Hornby Island Terminal Development Plan

Approved October, 2018 PUBLISHING INFORMATION

Title: Hornby Island Terminal Development Plan (TDP) Author: Terminal Development, BC Ferries Status: Approved, October, 2018

This office consolidation includes the following amendments: Amendment: Date:

ACKNOWLEDGEMENTS:

The TDP has been prepared with assistance from Checkwitch Poiron Architects Inc.

BC Ferries Inc. wishes to thank the Hornby Island TDP Staff Working Group, who dedicated many hours towards the development of this Terminal Development Plan, the Ferry Advisory Committee and the community at large for their ongoing input and comments during the preparation of this TDP.

2 Table of Contents Introduction Implementation 1 1.1 What is a Terminal Development Plan (TDP) 10 6 6.1 Investment and Implementation 41 1.2 Purpose of the Terminal Development Plan 10 6.2 Recommendations for Further Studies 41 1.3 Interpretation of the TDP 10 1.4 Structure of the TDP 11 Appendix 1: Comparison Table of TNMP with TDP 44 1.5 Plan Area 11 Appendix 2: Glossary of Terms 47 1.6 How the TDP Relates to Other BC Ferries’ Strategic Plans 12

Context 2 2.1 Regional Context 15 2.2 Historical Context 16 2.3 Community Context 16 2.4 Policy Context 16

Summary of Existing Terminal Conditions, Issues & 3 Opportunities 3.1 Hornby Island Terminal Conditions 17 3.2 Route Profile 17 3.3 Key Issues and Opportunities 19

Hornby Island Functional Requirements 4 4.1 Hornby Island TDP Functional Requirements 24

Plan Concepts 5 5.1 Concept Overview 36 5.2 Utility Requirements 40

3 List of Figures

Figure 1: Southern Gulf Islands Terminal and Route Map 6 Figure 2: Terminal and Route Map 7 Figure 3: Hornby Island Terminal Aerial Photograph 8 Figure 4: Hornby Island Terminal Development Plan (TDP) Timeline 9 Figure 5: Hornby Island Location Map 11 Figure 6: Strategic Drivers 13 Figure 7: Relationship Between Strategic Plans and Terminal Development 13 Plans Figure 8: Kahloke Vessel Photograph 14 Figure 9: Photograph of Hornby Island Beach 15 Figure 10: Hornby Island Terminal Aerial Photograph 18 Figure 11: Existing Site Plan and Key Issues 20 Figure 12: Hornby Island Terminal Photograph 22 Figure 13: Traffic Safety Review Key Issues 23 Figure 14: Pedestrian Facilities to Reduce Vehicle Pedestrian Conflicts 25 Figure 15: Hornby Island Terminal Berth 26 Figure 16: Denman West Queuing Lane Example 28 Figure 17: Example of Outdoor Waiting Space, Pick-up/Drop-off lane and 30 Retail Pad Figure 18: Example of Water Fountains 32 Figure 19: Example of Reader Boards 32 Figure 20: Example of Bike Repair Station 32 Figure 21: Example of Terminal Storage 33 Figure 22: Photograph of Public Art 35 Figure 23: Photograph of Public Art 35 Figure 24: Illustrative Short Term Concept Plan 37 Figure 25: Illustrative 25 Year Concept Plan 38 Figure 26: Traffic Study Recommendation 39

4 List of Tables

Table 1: Vessel Replacement Specifications 14 Table 2: Hornby Island Terminal Summary 17 Table 3: Kahloke Vessel Profile 19 Table 4: Functional Requirements - Safety and Security 25 Table 5: Functional Requirements - Berths 26 Table 6: Functional Requirements - Ticketing and Pre-Ticket Area 27 Table 7: Functional Requirements - Vehicle Holding Areas 27 Table 8: Functional Requirements - Vehicle Loading and Unloading 28 Table 9: Functional Requirements - Customer Amenities 29 Table 10: Functional Requirements - Communications and IT Infrastructure 31 Table 11: Functional Requirements - Administration and Employee Facilities 31 Table 12: Functional Requirements - Other Terminal Services 32 Table 13: Functional Requirements - Utilities and Miscellaneous 34 Table 14: Recommended Further Studies and Actions 42

5 BC Ferries Terminal Network

Alert Bay Cormorant Island Preedy Harbour Thetis Island Alliford Bay (Gaats'iiGundaay) Haida Gwaii Prince Rupert Prince Rupert Bear Cove Port Hardy Quathiaski Cove Quadra Island Bella Coola Bella Coola Saltery Bay Sunshine Coast Blubber Bay Texada Island Shearwater Denny Island Brentwood Bay Saanich Peninsula Shingle Spit Hornby Island Buckley Bay Buckley Bay Skidegate (GuuhlGa Llnagaay) Haida Gwaii Campbell River Campbell River Snug Cove Bowen Island Chemainus Chemainus Sointula Malcolm Island Crofton Crofton Sturdies Bay Galiano Island Denman West Denman Island Swartz Bay North Saanich Departure Bay Nanaimo Tsawwassen Lower Mainland Descanso Bay Gabriola Island Vesuvius Bay Salt Spring Island Duke Point Nanaimo Village Bay Mayne Island Earls Cove Sechelt Whaletown Cortes Island Fulford Harbour Salt Spring Island Westview Powell River Gravelly Bay Denman Island East Langdale Heriot Bay Quadra Island Nanaimo Bowen Horseshoe Bay Gabriola Island Horseshoe Bay West Vancouver Island Klemtu Klemtu Chemainus Thetis Island Little River Comox Penelakut Island Vesuvius Langdale Sunshine Coast Crofton Long Harbour Tsawwassen Saltspring Galiano Island Long Harbour Salt Spring Island Island Sturdies Bay Fulford Harbour Lyall Harbour Saturna Island Village Bay Mayne Island McLoughlin Bay Bella Bella Otter Bay Swartz Bay Pender Islands Mill Bay Mill Bay Saturna Island Nanaimo Harbour Nanaimo VANCOUVER ISLAND Ocean Falls Ocean Falls Otter Bay Pender Island Victoria Penelakut Penelakut Island Port McNeill Port McNeill Figure 1: Southern Gulf Islands Terminal and Route Map

6 Prince Rupert

HAIDA GWAII

Skidegate Terminal (GuuhlGa Llnagaay)

Alliford Bay (Gaats’iiGundaay)

Klemtu

Ocean Falls

McLoughlin Bay Bella Coola Shearwater

Bear Cove Sointula

Port McNeill Alert Bay

VANCOUVER Whaletown ISLAND Heriot Bay Westview Campbell River Saltery Bay Blubber Earls Cove Little River Bay Shingle Langdale Denman West Buckley Bay Spit Snug Gravelly Bay Cove Horseshoe Bay Vancouver Departure Bay Duke Point Tsawwassen

Swartz Bay Figure 2: Terminal and Route Map Victoria 7 Figure 3: Hornby Island Terminal Aerial Photograph

8 FEB–MAR MAR–MAY MAY–OCT NOV–DEC JAN–MAR SEPT 2017 2017 2017 2017 2018 2018

PHASE 1 PHASE 2 PHASE 3 PHASE 4 PHASE 5 PHASE 6 Pre-Planning Baseline Report & Key Issues & Draft Options Draft Plan Final TDP Gap Analysis Guiding Principles Development Approved by BC Ferries

