Squamish Road – GateWay Report

The Gateway to Central

And North Island

A Report on diversification of Transportation and Economic needs of the Sunshine Coast, Central and Northern Vancouver Island

February 28, 2005 Prepared for General Public Knowledge By: Rob J Tremblay

Diversification of Transportation Needs

Section Number Title

1 The Report

A Vancouver Island and the Sunshine Coast

B Present Alternate Routes

C Current Highway and Transportation Conditions

C1 Existing Transportation access for the Sunshine Coast

C2 Transportation time and distance calculation along route Provincial Highway 101

C2a) The transportation time in minutes from Horseshoe Bay Terminal

C2b) The transportation distance in km/miles from Horseshoe Bay Terminal

C2c) Travel Time Averages

C3 Sunshine Coast to Vancouver Island Access

C3a) The Transportation Time From Horseshoe Bay to Westview Terminal

C3b) Transportation Distance Little River – Horseshoe Bay

C3c) Little River – Horseshoe Bay Calculation

C4 Ferry Timing

C4a) Passenger Calculation

C4b) Vehicle Calculation

D Cost and Time for Traveling the Alternate Route

D1 Travelers Cost

D2 Cost of Ferries and Terminals
D2a) Ferry Costs
D2b) Landing Costs

E Making the Route Feasible

E1 Economic Benefits and Savings with Bridge, Road Construction

E1a) Economic Benefits

E1b) Time Savings

E2 Other Economic Factors

E2a) Ferry Terminals and Vessels

E2b) Communities

E2c) Recovery of Expenses, Protecting the Isolation

F The Construction Route in Detail

F1 The Road from Squamish to Port Melon

F2 The Road from Earls Cove to First Bridge

F3 The First Bridge from The Sunshine Coast to Nelson Island

F4 The Road across Nelson Island to Second Bridge

F5 The Second Bridge from Nelson Island to Saltery Bay

F6 The Road from Saltery Bay to Highway 101

G Road Costs, Bridge Costs (Not Presently Available)

H Maps, Roads, and other Information

H1 Proposed Road The Road from Squamish to Port Melon

H2 Contours The Road from Squamish to Port Melon

H3 Real Image The Road from Squamish to Port Melon

H4 Lakes, Rivers, Roads Map The Road from Squamish to Port Melon
H5 Proposed Road The Road from Earls Cove to Bridges 1,2

H6 Contours The Road from Earls Cove to Bridges 1,2

H7 Real Image The Road from Earls Cove to Bridges 1, 2

H8 Lakes, Rivers, Roads – The Road from Earls Cove to Bridges 1,2

H9 Proposed Roads From Nelson Island to Saltery Bay
H10 Contours-Road From Nelson Island to Saltery Bay

H11 Real Image-Road From Nelsons Island to Saltery Bay
H12 Lakes, Rivers, Roads – Road From Nelson Island to Saltery Bay

1) The Report

In the past few years in Powell River I have heard discussions of a road to the Lower Mainland. This road, however much of a reality it is or not, is something that I personally found interesting enough to do some research into.

Recently, in 2003, 2004 I read a few articles where our Regional District took an air survey of a route that was proposed many years ago. This route took a way north of Powell River, following the Goat Lake and Goat River. Past this area, the route went through the Coastal Mountains, past glaciers, up and around Princess Louisa Inlet and down toward the Squamish River. Although back roads do exist as logging roads, this route reached high elevations of up to 3000 to 4000 feet making is possibly impassable for periods of a year. This particular route also was approximately 152.88 Km (95 miles)to 193.11 Km (120 miles) in length, but passed through areas where no help is nearby.

In reading on this topic, I decided to do a report on an alternate route, one that researches the economic and financial benefits of the area affected. What I set out to accomplish was to either show that this alternate route was feasible or not feasible, and if whether or not, this alternate route provided other benefits that the proposed route by the Regional District did not. The Report is not specifically designed to show absolute detail, but is written in a layman’s, everyday type of outlook. Although some more precise details would have enhanced this report, things such as financial details change on a regular basis and I felt would not be reliable enough. Certain details were gathered through various resources, some online, some through media sources, government agencies, private companies as well as individuals.

The basis of this report was only to show to me the feasibility of the route I sought. It was not commissioned by any group, agency, government departments, or private individuals. I did not do this report to show that certain companies perform unacceptable or that government, private companies, or individuals do not operate as effectively as they can. As I started to look into this report, I felt the travel time it takes the travelers to use the highways and ferries became a critical factor in determining the feasibility of any alternate route. Without knowing the actual lengths of time it takes to get from point A to point B, I looked into actual timing of ferry operations, Highway distance travel timing, and other operations that the traveling public must endure of the using the present system on a regular basis. In the researching of this report, I was asked many times to share it with those that I had discussed this with. The sharing of this report is something I thought of and in accepting the fact that I would share this report.
I wrote it in such a way that I hope others understand it. If anyone reading this report wishes to make contact with me please feel free to do so at either the telephone number or email address at the end of this section. I don’t claim that any part of this report is 100% accurate, and that some parts are my own interpretation of an action, survey, discussion or other event. What I will add is that I tried to this report fairly, and without malicious, and that I do stand by this report with the understanding that corrections most likely need to be made as more detailed information becomes available. I hope you enjoy reading this report.

