Squamish Nation

Capilano IR No. 5

Transportation Study

Squamish Nation - Capilano IR No. 5 Transportation Study i

Contents

1 Introduction ...... 1

2 Transportation Objectives for the Capilano Lands ...... 4 2.1 Create a Safe, Walkable Community ...... 4 2.2 Provide Access for Members, Residents, and Businesses on the Capilano Lands ...... 8 2.3 Manage the Impact of Regional Traffic on the Local Network ...... 14

3 Ideas for the Transportation Network Today ...... 20 3.1 Ideas for Creating a Safe, Walkable Community ...... 20 3.2 Ideas for Providing Access for Members, Residents and Businesses ...... 29 3.3 Ideas for Managing the Impact of Regional Traffic ...... 34

4 Considerations for the Future Network Improvements ...... 37 4.1 Developing New Connections Across the North Shore ...... 37 4.2 Transit Services to Connect Capilano Lands ...... 40

5 Summary ...... 42

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study ii

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 1

1 Introduction

The Squamish Nation’s Capilano IR No.5 (the Capilano lands) is bisected by the Capilano River. These lands are used by the Nation for several residential, commercial, and community uses. The Capilano lands are one of the three main community areas for the Nation that are located on the North Shore that include the reserves named Capilano, Mission, and Seymour Creek.

The Capilano lands are intersected by several municipalities and major regional transportation links. The limited number of transportation links across the North Shore and across the harbour puts the Capilano lands in the middle of significant regional transportation movements and local North Shore community links. These North Shore and regional movements have noticeable impacts on the traffic in and around the Nation’s lands.

Figure 1 – Capilano IR and the Regional Transportation Network Context

There are only three crossings of the Capilano River that provide connections for east – west transportation movements on the North Shore. Two of these crossings are on routes that pass through the Capilano lands. When there is congestion on Marine Drive or the Lions Gate Bridge,

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 2

many commuters will use the collector or the local residential roads in the Capilano lands to short cut or to bypass congestion on the major regional routes and highways.

Within the Capilano lands, the Squamish Nation has developed several areas for community, residential and commercial uses. There are also long-term plans to develop the area fronting Marine Drive and the area south of the railway tracks. Several of the Nation’s community facilities are in the centre-east area of the Capilano lands and are centred around the intersections of Welch Road, Mathias Road, and “Lower Capilano Road” (“Lower Capilano Road” is located on a Metro Vancouver utility right of way and is not a designated road although it is paved and is used as a road). Most of the residential areas are located between the Capilano River and the Nation’s boundary with the District of North Vancouver to the east.

Legend Residential

Commercial (Leased)

Community Services

Future Developments

Figure 2 – Land Uses within the Capilano Lands (draft map)

For the Squamish Nation’s members, accessing community facilities and their homes are key priorities that the local transportation network must provide for the community. The network must also provide safe and effective connections for members to neighbouring communities and services, particularly for

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 3

those who may not drive, including youth, elders, and those who walk, cycle, or use public transportation.

The network must support the businesses that benefit the Nation to succeed. The Nation has several properties that are used or leased for commercial activities, including the Park Royal Mall lands, the RV Park, and the CAPREIT buildings on Marine Drive. Members also operate several businesses within the Capilano Lands that also need access from the transportation network. The needs of these users and the benefits the Nation receives from these commercial areas and activities must be considered as part of the plan for the transportation network in this area.

As part of the development of this plan, we met with members to hear their concerns, questions, and ideas to improve the network and enable their mobility. The meetings included:

 Community Meeting on the evening of Feb 20, 2017 with approximately 15 members attending a presentation and providing comments on key transportation concerns and ideas

 Community Walkabout on the afternoon of June 13, 2017, with approximately 12 members attending a walk through the Welch Road, Whonoak, and “Lower Capilano Road” areas

 Elders Meeting on the morning July 7, 2017, with approximately 15 members attending a meeting and providing comments on key transportation concerns and ideas.

These meetings provided members an opportunity to tell us their concerns and ideas for improving the transportation network. Key themes that we heard included:

 Concerned about vehicle traffic, particularly the volume and speed of vehicles in the residential areas and regional traffic short cutting through the Capilano lands.

 Safety of pedestrians, including condition of crosswalks, lack of pedestrian routes, conflicts with cyclists, and lack of lighting on key connections within the community

 The impacts that regional roads have on the Capilano lands.

These meetings helped identify how the network currently works and how the network can be improved now and in the future.

This report has been structured to identify the Nation’s Objectives for the transportation network on the Capilano lands, to discuss Ideas to improve the network today, and identify items that could be Considered for future long-term changes to the network.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 4

2 Transportation Objectives for the Capilano Lands

As part of developing this plan, a key component is to identify the goals and objectives for transportation within the Capilano Lands. Developing the key goals for the transportation network will allow the Nation to identify, plan, and prioritize changes that will help achieve the goals of the members.

Throughout our consultation with the members, we repeatedly heard many comments that related to members safety, traffic, and external impacts on the local roads. Based on these comments, we have developed the following as key goals the community has expressed for the transportation network within the Capilano Lands:

 Create a safe, walkable community

 Provide access for members, residents and businesses on the Capilano Lands

 Manage the impact of regional traffic on the local Capilano network

These goals summarize most of the concerns and improvement ideas expressed by the members during our consultations, meetings, and discussions. Using these goals to evaluate how projects and external changes impact the ability of the transportation network to provide a better mobility experience to those who travel in the Capilano Lands.

2.1 Create a Safe, Walkable Community

Members identified concerns about the ability to walk safely throughout the Capilano Lands. While the Nation has been installing sidewalks as part of recent road improvements and developments, there are still several areas where formal pedestrian connections are limited. For members who do not drive, particularly youth and elders, walking is a critical component for their mobility. Many concerns were raised regarding the need for more sidewalks, crosswalks, and reducing vehicle speeds throughout the residential areas.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 5

Destinations

Schools

Shopping and Services

Nation Community Services

Transit

Figure 3 – Key Pedestrian Paths, Desired Connections, and Destinations

Looking at the key destinations within the area, the following are locations where pedestrian access is important for members:

 The bus stops on Marine Drive and Capilano Road are the closest transit stops to most of the residential areas and community facilities on the Capilano Lands.

 The Nation’s community facilities (community centre, elders centre, and school) are centered at “Lower Capilano Road”/Mathias Road and Welch Road.

 Many youth attend school in the Norgate neighbourhood, and members also access businesses and other services in the Norgate area.

 Members access shopping and services in the Park Royal Mall lands.

Having a network of walking paths, sidewalks, and/or multi-use pathways connecting these areas is a key component to provide members the ability to safely walk throughout the Capilano Lands to access their desired destinations. Currently, sidewalks have been installed on one side of Whonoak Street, one side of Lawa Avenue, and one side of two blocks of Mathias Road between the playing fields and the approach to the Marine Drive intersection. In addition, the District of West Vancouver installed the

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 6

shared multi-use path along Welch Street that is part of the regional Spirit Trail network connecting communities along the North Shore. There is also a dirt path that provides a connection to the Norgate neighbourhood from the intersection of Whonoak Street and Jacobs Road to Oakwood Crescent, and the Park Royal bridge provides a pedestrian and cyclist connection across the Capilano River to the Park Royal Mall lands.

The current pedestrian facilities have several “missing links” on the routes connecting the four main pedestrian destinations for the members. Completing these links will help to provide safer routes for all pedestrians. Further improvements, including lighting along key pedestrian routes, providing greater separation between pedestrians and vehicles, including cyclists, installing marked pedestrian crossings, and installing accessible curb ramps will help to make the local network feel safer and be more accessible for all pedestrians.