Analysis of feedback and development of preferred options

Final proposed TDP External Engagement posted to BC Ferries Review of relevant background Internal Engagement website for pubic review 2 Open Houses information and studies Apr–Aug 2017 Village of Queen Charlotte–Nov 2017 Staff Information Session Sandspit–Nov 2017 Meeting with Ferry Advisory Presentation to Haida Nation–Nov 2017 Committee Online Open House and Survey

Figure 4: Hornby Island Terminal Development Plan (TDP) Timeline

9 1Introduction 1.1 What is a Terminal Development Plan (TDP)? Over the next 25 years the Terminal Network will be optimized for efficient and effective operations. BC Ferries will study routes and their interactions A Terminal Development Plan (TDP) is a concept plan that provides the to determine ways to reduce operating and capital costs and increase system framework for the phased implementation of strategies and actions over reliability. Terminals will be examined for improvement to construction and the next 25 years that will enable BC Ferries to develop terminals in a cost operating efficiencies. Greater use of standard designs and components effective, organized and efficient way. will aid these efficiencies over time. TDPs shall specify: 1.2 Purpose of the Terminal Development Plan • Terminal classification The purpose of the Hornby Island TDP is to set out a long-term vision for the • Berth classification(s) future of this important terminal which acts as the main gateway and route • Description of existing facility connection between Hornby Island and Denman Island. • Existing traffic demand and growth projections • Terminal lands and property, including stakeholder and community The TDP is future-oriented and depicts how the Hornby Island terminal is to and archaeological assessments be developed over an extended period of time through a series of initiatives. • Existing terminal infrastructure 1.3 Interpretation of the TDP • Existing safety, security and operational issues • Existing and future vessel deployment Unless otherwise specified within the TDP, the boundaries and locations of • Functional requirements, as drawn from Terminal Design any symbols or areas shown on a Figure are approximate only and shall be Requirements contained in the TNMP and established in consultation interpreted as such. They are not intended to define exact locations except with local area teams where they coincide with clearly recognizable physical features or fixed • Future terminal development plans, including the scope, schedule and boundaries, such as property lines and utility rights-of-way. budget of all improvements to be carried out over the next 25-years.

10 19 19A

DENMAN ISLAND

16

HORNBY ISLAND

Shingle Spit

Gravelly Bay Figure 5: Hornby Island Location Map

1.4 Structure of the TDP 1.5 Plan Area The scope of the Hornby Island TDP covers planning, conceptual design The study area for the Terminal Development Plan encompasses the marine and development of an implementation schedule and budget estimates for infrastructure, the landside infrastructure and the approach to the terminal. upgrading the terminal, with the requirement to: • Review of foot passenger and vehicle traffic demand projections including demand management policies and opportunities; • Develop and find solutions to accommodate the functional requirements including evaluation of alternatives; • Recommend a preferred plan for the terminal that is in accordance with the overarching Terminal Network Master Plan; • Prepare conceptual designs for the recommended terminal plan including the general arrangement of the site; • Develop an estimate of capital cost, with project phases, schedule of work and cash flow; and • Engage with various stakeholders and First Nations during the course of the study. The study represents a cooperative effort which involves a high degree of interaction with and input from a wide range of participants. A comprehensive “baseline review” report has been completed as a separate report which details the existing situation in the TDP area as it currently stands, and identifies issues affecting the production of the TDP.

11 1.6 How the TDP Relates to Other BC Ferries Strategic Plans 1.6.1 Strategic Plan To align with BC Ferries future, long term vision and objectives the TDP The 2018 Strategic Plan was prepared to guide the long-term direction of BC is guided by three overarching documents: the Strategic Plan, Terminal Ferries and achieve the organizations vision from 2016-2026. The Strategic Network Master Plan and Fleet Master Plan. Plan’s vision is as follows: Vision Trusted, valued. Mission We connect communities and customers to the people and places important in their lives. Our Values Safe: Safety is our highest value. Caring: We operate from a position of kindness and empathy for those who travel and work with us. Honest: We conduct business with integrity, honesty and accountability. Collaborative: We collaborate with others to enhance the customer experience. Respectful: Respect is paramount in our interactions with others. Sustainable: Our environmental, social and economic impact are central to business decisions.

12 Operational Excellence We strive for a superior customer experience through safe, efficient, reliable and effective

Financial Sustainability We make prudent choices for the long-term growth and sustainablility of our organization, which enables fare affordability, value for customers and effective asset stewardship. Employee Engagement We foster growth, development and commitment in our people.

Environmental and Social Governance We leverage our resources, services and relationships in recognition of our responsibility to our environment, customers, employees, stakeholders and communities. Innovation and Continuous Improvement We nurture continuous improvement and innovation across our organization. Figure 6: Strategic Drivers Figure 7: Relationship Between Strategic Plans and Terminal Development Plans

1.6.1.1 Strategic Drivers 1.6.3 Fleet Master Plan The Strategic Plan outlines five strategic drivers that will inform strategic In 2016 BC Ferries produced the Fleet Master Plan translating the broad decision-making over the planning horizon. They are the critical success direction from the Strategic Plan in to specific strategies, policies and tactics factors that must be in place to achieve our strategic goals that BC Ferries that apply to the BC Ferries fleet. BC Ferries fleet will transition from a will pursue to achieve the vision: fleet of many unique vessels to a fleet of vessels that have high physical and operational commonality. The number of unique vessels in the fleet 1.6.2 Terminal Network and Master Plan will be minimized. Common operational and maintenance procedures will The Terminal Network Master Plan (TNMP) is a forward-looking planning be used as far as practicable. New vessel designs will emphasize safety, and policy document. The TNMP aligns with the Corporate Strategic Plan environmental stewardship, efficiency, standardization, class builds and and forecasts all the strategic and major tactical actions governing the de- customer experience.. velopment of the BC Ferries terminal network. A network refers to how routes interact singularly, in conjunction, or as a system of routes. The Fleet Master Plan identifies: • When a vessel will retire Each terminal shall have a Terminal Development Plan (TDP) which aligns • When a ship will be replaced with the TNMP. Terminal Engineering is responsible for the TDP and the • The class, model and characteristics of the replacement vessel TDP schedule. • The 25 year deployment of any vessel The Hornby Island terminal is classified as a Minor / Intermediate (MIM) - Unstaffed terminal. As a result, the design requirements of the Hornby The 2016 Fleet Master Plan identifies the Kahloke scheduled for retirement Island terminal shall adhere to the design requirements of an MIM - Un- in April 2030. The Fleet Master Plan identifies six classes that all future staffed terminal and is further elaborated upon in this TDP. built vessels will be built to. The Kahloke is classified as a ‘Minor Class’ vessel and the Fleet Master Plan identifies that any replacement vessel for this route will also be a Minor Class, double ended type vessel.