Rob J Tremblay

6849 Cranberry Street
Powell River BC

V8A 3Z3

604-414-0441

tms56@shaw.ca

A) Vancouver Island and the Sunshine Coast

Vancouver Island is the largest island off the Pacific Coast of Canada, one of the largest island in Canada of an estimated 6,000 islands in British Columbia. Vancouver Island is larger than many European and Asian countries and at its narrowest is 65 kilometers (39 miles) and 97 kilometers (58 miles) at its widest. Total population of the Vancouver Island Region is 726,367 (700,593 for Vancouver Island, 18,926 for the Southern Gulf Islands, and 6,848 for the Northern Gulf Islands).

The population of Vancouver Island is estimated to increase yearly between 1.4 % and 4.2% (30507.414)and with this increase of population it is almost split between north of Nanaimo (North-Central Island)- Port Hardy (North Island) and Nanaimo (Central Island) – Victoria (South Island). With this population growth of 4.2% in mind, an estimated increase between 2005 and 2015 is 305,000. If one splits Vancouver Islands population into two sections, Nanaimo to Victoria as South Island and Errington to Port Hardy as North Island and then gave each population a growth of 152500, one can more easily see the economic impact such growth is going to have on each area

For part of this report, the population is only being considered for Vancouver Island, not Powell River, or the Sunshine Coast, on the basis of analyzing how the population will travel to and from Vancouver Island to the Mainland. At present the routes used are BC Ferries Service routes at Departure Bay – Horseshoe Bay, Duke Point – Horseshoe Bay, Swartz Bay – Tsawwassen, Duke Point – Tsawwassen, Little River – Westview.

All of these routes have several vessels, when combined have a maximum capacity of serving 2821 Cars and 11655 Passengers. Unknown is the amount of the crew within that passenger total per sailing time. Using these numbers to calculate the total daily sailing capacity and how many sailings each vessel does, we get these figures.
Queen of Alberni Capacity: Cars 295 Passenger/Crew 800 Cars Passenger/Crew

8 Sailings a day Daily Capacity 2360 6400

Queen of Burnaby Capacity: Cars 192 Passenger/Crew 659

8 Sailings a day Daily Capacity 1536 5272

Queen of Cowichan Capacity: Cars 362 Passenger/Crew 1500

8 Sailings a day Daily Capacity 2896 12000

Queen of Esquimalt Capacity: Cars 376 Passenger/Crew 1656

8 Sailings a day Daily Capacity 3004 13248
Queen of New Westminster Capacity: Cars 294 Passenger/Crew 1340

8 Sailings a day Daily Capacity 2352 10730

Queen of Oak Bay Capacity: Cars 362 Passenger/Crew 1500

8 Sailings a day Daily Capacity 2896 12000

Spirit of British Columbia Capacity: Cars 470 Passenger/Crew 2100

8 Sailings a day Daily Capacity (if Sunday) 3760 16800

2 extra Sailings a week 1880 4200

Daily Capacity (if Sunday) 5640 21000

Spirit of Vancouver Island Capacity: Cars 470 Passenger/Crew 2100

8 Sailings a day 3760 16800

2 extra Sailings a week 1880 4200

Daily Capacity (if Sunday) 5640 21000

To combining these figures we get a total maximum capacity that BC Ferries has at the present moment to transport the population of Vancouver Island daily. The total maximum capacity is 26305 Cars and 101650 Passenger, unknown is the amount of the crew calculated within this figure. BC Ferries at present is able to service the traveling population, but it has occurrences of ferry delays when they are within peak periods of a day, or a season, which can consist of one, two and at times, three sailing waits which translates into two to four hours of extra waiting time.

Vancouver Island presently has a population that leaves by four ferry terminals, which at times creates a traffic flood at these terminals. BC Ferries is from time to time, already operating at its peak transportation capacity for most of these routes and with the estimated growth in population of approximately 152500 over the next 10 years and no defined plan by BC Ferries to increase its fleet capacity by the same percentage, there will be the potential for major gridlock at most of the BC Ferry Terminals for the traveling population.
The service routes that the majority of the population uses to travel toward the lower mainland consist of:

Departure Bay – Horseshoe Bay
Duke Point – Horseshoe Bay

Swartz Bay – Tsawwassen

Duke Point – Tsawwassen

Saltery Bay – Earls Cove

With a large population conversing into three Terminals on Vancouver Island and two Terminals in the Lower Mainland, it is creating a funneling effect where the majority of the traveling population is overfilling the neck of the funnel where as the neck of the funnel represents the BC Ferry Terminals. B) Present Alternate Routes

An alternate route to and from the Lower Mainland from Vancouver Island at the present time is the Little River – Westview Terminal route. This route does ferry the traveling population to the mainland from Vancouver Island, however, landing at Westview Terminal in Powell River still requires two more ferry sailings to get to the lower mainland though the Saltery Bay – Earls Cove and Langdale – Horseshoe Bay terminals. This alternate route is not a favorable route due to the length of time, as well as the smaller vessels servicing this route. Even with the longer length of time, it would still be less time consuming for North Island travelers who are caught in one, two, or three sailing waits at South Island ferry terminal locations.
C) Current Highway and Transportation Conditions

Since all highways are constructed for the sole purpose of transportation, the conditions, maintenance, and economic benefits of these highways are a critical factor in decisions on whether highways are worth constructing in the first place. In this section, simple things such as how highways exist in the first place are not as simple as they look, and many things explored in this report are common knowledge to those living in the areas affected.

C1) Existing Transportation access for the Sunshine Coast

Under the current highway and transportation system, access to the Sunshine Coast in British Columbia, the only land to land access is by BC Ferries at the Horseshoe Bay – Langdale Terminal, or by Little River – Westview Terminal currently under a 60-year lease and is occupied by BC Ferries and mandated by the Coastal Ferries Act.