Throughout the residential areas of the Capilano Lands, many streets do not currently have sidewalks installed. Where roads have been improved and sidewalks installed, most sidewalks have been placed against the installed “roll-over” curbs that have been typically installed. While roll-over curbs provide more flexibility for locating driveways after roads are constructed, these types of curbs also allow vehicles to easily drive onto the sidewalk area. Roll-over curbs are also not accessible for most wheelchairs due to sharp grade differences, and pedestrians with limited mobility can find these types of curbs challenging to walk over. Installing sidewalks to service all residential properties and building standard curb cuts and curb ramps at intersections will help provide accessible connections for all sidewalk users.

Another set of key concerns raised during the study was the need for improved crosswalks and connections across and along “Lower Capilano Road”. Members noted that the existing connections across “Lower Capilano Road” have issues with grades, the area is dark and has no street lights, and pedestrian crosswalk markings and signage needs improvements. While a narrow gravel trail was placed over the raised Metro Vancouver watermain by others to provide some pedestrian accessibility along this route, this work has not provided the community with a link that is safe and accessible to all users. The route along “Lower Capilano Road” provides the most direct link between the Nation’s key community facilities and the transit connections at Marine Drive. Improvements in this corridor would benefit many members.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 7

Figure 4 – Configuration Options for Installing Sidewalks on Existing Local Roads (15 m Road Allowance)

Also, concerns were raised with traffic and parking at community mail box locations. Neighbouring residents raised several concerns about traffic and parking around these locations and impacts on adjacent intersections. There may be opportunities to provide better “loading zones” or pull-out areas for members stopping to pick up their mail, and in some cases adjusting the location of these mailboxes may help to reduce traffic congestion and parking issues. Relocating community mailboxes would require discussions with Canada Post.

Within residential areas, members were also concerned about vehicle speeds and traffic. One option to consider is to reduce the posted speed limits on local residential roads within the Capilano Lands to 40 km/hr or less. Several municipalities in BC have implemented similar speed reductions on local roads. Regular enforcement of these restrictions would support achieving these speed reductions. Another option would be to consider adding physical restrictions, or traffic calming, throughout the network to reduce vehicle space and as a result slow traffic. Vehicle speeds tend to slow when road width is restricted, so adding localized traffic calming features such as intersection bulges, chicanes, lane restrictions, or even on-street parking can help “narrow” roadways and slow vehicles while still providing local access.

2.1.1 Strategy and Policy

The Nation should consider developing or updating strategies and policies relating to the development and management of the pedestrian network infrastructure within the Capilano Lands. The following ideas can help to guide and to prioritize the development of infrastructure and mobility services for the members and users of transportation facilities in the Capilano Lands.

 Establish a detailed strategy to plan and fund the installation of sidewalks or walking paths along key pedestrian connections, including the installation of lighting for pedestrians, curb ramps, crosswalk markings, and crossing indicators where vehicle volumes, speeds or visibility could be a concern for pedestrians. Sidewalks or paths should be constructed with materials that are safe and accessible for all users, particularly pedestrians who use wheel chairs or other mobility aids.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 8

 Establish a strategy for completing the development of the local sidewalk and pathway networks, to create a complete network for pedestrian access throughout the Capilano Lands.

 Review the development and design standards for local roads, sidewalks, and curb ramps. Include the installation of sidewalks as a base feature for future developments and future road improvement projects. Sidewalks or an alternative off-street path should be installed to provide access for all roads and residential and community areas in the Capilano Lands. Where a road has residential properties, sidewalks should be installed on each side where properties front onto that road. The recommended minimum width for new sidewalks and pedestrian paths should be 1.8 m of an improved surface to enable pedestrians and users of mobility aids (e.g. walkers, wheelchairs, or mobility scooters) to safely and comfortably pass each other on a firm, stable surface. Curb ramps and drop curbs should be installed at all intersections and mid-block crosswalks where pedestrians are expected to cross the road.

 Review maintenance standards and practices to establish regular Figure 5 – Path to Norgate inspection programs and maintenance procedures to inspect and maintain walking surfaces, markings, signage, lighting, and surrounding landscapes.

 Review the location of community mail boxes with Canada Post and look for opportunities to develop better “loading zones” or pull-outs for members stopping to pick up mail at mailbox locations.

 Consider installing traffic calming measures on local residential roads to slow traffic, prioritize pedestrians and deter non-local access. Consider intersection improvements such as intersection bulges that would also benefit pedestrians and coordinate with crosswalk improvements.

 Consider reducing posted speed limits on all local residential roads, and post playground and/or school zone speed limits for all roads next to designated parks, playgrounds, and schools as may be appropriate.

2.2 Provide Access for Members, Residents, and Businesses on the Capilano Lands

Accessing the businesses, services, and homes that are located on the Capilano Lands is another key priority for members and the Nation. The local network within the Capilano Lands needs to serve each of these functions, and must also connect members and local businesses to the wider transportation network. The local network therefore needs to provide effective connections that enable people appropriate access to the places they need to go to.

There are currently four points where the Capilano network connects to neighbouring road networks. The three main network connections are at Marine Drive and Capilano Road, Welch Street/1st Street,

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 9

and the bridge to Park Royal/Taylor Way. The other minor connection point is Lawa Avenue/15th Street which is a residential road connecting the Nation’s lands to the Norgate residential road network. The Squamish Nation blocked access to Lawa Avenue at “Lower Capilano Road” and the District of North Vancouver has installed traffic calming measures along this residential corridor east of the reserve lands to discourage and slow traffic from Pemberton Avenue.

The following figure identifies the current access points within the Capilano Lands.

Key Access Points

Neighbourhood Access

Business Access

Community Services

Residential Access

Pedestrian Path

Figure 6 – Access Points and Destinations within the Capilano Lands

Members identified several concerns about access within the Capilano Lands and the impact of traffic on residential areas. The challenge is therefore to balance the need for access for the members and businesses on the Capilano Lands while managing where this traffic must go within the Nation’s lands. Members repeatedly commented on their concerns with traffic going through residential areas, both non-local commuters and some local residents, since the volume and the speed of these vehicles is

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 10

not consistent with the purpose of these residential roads. Likewise, access to and from residential areas for members is also a challenge where residential roads connect to busy streets such as Welch Street since there can be times where there are few gaps in traffic to cross onto these roads. Vehicle access into the Capilano Lands along 15th Street/Lawa Avenue and along Mathias Road were also raised as a concern for many members.

However, providing traffic access to community service areas and business areas is also a key consideration since these areas provide many benefits to the Nation. The challenge therefore is to identify where traffic should go and consider strategies to discourage movements in areas where traffic is not desired.

Considering how the Nation has developed the Capilano Lands, there are two “Collector” corridor routes that would provide key connections for local business, community services, and residential access in this area. The existing Bridge Road/Welch Street connection provides an east-west connection to enable access to the businesses on the Nation’s lands next to the Capilano River, the Nation’s main community service facilities, and the Nation’s residential areas. The “Lower Capilano Road” connection between Welch Street and Marine Drive also provides a key link to connect the members to the Nation’s community facilities and to provide access to local businesses for traffic coming from Marine Drive. Focusing local traffic onto these two roads could help to reduce traffic currently driving through the Nation’s residential areas.