13 Vessel Replacement Specifications

Vessel Description Class Minor Model 47 Estimated Crew Size 7/8 Crew Live Aboard No Performance Service Speed (kts) 14 Automobile Equivalent 47 Lane Metres 270 Commercial Vehicle 4.75m Capacity Height (max.) Passenger and Crew Crew/Passengers A: 8/292=300 B: 7/143 = 150

Voyage Classification NC2 Figure 8: Photo of the Kahloke Double or Single Ended Double-ended Berth Compatibility Single Ramp Double Lane Car Deck Configuration Open Passenger Boarding Traffic Segregation Characteristics Berth Interface Type MIM (BIT) Flexibility of Use on Sheltered Waters or Near Alternative Routes Coastal Class 2 routes with BC Ferries’ standardized minor/ intermediate berth configuration Dangerous Goods Yes Area Integrated Indoor Seating 100 Outdoor Seating 60 Interior Design Fleet Interior Design Standard Passenger Standards Amenities and Passenger Lounge Main Dec - external sun deck Services Location with solarium Passenger Services Accessible Car Deck Lounge, Work/Study stations, Vending, Accessible washrooms Vessel Server Should conform to standard BCF IT operating Rooms requirements as outlined in FMP

14 2Context 2.1 Regional Context Hornby Island is located off the eastern shore of central Vancouver Island, opposite Denman Island, 12 miles (20 km) south of Courtenay and one hour north of Nanaimo in the Salish Sea (Strait of Georgia). It is one of the Northern Gulf Islands and part of the Islands Trust and Comox Valley Regional District of British Columbia and is home to a small community of just over 1,000 residents. The Hornby Island terminal is also located on the traditional territories of the Comox First Nations, Homalco First Nations, Qualicum First Nations and Sliammon First Nations.

Figure 9: Photograph of Hornby Island Beach

15 2.2 Historical Context 2.4 Policy Context Hornby Island was first inhabited by Indigenous peoples including the 2.4.1 Hornby Island Official Community Plan Pentlatch, a Coast Salish First Nations who called the Island Ja-dai-aich, The Hornby (Islands Trust) Official Community Plan (OCP) was adopted on meaning The Outer Island. It became the home of European settlers during October 15, 2008. OCPs are the overarching planning documents that set the 1791 voyage of the Spanish ship Santa Saturnina, under Juan Carrasco out the community vision and values that will guide decision making about and José María Narváez. In 1850 the British named Hornby Island after Rear the future direction of each municipality. They also provide clarity for Admiral Phipps Hornby, at the time the Commander of the Pacific Station. residents, businesses and institutions on the primary goals objectives and 2.3 Community Context supporting policies that help the municipality to meet its goals. A number of policies are relevant to the Hornby terminals which are outlined in the A small community of approximately 1,000 residents (2016 Census), Hornby baseline report. Island is home to families, retirees, business owners and artists who enjoy the rural island life, recreational opportunities, boating and scenery. Tourists 2.4.2 Development Permit Areas and visitors can triple the population of the Island during the summer. The S.488 of the Local Government Act authorizes municipalities to designate total land area of Hornby Island is 29.92 square kilometers (11.55 square Development Permit Areas (DPAs) and request Development Permits prior miles). to the commencement of development for certain issues outlined in the section. The Hornby terminal site is not located within a Development Permit Area (DPA).

16 Summary of Existing Terminal Conditions, 3Route Profile, Key Issues and Opportunities 3.1 Summary of Existing Terminal Conditions 3.2 Route Profile The Hornby Island Terminal is an unstaffed terminal located on the west The Hornby Island terminal at Shingle Spit connects the communities of side of Hornby Island and provides ferry access to Denman Island via the Hornby Island and Denman Island. The route (Route 22) is served by the Kahloke. Kahloke, a small ferry built in 1973. The Kahloke has a car capacity of 21 AEQ, and can carry a maximum of 200 passengers and crew; the vessel has a Hornby Island Terminal Summary passenger lounge located on the car deck. The vessel sails between Denman Island and Hornby Island several times a Location Hornby Island day, carrying passengers and vehicles on the 10 minute sailing. This route Municipality Islands Trust, Comox Valley Regional District is also travelled by individuals requiring access to Vancouver Island via Denman West (Route 21). The Denman West terminal is approximately 11 Holding Capacity (AEQ) 17 kilometers away from the Denman East terminal. Max. Vehicle Weight (GVW) 63,500 kgs, 8 axels A total annual number of 4060 round trips are contractually delivered. Parking No customer parking However, during peak travel periods the vessel will provide shuttle service, 5 AEQ for crew parking where the ship sails more frequently to address peak demand overloads. Waiting Room Yes Sailings between Denman East and Hornby Island operate year round, and Washrooms Yes space on this route is on a first-come, first-served basis. Dock I Berth MIM - Unstaffed The Kahloke has a voyage classification of sheltered waters and a docking cycle of 1 in 4 years. During Kahloke refit periods the Quinitsa is redeployed to Route 22 to provide scheduled service. The refit relief vessels for this region include Quinitsa and Quadra Queen II.

17 Figure 10: Hornby Island Aerial Photo

18 Kahloke Vessel

Core Service Levels Hours of Service 07:30 to 18:45 12 Sailings per day (Mon, Thurs, Fri) 15 Sailings per day (Fri) Peak Season Service 11 Sailings per day (Sun) 3.3 Key Issues and Opportunities Frequency *The vessel will provide shuttle service during peak The TDP has been informed by community and BC Ferries staff feedback travel periods. Additional sailings are scheduled to in 2017. Based on the comments received during engagement events and address peak demand overloads the analysis of the terminal site and surrounding context, a number of Off Peak Season Service 11 Sailings per day (Mon-Thurs) issues and opportunities emerged. Figure 11 illustrates the current issues Frequency 15 Sailings per day (Fri) associated with the existing condition of the Hornby Island terminal. The 10 Sailings per day (Sat) key opportunities identified are as follows: 9 Sailings per day (Sun) • Improve foot passenger / pedestrian safety and access throughout the Round Trips per Year A total annual number of 4060 round trips are to be contractually delivered terminal by formalizing walking routes and crossing areas • Improve accessibility for pick-up / drop-off traffic to the foot Vessel Description passenger waiting area Class Minor • Provide a dedicated vehicle holding area to improve traffic flow, Maximum Capacity 200 increase vehicle holding area capacity and reduce vehicular conflicts with thru traffic Passenger Capacity 194 Crew Size 6 Vehicle Capacity (AEQ) 21 AEQ Onboard Services Accessible Car Deck Lounge Route and Service Description Distance 1.2 nautical miles Crossing Time 10 minutes