To gain access to the Sunshine Coast in British Columbia, one must enter the Horseshoe Bay Terminal for Scheduled Sailings by BC Ferries. BC Ferries requests all travelers to enter their facilities one half hour (30 minutes) prior to sailing time and all ticket sales are terminated five minutes prior to sailing time. The sailing time from Horseshoe Bay Terminal to Langdale Terminal is approximately 40 minutes. This schedule is restricted to sailing times as listed, December 5, 2004.

Leaves Horseshoe Bay: 7:20 a.m. ex. Dec. 25 & Jan 1, 9:20 a.m., 11:20 a.m., 1:20pm, 3:30 p.m., 5:30 p.m., 7:25 p.m., and 9:15 p.m.

Leaves Langdale: 6:20 a.m. ex. Dec. 25 & Jan 1, 8:20 a.m., 10:20 a.m., 12:20 p.m., 2:30 p.m., 4:30 p.m. and 6:30 p.m.

Presently the current highway conditions for the sunshine coast corridor travel along Provincial Highway 101 starting at the Langdale Terminal and follow through the Gibson’s bypass to Highway 101 passing through the Municipality of Gibsons, Roberts Creek, Sechelt First Nations, Municipality of Sechelt on through to the Earls Cove Terminal. The average drive time between Langdale Terminal and Earls Cove Terminal under Provincial and Municipal Speed zones is 90 Minutes (1 hour 30 minutes)
At this point one must use the access at Earls Cove by ferry to cross over to the Saltery Bay Terminal. This sailing time is approximately 50 minutes. This schedule is restricted to sailing times as listed December 5, 2004.

Departs Earls Cove: 6:30 a.m. Daily Ex. Sun & Dec. 25, 26, Jan, 8:25 a.m., 10:20 a.m., 12:20 p.m. 2:25 p.m. On Dec. 24, 26 & Jan 1 ONLY, 4:25 p.m. 6:25 p.m., 8:20 p.m., and 10:10 p.m.

Departs Saltery Bay: 5:40 a.m. Daily EX Sun & Dec. 25,26,Jan 1, 7:30 a.m., 9:25 a.m., 11:20 a.m., 1:25 p.m. On Dec. 24, 26 & Jan 1 ONLY, 3:30 p.m., 5:25 p.m., 7:25 p.m., and 9:15 p.m.
The Saltery Bay Ferry Terminal is where the Provincial Highway 101 begins again through to Powell River South Regional District then to the Municipality of Powell River, Sliammon First Nation, and then to the end of Provincial Highway 101 at Lund. The various average driving time under Provincial and Municipal Speed zones between Saltery Bay and other areas are,

– The municipality of Powell River under Provincial and Municipal Speed zones is 40 Minutes.

– Sliammon First Nations is 55 minutes.
– The end of Provincial Highway 101 at Lund is 90 minutes (1 hour 30 minutes).

C2) Transportation time and distance calculation along route Provincial Highway 101

Those that travel the Sunshine Coast corridor do so calculate the amount of time it takes, and the distance they travel as a guide for how long it will take them to travel the distance they need too. With the constant ferry delays as well as other factors, time and distance is a critical factor for business and residential travelers. If one could predict when the ferries would sail on scheduled sailing times, or when sailings would have overloads and sailing waits, those trying to travel a simple 30 miles to the mainland would be able to set exact times for arriving at whatever locations they are trying to arrive at. With the unpredictable delays that occur with BC Ferries such as ferry breakdowns, union strikes, overloads, lack of the crew available to man the vessel, bad weather and other delays such as Terminal Maintenance those traveling are held hostage and truly can only guess when they might arrive, or leave a day early to ensure they are arriving.
It is not unusual for it to take 10 hours to get from Powell River to Horseshoe Bay which is only about 170 km (105.6 Miles). The reasons are due to sailing problems at both terminals, and road construction projects, that cause delays travelers, hence resulting travelers missing scheduled sailings.

C2a) The transportation time in minutes from Horseshoe Bay Terminal at first scheduled sailing would be calculated as follows:

Action Start Time Finished Total

Arrival Requested Time Horseshoe Bay 6:50 a.m. 7:20 a.m. 30

Scheduled Sailing Time Horseshoe Bay 7:20 a.m. 8:00 a.m. 40

Travel Langdale -Earls Cove 8:00 a.m. 9:30 a.m. 90

Wait time at Earls Cove 9:30 a.m. 10:20 a.m. 40

Scheduled Sailing Time 10:20 a.m. 11:10 a.m. 50

Travel Saltery Bay – Powell River 11:10 a.m. 11:50 a.m. 40

Travel Powell River – Lund 11:50 a.m. 12:40 p.m. 50

Total Travel Time: Horseshoe Bay to Powell River – Lund (5.6 Hours) 340

C2b) The transportation distance in km/miles from Horseshoe Bay Terminal at any scheduled sailing would be as followed:

Total Total
From To Km /Miles Km / Miles

Lund Saltery bay 57.9 /36.0 57.9 / 36.0

Saltery Bay Earls Cove 15.3 / 9.5 73.2 / 41.7

Earls Cove Langdale 81.0 /50.3 154.2 / 92.0

Langdale Horseshoe Bay 15.6 / 9.7 169.8 / 97.8

C2c) Travel Time Averages

If one was to take the average distance between Lund and Horseshoe Bay is 169.8 km (105.5 Miles), and then to calculate that this distance is traveled on average in 5.6 hours, a calculation of the average speed traveled per hour is as follows.
169.8 Km divided by 5.6 Hours = 30.32 km per hour