Traffic tends to look for short-cuts along these corridors when there is congestion along Marine Drive. Both the District of North Vancouver and the Nation have attempted to discourage traffic along 15th Street / Lawa Avenue. The challenge is that currently there are only two unrestricted access points into the Nation’s residential area west of “Lower Capilano Road” at Lawa Avenue/15th Street and at Whonoak Street/Welch Street. This therefore focuses both short-cutting commuter traffic along with local business and residential traffic through this residential corridor. The blocking of Lawa Avenue at “Lower Capilano Road” intended to restrict short-cutting traffic from going along this corridor, however the result is that all traffic entering at Lawa Avenue and 15th Street will now take a longer route along Whonoak Street through the residential area towards Welch Street.

The intersection of Mathias Road and “Lower Capilano Road” at Marine Drive tends to focus southbound through traffic along Mathias Road, including traffic bound for the RV Park as can be seen in Figure 7. Reconfiguring this intersection to focus traffic along “Lower Capilano Road” and “normalize” the connection to Mathias Road could help to reduce through traffic from using Mathias Road.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 11

Figure 7 – View of the intersection approach to Mathias Road and “Lower Capilano Road” from Marine Drive and Capilano Road. (Source: Google Street View)

The other key concern raised for members residing in the Capilano Lands were the intersections of Mathias Road and Welch Street, the intersection of Whonoak Street and Welch Street, and the intersection of Ikwikwi Street and Welch Street. These local roads are key connections to their neighbouring residential areas, and each cross the Sprit Trail. Members commented that they routinely encountered conflicts with vehicle and cyclist traffic along Welch Street, particularly during peak commuting hours when it is challenging to turn onto Welch Street.

At the intersections on Whonoak Street and Mathias Road, the stop signs on the local roads are set back from the main road, and often drivers need to pull into the crosswalk/cyclist crossing to be able to see on-coming traffic. Sometimes local drivers get “stuck” on these crossings which can lead to conflicts with cyclists trying to cross through this space. There were also concerns about the speed of cyclists entering these crossings and that sometimes drivers had challenges observing cyclists entering these intersections, particularly where sight lines are limited by the road geometry, vegetation, signs, and/or embankments. Further controls at these intersections to manage both vehicle and cyclist movements was identified as a key issue for the community.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 12

Figure 8 – Example of Limited Sightlines for Drivers at the Intersection of Whonoak Street and Welch Street

2.2.1 Strategy and Policy

The Nation should consider developing or updating strategies and policies relating to the neighbourhood and local residential road network infrastructure within the Capilano Lands. The following ideas can help to guide and to prioritize the options for management and changes for the transportation infrastructure services for members and businesses on the Capilano Lands.

 Formally establish a roadway connection along “Lower Capilano Road” to act as a collector route that will provide a primary connection for local businesses, residents, and members between Marine Drive and Welch Street.

 Classify “Lower Capilano Road” and Welch Street as local “Collector Routes” to provide local access for members, residents, and local businesses within the Capilano Lands, and to provide connections to major roads in neighbouring communities and to regional road networks.

 Review the existing roadway connections into the two main residential areas located east and west of “Lower Capilano Road” to discourage non-local vehicle movements through these areas, while still providing access for residents, visitors, service providers, and emergency responders. This could include:

o Restricting vehicle movements at the intersection of Lawa Avenue and 15th Street to discourage short-cutting and other non-local access along Lawa Avenue, while

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 13

reopening access to Lawa Avenue at “Lower Capilano Road” for local traffic. This could include restricting turning movements at “Lower Capilano Road” and at Lawa Avenue/15th Street/McGuire Avenue during rush hours to discourage short-cutting traffic, and reconfiguring the intersection to restrict “through” traffic along Lawa Avenue/15th Street.

o Reconfiguring the intersection of Mathias Road and “Lower Capilano Road” to focus through traffic onto “Lower Capilano Road” and to normalize the connections in this area.

o Working with the District of West Vancouver, review traffic controls at the unsignalized intersections along Welch Street and Bridge Road to facilitate local residential access onto Welch Street and reduce conflicts between vehicles and cyclists at these intersections.

o Consider closing the access to Whonoak Street at Welch Street and open another neighbourhood connection(s) onto “Lower Capilano Road” at Jacobs Road.

 With the District of West Vancouver, review traffic control measures for cyclists along the Spirit Trail path, to prioritize pedestrians and minimize traffic conflicts at intersections, particularly where sight lines are limited.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 14

2.3 Manage the Impact of Regional Traffic on the Local Network

Figure 9 - TransLink Major Road Network and Provincial Highways (Source: TransLink MRN Network Map)

The Capilano Lands are at one of the major junctions of regional traffic movements in the Lower Mainland. The roads in this area are at the focus of east-west transportation movements on the North Shore. With two of the only three through-traffic crossings of the Capilano River located within the Capilano Lands, combined with the north-south traffic on the Lions Gate Bridge, the Nation’s lands are in the middle of tens of thousands of regional transportation movements every day.

Even when traffic is “good”, commuter and commercial traffic will look for their best route to avoid congestion. Given the limited number of route options through the North Shore, this results in several thousand daily vehicle movements through the local road network on the Capilano Lands.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 15

Figure 10 - Typical Morning “Rush-Hour” Traffic (Source: Google Maps)

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 16

Figure 11 – Typical Evening “Rush-Hour” Traffic (Source: Google Maps)

When traffic is “bad”, more commuters will look for alternatives to avoid congestion and delays. With the limited number of options to cross the Capilano River, commuter and through traffic will use parts of the Capilano land’s road network to find “a better option” to cross between North Vancouver and West Vancouver. This through traffic impacts the members, residents, and businesses located on the Capilano Lands, particularly when commuters start to use residential roads to avoid congestion on the main roadways.

Typically, the evening rush hour is when the worst impacts of these regional and through-traffic movements occur within the Capilano Lands. The south-bound capacity of the Lions Gate Bridge is typically restricted to one lane during the evening peak period and traffic typically backs up along both the east-bound and west-bound bridge approaches on Marine Drive. These bridge backups also restrict through-movements for local North Shore traffic since congestion extends for several blocks on either side of the Taylor Way / Marine Drive and the Capilano Road / Marine Drive intersections.

Local North Shore traffic using Marine is also “stuck” in this regular congestion leading to the Lions Gate Bridge, and there are only two other options for through-traffic to bypass this congestion on Marine Drive. The first option to bypass bridge bound traffic is Highway 1 along the Upper Levels. The Capilano Lands, via the Park Royal Bridge / Welch Street and “Lower Capilano Road” provide the only non-highway routes to by-pass and/or “jump” this bridge traffic queuing on Marine Drive.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 17

A key issue we heard from members was the impact that these regional movements had on the local Capilano road network, and concerns about the volumes, speeds, behaviours, and the impact this traffic has on road safety and residents.

The greatest concerns expressed by members was around the impacts from traffic short-cutting through residential areas, particularly when major congestion events occur on the North Shore and driver behaviours can be challenging. The other key traffic concerns were around commercial vehicles using the Capilano road network and residential streets to access industrial areas located in North Vancouver.

Some members had strong opinions on ideas to restrict access to the Capilano road network. The challenge is that some of the ideas proposed would also restrict legitimate access to the Capilano Lands. Therefore, the challenge is to identify ideas that can discourage undesired regional traffic from using the local road network while still providing access for members, businesses, visitors, and emergency services.

There are two key routes where traffic controls could help to discourage through traffic and short- cutting. Focusing and managing traffic movements along “Lower Capilano Road” and along the Welch Street / Park Royal Bridge corridors could provide opportunities to reduce through-traffic movements on the Capilano road network.

The strategy for the Marine Drive and Lower Capilano area would allow local traffic to access the residential and businesses on the Capilano Lands in this area, while at the same time restricting vehicle movements that would enable commuter traffic to bypass congestion on Marine Drive. This would also provide emergency services access along Lawa Avenue to the western residential areas on the Capilano Lands.