19 Figure 11: Existing Site Plan and Key Issues

20 3.3.1 Traffic Safety Audit and unexpected as a “Do Not Enter” zone. Unfamiliar drivers may enter on top of this without intending to, but then end up stopped and stuck on In 2017 Watt Consulting Group was appointed to undertake a traffic safety the hatched zone. Adjacent to this hatch is an angled parking area; parked review of the terminal to help inform the TDP. The review focused on vehicles could potentially get boxed in. the loading and unloading areas of the terminal, as well as the terminal approach roads, but excluding the dock and marine aspects of the terminal. Pedestrian Accommodation Key problem statements are as follows: • Outside of the immediate dock area, there are no pedestrian paths, although there is a limited grassy shoulder on the west side of Shingle Queues - Impact on Through Traffic Spit Road in some areas north of the Thatch Restaurant. There is a In peak periods, ferry queues extend far along Shingle Spit Road, as far as particular pinch point between the rock outcrop near the terminal 500 meters north of Mt Road. This requires traffic in both directions to use and queue storage area. This places pedestrians on the road with the northbound lane which creates a potential conflict and safety concern motor vehicles, although they can be accommodated off-road in the of vehicles meeting head-on, requiring one to reverse to find a suitable Thatch Restaurant area (albeit on private property); place to pull over. • The low barrier that defines an asphalt walking area is also a barrier Queues - Impact at Driveways and Intersections for accessing the walkway to adjacent vehicles. There are markings and in some cases signage advising ferry traffic to not Drop-off / Pick-up Zone block driveways. Nonetheless, motorists have been observed stopping and There is no designated drop-off or pick-up zone. The parking area near queuing over portions of the “Do Not Block” zones. This can create difficulty the terminal may be used however access to it may be blocked by queues. for non-ferry traffic and property owners to freely access their driveways. Exiting from this area would also require multi-point turns. The Thatch The use of signs and markings for this issue isn’t consistent, and driveways Restaurant area could be used but is not intended for this purpose, and further upstream are not formally accommodated for this despite a known access may be blocked at peak times. issue (for example, one driveway was spray-painted with a yellow hatch). The long driveway at the Thatch Restaurant and Store area is very long

21 Other Less Important Issues: • Cycling facilities not specifically provided; • Faded text on the cycling “Share the Road” tab sign; • Double yellow centreline markings used on Shingle Spit Road, but narrow lanes require a vehicle to cross the centreline to pass a cyclist. This is particularly a concern in the northbound direction, as it is uphill and cyclists are slower on the assent, thus creating a greater speed differential (and impetus to pass) for trailing motorists; • No Speed Hump sign at the speed hump near the curve near the dock. Speed hump design is more of a “Speed Bump” style found in parking lots, and is likely not necessary for speed management in this location close to the dock at the end of the road.

Figure 12: Hornby Island Terminal Photograph

22 Alaska Marine Hwy To the Alaska Highway

37

ALASKA

Smithers

Terrace Prince Rupert 16 Masset

Kitimat

Prince George Yellowhead Hwy

Skidegate Sandspit Alliford Bay

To Jasper 16

HAIDA FIORDLAND RECREATION TWEEDSMUIR Quesnel GWAII AREA PARK

Klemtu Anahim Lake Ocean Falls Bella 97 Coola 20 Nimpo Lake Hagensborg McLoughlin Bay Shearwater Bella Bella Denny Island Puntzi Lake Williams Lake HAKAI Tatla Lake Alexis Creek RECREATION AREA BRITISH COLUMBIA

24

97

Railroad Highways Banff BC Ferries Routes Lillooet 1 Port Hardy Sointula Alaska Marine Highway Kamloops Port Alert Bay McNeill Pemberton Duffy Lake Road Southern Gulf Islands V A N C O U V E R IS L A N D 19 Quadra Cortes Island Langdale Island Merritt Terminal Information Campbell Powell River 99 River 19A Traffic Safety Review Nanaimo Bowen Horseshoe Bay Saltery Bay Gabriola 19 Earls Cove Whistler Island Island 11 AEQ Texada 5 Available Queue within Terminal Area: Island Vancouver(1 Lane) Comox 101 Denman Langdale Issues Hornby Island - Hornby Terminal Island Hornby Princeton Island Bowen Horseshoe Bay Harrison Thetis Island Hot Springs Hope AvailableChemainus Approach Capacity 0 AEQ 19A Island 19 Vancouver 3 Penelakut Island 19A 7 Vesuvius Port 4 1 4 Alberni Departure TsawwassenCANADA Parking Crofton StallsLong Harbour 6 Tofino 19 Bay Tsawwassen Duke Point Salt Spring Galiano Island Nanaimo U.S.A. Sturdies Bay Available Queue within Ucluelet 11Chemainus AEQ Southern Island Gulf Islands Fulford Harbour Terminal Area 1 (Lane)1 (see inset map) Bellingham Village Bay Mill Bay Swartz Bay Port0 AEQ Otter Bay Mayne IslandAvailable Approach Capacity Renfrew Brentwood Bay 5 14 Swartz Bay Pender Sooke Victoria Islands Saturna ParkingIsland Stalls 6 VANCOUVER ISLAND • No formal drop-off/pick-up location.WASHINGTO U-turns N U / L1 P1 | Pinch point between cars Victoria difficult near terminal. and hill. • • QueuesNo formal block drop-off/pick-up access for drop-off/pick-up location. U-turns Seattle L5 | Sign used but no paint vehiclesdifficult and near localterminal. traffic (long walk if drop- to inform drivers to not block • offQueues at back block of access queue for or drop-off/pick-up drive wrong way vehicles in driveway. U / L1 laneand local to get traffic close). (long walk if drop-off at back of See text box X1 | Long driveway interface, • Conflictsqueue or drive can wrongarise; waypotentially in lane to getwhen close). visitors P2 | Informal grass area don't expect a local to drive around the queued cars may stop on “No for pedestrians to/from • Conflicts can arise; potentially when visitors don’t L2 | Observed Parking” markings. queued vehicles. queueexpect a local to drive around the queue. September queue.

X1 L4

L3 | Summer queue up to 500m from Mt Rd.

S2 | Faded text on “Share the Road” Legend sign. L4 | Driveways in this area L Loading have no signs or markings for U Unloading S3 | Double yellow centreline not blocking driveway; in one S Signs & Markings used, but narrow lanes case resident used spray paint. P Pedestrian S1 | No speed require a vehicle to cross C Cyclist hump sign on centreline to pass a cyclist. X Other speed hump.

SINCE 1983 FONT = HAND OF SEAN CONSULTING GROUP = FRANKLIN GOTHIC DEMI COND Since 1983

#501 - 740 Hillside Avenue Victoria, BC V8T 1Z4 (250) 388-9877 Project No: 2245 | Date: December 11, 2017 | Drawn: VN Consulting Group www.wattconsultinggroup.com Figure 13: Traffic Safety Review Key Issues

23 Hornby Island TDP and Terminal Network Master Plan 4Functional Requirements This section outlines the proposed terminal functional requirements and how 4.1 Hornby Island TDP Functional Requirements these conform to the TNMP requirements for a Class 2 Minor / Intermediate The TDP will provide the detailed functional requirements based on the Unstaffed terminal. All future terminal developments at Hornby Island will terminal specific requirements. conform to the Design Requirements outlined in Appendix B – Terminal Class Design Requirements of the TNMP. In addition to the TNMP requirements, the TDP identifies Site Specific Requirements for the Hornby Island terminal. These requirements were identified through discussions with internal and external stakeholders and are due to the uniqueness of the terminal infrastructure and surrounding community needs. The functional design requirements have been established in order to ensure compliance with the two overarching strategic plans. The following sections identify the functional requirements for the Hornby Island terminal relating to the TNMP and Fleet Master Plan, and incorporate the Site Specific Requirements as either (A) Essential – Required bythe TNMP, or (B) Desirable – Identified through the TDP process.