To compare this to an average highway speed is 80 km (50 mph), this distance is normally traveled in 2.12 hours. The traveling time of 5.6 hours in this example is the average for the transportation along Provincial Highway 101. This example does not include such things as delays to Highway maintenance, BC Ferry Delays or other delays. Any delay increases the length of travel time between these two points with an average increase of 180 minutes at minimum. The fact that any delay of more than 20 minutes increases the possibility of missing scheduled sailings, which may or may not be departing at scheduled sailing times.
C3) Sunshine Coast to Vancouver Island Access

The Sunshine Coast corridor along Provincial Highway 101 to Powell River provides travelers a gateway access to Central and Northern Vancouver Island through Westview Terminal across to the Little River Terminal. The sailing time from Westview Terminal to Little River Terminal is approximately 80 minutes (1 hour 20 minutes). This schedule is restricted to sailing times as listed, December 5, 2004.

Departs Little River(AG): 6:30 a.m. ex Dec. 25, 10:10 a.m. (AG), 3:15 p.m.,7:15 p.m.
Departs Westview: 8:10 a.m. ex Dec. 25, 12:10 p.m., 5:15 p.m., 8:45 p.m.

C3a) The Transportation Time Horseshoe Bay to Westview Terminal

The transportation time in minutes from Horseshoe Bay Terminal at first scheduled sailing through the gateway access to Vancouver Island by way of Westview Terminal would be as followed:

Action Time Start Time Finished Total

Arrival Requested Time: 6:50 a.m. 7:20 a.m. 30

Scheduled Sailing Time: 7:20 a.m. 8:00 a.m. 40

Travel Langdale -Earls Cove: 8:00 a.m. 9:30 a.m. 90
Wait time at Earls Cove: 9:30 a.m. 10:20 a.m. 40

Scheduled Sailing Time: 10:20 a.m. 11:10 a.m. 50

Travel Saltery Bay – Powell River 11:10 a.m. 11:50 a.m. 40

Wait Time at Westview 11:50 a.m. 12:10 p.m. 20

Travel Westview – Little River 12:10 p.m. 1:30 p.m. 80

Total Travel Time: Little River to Horseshoe Bay (6.5 Hours) 390

C3b) Transportation Distance Little River – Horseshoe Bay

The transportation distance in km/miles from Horseshoe Bay Terminal at any scheduled sailing would be as followed:
Total Total

From To Km /Miles Km /Miles

Little River Westview 27.3 / 17 27.3 / 17
Westview Saltery bay 31.2 /19.4 58.5 / 36.0

Saltery Bay Earls Cove 15.3 / 9.5 73.8 / 41.7

Earls Cove Langdale 81.0 /50.3 154.8 / 92.0

Langdale Horseshoe Bay 15.6 / 9.7 170.4 / 97.8

C3c) Little River – Horseshoe Bay Calculation
If one was to take the average distance between Little River and Horseshoe Bay at 170.4 km (105.9 Miles) and take into the account that this distance is traveled on average in 6.5 hours, a calculation of the average speed traveled per hour is as follows.

170.4 Km divided by 6.5 Hours = 26.2 kilometers per hour

To compare this to an average highway speed at 80 km (50 mph) you can travel this distance normally in 2.13 hours. The traveling time of this example is the average for the transportation along Provincial Highway 101. This does not include such things as delays to Highway maintenance, BC Ferry Delays or other delays. Delays increase the length of travel time between these two points at an average increase of 180 minutes at minimum due to the fact that any delay of more than 20 minutes increases the possibility of missing scheduled sailings which may or may not be departing at scheduled sailing times.

C4) Ferry Timing

The timing of traveling, loading and unloading of BC Ferries is crucial for the calculation of total lengths of time to travel too and from point to point, and with a generalization of trying to understand this time an example will be made by using the Saltery Bay Terminal and the Earls Cove Terminal. In doing this we will try to examine the actual schedule ferry times, and estimated loading times as put forward by the BC Ferries Schedules. We will also calculate actual times by doing unofficial on-site timing of loading times for passengers, and loading times for vehicles.
Understandably there are variables that are not included in these calculations such as mechanical breakdowns, malfunctions, medical emergencies, or variations in vehicle sizes, however, these calculations are put forth as keeping to the schedule and actual real time of speed and distance.

C4a) Passenger Calculation

Using the Saltery Bay Terminal – Earls Cove Terminal as an example and the schedule as set by BC Ferries,
Departs Earls Cove: 6:30 a.m. Daily Ex. Sun & Dec. 25, 26, Jan, 8:25 a.m., 10:20 a.m., 12:20 p.m. 2:25 p.m. On Dec. 24, 26 & Jan 1 ONLY, 4:25 p.m. 6:25 p.m., 8:20 p.m., and 10:10 p.m.

Departs Saltery Bay: 5:40 a.m. Daily EX Sun & Dec. 25,26,Jan 1, 7:30 a.m., 9:25 a.m., 11:20 a.m., 1:25 p.m. On Dec. 24, 26 & Jan 1 ONLY, 3:30 p.m., 5:25 p.m., 7:25 p.m., and 9:15 p.m

Using the schedule above and the Ferry Vessel Queen of Tsawwassen assigned to service this route, calculations will be made to show actual times it takes to load and unload each sailing. The Ferry Vessel Queen of Tsawwassen was built 1960 Vancouver with a car capacity of 128 vehicles and a passenger and crews Capacity of 809 with a service speed of 17.0 knots. We will calculate its loading times and travel times, as the schedule proceeds through the day. On 10 sailings at various times of the year, on-site timing was taken at both terminals and doing an average of all 10 sailings a passenger was safely loaded every 1.56 seconds.

