cells are stat holidays and union days off. They are not necessarily in the proper location but this is not significant for this exercise.

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 10 of 11 FRASER GRAIN TERMINAL NEW BULK HANDLING FACILITY; SURREY, BC

APPROXIMATE WORK SHIFT DISTRIBUTION SEE BOTTOM FOR THE PURPOSE OF CALCULATING OF TABLE FOR NOTES EMPLOYEE VEHICLE TRAFFIC

FGT Staff FSD Staff Vessel WEEK # DAY OF Regular Suppl. FGT Support Vessel tie- Shed 1 DAY # SHIFT # release WEEK Ops. Rec. vessel staff up crew vessel crew 10 Green shaded cells are operating shifts.

S-file: 1419 OPEX V7.4.3.xlsx Sheet: WORK SHIFTS Printed: 2016 12 16 18:39 Page 11 of 11

APPENDIX B DAILY BULK-RELATED TRUCK TRAFFIC FLOW CHART

FIGURE 2.3-1 SCHEMATIC OF DAILY BULK TRUCK TRAFFIC

SCHEMATIC OF DAILY TRUCK TRAFFIC

See note 2 From FSD (14, 28) 29% From other (34, 67) 71% Total (48, 95) 100% (0, 0) To FSD (0, 0) To other CONTAINER TRUCKS ARRIVING WITH EMPTY EMPTY CONTAINER (0, 0) Total HANDLING CONTAINER TRUCKS LEAVING EMPTY

From FSD (14, 0) 95 TEU via forklifts From other (34, 0) Total (48, 0)

See note 1 From FSD (16, 28) (16, 16) To FSD 17% To FSD (16, 16) From other (79, 67) (79, 79) To other 83% To other (79, 79) Bulk (3, N/A) From FSD (2, 0) FULL CONTAINER (95, 95) Total 100% Bulk (3, N/A) Total (98, 95) From other (45, 0) HANDLING Total (98, 95) Total (47, 0) CONTAIINER TRUCKS LEAVING FULL ALL INBOUND TRUCKS ALL OUTBOUND TRUCKS CONTAINER TRUCKS ARRIVING

From other (3, N/A) 3 To other (3, N/A) 3 Total BULK TRUCKS Total

BULK TRUCKS ARRIVING EMPTY BULK TRUCKS LEAVING FULL

LEGEND NOTES General 1- From or to FSD (14, 28) 1- All quantities have been rounded to the nearest whole number for display purposes. From or to other (34, 68) Total (48, 96) Regarding container trucks 1- 100 kt/a (17%) shipped through FSD and 500 kt/a (83%) shipped through Delta Port (= 600 kt/a total) Number for TEUs 2- Empty TEUs from FSD = (4,000 + 3,000)/annum = 7,000/annum (29%). Number of trucks 3- Empty TEUs from other locations = (24,000 - 7,000)/annum = 17,000/annum (71%). 2- BLUE = EMPTY 4- All incoming trucks carry 2 empty TEUs. RED = FULL 5- All outgoing trucks carry 1 empty TEU. BLACK = NO DISTINCTION 6- Based upon 253 working days per annum.

File: 1419 OPEX V7.4.3.xlsx Sheet: RAILCAR FILL and TRUCK TRAFFIC Printed: 2017 02 22 15:32 Page 1 of 1

APPENDIX C ANNUAL AGRIPRODUCT-RELATED RAIL FLOW CHART

INBOUND TRAFFIC (ALL BY RAIL) RECEIVING STORAGE SHIPPING FACILITIES OUTBOUND TRAFFIC (MIXED MODES)

22 d/a 8 h/d 22 trains/a @ 5 000 t = 110 000 t/a RECEIVING PIT STORAGE OCEAN GOING VESSELS 39 d/a 20 h/d 39 trains/a @ 11 200 t = 436 800 t/a 61 d/a 61 trains/a = 546 800 t/a 410 100 t/a Maximum Flat storage AVERAGE NUMBER OF 410 100 t/a VESSEL TYPE THROUGHPUT unloading rate of facility for CAPACITY VESSELS 820 h/a at 500 t/h 1 000 t/h 18 000 t PANAMAX 50 531 t 20.0 units/a 1 010 625 t/a

HANDYMAX 136 700 t/a 136 700 t/a 41 551 t 40.1 units/a 1 666 176 t/a 370 d/a 219 h/a at 625 t/h HANDY 25 040 t 20.0 units/a 500 799 t/a 370 trains/a 4 007 600 t/a 111 d/a at 24 h/j TOTALS 39 670 t 80.1 units/a 3 177 600 t/a