24 4.1.1 Safety and Security

Functional Requirements - Safety and Security

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Integration of Safety Required • CCTV at berth for night watch • Add CCTV to monitor and Security Features • Security Access to storage and crew areas uplands areas and expanded holding lot • Increase vehicle holding capacity at the terminal to reduce vehicle conflicts with queuing traffic along East Road • Incorporate pedestrian and cycling facilities to reduce conflicts between users

Figure 14: Pedestrian Facilities to Reduce Vehicle Pedestrian Conflicts

25 4.1.2 Berths Site Specific Requirements: The berth is to be compatible with the existing Kahloke vessel and a future Minor Class vessel scheduled to replace the Kahloke in 2030 as set out in the 2016 Fleet Master Plan. This is essential to ensure safe, reliable and efficient operations of the terminal.

Functional Requirements - Berths

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Number of Berths 1 Berth 1 Berth which was rebuilt in 2015 1 Berth - Utilize existing berth Berth Interface Minor/Intermediate Standardized Minor/Intermediate (MIM) To be compatible with the (MIM) existing vessel as well as the future Minor replacement vessel, scheduled to be in service in 2030

Figure 15: Hornby Island Terminal Berth

26 4.1.3 Ticketing & Pre-Ticket Area There are no ticketing functions required at the terminal as Hornby Island is an unstaffed MIM terminal.

Functional Requirements - Ticketing and Pre-Ticket Area

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Ticketing Function None None None Self-Ticket Kiosks None None None Turnstiles at None None None Embarkation and Fee Paid Entry Zone

4.1.4 Vehicle Holding Areas Site Specific Requirements:Vehicle traffic arriving at the terminal has been observed to exceed the AEQ requirement, backing up onto Shingle Spit Road. Peak season line ups have been observed to back up significantly, with the maximum observed back up to be at approximately 1 kilometer north along Shingle Spit Road. As a result, there is a need to provide a safe vehicle overflow lane along Shingle Spit Road. Doing so would improve traffic flow and provide thru traffic into the terminal for pick-up / drop-off traffic to help mitigate vehicular conflicts. A separate vehicle staging area could help loading procedures. In an effort to save fuel costs, vehicles are loaded in a certain order depending on weight such that the vessel sails with an appropriate trim. Installing a separate staging lane could allow staff to load the vessel more efficiently improving on-time performance. This is not a requirement for an unstaffed MIM terminal but is a requirement for the other three terminal classes.

Functional Requirements - Vehicle Holding Areas

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Holding Capacity 21 AEQ (1x maximum Existing capacity at the terminal is 17 AEQ (effective Accommodate a holding area Additional capacity above 47 vessel AEQ capacity capacity) of at least 47 AEQ. Signage for AEQ along Shingle Spit Road for an MIM Unstaffed vehicle holding will have to be to reduce safety issues during terminal) clear to ensure that self-sorting peak season can be carried out, acknowl- Note: future vessel edging that there is staff pres- capacity not defined in ent at the terminal during the the 2016 Fleet Master summer months to assist with Plan vehicle staging, particularly when traffic is left over after a sailing Lane Widths Lane widths are Only one holding lane present Lane widths to be the same Additional vehicle staging to be the same. lane to improve vessel loading No delineation of efficiencies commercial/priority and standard vehicles required

27 Figure 16: Denman West Queuing Lane Example

4.1.5 Vehicle Loading & Unloading

Functional Requirements - Vehicle Loading and Unloading

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Control Tower None Required None N/A Ensure good visibility of the holding compound from the vessel Loading and Main car deck - single Single lane Unloading lane

28 4.1.6 Customer Amenities Site Specific Requirements:Customer amenities were identified as part of the public engagement process.

Functional Requirements - Customer Amenities

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Foot and Vehicle

Waiting Room/ Yes Terminal building with waiting room, seating and As per existing Lounges and washroom (2017) Washrooms Satellite Washroom No None N/A Building Covered Outdoor Yes Yes Yes - additional space for picnic Waiting Space, tables Seating and Picnic Tables Customer Service No None N/A Counter Retail Facility Pad with services for 3rd None Not required but pad for party kiosk vendor is desired by Terminal Management/operations (per requests from community) Public Notice Board Yes Yes in waiting room As per existing

ATM No None N/A

Vending Machine Yes None Yes - one vending machine in waiting room Distress Phones Yes No Add distress phone

Water Fountains/ Yes if potable water None (plumbing is roughed in, but there is no Yes if potable water provided Bottle Filling Station exists station) Vehicle Only

Playground, Pet Areas No None N/A Foot Passengers Only

Baggage Service No None N/A (drop-off, handling and transport to Vessel) Escalator, Elevator No None N/A Enclosed Walkway to No None N/A Berths After Ticketing

29 4.1.6 Customer Amenities Site Specific Requirements:Customer amenities were identified as part of the public engagement process. cont.

Functional Requirements - Customer Amenities

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Pick-up/Drop-off Yes No Yes - to be located near Zone waiting room and to accommodate vehicle sizes up to a shuttle bus Parking Yes No Customer short-term parking to be defined and required, around 10 spaces should be sufficient close to the berth. Bus Bays Yes - for large school None Yes, sized to accommodate a bus large school bus

Figure 17: Example of an outdoor waiting space, pick-up/drop-off lane and retail pad

30 4.1.7 Communications & IT Infrastructure Site Specific Requirements: Internet bandwidth is currently very limited at the Hornby site. It is likely that upgrades to the network will need to be provided by the service provider before Wi-Fi can be improved. It is recommended to discuss this with the service provider to understand feasibility and costs.

Functional Requirements - Communications & IT Infrastructure

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Wayfinding (static), Reader Yes TBD Boards Public Address System No None N/A Electronic Toll Booth No None N/A Signage Vehicle Classification No None N/A System Standard BCF IT Systems & Yes IT equipment housed in electrical room As per existing Capacities and Server Room Customer Wi-Fi Yes None Yes Coordinate with communications provider to upgrade internet network to support improved Wi-Fi capability

4.1.8 Administration & Employee Facilities v Functional Requirements - Administration & Employee Facilities

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Ticket Office No None N/A Administration Offices, None N/A Meeting Rooms and Crew Mess Crew, Employee and Visitor Yes (except visitor 5 staff parking spaces (1 per crew member) 6 Staff Parking Spaces Design for flexible additional Parking parking) (Master, Mate, Engineer and space that could be used for two deckhands and one for additional crew parking in Terminal Maintenance). future if larger vessel

31 Figure 18: Install water fountains should Figure 19: Example of an electronic reader board Figure 20: Example of Bike Repair Station potable water become available

4.1.9 Other Terminal Services Site Specific Requirements: Engagement with internal and external stakeholders has helped inform the specific needs (space, sizing, etc.) of the above noted

TNMPv requirements.

Functional Requirements - Other Terminal Services

Criteria TNMP Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Requirement Fleet Support Unit No None N/A

Warehouse/Cross Docking No None N/A Storage for Terminal Ops, Yes No N/A Terminal Maintenance and Fleet Ops Drop Trailer - Holding Area, No None N/A Vessel Staging Area and Office Simulator and Training Room No None N/A Bicycle Access/Egress/Storage Yes None • Sufficient way-finding to safely convey cyclists on and • Sufficient storage / waiting off the vessel space to accommodate • Locate a covered bicycle stand adjacent to the terminal seasonal bike tourists waiting room • Given the high number of cycle tourists and mountain bikers using the ferry a bike repair station would be useful

32 Figure 21: Terminal Storage Should be Screened Appropriately

33 4.1.10 Utilities & Miscellaneous Site Specific Requirements: Sanitary Sewer A new septic field was installed at the terminal adjacent to the foot passenger waiting room in 2017. The septic system was sized to accommodate additional sanitary loading from the customer washroom facility. However, it is not sized for vessel pump ashore.