If the ferry operates at maximum capacity, and to assume that the schedule is set to accommodate the maximum capacity available calculations would be as follows.

If there are 128 vehicles in the loading lot we will assume that there are 364 passengers or 3 occupants per vehicle, which leaves 455 passengers. Out of 455 passengers remaining, there is a crew of 80, so that leaves 365 passengers waiting for the boat. A calculation based on real time of how long it actually takes for 365 passengers to travel from point to point is needed, to get a calculation, ten sailings from this route were timed using a simple stopwatch with on-site views of when loading started from the first passenger allowed to load to when the loading ramp started to raise which signaled the ending of the loading.

Using this method, the first passenger took 1 minutes 18 seconds from the starting loading point to reach the stairwell on the vessel and each passenger is 1.2 seconds behind the next which would mean it takes 8 minutes 32 seconds to load the 365 passengers.
(365 x 1.2= 438 seconds * 60 seconds = 7 minutes 14 seconds + 1 minutes 18 seconds = 8 minutes 32 seconds)

C4b) Vehicle Calculation

Using this method, the first vehicle took 52 seconds from its starting point to reach its parking location on the vessel, and each vehicle is 5.0 seconds behind the next would mean it takes 11 minutes 29 seconds to load the 128 vehicles, or we can look at it as a vehicle is loading every 5.39 seconds.

(128 X 5.0 = 640 seconds * 60 = 10 minutes 37 seconds + 52 seconds = 11 minutes 29 seconds)

Assuming these calculations are correct using this method that the loading of passengers takes 8 minutes 32 seconds and the loading of vehicles 11 minutes 29 second’s means a Total Loading Time 20 minutes 1 second. To continue with this calculation we will remove the 1 second and round it off to 20 minutes and test this timing using the existing schedule.

ACTION Length of time Actual Time Scheduled Time

Loading Time 20 minutes 5:00 a.m.

Departs Saltery Bay 50 minutes 5:40 a.m. 5:40

Arrives Earls Cove 6:10 a.m. 6:10

Unload Time 20 minutes 6:30 a.m.

Load Time 20 minutes 6:50 a.m. 6:30

Departs Earls Cove 6:50 a.m.

As one can see, on the first sailing round, the ferry is already 20 minutes behind its scheduled sailing time at maximum capacity, however, the schedule does function well if the vessel is only at 43% capacity, which is the present approximate usage. Any capacity above 43% would require an adjustment in the schedule, adjusting the schedule would require fewer scheduled sailings on a daily basis and to obtain the same car, passenger capacity would require longer sailing schedule times requiring two to three extra sailings a day.
To do a calculation for the sailing time we will use the scheduled arrival time and the scheduled departure time of the 6:30 a.m. Earls cove sailing. Since the arrival time of the vessel is 6:10 a.m. and the sailing time is 6:30 a.m., which leaves 20 minutes of total time to unload and reload 365 passengers and 128 Vehicles. Splitting the time between the two will mean that it takes 10 minutes each way. To split the 365 Passengers and 128 Vehicles at 10 minutes we will use a percentage. We will assume it takes 40% of the time to load the passengers and 60% of the time to load vehicles.

10 Minutes x 40% = 4 minutes * 365 = 0.10 seconds per passenger loading from the loading area to a safe area on board the vessel.

10 Minutes x 60% = 6 minutes * 128 = 0.05 seconds per vehicle loading from the loading area to the designated parking location onboard the vessel.

Even if we say the whole 10 minutes is for the loading of vehicles it will still take 4.68 seconds per vehicle, far less than that of the average in the above calculations of 5.39 seconds.

If one were to look at the scheduling of the sailing when they are at maximum capacity, one can see it is impossible for the ferry service to meet this. Should the vessel encounter any problems with weather, unloading of a vehicle or passenger, it expands the impossibility of such a schedule to function as well as making it very hard for the traveling public to be assured that they will make connecting ferries.

This creates a dangerous condition as drivers will drive above posted speed zones to try to get to other ferries, which may or may not be arriving or departing at scheduled times. Travelers can be caught in between ferries such as Langdale and Earls Cove as the ferries get off schedule causing increased expenses such as food, accommodations, fuel, as well as stress, missed work, missed travel plans such as airline flights, cruise ship cruises, bus tours, and missed medical appointments and even vehicle accidents, some causing death.
D) Cost and Time for Traveling the Alternate Route

The cost for the alternate route is a disputable topic with many variables, but it is a topic that should be looked into with detail, before any such plans to agree or disagree on whether the alternate route presently with ferries, or the alternate route with new road and bridge construction is feasible or not.
D1) Travelers Cost

Cost for the traveling population that travel from North Vancouver Island would vary from where they travel from on the island, but with the potential of ferry delays in the South Island, having an alternate route to serve the growing population should be considered. The Little River – Westview route has the potential to be the alternate route by increasing the flow of the traveling public to this route which is underused. The closer the upper North Island is to this route the more potential savings in travel time the traveling public can obtain should there be sailing delays at the mid-island and south-island ferry terminals.

Although there is no cost saving for the traveling public using this route, but an actual increase in cost in ferry fares and fuel as well as a possible increase in the actual travel time but only if there are no sailing waits at any of the South Island terminals.