Discouraging through traffic along the Welch Street/ Park Royal Bridge corridor ultimately depends on the movements of vehicles over the Park Royal Bridge. If vehicle movements can be restricted over this connection in the future, there would be no route for through traffic along Welch Street. There could be the potential to convert the existing bridge into a pedestrian and cycling bridge that could also allow emergency vehicle access over the Capilano River. This would improve pedestrian connections to Park Royal while still enabling emergency services to cross at this location. The other alternative to remove through traffic from this corridor would be to develop a new connection over the Capilano River that would not connect with the local neighbourhood road network in the Capilano Lands.

Until then, establishing local area access turning restrictions along Welch Street during rush hour could help to discourage shortcutting through the Nation’s residential neighbourhoods. This could include restrictions for westbound traffic onto Whonoak Street and onto Mathias Road. Additional guidance signs along 1st Street at Pemberton Avenue in the District of North Vancouver could also help to route bridge and West Vancouver bound traffic along the desired regional road network routes such as Pemberton Avenue.

Heavy commercial traffic is typically restricted to designated truck routes in many municipalities. Typically, vehicles with a gross vehicle weight of more than 10,000 kg must use official truck routes for moving through a municipal road network, and should only access locations off the designated truck

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 18

routes by the shortest route between the destination and the closest truck route. This type of traffic can be restricted on the Nation’s road network, and establishing a “no trucks” regulation and signage along “Lower Capilano Road” and along Welch Road would legally restrict this type of non-local truck traffic from going through the Nation’s road network. Updating the road network classifications and installing “No Truck” signage at Marine Drive at “Lower Capilano Road” would signal that commercial truck traffic is not permitted to use this road for access to the neighbouring industrial areas along the harbour in North Vancouver City and District. Additional signage in North Vancouver District at Garden Ave and 1st St would also help to identify that Welch and “Lower Capilano Road” are not designated truck routes for through traffic.

The limited number of connections for North Shore traffic is a key factor influencing the impact of traffic movements through the Capilano Lands. New connections would need to be considered to improve east-west access throughout the North Shore to alleviate the traffic issues in the Capilano lands and along the Marine Drive corridor. Ultimately, all three municipalities, the Ministry of Transportation and Infrastructure, TransLink, and the Squamish Nation will need to work together to identify options that work for the region. Adding new connections would help local traffic avoid the congestion related to the Lions Gate Bridge and connect people to their desired destinations on the North Shore.

Plans have previously been proposed to develop a “Low Level Road” to connect West Vancouver and North Vancouver. While this route would require access through the Nation’s lands along the BC Rail corridor, it could also provide benefits to the Nation. It would create an opportunity to provide access to the Nation’s lands south of the rail corridor, it would provide a route for traffic to bypass the local Capilano Lands road network, it could provide connections to the Nation’s commercial development areas west of the Capilano River, and it could be part of a flood management plan to provide part of a dike network to protect the Capilano Lands from future sea level changes.

This “Low Level Road” route ultimately must connect with major roads in West Vancouver and North Vancouver that are outside of the peak period “congestion zone” experienced along Marine Drive. Connections should allow local North Shore traffic to avoid traffic bound for the Lions Gate Bridge, should connect existing and future transit services, and should not create a preferred route for bridge bound traffic to bypass Marine Drive. While the Low Level Road connection to 1st Ave in North Vancouver is obvious, connections for this route in West Vancouver are more contentious. Ultimately, this new route would need to provide through traffic access to the major north-south roads in West Vancouver, such as 15th St, 21st St and 22nd St, to enable transit and local traffic to bypass congestion points along Marine Drive. Detailed work would need to be undertaken to find a network solution that would not cause a loss of any more reserve land.

In the longer term, building several more connections across the North Shore for local traffic will help to reduce the need for vehicles to move through the residential areas of the Capilano Lands. In the near term, changes to the traffic configurations outside of the Nation’s jurisdiction, particularly on Marine Drive between West Vancouver and North Vancouver, could help non-bridge bound traffic to bypass bridge-bound traffic on Marine Drive and help discourage through traffic from using routes through the Capilano Lands. Reallocating lanes on Marine Drive to provide “restricted queue jumper lanes” for through-traffic could help alleviate some shortcutting and traffic movements that results from the traffic queuing for the bridge.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 19

2.3.1 Strategy and Policy

The Nation should consider developing or updating strategies and policies relating to the management of regional traffic within the Capilano Lands. The following ideas can help to guide and to prioritize the development of traffic management and network improvements

 Develop a Local Area Neighbourhood Traffic Calming Plan for the Whonoak Street/Lawa Avenue residential neighbourhood to discourage through-traffic and short-cutting in this residential area.

 Develop a Local Area Neighbourhood Traffic Calming Plan for the Mathias Road/Ikwikws Road residential neighbourhood to discourage through-traffic and short-cutting in this residential area.

 Work to identify the Welch Street-Bridge Road corridor and the “Lower Capilano Road” corridor as local collector roads, with the long-term intent that these routes should primarily function local access routes for residential areas, local businesses, and community service facilities and not as major arterial road network connections through the Capilano Lands.

 Extend the existing traffic turning restrictions in the Marine Drive and “Lower Capilano Road” area to deter regional traffic movements through the Capilano Lands, particularly during morning and afternoon peak commuting periods.

 In consultation with the Nation’s commercial tenants and stakeholders, consider options to manage vehicle access and promote pedestrian and cyclist movements over the Park Royal Bridge crossing the Capilano River. Work to develop alternative routes for vehicle access to this area from West Vancouver and from North Vancouver.

 Implement commercial vehicle restrictions on local roads for commercial truck traffic that is not destined for businesses and services located on Capilano Lands. Add truck access regulation signage at Marine Drive and Capilano Road, and work with the District of North Vancouver to add truck access regulation signage at Garden Avenue and 1st Street to clearly indicate the restrictions for truck traffic access along Welch Street.

 Work with the Ministry of Transportation and Infrastructure, TransLink, the District of West Vancouver, the District of North Vancouver, and the City of North Vancouver to identify new east-west connections for local North Shore traffic outside of the Marine Drive Corridor.

 Work with the Ministry of Transportation and Infrastructure, TransLink, the District of West Vancouver, and the District of North Vancouver to develop configuration options along Marine Drive, between 13th Street in West Vancouver and Pemberton Avenue in North Vancouver, to enable non-bridge-bound traffic to bypass the peak period congestion on this corridor and to keep traffic on the designated regional road networks.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 20

3 Ideas for the Transportation Network Today

There are many ideas that could be implemented in the short term to address concerns raised by members during this study. Some improvements are simple and can be undertaken with relatively small investments. Some improvements are more complex and would require the Nation to identify funding sources to undertake these large projects.

Ideas for improvements have been identified to support the three transportation goals identified for the Capilano Lands.

3.1 Ideas for Creating a Safe, Walkable Community

3.1.1 General Ideas for Improvements

 Establish or improve formal sidewalks and pathways on key pedestrian connection routes and collector roads, particularly where the safety of youth, elders, or pedestrians exposed to vehicle traffic may be a concern. Include street lighting to make these routes feel safer and more comfortable for pedestrians.

 Complete the installation of sidewalks throughout all residential areas, with the goal of having continuous sidewalk routes on both sides of all residential streets. Where possible, consider providing a separation, such as a planting strip or boulevard with trees, between the roadway and the sidewalk to increase the comfort and safety of pedestrian users.

 Improve existing shared pathways to promote pedestrian priority, through improved pathway markings, guidance signs, and controls to reduce pedestrian and cyclist conflicts.