Functional Requirements - Utilities and Miscellaneous

Criteria TNMP Requirement Existing TDP Essential Functional TDP Desirable Functional Requirement Requirement Compactors Yes None Not required

Environmental & Yes TBD Yes as per existing Containment for Hazardous Goods Generators One to power CCTV None A generator is required at this terminal. except where no night In winter months the island experiences watch – vessel will many power outages. power ramp Potable Water Supply Yes Yes - A reverse osmosis water Yes as per existing treatment system was installed in 2017 (limited water supply) Septic Field or Yes Yes - an onsite Type 2 sewage Yes as per existing Sewage Treatment treatment system and septic field System, or Conveyed installed in 2017 to Sewer System where Possible Pump Ashore Yes - where None - no infrastructure exists No - no infrastructure exists infrastructure exists Shore to Ship Power Yes - at home ports Yes No only Ship to Shore Power Yes Yes No

34 Figure 22: Opportunities for Interpretation and Public Figure 23: Example of Public Art Art should be pursued at the terminal.

35 5Plan Concepts The plan concepts plans have been prepared after careful consideration 5.1 Concept Overview of the issues identified in the supporting baseline report and have been The concept plan includes the following features: influenced by comments received from the Staff Working Group and external stakeholders. The plan concepts highlight key improvements that • Sidewalks for improved foot passenger / pedestrian safety and meet the functional requirements; it supports the goals of the Strategic accessibility of all ages and abilities Master Plans and ultimately meets the needs of terminal customers. • Improved vehicle holding compound to reduce traffic backups and conflicts with thru traffic • Dedicated thru lane for pick-up / drop-off traffic directly to the new foot passenger terminal building Provisions for charter bus parking included • Dedicated parking for customers and vessel staff • Green / open space for an enhanced nature scape, views and customer experience Figure 21 shows the illustrative 25 year concept plan for the Hornby Island terminal. Two options have been developed which can be progressed over time

36 EXIT LANE SHINGLE SPIT ROAD THRU LANE oad ralnd to accoodat oldn lan SHINGLE SPIT TO FORD COVE TRAIL HOLDING LANE

Irod sblty or cl Holdn lan alon drrs and ssl cr soldr or atn trac

oral bac accss

cdroo ara or

oot assnrs and CONCRETEDROP-OFF SIDEWALK otntal sort tr arn

EXIT LANE

LAMBERT CHANNEL dal to accss atn rooasroo

adr board or ral t ddtonal oldn lan addd to crat rry noraton oldn coond or cls

NEW WAITING LOUNGE

tdoor atn ara t satncnc ara and b racs

ortnty or ntrrt anlsblc art atr STUDY AREA (BCF LEASE AREA)

Figure 24: Illustrative short term concept plan

nort HORNBY ISLAND TERMINAL H

37 STAFF PARKING Upgrade existing side street (5 VEHICLES) TO PUBLIC DOCK to accomodate traffic

SHORT TERM PARKING TO PICK-UP/DROP-OFF SHINGLE SPIT ROAD

OVERFLOW HOLDING LANE

BUS PICK-UP/DROP-OFF

Dedicated pick-up/drop-off for buses

Holding lane along shoulder for waiting traffic Formalize beach access

CONCRETE SIDEWALK

Driver pick-up/drop-off traffic to existing side street PICK-UP/DROP-OFF Separate pick-up/drop-off area

CONCRETE SIDEWALK

LAMBERT CHANNEL Additional holding lane added EXIT LANE to create holding compound for 44 vehicles

Sidewalk to access waiting room/washroom

Reader board for real time ferry information

NEW WAITING LOUNGE

Outdoor waiting area with seating/picnic area and bike racks

Opportunity for interpretive panels/public art feature STUDY AREA (BCF LEASE AREA)

Figure 25: Illustrative long term concept plan identifying Big Moves key improvements

north HORNBY ISLAND TERMINAL | LONG TERM CONCEPT

38 Available Queue within 11 AEQ Terminal Area 1 (Lane) Available Approach Capacity 0 AEQ Parking Stalls 6

U / L1-A • Provide drop-off/pick up turn around location • Configure to provide more queue storage near terminal • Option sketches TBD

Figure 26: Traffic Safety Recommendations

39 5.2 Utility Requirements 5.2.5 Lighting and Security 5.2.1 Sanitary Sewer Additional lighting may be required in the future to improve safety and accessibility of the expanded terminal area in low light situations. Some civil infrastructure has been replaced as part of the construction of the terminal building in 2017 including the installation of a Type 2 septic system and field. 5.2.2 Stormwater Management Some civil infrastructure has been replaced as part of the construction of the terminal building in 2017 including the installation of a Type 2 septic system and field. 5.2.3 Water Potable water reverse osmosis treated. Water is limited and not connected to community/municipal water 5.2.4 Electrical There is three phase power at the Hornby Island terminal as follows: • 600 Volt, 400 Amp, 3 Phase Service • 600 Volt, 300 Amp Shore Power Feed

40 6Implementation 6.1 Investment and Implementation In line with the vision outlined within this document, the Hornby IslandTDP sets out a comprehensive programme of proposals and improvements that will transform and improve the terminal over the next 25 years. This program organizes improvements into strategic phases that are prioritized based on functional (issue / opportunity / need) and social (local / community) needs. As a result, the TDP provides the long-term plan that allows BC Ferries to provide safe, cost effective ferry services and replace and upgrade capital assets in a financially responsible manner. 6.2 Recommendations for Further Studies Approval of this Plan is the first step in moving towards the objectives set out in this TDP. How objectives are implemented will be critical to the successful realisation of the TDP. A number of initiatives, studies, investments and other actions will be required as the Hornby Island terminal development continues in the future. The following table outlines recommended studies to be conducted in order to confirm the detailed design requirements of the phased work identified in this TDP. The information from these studies will be beneficial in establishing more detailed scopes, schedules and budgets.

41 Recommended Further Studies and Actions

Item Further Studies Benefit of Study Lead Timing Required/ Recommended General Terminal

Engineering Level II Survey (Re- Required every 5 years. Provides updated life Terminal Engineering Every 5 years quired, ongoing) expectancy of marine structures. Useful for reprioritization of improvements (i.e. urgency) Ground Survey Updates old survey and is required for terminal Terminal Construction Prior to Detailed Design (Civil) expansion in un-surveyed areas Geotechnical Study Landside and marine geotechnical Terminal Development, Prior to / During Detailed investigations are required to advise on ground Terminal Construction Design (Civil) requirements to install civil and structural infrastructure Environmental/Energy/Climate Change Environmental Studies Environmental Impact Assessments and Terminal Engineering Prior to / During Detailed Environmental Site Investigations should be Design (Civil undertaken to help inform detailed design Archaeological Study Terrestrial and marine archaeological impact Terminal Construction Prior to Detailed Design assessments (AIA) required Energy Star Portfolio Undertake baseline audit of energy, water Energy Manager On existing terminal buildings Manager Audit and waste consumption to measure and track to establish baseline and energy and water consumption, as well as inform detailed design of new greenhouse gas emissions buildings Design - Landside