If there should be a one or two sailing waits at the Mid Island and South Island Terminals, and if someone is traveling from Courtenay, it will take the same amount of time by traveling the Little River – Westview Terminals on through to Saltery Bay – Earls Cove Terminals and Langdale – Horseshoe Bay Terminals, but a 100% increase in fare cost because of one has to pay at either Little River or Westview Terminal as well as a 10% increase in fuel cost for traveling the extra distance on this route.
However if there is a 2 sailing wait at the Mid or South Island terminals, there is a savings of up to 1 to 2.5 hours in travel time using this gateway route, and with a three sailing wait a possible 2.5 to 4 hour savings in time, making the gateway route more feasible and also making it more desirable, even with the increase in all costs.

D2) Cost of Ferries and Terminals

The actual costs of the present Ferries, and the Terminals have been built and invested in over the years. Since the 1960’s the Province of British Columbia has been buying up land and ferries, investing into the infrastructure and creating a provincially owned and operated ferry service till 2003 when it made it a commercially operated company with shares. To calculate the actual cost would be time consuming, however, assessed values have been done on the entire BC Ferry operation prior to its commercialization so an actual value can be known.

Since most, if not all of the Terminals BC Ferries leases from the Ministry of Transportation through the BC Transportation Financing Authority occupies prime real estate and are waterfront, and the fact that BC Ferries must pay all local, provincial, and federal taxes, the cost one can assume is in six to seven digit ranges.

D2a) Ferry Costs

The cost of all the vessels involved are determined by separate factors and these factors consist of: purchase cost, operating cost, maintenance cost and replacement cost. Each factor makes the cost varies per vessel by the amount of travel time it operates, amount of the crew required, repairs to incidental breakdowns or damage and vessel size. To determine the actual cost for each vessel is feasible, however no actual costs are available as BC Ferries does not offer the information. Presently these are the vessels assigned for all the routes to and from Vancouver Island, Sunshine Coast, and the Mainland.

Queen of Alberni

Queen of Burnaby

Queen of Cowichan Queen of Esquimalt

Queen of New Westminster

Queen of Oak Bay

Spirit of British Columbia

Spirit of Vancouver Island

D2b) Terminal Costs
The cost of all the Terminals involved are determined by separate factors and these factors consist of: purchase cost, operating cost, maintenance cost and replacement cost. Each factor makes the costs vary per terminals by the amount in the lease agreements, land taxes payable to municipal and regional governments, amount of the crew required, repairs to incidental breakdowns or damage to buildings, loading ramps, vehicles. To determine the actual cost for each terminal is feasible, however no actual costs are available, as BC Ferries does not provide the information. Presently these are the terminals assigned for all the routes to and from Vancouver Island, Sunshine Coast, and the Mainland.

Departure Bay Terminal

Horseshoe Bay Terminal

Duke Point Terminal

Swartz Bay Terminal

Tsawwassen Terminal

Langdale Terminal

Earls Cove Terminal

Saltery Bay Terminal

E) Making the Sunshine Coast Route Feasible
With the increasing population of Vancouver Island, it is possible to reroute the traveling population to use the Little River – Westview route, however, in doing so it would need to be feasible, functional, time effective, and cost effective as well being economically viable.

In this section we will look at how this can be accomplished, and in sections following, we will look at cost savings, benefits and savings for BC Ferries, buildings of bridges, road and economic benefits for communities along the sunshine cost, benefits for the population of Vancouver Island and funding sources as well as maintenance for some other things involved.

Presently, the Sunshine Coast route is a money losing route for BC Ferries as the route is under used, and the route is a time-consuming route for the traveling public, and to improve these conditions, travel time and costs need to be improved upon. To do this, new sections of highways and new bridges are required to be constructed from Squamish to Powell River.

New Highway Section Squamish to Port Melon Connector) A new section of highway needs to be constructed from Squamish to Port Melon, this new section is approximately 42.3 km (26.3 miles) in length and must cross two major rivers but never exceeds above an elevation of 304.8 Meters (1000 feet). The new section of road connects to the existing Highway 101 near Port Melon and ends again at Earls Cove at the Earls Cove Terminal.

New Highway Section Earls Cove to Nelson Island Connector) At Earls Cove a new section of highway is required to be constructed. Going west for approximately 1.9 km (1.2 miles) along the coast at an elevation of approximately 12.19 Meters (40 feet) to 60.96 Meters (200 feet), it stops near the shortest distance between the peninsula and Nelson Island.

New Bridge Nelson Crossing) When the section of highway reaches a certain point on the peninsula a new bridge would be required to be constructed to cross over to Nelson Island. This Bridge is approximately 1200.3 Meters (3,938 feet) in length and would reach elevations of approximately 60.96 Meters (200 feet) to 91.44 Meters (300 feet).

New Highway Section Nelson Island) Once on Nelson Island a new section of highway would travel over Nelson Island for approximately 7.3 km (4.54 miles) north and would reach elevations of 60.96 Meters (200 feet) to 121.92 Meters (400 feet) to where another bridge crosses over to the mainland.

New Bridge Saltery Bay Crossing) This bridge is approximately 2.21 km (1.37 miles) in length and reaches an elevation of approximately 73,15 Meters (240 feet) and connects with the mainland to a new section of highway

New Highway Section Saltery Bay Crossing to Saltery Bay) This new section of highway would be required to be constructed for approximately 2.85 km (1.77 miles) where it would connect to the existing Highway 101 and continues to Powell River, Lund or to the ferry terminal Westview for Vancouver Island.