 Make walking feel safer with improved pedestrian lighting, clear sightlines, and visibility at crosswalks

 Promote pedestrian priority at intersections with pedestrian bulges, improved lighting, and clear sight-lines to improve the visibility of pedestrians at crossings, reduce vehicle speeds, and to shorten crossing distances.

 Establish or improve pedestrian crossings and crosswalks along all key pedestrian routes, particularly where the safety of youth, elders, or pedestrians exposed to vehicle traffic may be a concern. Include improved intersection lighting, crosswalk markings, crosswalk signage, and pedestrian activated warning indicators on busier roads to make crossing roads safer and more comfortable for pedestrians

3.1.2 Projects or Site Improvements to Consider

 Develop or improve existing sidewalks or paths to connect the following routes:

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 21

o Mathias Road between the Welch Street / Elders Centre and the intersection of Rivers Drive South. Review the existing parking areas next to the park to limit conflicts between motorists and pedestrians.

o South side of the Capilano Reserve Park from the Elder’s Centre to “Lower Capilano Road” to provide an accessible path for all pedestrians.

o North side of the Capilano Reserve Park from Mathias Road, across “Lower Capilano Road”, along Jacobs Road to Whonoak Street. and extending to the Norgate pathway to provide a complete connection between the west residential areas and the Norgate neighbourhood schools and services.

o Skawshen Road and Ikwikws Road to Kwumkwum Road to provide a sidewalk connection between the Elders Centre and the Park Royal Bridge.

 Develop an enhanced connection between Marine Drive and Welch Street along “Lower Capilano Road” for pedestrians that provides:

o A formal pedestrian path on the east side of the roadway provides a separate space for vulnerable road users from vehicle and cyclist traffic.

o Pedestrian scale pathway lighting along the east side of the roadway. Option to consider solar powered lighting.

o Marked crosswalks that include intersection lighting, pedestrian controlled crossing indicators, and revised grading to provide level crossings over the existing Metro Vancouver watermain.

o An allowance for an infiltration swale along the length of the roadway in the east side planting strip for storm water conveyance and management, plantings, and a more comfortable separation of pedestrians from vehicle traffic.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 22

Figure 12 – Potential Cross Sections for a 14 m Wide Road Allowance Along “Lower Capilano Road” (Looking North Toward Marine Drive)

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 23

Crosswalk

Reserve Boundary

Sidewalk

Figure 13 – Concept for Road and Pedestrian Improvements along “Lower Capilano Road”

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 24

Figure 14 – Example of a Path with Solar Powered Street Lights

 Improve the configuration of the intersections of Marine Drive, Capilano Road, “Lower Capilano Road”, and Mathias Road to prioritize pedestrian movements and to reduce traffic on residential roads, including:

o Reconfiguring or removing the existing paid parking areas next to the leased commercial property.

o Reconfiguring the south leg of the intersection with Marine Drive to focus traffic away from residential roads, to discourage short-cutting and queue jumping, and to improve pedestrian crossings. Suggestions include eliminating the right-turn island onto Marine Drive and reducing the number of lanes approaching Marine Drive on “Lower Capilano Road”.

o Reconfigure the connection to Mathias Road to discourage non-resident vehicle travel through the residential area.

Figure 15 – Potential Cross section for south leg of the intersection of Marine and “Lower Capilano Road” (looking North)

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 25

o Restrict turning movements onto local residential roads, specifically Mathias Road and Lawa Avenue, to discourage short-cutting through these areas.

o Work with local police agencies to regularly enforce traffic restrictions to discourage short cutting through residential areas.

Remove Slip Lane

Reserve Relocate Boundary Mathias Rd

Crosswalk

Sidewalk

Driveway Crossings

Figure 16 – Concept for Road and Intersection Improvements at Marine Drive, Mathias Road, and “Lower Capilano Road”

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 26

 Consider installing pedestrian controlled flashing crossing warning signals at existing crosswalks or pedestrian crossing locations where visibility, traffic volumes or speeds may be a concern for pedestrians. Locations could include:

o Existing crossing points on “Lower Capilano Road” at Lawa Avenue, Jacobs Road, and the south end of the park near the Elders Centre

o The crossing on Whonoak Street at Jacobs Crescent by the entrance to the Norgate trail access point Figure 17 – Example of a Solar-Powered Flashing Pedestrian Warning Signal o Skwashen Road and Mathias Road near the Elders Centre

o North end of Mathias Road at the entrance to the trail connecting to Khatsilano Road

Bulge & Reserve Crosswalk Boundary

Existing Path

Figure 18 - Concept for Pedestrian Crossing and Intersection Bulge at Jacobs Road and Whonoak Street

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 27

Sidewalk

Crosswalks

Figure 19 - Concept for Crossing Improvements at Lawa Avenue and "Lower Capilano Road"

 Prioritize maintenance and vegetation control along all sidewalks, intersections, and pathways. Vegetation should be kept clear of all sidewalk surfaces, and sight lines should be reviewed at all intersections, and encroachments should be removed to improve the visibility of pedestrians.

 Review maintenance works on the pedestrian path that connects Jacobs Crescent/Whonoak Street and Oakwood Crescent to improve visibility and access for members walking to schools and services in the Norgate neighbourhood. Consider upgrades to the walking path including widening the existing granular surfaces, installing an improved hard surface, and installing pedestrian lighting.

 Install street lighting along all key pedestrian routes and at all marked crosswalks. Develop a long-term plan to provide pedestrian level lighting for all formal paths and sidewalks throughout the Capilano Lands.

3.1.3 Items to Coordinate with Neighbouring Municipalities, Agencies, and Stakeholders

 Review the bridge connection to the Park Royal Mall lands and investigate opportunities to improve pedestrian and cyclist access across the Capilano River on this connection while minimizing the impacts of through traffic on both the Park Royal lease lands and the residential areas on the Capilano Lands.

 Revise the existing intersection of Bridge Road, Kwumkwum Road, Hiawatha Drive, Tomahawk Avenue (RV Park) and the Park Royal Bridge to more clearly define vehicle, cyclist

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 28

and pedestrian areas, pathways, and crossings. Install curb and gutter to define vehicle spaces, define the connection to Kwumkwum Road, and install crossing controls or activated warning signals for cyclists and pedestrians crossing Bridge Road. Clearly define driveway entrances for the RV Park and the access to Hiawatha Drive.

 Work with the District of North Vancouver to establish continuous sidewalks or pedestrian paths along key community or school routes in the Norgate neighbourhood. This includes the following improvements:

o Construct a sidewalk or path along 15th Street W between McGuire Avenue and Tatlow Avenue to complete the pedestrian link along 15th Street to the Norgate neighbourhood shops, services, and school for the Lawa Avenue/15th Street corridor. Currently there is no sidewalk or improved path in this block.

o Improve pedestrian crossings along the Oakwood Crescent to Alderwood pedestrian paths, including the installation of curb ramps and crosswalks at Tatlow Avenue and at Redwood Street to provide a safe an accessible route to school and neighbourhood services. Work with the District of North Vancouver to also identify opportunities to improve the pathway section between Tatlow Avenue and the Jacobs Road/Whonoak Street pedestrian path.

o Review potential improvements at the intersection of Lawa Avenue, McGuire Avenue and 15th Street to prioritize pedestrians and to minimize non-local traffic movements along Lawa Avenue and 15th Street. Works could include curbing, crosswalks, bulges, medians and/or diverters to better define vehicle and pedestrian spaces and to deter short-cutting. Improvements could also include turning restrictions at Lawa Avenue, 15th Street and McGuire Avenue to minimize short cutting through both residential areas that could include:

. Left turn only from Lawa Avenue to McGuire Avenue (no east-bound through traffic along 15th Avenue)

. Right turn only from 15th Street to McGuire Avenue (no west-bound through traffic along Lawa Avenue)

. No right turn restriction from McGuire Avenue to Lawa Avenue during rush hours (limit access to Lawa Avenue / Lower Capilano Road during rush hours)

 Work with the District of West Vancouver to address members concerns with the Spirit Trail, including concerns about pedestrian and cyclist conflicts along the trail, and conflicts between cyclists, pedestrians, and motorists at intersections crossing the trail. Improvements to consider include:

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 29

o Addition of lane markings and signage to promote safer pedestrian and cyclist travel patterns along the trail (e.g. define pedestrian areas, signage for cyclists yield to pedestrians, signage for cyclists warn pedestrians when passing from behind).

o Review of traffic controls and the configuration of intersections along Welch Street, particularly where sightlines limit motorist’s visibility for on-coming traffic and trail users, specifically the intersections at Whonoak and at Mathias.

o Identify potential alternative routes for confident cyclists that would help to separate vulnerable trail users and pedestrians from high-speed cyclist traffic.

o Work to identify options to reduce speeds of cyclists and motorists approaching unsignalized intersections. This could include “Stop” signs along the trail at unsignalized intersections, chicanes / gates at intersection approaches, or other control measures.

3.2 Ideas for Providing Access for Members, Residents and Businesses

3.2.1 Key Ideas for Improvements

 Formalize a collector road network for the Capilano Lands to facilitate local access to residential, commercial, and community services and connections to neighbouring communities and the regional road network.

 Review access points for residential areas to deter through-traffic while enabling local access.

 Work with TransLink to review options for improving transit service to the Capilano Lands, with a focus on options to provide transit connections to the community facilities located on Welch Street and “Lower Capilano Road”.

3.2.2 Specific Projects or Site Improvements to Consider

 As part of improvements at Marine Drive, adjust the connection to Mathias Road to normalize the existing “five legged” intersection so that non-residential traffic would be directed south along “Lower Capilano Road”

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 30

Reconfigure South Leg of Intersection

Move Mathias Road Intersection

Remove Slip Lane

Remove Angled Street Parking

Figure 20 – Concept for Intersection Improvements for Mathias and “Lower Capilano Road”

 In the area of the intersection of Marine Drive and “Lower Capilano Road”, implement turning restrictions to discourage “short cutting” and “queue jumping” access for westbound Marine Drive traffic during rush hours. If access to westbound Marine Drive is restricted, this would eliminate many benefits of using Lawa Avenue or “Lower Capilano Road” as routes to bypass congestion on Marine Drive.

 Reopening the closed section of Lawa Avenue at “Lower Capilano Road” to allow local traffic to better access the residential and business areas on the Capilano land and reduce some of the “short cutting” currently experienced along Whonoak Street. Adding turning restrictions along Lawa Avenue/15th Street at McGuire Avenue and at “Lower Capilano Road” would help restrict through traffic along Lawa Avenue/15th Street and this would help to restrict provide local traffic calming in both the Capilano Lands and the neighbouring Norgate residential areas.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 31

Figure 21 – Potential Turning Movement Restrictions for the Marine Drive and Lower Capilano Area (Red Arrows for Restricted Movements, Green Arrows for Permitted Movements)

 Consider the closure of the Whonoak Street and Welch Street neighbourhood entrance, along with the reopening of the “Lower Capilano Road” and Lawa Avenue intersection, and establish a new intersection connection at “Lower Capilano Road” and Jacobs Road. This, combined with access restrictions at Lawa Avenue/15th Street/McGuire Avenue and rush-hour turning restrictions on “Lower Capilano Road” and on McGuire Avenue would provide multiple local access points to the neighbourhood, and would help to discourage short-cutting through most of the residential area.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 32

Open Roadway Partial Closure

Open Roadway

Close Roadway

Figure 22 – Options for Neighbourhood Vehicle Access with Potential Whonoak and Welch Closure

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 33

Sidewalks Curb line

Figure 23 - Concept for Intersection and Crosswalks at Lawa Avenue and "Lower Capilano Road"

Sidewalks

Path/Sidewalk

Curb lines Crosswalks

Crosswalks

Figure 24 - Concept for Intersection and Crosswalks at Jacobs Road Extension and "Lower Capilano Road"

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 34

3.2.3 Items to Coordinate with Neighbouring Municipalities, Agencies, and Stakeholders

 With the District of West Vancouver, review intersection controls along Welch Street to help residents exit these residential areas, particularly at the intersections of Whonoak Street, Mathias Road, Ikwikws Road, and Kwumkwum Road. Improvements to facilitate east-bound movements would be a key consideration, and could also help to reduce conflicts with Spirit Trail users.

3.3 Ideas for Managing the Impact of Regional Traffic

3.3.1 General Ideas for Improvements

 Discourage regional traffic movements along the Welch Street and “Lower Capilano Road” routes so that these routes do not enable queue jumping or short-cutting for bridge-bound vehicle traffic.

 Restrict “short-cutting” movements from known short-cut routes and enforce these traffic controls on a regular basis.

 Work with stakeholders and leaseholders to consider options to deter through traffic from using the Park Royal Bridge.

 Enable traffic to better use available capacity on the regional road networks to bypass bridge- bound traffic.

3.3.2 Projects or Site Improvements to Consider

 Extend “rush hour” turning restrictions on “Lower Capilano Road” to help discourage “queue jumping” and “short cutting” on this route, and to discourage traffic from using Welch Street and/or “Lower Capilano Road” as a by-pass for Marine Drive.

o Propose to extend the current “No Left Turn” restriction from “Lower Capilano Road” to Marine Drive (northbound to westbound movements) to deter short-cutting and queue jumping along the Marine Drive corridor in both the AM and PM peak periods (7:00am – 9:30am and 3:00pm – 7:00pm) .

o Restrict left turns from Lawa Avenue onto “Lower Capilano Road” (westbound to southbound movements) to deter queue jumpers from accessing the Park Royal Bridge from this residential area in both the AM and PM peak periods (7:00am – 9:30am and 3:00pm – 7:00pm) .

o Restrict right-turns from McGuire Avenue onto Lawa Avenue (southbound to westbound) to deter queue jumpers from accessing Marine Drive or Welch Street from this residential area in both the AM and PM peak periods (7:00am – 9:30am and 3:00pm – 7:00pm) .

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 35

 Install standard truck regulation signage at Marine Drive to clearly indicate that “Lower Capilano Road” is not a truck route.

 Provide route signage along “Lower Capilano Road” for vehicles accessing the RV Park to clearly indicate that “Lower Capilano Road” and Welch Street is the desired route for these large vehicles to access this local business.

 Work with traffic enforcement agencies to regularly enforce traffic restrictions at the intersection of Marine Drive and “Lower Capilano Road” and other intersections with traffic restrictions.

3.3.3 Items to Coordinate with Neighbouring Municipalities, Agencies, and Stakeholders

 Work with MoTI and neighbouring municipalities to extend existing turning restrictions onto Marine Drive at Capilano Road

 Work with District of North Vancouver to restrict through-traffic movements to Lawa Avenue along McGuire Street and 15th Avenue

 Work with the Park Royal leaseholders to identify strategies to discourage vehicle through- traffic from using the Park Royal Bridge to access the Lions Gate Bridge and to access West Vancouver.