RECEIVING PIT STORAGE 309 d/a 7 h/d 309 trains/a @ 11 200 t = 3 460 800 t/a 309 d/a 309 trains/a = 3 460 800 t/a Maximum Steel silos unloading rate of 3 460 800 t/a for 2 630 800 t/a 1 619 h/a at 1 625 t/h 2 000 t/h 77 000 t

4 007 600 t/a

CONTAINERS 600 000 t/a 24 000 TEU/a @ 25 t ≈ 600 000 t/a LEGEND 253 d/a at 10 h/d

EXISTING JV SHED 1 FACILITIES RAILCARS NEW FRASER GRAIN TERMINAL FACILITIES 200 000 t/a 2 222 units/a @ 90 t ≈ 200 000 t/a 253 d/a at 10 h/d NEW SHIPPING FACILITIES (PARTIALLY ON THE EXISTING FSD WHARF) BULK TRUCKS FIGURES TAKEN DIRECTLY FROM THE 30 000 t/a 667 units/a @ 45 t ≈ 30 000 t/a RAIL SERVICE SYSTEM 253 d/a at 10 h/d DOCUMENT

File: 1419 OPEX V7.4.3.xlsx Sheet: RAILCAR FILL and TRUCK TRAFFIC Printed: 2017 02 22 15:29 Page 1 of 1

RAIL SERVICE SYSTEM Ref. 1419

4.5 Unloading Capacity

4.5.1 Nominal Unloading Capacity for the Combined FGT and JV Facility

The nominal unloading capacity for the combined FGT and JV Facility has been calculated with the following assumptions:

.1 All grain and agriproducts Unit Trains as well as Manifest Cars will be sharing Tracks 92 to 96.

.2 The rail carrier locomotive will escape via one of the empty tracks.

.3 The Fraser Grain Terminal will be unloading 309 Unit Trains per annum.

.4 The JV Facility will be unloading 39 Unit Trains and 22 strings of 50-car manifest traffic.

The capacity calculation is shown on Table 4-4.

Table 4-4 Unloading Capacity at the Combined Fraser Grain Terminal and JV Facility (Using 112-car Unit Trains & 50-car String Manifest Cars)

Given No. of Trains Unloading Capacity Throughput Train Unloaded per Unloading Number of (t/a) at JV Capacity Year Station Hours/Day Facility (t) Unit Manifest Unit Manifest Total (t/a) Trains Cars Trains Cars Fraser Grain 11,200 9.5 309 3,460,800 3,460,800 Terminal (UT) JV Facility 436,800 11,200 19.5 39 436,800 436,800 (UT) maximum JV Facility 110,000 5,000 8 22 110,000 110,000 (Manifest) maximum 348 22 3,897,600 110,000 4,007,600 (1) One Unit Train per day

S file: 1419-204 App P Rail Serv Sys V6.1.docx 10 2017 February

APPENDIX D RAIL-ROAD CROSSING ASSUMPTIONS

Blockage Xing Blocked Approx Start Time Duration (mins) 1 North 9:20 2.37 2 North 10:33 2.37 3 North 11:46 2.29 4 North 12:55 2.37 5 North 14:08 1.73 6 North 14:50 1.41 7 North 15:17 2.37 8 North 16:05 Loco Only 0.75

0 South 17:30 (Day Prior) ? 1 South 9:35 Loco Only 0.75 2 South 10:48 2.37 3 South 12:01 2.37 4 South 13:10 2.29 5 South 14:23 2.37 6 South 15:05 1.73 7 South 15:32 1.41 8 South 16:20 2.37

309 Days, 10 Hour Shift at FT Blockage Xing Blocked Approx Start Time Duration (mins) 1 North 9:20 4 In 1.65 2 North 9:30 Loco Only O 0.75 3 North 10:46 5 In 1.01 4 North 11:06 4 Out 1.65 5 North 12:12 3 In 1.65 6 North 12:32 5 Out 1.01 7 North 13:38 9 In 1.65 8 North 13:58 3 Out 1.65 9 North 15:03 2 In 1.65 10 North 15:23 9 Out 1.65 11 North 16:29 1 In 1.65 12 North 16:49 2 Out 1.65 13 North 17:55 10 In 1.65 14 North 18:15 1 Out 1.65 15 North 19:21 11 In 1.65 16 North 19:41 10 Out 1.65 17 North 20:47 12 In 1.65 18 North 21:07 11 Out 1.65 19 North 22:13 8 In 1.65 20 North 22:33 12 Out 1.65 21 North 23:39 7 In 1.65 22 North 23:59 8 Out 1.65 23 North 1:04 6 In 1.65 24 North 1:24 7 Out 1.65 25 North 2:10 Loco Only In 0.75 26 North 2:20 6 Out 1.65

39 Days, 19.5 Hour Shift at JV