Civil Design Detailed design of new Recommended to improve AEQ capacity and Terminal Construction, MOTI Short Term holding compound and traffic flow on and off site queuing lane Sea Level Rise Recommended study to inform the design of Terminal Development, Prior to Detailed Design marine structures Terminal Construction (Marine) Site Servicing Plan Site is small. Combine with civil design. Used to Terminal Construction Detailed Design (Civil) inform the AIA Electrical Terminal Construction Prior to Detailed Design (Civil)

42 Recommended Further Studies and Actions

Item Further Studies Benefit of Study Lead Timing Required/ Recommended Design - Building Phasing Plan Beneficial as the existing operational services Terminal Development TDP Phase will be affected by the construction work Design - Marine See Level II Survey Terminal Engineering Every 5 Years

Phasing/Construction All structures are estimated to remain in good Terminal Development, Prior to Detail Design (Marine) Sequencing Plan condition for approximately 30 years. Possible Terminal Construction replacement of Starboard side dolphin Properties Enter into a License License of Occupation will be required to allow Properties, Terminal Short Term of Occupation for expansion of terminal and to accommodate a Development, MOTI additional MOTI holding lane RoW adjacent to the terminal and to accommodate holding lane along approach road to the terminal Other Actions

Community Engagement • Build relationship Strategy & Community Ongoing with the Engagement Indigenous Peoples • Identify public art/cultural interpretation opportunities

43 Appendix 1: Comparison Table of TNMP with Hornby TDP

Comparison Table of TNMP with TDP

CATEGORY SUB CATEGORY TNMP - Terminal Class HORNBY HORNBY Compliance Reason for non- Design Requirements ISLAND ISLAND with TNMP compliance with TNMP Minor/Intermediate EXISTING PROPOSED to be Unstaffed achieved SAFETY & SECURITY Integration of Safety and Yes Yes As per existing Security Features  BERTHS Number of berths and berth 1 MIM 1 MIM As per existing interface type  VEHICLE HOLDING AEQ Capacity 1 x maximum vessel AEQ 17 AEQ 47 AEQ Terminal Management is AREAS capacity  asking for lower AEQ in holding compound, reason is: in reduced/improper load situation(s) a smaller holding lot will help traffic stream into the lot in order for the next load—instead of traffic left in the lot trying to determine where they need to be while other traffic is flowing in to the lot—due to it being an unstaffed terminal, when busy the deck crew are fully utilized on the vessel and cannot assist with terminal operations / traffic Lane Widths Same Widths Same widths Same widths  VEHICLE LOADING Loading and Unloading Main Car Deck (MCD) single Main Car Deck Main Car Deck AND UNLOADING lane single lane single lane 

44 Comparison Table of TNMP with TDP

CATEGORY SUB CATEGORY TNMP - Terminal Class HORNBY HORNBY Compliance Reason for non- Design Requirements ISLAND ISLAND with TNMP compliance with TNMP Minor/Intermediate EXISTING PROPOSED to be Unstaffed achieved CUSTOMER Waiting Room/Lounges and Yes Yes As per existing AMENITIES Washrooms  Covered Outdoor Waiting Yes Yes Yes Space, Seating and Picnic  Tables Retail Facility Pad with Services for 3rd No Yes party kiosk  Public Notice Board Yes Yes As per existing  Vending Yes Yes Yes

Foot & Vehicle  Distress Phones Yes Yes Yes  Water Fountains/Bottle Yes No (plumbing is Yes if potable Filling Station roughed in, but water supplied  no station) CUSTOMER Pick-up / Drop-off Zone Yes No Yes AMENITIES  Parking Yes No customer Yes parking spaces  Bus Bays (community, school, Yes No Yes Foot Only charter and shuttle), Taxis  and Car Co-Op (leased space) COMMUNICATIONS Wayfinding (static); reader Yes No Yes & IT boards  INFRASTRUCTURE Standard BCF IT systems & Yes Yes (IT As per existing capacities and server room equipment  housed in electrical room) Customer Wi-Fi Yes Yes Yes 

45 Comparison Table of TNMP with TDP

CATEGORY SUB CATEGORY TNMP - Terminal Class HORNBY HORNBY Compliance Reason for non- Design Requirements ISLAND ISLAND with TNMP compliance with TNMP Minor/Intermediate EXISTING PROPOSED to be Unstaffed achieved ADMINISTRATION Crew/Employee and Visitor Yes - Crew parking - 5 Yes- 5 parking Yes Hornby terminal requires & EMPLOYEE Parking spaces spaces  parking for the crew size. On crew changeover we may FACILITIES Crew parking need an additional space for required at incoming and outgoing crew. both Hornby On crew change day, those and Denman living off the island will move East terminals. their vehicle to Denman East An additional side until the end of day, and parking space then leave from Denman East is needed at so crew parking is required both terminals at both Hornby Island and for terminal Denman East terminals. An maintenance. extra parking space is needed for Terminal Maintenance vehicles to be parked when onsite working at both Hornby Island and Denman East. UTILITIES & Compactors Yes No No MISCELLANEOUS  Environmental and Yes No No Containment for Hazardous  Goods Generators 1 - to power CCTV (vessel No Yes There can be power outages will power ramp) except  during the winter months. where no Night Watch When the night watch position is eliminated on this route a generator will be needed at the Hornby terminal. Potable Water Supply Yes Yes Yes  Septic field or sewage Yes Yes septic field Yes septic fiel treatment system.  Pump ashore Yes - where infrastructure No No infrastructure exists infrastructure exists  exists Shore to ship power - at Yes No No home ports only  Ship to shore power Yes No No 

46 Appendix 2: Glossary of Terms

Access: The accessibility to and within the site for vehicles, cycles and conditions of development approval. pedestrians in terms of the positioning and treatment of access and Dock: A structure extending alongshore or out from the shore into a body circulation routes and how these fit into the surrounding access network. of water to which boats may be moored. Terminal vehicle capacity shall be Automobile Equivalents (AEQ): Dolphin: A pile or cluster of piles to which a vessel may be moored in open described in Automobile Equivalents (AEQ) where 1 AEQ = 6.1m x 2.6m. A water. BCF unit of measure used to express a consistent 'as-loaded length' values across various vehicle types. A single AEQ equates to the average 'as-loaded Fleet Master Plan: An overarching policy document directing the length' of 6.1 meters of a single under-height vehicle. development of the fleet with a 25 year outlook. The Fleet Master Plan identifies (1) When a vessel will be replaced or retired, (2) the class, model BC Building Code: The BC Building Code applies to the construction and characteristics of the replacement vessel, (3) the 25 year deployment of buildings; including extensions, substantial alterations, buildings of any vessel and (4) the estimated forecast of the cost of the replacement undergoing a change for occupancy, “green” building specifications, and vessel. upgrading of buildings to remove an unacceptable hazard. It applies the core concepts of the National Building Code, combined with elements Functional Requirements: The design requirements for key specific to BC’s unique needs. components of the terminal. The functional requirements are based on the design requirements identified in Appendix B of the Terminal Network Berth: A place where a vessel is anchored when in dock. Master Plan.