 Work with the District of West Vancouver and the Park Royal Bridge leaseholders to improve the intersection and pedestrian/cyclist crossings at the intersection of Bridge Road and Kwumkwum Road. This should include formalizing the intersection layout, installing pedestrian/cyclist activated warning or traffic control signals, curbing, and driveway accesses for the RV park and mobile home park.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 36

Define Driveways

Define Path

Controlled Crosswalk (Flashers)

Install Curbing to Define Intersection

Figure 25 – Concept for Intersection Improvements at Kwumkwum Road and the Bridge Road

 Work with the District of West Vancouver and the District of North Vancouver to note commercial vehicle restrictions along Welch Street, and install appropriate regulatory truck traffic signage at Garden Avenue to direct commercial traffic to designated truck routes.

 Work with regional partners to identify options for non-bridge bound traffic to bypass bridge- bound traffic along Marine Drive. This could include re-allocating travel lanes on Marine Drive to provide dedicated “West Vancouver / North Vancouver” bypass lanes along this corridor for local North-Shore traffic.

A summary list and location map of potential projects is included in the appendix of this report.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 37

4 Considerations for the Future Network Improvements

The Capilano Lands are currently a key focal point of many regional and North Shore traffic movements. Minimizing the impact of this traffic on the local Capilano Lands would ultimately require the development of new routes to direct this traffic from the Nation’s residential and community service areas. New connections across the North Shore would also help to distribute traffic throughout the area and would also help to reduce the current focus of east-west traffic movements through the Capilano Lands.

The challenge is that these connections will impact all local areas, and therefore all regional partners need to work together to share in both the benefits and the implications that these changes could provide. Members in the Nation have expressed their concerns that the Nation’s lands have been the focus for much of the region’s traffic “improvements”, both historically and future proposed “improvements”. The Nation also has policies regarding ownership and control of the Nation’s lands that must also be considered when looking at long-term changes to the transportation network. Therefore, new regional connections on the Nation’s land should only be considered if these connections will provide tangible benefits to the Nation and the members and offset any long-term loss of lands for future generations. It is also incumbent on other regional partners to identify how they will contribute to making improvements in their own networks to build better connections for North Shore residents.

4.1 Developing New Connections Across the North Shore

The current road networks in the North Shore restrict many potential connections for local traffic movements through many of neighbourhoods on the North Shore. Ultimately, some of these potential connections will need to be developed to provide better access, to distribute local traffic throughout the North Shore, and to by-pass existing points of congestion on the regional road network.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 38

Potential Low Level Road Connection Potential Crossings to Investigate

Figure 26 – Existing and Potential North Shore Road Network Connection Corridors

There could be the potential to develop multiple corridors to improve regional connections throughout the North Shore. Options would need to be looked at to consider the regional benefits and the local impacts for any potential routes.

One route that has been identified and that has been proposed is the Low Level Road Connection between North Vancouver and West Vancouver through the Capilano Lands. While this road would require access to land owned by the Nation, there could be several benefits to the Nation if this route is developed.

4.1.1 Developing Other North Shore Connections

The current road network on the North Shore has a limited number of connections across the Capilano River. Only three routes provide connectivity between West Vancouver and North Vancouver (City and District). A fourth crossing provides restricted access to District of North Vancouver lands located on the west side of the river. To cross the Capilano River, residents must either use the Upper Levels Highway 1 or must drive through the Nation’s lands to cross along the Marine Drive corridor or the Park Royal Bridge.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 39

There are several potential connections that could be developed to allow local traffic to cross the river north of the Marine Drive corridor. Several of these potential routes could help to divert traffic away from the Capilano Lands and the related Lions Gate Bridge congestion.

Developing new connections would impact residential areas and would require coordination between multiple jurisdictions. However, developing these new connections could also help distribute some of the traffic currently funneled through the transportation corridors surrounding the Capilano Lands and could benefit many North Shore commuters. A comprehensive study of the North Shore travel movements could help identify alternative corridors that would best benefit all residents of the communities neighbouring the Capilano Lands.

4.1.2 Low Level Road Connection

Portions of a “Low Level Road” have been developed across North Vancouver. This route would ultimately provide a new east-west connection for the North Shore and would connect West Vancouver, District of North Vancouver, and City of North Vancouver. To the east of the Capilano Lands, 1st Street would be the connection for this route into North Vancouver. To the west of the Capilano Lands, a connection would be required into the West Vancouver road network. The route through the Capilano Lands would parallel the railway corridor and would be located to the south of the community and residential areas developed by the Nation. A new bridge would be constructed over the Capilano River.

There are potentially several benefits that this new connection could have for local traffic in the Capilano Lands. The key benefit would be that the new route would provide an opportunity to move through-traffic off Welch Street and away from the Nation’s community and residential areas. The new route would also not need to be connected to the local Capilano road network, so this would further help to restrict non-local traffic from using local roads. The new road would also provide an opportunity for the Nation to create access to the Nation’s future development areas located south of the railway corridor and west of the Capilano River. This route could also provide access for the Park Royal lease lands and could allow the existing Park Royal Bridge to be closed to vehicle traffic, which would further reduce regional traffic moving through the residential and community areas on the Capilano Lands.

The Low Level Route would be able to provide a multi-modal connection for pedestrians, cyclists, transit, and vehicles from West Vancouver to North Vancouver, and provide transit, pedestrian, and cyclist connections to residential and community areas for the Capilano community. TransLink could look to develop bus routes that would provide better access to the Nation’s community facilities that currently are not served by transit.

Also, the new route could also form part of a diking system to help establish long-term protections for the Nation’s land against future sea level increases that are predicted to occur in the future.

If this route were to be developed, it would be expected that the Nation would want to reacquire lands lost to previous road projects through the Capilano Reserve. The Nation would also want to secure appropriate benefits, such as road access from the new route to the Nation’s lands south of the railway and west of the Capilano River, and appropriate lease terms or compensation for land lost to

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 40

the new roadway. The route would also need to establish appropriate connections to the main road networks in neighbouring municipalities.

The connections to the east in the District and City of North Vancouver have already been developed. To the west, it would be important for the new Low Level Road network to allow North Shore traffic to bypass the current areas of congestion on Marine Drive and connect to the major roads identified in West Vancouver’s road network. This would likely require connections to main roads that are located west of the boundary of the Capilano Reserve lands.

Figure 27 - Concepts for a 22 m Low Level Road Connection North of the Railway with Transit Bus Service, Cycle Lanes and a Median/Turning Lane for Access to the Nation’s Lands South of the Railway and West of the Capilano River

The Nation should consider undertaking a more detailed analysis of this connection, including identifying the opportunities for the Nation to gain environmental, social, and economic benefits for the members. The analysis would also need to identify how this new route could help to deliver many of the transportation objectives identified for the Capilano Lands and how this route would address the community’s concerns for existing traffic impacts in the community.

4.2 Transit Services to Connect Capilano Lands

TransLink currently operates several regional bus routes that connect to the Capilano Lands. The closest bus stop for most of the residential and community service areas is located at the Marine Drive and Capilano Road intersections.

The current bus stop locations are not located near many of the Nation’s community service centres located along the Welch Street corridor. The Nation’s Elders Centre, community centre, and school are all a 600 – 800 m walk to the nearest bus stop location. Typically, 400 m would be considered a 5 minute walk for the average adult, so most of these facilities would be at least an 8-10 minute walk from a transit stop for many members, and longer for those with mobility challenges.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 41

Having transit connections in a closer proximity to these community facilities could help to provide better access and more transportation options for members who do not drive. There could be opportunities to develop improved transit access to this area in conjunction with the future development of a Low Level Road connection. There could also be opportunities to develop new transit routes along “Lower Capilano Road” and into North and West Vancouver to provide better connections for members and resident transit users, particularly elders and other members with mobility challenges. This could be an item for future discussions with TransLink.