E1) Economic Benefits and Time Savings with Bridge, Road Construction

With any investment into large scale constructions such as new roads and bridges, there should always be economic benefits so that such construction cost can be recovered through more land taxes, fees, infrastructure collections, residential income tax, commercial business taxes, mineral or forestry revenues as well as Municipal and Regional District expansions.

Regarding these factors, time and financial savings is not a feasible reason alone to do such projects and if no economic benefits exist, it might be thought that such a venture not to be considered.

E1a) Economic Benefits

Economic benefits for the creation of roads to the Sunshine Coast for Gibsons to Earls Cove could create easier access to mineral deposits, forestry, as well as Manufacturing, opening up land access, making travel easier and accessible at all hours rather than restricted times as set by ferry services. With the upgrading of the Sea to Sky Highway, continuous access would be made available to all of the Sunshine Coast.

With easier access, transportation of goods through this corridor would minimize delays, time loss and possibly lower cost for products being delivered to this area. Industry would also benefit due to the easier access and it would open up all avenues of commercial, residential and industrial investment.

Municipalities would be able to attract more investment by business’s, and possibly more population growth by better access, creating an economic benefit and growth by investments. Regional Districts are also able to attract investments by residential land ownerships as well as industrial and commercial investment though all types such as forestry employment, manufacturing, mining, malls, and other means.
With the extensions of the roads, bridges to the Powell River area would also mean economic benefits for an area isolated, giving this area an opportunity to expand its industry, invite competition of business’s between Powell River and the rest of the Sunshine Coast. With some residences traveling between the Sunshine Coast and Powell River will lower their expenses and lower their traveling time as well as extra unexpected costs with the elimination of ferries.

The economic benefit of Vancouver Island is not as great as for Powell River and the Sunshine Coast however the benefits that it could receive are less travel time should there be sailing waits elsewhere. Commercial vehicles can create new routes for distribution, and possibly lower their traveling times by avoiding sailing waits and by doing so create a better and more efficient distribution system.

Overall, the economic benefits are medium to high, for all areas from Squamish to Powell River, cost recovery for such a project is feasible over 20 years through payments from land taxes, construction of new homes, commercial business’s with the possibility of a toll charged at Squamish using the Coquihalla Toll-Highway as a model.

E1b) Time Savings

The building of these new connections through new roads and bridges would make it a 113-mile drive by vehicle from Horseshoe Bay to Powell River – Lund although only the addition of 54.4 km (33.8 miles) of road and 2 bridges would make the traveling time using provincial speed limits be as followed.

Location Time Start Time Finished Total Minutes

Horseshoe Bay to Squamish 6:50 a.m. 7:20 a.m. 30

Squamish – Langdale 7:20 a.m. 7:50 a.m. 30

Langdale – Bridge 1 7:50 a.m. 9:20 a.m. 90

Bridge 1 – Bridge 2 9:20 a.m. 9:30 a.m. 10

Bridge 2 – Saltery Bay 9:30 a.m. 9:35 a.m. 5

Saltery Bay – Powell River 9:35 a.m. 10:15 a.m. 40
Powell River – Lund 10:15 a.m. 11:05 a.m. 50

Total Travel Time: Horseshoe Bay to Powell River – Lund is 255 minutes (4.25 hours). Presently it takes 340 minutes (5.6 hours) using BC Ferries, with the construction of the new roads and bridges time savings becomes evident at a savings of almost 1.5 hours (90 minutes).
The time savings, and eventual cost saving for those traveling this route with new roads and bridges, makes the route more feasible by no sailing delays, thus time savings in traveling. Travelers would no longer be caught in between ferries such as Langdale and Earls Cove as the ferries get off a schedule.

There would be some decreased expenses such as food, accommodations, fuel as well as stress, missed work, missed travel plans such as airline flights, cruise ship cruises, bus tours, and missed medical appointments. Being able to travel at any time convenient to them would mean possibly more people traveling and are able to travel at their own speed.

Using the new road and bridge connections and starting from Horseshoe Bay to Powell River – Lund on through Westview Terminal to Little River would make the travel time as followed.

Location Time Start Time Finished Total Minutes

Horseshoe Bay to Squamish 8:25 a.m. 8:55 a.m. 30

Squamish – Langdale 8:55 a.m. 9:25 a.m. 30

Langdale – Bridge 1 9:25 a.m. 10:55 a.m. 90

Bridge 1 – Bridge 2 10:55 a.m. 11:05 a.m. 10

Bridge 2 – Saltery Bay 11:05 a.m. 11:10 a.m. 5

Saltery Bay – Powell River 11:10 a.m. 11:50 a.m. 40

Wait Time at Westview 11:50 a.m. 12:10 p.m. 20

Travel Westview – Little River 12:10 p.m. 1:30 p.m. 80

Total Travel Time: Little River to Horseshoe Bay (5.08 Hours) 305 minutes.

Presently it takes 390 minutes (6.5 hours) using BC Ferries, with the construction of the new roads and bridges time savings becomes evident at a savings of almost 1.5 hours (85 minutes). Although there is a time savings from the present alternate route, the benefits are still minimal for Vancouver Island but with the population on Vancouver Island increasing, it may be beneficial to find ways to have some Mid – North Island travelers use this route.
To make this route feasible, and to make travelers wish to use the access to the Little River – Westview Ferry Terminals, Residential Discount Fares may be offered for using this Gateway Route to offset the cost of longer travel time and would reduce the sailing waits of ferries for travelers at Mid or South Island Ferry Terminals. If more travelers were to travel the Little River – Westview route, it would increase the usage of the underused route, increasing the economic benefit for BC Ferries, and giving travelers an alternate route with still only one ferry to use.