Best Management Practices for Stormwater Management: Holding Capacity: The maximum capacity of vehicles that can be held A method by which adverse stormwater impacts from development or at the terminal site for loading. Holding capacity is based on Automobile redevelopment, including but not limited to the release of pollutants into Equivalents (AEQ) set at 6.1m x 2.6m. water, are controlled through the application of schedules of activities, prohibition of practices, maintenance procedures, structural protocols, and Land Use Zoning Bylaw: A bylaw of the municipality passed by Council managerial practices. as a Land Use Bylaw pursuant to the provisions of the Local Government Act, and intended to control and regulate the use and development of land Capital Budgeting: A method for evaluating investment proposals to and buildings within the municipality. determine whether they are financially sound, and for allocating limited capital resources to the most desirable proposals. LEED™: Leadership in Energy and Environmental Design (LEED) is a set of rating systems for the design, construction, operation, and maintenance Climate Change: The term used to describe changes in long-term trends of green buildings, homes and neighborhoods. The LEED (Leadership in the average climate conditions, such as changes in average temperatures. in Energy and Environmental Design) green building rating system According to the United Nations Framework Convention on Climate Change was originally developed by the US Green Building Council (USGBC) to (UNFCCC), climate change is a change in climate that is attributable directly provide a recognized standard for the construction industry to assess the or indirectly to human activity that alters atmospheric composition. environmental sustainability of building designs. Canadian Green Building Community Engagement: Timely and meaningful citizen and Council (CaGBC) has since adapted the USGBC LEED rating system to the stakeholder involvement in civic priority setting, decision-making, program specific concerns and requirements of buildings in Canada. LEED is a point- development, and service delivery. The goal is to ensure that the decision- based rating system; points are earned for building attributes considered making is well-informed and offers citizens the chance to contribute their environmentally beneficial. LEED differs from other rating systems in that ideas and knowledge to policy development. it has quantified most of the “green credits.” For example, 10% ofthe building materials must contain recycled content to achieve the recycled Concept Plans: Illustrative drawings that are a quick and simple way to content credit. LEED has 110 points covering seven topic areas. Each topic explore initial ideas and design options. Concept plans are used as a guide area has a statement of associated goals. to develop detailed design plans. Max Vehicle Weight: The maximum allowable vehicle weight allowed Development Permit: A document that includes approved site and at the terminal site. Max vehicle weight is measured as gross vehicle weight building development plans illustrating land use, landscaping, built form, (GVW), which is significant with commercial / industrial vehicles. intensity of use, and appearance of the site and buildings, as well as

47 Minor / Intermediate Unstaffed Terminal: One of the four classes Public art: Works of art in any media that has been planned and executed of terminals identified in the Terminal Network Master Plan. with the specific intention of being sited or staged in the physical public domain, usually outside and accessible to all. Mission: We connect communities and customers to the people and places important in their lives. Reader Board: A visual display board that can convey real-time information. Municipality: A governing body incorporated by the Province of British Columbia. Real-Time Information: The provision of accurate information about the arrival of ferries at the terminal, through an electronic display located Natural environment: Self-sustaining areas with native vegetation, water, or natural features. at the terminal. The following renewable Off Peak Service: Outside of peak season when there is typically lower Renewable Energy Source (eligible): traffic volumes. energy sources have been determined as being appropriate to incorporate within University Village, either on a site-by-site or community-wide basis Official Community Plan (OCP): In British Columbia, the OCP is for reducing energy consumption in new or retrofitted developments: a comprehensive plan that can be developed by both municipalities any organic material not derived from fossil fuels, and regional districts. The OCP provides the longer term vision for the Biomass: including agricultural crops, agricultural wastes and residues, community, organized by a statement of objectives and policies to guide waste pallets, crates, dunnage, manufacturing, and construction decisions on planning and land use management. wood wastes, landscape and right-of-way tree trimmings, mill Official Community Plan: An Official Community Plan (OCP) can be residues that result from milling lumber, rangeland developed by both municipalities and regional districts. The OCP provides maintenance residues, sludge derived from organic matter, and the longer term vision for the community. Under the Local Government wood and wood waste from timbering operations. Act section 875, an OCP is a statement of objectives and policies to guide a technology that uses a semiconductor to decisions on planning and land use management, within the area covered Solar Photovoltaic: convert sunlight directly into electricity. by the plan, respecting the purposes of local government. Solar Thermal: use of concentrated sunlight to produce heat Overload: Any time that vehicles are left behind after a sailing which, in that powers an electric generator. most instances, means that the vessel’s AEQ capacity was exceeded. Wind: energy from wind converted into mechanical energy and Passenger Pick-up/Drop-off: Designated spaces, located in the vicinity then electricity of the terminal entrance, for taxis, buses or private automobiles to load or unload passengers who are coming from or needing to access the terminal. Sanitary Sewer: An underground system that carries sewage from The spaces are usually enforced with limited parking duration. bathrooms, sinks, and other plumbing components to a wastewater treatment facility. Peak Season Service: Typically the busy season between June and September. Sea Level Rise: Sea level rise is an increase in the volume of water in the world's oceans. Point of Assembly (POA): The work location employees are assigned. Sense of Place: The subjective experience of a place as having physical Policy: An official plan of action adopted by an individual or group, which and social attributes that make it distinctive and memorable. for land use plans adopted by municipalities in British Columbia can be distinguished as either statutory plans (e.g. Official Community Plans, Local Septic Field: A subsurface sanitary sewage disposal facility used to remove Area Plans) or non-statutory plans. contaminants from the liquid that emerges after anaerobic digestion in a septic tank. The septic field typically contains a septic tank, drain field and Potable Water: Treated water that is safe to drink or use for food piping and must adhere to the current version of British Columbia Ministry preparation that must adhere to the Government of Canada’s Guidelines of Health – Health Protection Branch’s Sewage System Standard Practice for Canadian Drinking Water Quality. These guidelines are used by every Manuel (currently version 3). jurisdiction in Canada and are the basis for establishing drinking water quality requirements for all Canadians.

48 Stakeholder: A person or organisation with an interest in or concern for a particular place; one who affects or is affected by the processes of urban change. Stormwater Management: Surface or subsurface facilities used to manage surface runoff of rain water. Strategic Plan: An overarching policy document that directs the Company to pursue a safe, reliable and efficient business operation by focusing on customers and motivates BC Ferries’ employees. Sustainable Development: Development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Terminal: A place on either side of a ferry route with facilities, both marine and landside, for the loading and unloading of ferries. Terminal Development Plan (TDP): A concept plan that provides the framework for the phased implementation of strategies and actions over the next 25 years. The TDP provides a holistic approach to the development of the terminal, enabling BC Ferries to develop terminals in a cost effective, organized and efficient way. Terminal Network Master Plan (TNMP): An overarching policy document that translates the broad direction of the Strategic Plan into specific strategies, policies and tactics. The TNMP forecasts all strategic and major tactical actions governing the development of BC Ferries’ terminals. Trim: In terms of ship stability, trim is defined as the difference in depth of the hull below the water between the bow and the stern of the vessel. Utilities: Either (1) municipal and regional utilities such as water, storm drain and sanitary sewer or (2) “shallow” utilities such as gas, telephone and electric. Vision: Trusted, valued. Wingwall: The two angled pads on either side of the shore ramps. The vessel pushes against them while in the dock.

49