Figure 28 - 5 Minute Walking Radius to Existing Bus Stops

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 42

5 Summary

The members and community have identified several challenges and opportunities for the transportation network in the Capilano Lands. Some of the issues identified by the community can be addressed directly by the Nation. Some issues will need to be addressed in cooperation with neighbouring municipalities and transportation partners, while other issues are complex and will need to be addressed collaboratively with local, regional, and provincial agencies.

Improving services for pedestrians is a key item identified by the community for the Capilano Lands. Completing the pedestrian network, including sidewalks, paths, curb ramps and safe pedestrian road crossings will make walking more accessible and safer for the community. Making improvements on key pedestrian routes should be a priority to provide key connections for pedestrians accessing schools, community services, neighbouring service areas, and regional transit connections.

Addressing the impacts of traffic in residential areas is a significant concern for the community. Several measures can be taken to limit “short cutting”, vehicle speeds and volumes on the Nation’s residential road network. Revising how the road network connects to the residential areas can help to discourage through traffic, both local and regional, and short-cutting in these areas. There are also opportunities to use local traffic calming measures to slow and restrict vehicle movements throughout the residential neighbourhoods.

Traffic on local roads in the Capilano Lands is a major concern for most of the community. The challenge is to manage this traffic while still enabling access for all the Nation’s interests, including local residents, community services, and the businesses that benefit the Nation. Establishing “Lower Capilano Road” and Welch Street as the main collector routes for the Capilano Lands would help to focus local and regional traffic away from the residential roads and neighbourhoods. Reconfiguring how roads intersect with these routes, and extending or establishing restrictions on undesirable regional vehicle movements during peak commuting periods, would help to deter shortcutting through the residential neighbourhoods. Improving intersection controls on the main collector routes from the residential network areas, particularly intersections along Welch Street and the Spirit Trail, could help to address some of the concerns and conflicts neighbourhood residents have with vehicle and cyclist traffic in this area.

The Capilano Lands are the focus of several key Regional and North Shore transportation network connections. Addressing the impact of this traffic on the Capilano Lands will require regional solutions that will need to involve North Shore municipalities, TransLink, and the Ministry of Transportation and Infrastructure. While some solutions will be long-term projects, there could be opportunities to find ways to alleviate some of the existing bottlenecks on the designated major road networks that contributes to short-cutting and the use of local Capilano roads to bypass the congestion that regularly occurs along Marine Drive. The development of new connections like the Low Level Road could enable the Nation to divert traffic from the community and residential areas of the Capilano Lands and could provide opportunities to secure long-term benefits for the Nation.

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 43

Key Issue Recommendations Considerations Make walking  Build/upgrade sidewalks on key  Prioritize routes used by children, safe and pedestrian routes elders, and routes that connect accessible for all  Upgrade/Install pedestrian key destinations community controlled crosswalks on main  Upgrade service levels (surfaces, members roads (signage, markings, flashing separate pedestrian spaces, lights) lighting, and pedestrian crossing  Review maintenance programs controls) for key routes and activities for existing  Review development standards, pedestrian assets road designs, and requirements for  Develop plan to install safe installing sidewalks. sidewalks/paths for all roads in the  Additional signage, markings, community guidance and intersection controls  Work with West Vancouver to may be required to improve make the Spirit Trail feel safer for interactions between all users of pedestrians and to reduce traffic the Spirit Trail conflicts for all users Manage impacts  Establish local collector routes to  Network needs to support local of traffic in direct traffic from residential areas traffic movements to residential residential areas  Adjust intersections and network areas, community services, and connections to deter short-cutting businesses that benefit the Nation in residential areas  Collector roads can keep traffic out  Reduce speed limits and consider of residential areas implementing traffic calming  Adjustments to the network can measures on residential roads to deter short-cutting on local roads slow vehicles and to promote while providing local access for the pedestrian safety. community Manage regional  Restrict bridge-bound vehicle  Opportunities to keep traffic on and commuter access during peak periods to regionally designated major road traffic impacts on deter short cutting and regional networks the local Capilano traffic movements on “Lower  Congestion will make drivers look Lands Capilano Road” for better routes, so restrictions  Work with neighbouring and enforcement is needed to municipalities and transportation deter short cutting and restricted agencies to find ways for North traffic movements Shore traffic to bypass bridge-  Regional solutions are required to bound traffic on Marine Drive address many of the key traffic  Work to develop long-term issues impacting the Capilano solutions to divert regional traffic Lands from residential and community  New routes could reduce local areas on the Capilano Lands traffic and provide benefits to the Nation and community members in the Capilano Lands

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study 44

This Page Left Intentionally Blank

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study – Appendix

Appendix - Summary of Potential Improvements

Reference Improvement Location Cost

A Walking Paths Various $$-$$$ B Lower Capilano Road – Walking Paths Lower Capilano Road $$$ C Lower Capilano Road – Lighting Lower Capilano Road $$$ D Lower Capilano Road – Roadway and Lower Capilano Road $$$$ Drainage Upgrades E Pedestrian Controlled Flashing Crosswalks Various Main Roads $$ (Lower Capilano, Welch, Bridge) F Marked Crosswalks (Signs and Line Painting) Various $ G Curb Ramps All intersection $ H Intersection Bulges Various $$ I Remove Slip Lane and Reconfigure Marine and Lower $$$-$$$$ Intersection of Marine Capilano Rd J Reconfigure Intersection of Mathias and Lower Marine and Lower $$-$$$ Capilano Road Capilano Rd K Signage – Turning Movement Restrictions Various $ L Maintenance - Pathways – Vegetation Control Various $ M Maintenance - Pathways – Surface Various $ - $$ Maintenance N Maintenance – Roads – Replace Signs Various $ O Maintenance – Roads – Replace Road Various $ Markings / Crosswalk Markings P Spirit Trail – Pedestrian Priority Signs and Welch St $$ Markings Q Spirit Trail – New Intersection Traffic Controls Welch St $ - $$$ R Spirit Trail – Chicanes / Gates Welch St $ S Lawa and Lower Capilano – Reopen Lawa and Lower $ Capilano Rd T Lawa/15th/McGuire – Medians and Diverters Lawa $$-$$$ U Whonoak – Closure at Welch Whonoak and Welch $$ V Jacobs –Connection to Lower Capilano Jacobs and Lower $$$ Capilano RD W Turning Restrictions Lower Capilano Road, $ Lawa X Truck Traffic Restrictions Lower Capilano Road $

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Squamish Nation - Capilano IR No. 5 Transportation Study – Appendix

Reference Improvement Location Cost Y Bridge Road and Kwumkwum Intersection Bridge and $$-$$$ Improvements Kwumkwum Z Traffic Signage Various $ AA Marine Drive – Bridge Bypass Lanes Marine Drive $$$-$$$$ BB Low Level Road Along Railway $$$$$ Probable Cost Range: $ = 1k, $$ = 10k, $$$ = 100k, $$$$ = 1M, $$$$$ = 10M+

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Potential Improvement Locations

AA

F,J,K E,F,Y I,K,W,Z

E,F,K,W,S K,T

A

E,F,V F,G,H,L

P,Q,R

B,C,D BB

E,U

Squamish Nation - Capilano IR No. 5 Transportation Study – Appendix

Please refer to separate map of Potential Improvements

D-21404.00 | 2018-03-19 Opus International Consultants (Canada) Limited

Opus International Consultants (Canada) Limited 210-889 Harbourside Drive North Vancouver BC V7P 3S1 Canada t: +1 604 990 4800 f: +1 604 990 4805 w: www.opusinternational.ca