E2) Other Economic Factors
Where there are economic benefits, there are always some forms of economic losses as well. In this section we will look at possible benefits and losses as certain aspects change in areas. It is impossible to factor in any benefits without negative reactions, each benefit should counteract any loss or at minimum the benefit should improve the quality of life regardless of the losses involved.

E2a) Ferry Terminals and Vessels

With the removal of the Ferry Terminals Langdale, Earls Cove and Saltery bay, the economic loss is evident in the loss of employment by those that work at all the facilities, replacement jobs by transfers to other locations would not be likely for all, but for some. Job losses would be definite, and the economy of the areas surrounding these terminals would be impacted. It is not hard to understand that such a loss would impact these communities, but to also understand that a road through to Squamish would increase traffic flow by way of tourism, or those using the Gateway to Vancouver Island would make some economic sense.
The lands that these terminals occupy are owned by the Province of British Columbia, and presently the Province earns an income from a 60-year lease with BC Ferries. If the terminals were to be dismantled, their value being waterfront could make them recoverable by way of sales or leases to possible waterfront resorts or industrial companies. It may even be possible that a ferry system may still operate from these facilities using the same idea as the Inland Ferry System whereas road access is available but ferry service is also available.

BC Ferries would save money by not having these three terminals to upkeep, maintain, or pay leases on. With the removal of these terminals, only one vessel would not be required, so the savings of maintenance and crew, fuel, replacement of this vessel would be automatic. The second vessel may not be needed as well, and it may still be needed if rider-ship was to increase at the Little River – Westview Terminals, if rider-ship remained low or did not increase then this second vessel is no longer required as well thus savings are gained.

E2b) Communities

Communities along the Sunshine Coast and the residences that reside there seem to have split opinions of their isolation, and if it would be an improvement should the isolation be gone. With ferries, the isolation offers some security to these areas, as well as possibly keeping the property values lower than other areas close by. By opening up the area, this isolation is gone and the fear of rising property values, crime, as well as the loss of the isolation feeling is something to consider strongly and to try to design community projects that might try to protect these values.
The opening of the roads will increase traffic and will most likely increase economic improvements, investments, and open up new areas for development. The gain and the loss in this idea of communities are disputable depending on which viewpoint one takes as some moved or remained in these isolated communities because of the isolation itself.

Considering all these aspects, in asking those who live in these areas, the traveling to the Lower Mainland through BC Ferries rarely gets a good response, many do not wish to have to deal with BC Ferries due to waiting times, ferry costs, and at times union strikes which can bring the whole Sunshine Coast to a standstill with major economic losses and hardship.

E2c) Recovery of Expenses, Protecting the Isolation

In many ways, the construction of a roadway, bridges and giving a gateway access to Vancouver Island would open up this whole area economically, and the expense to build such a project has options. These options give a means to recover the expenses, and protecting the isolation of this area some residences want.

The option of tolling this roadway at Squamish itself would in some light, create some isolation and security to this area, and with tolling this new highway only at Squamish would make some, or all, of the construction costs recoverable. Using previous Toll Highway Fees as a reference, fees of $10 to $30 as a rate, could mean in a period of 15 years, all construction costs would be recovered, and then the fees could be stopped. Other options are all fees after 15 years would be for the maintenance, upgrading, and improvements to the highway system or to expand it to possible extensions of bridges and highways to Vancouver Island.

F) The Construction Route

The construction of new roads and bridges along this proposed route is a preferred route for many reasons, access being the main reason, feasibility and financially responsible as well. Economic benefits for all communities along this route are also valid reasons, although other routes have been investigated and are feasible but are subject to high altitudes, financially expensive to have constructed. Although the other route through the Coastal Mountains is approximately the same and length in km/miles, it would be slower travel time due to elevation as well as being harder on the vehicles.
Port Melon Connection

F1) The Road from Squamish to Port Melon (See Map 1, Section H)
The beginning of the road that is being suggested starts at or near Dentville (Geographic Location in decimal and degree, minute, second formats Latitude: 49.717950 Longitude: -123.161127 Latitude: 49 43 5 Longitude: 123 9 40 Latitude Longitude 49.717950 -123.161127 49.7180 -123.1611 49.72 -123.16 49 43 5 123 9 40)to Squamish (Geographic Location in decimal and degree, minute, second formats Latitude: 49.751190 Longitude: -123.138573 Latitude: 49 45 4 Longitude: 123 8 19 Latitude Longitude 49.751190 -123.138573 49.7512 -123.1386 49.75 -123.14 49 45 4 123 8 19)

At this location a crossing is required to be constructed, this crossing will be approximately 836 feet at the narrowest possible location. After this crossing the road will be required to be constructed down the north west side of Howe Sound.

This route passes over some rivers but maintains an elevation of never more than 1000 feet to Port Melon (Geographic Location in decimal and degree, minute, second formats Latitude: 49.525471 Longitude: -123.482102 Latitude: 49 31 32 Longitude: 123 28 56 Latitude Longitude 49.525471 -123.482102 49.5255 – 123.4821 49.53 -123.48 49 31 32 123 28 56)where it would connect to an existing roadway system then to Highway 101. One would follow Highway 101 right through to Earls Cove.

F2 The Road from Earls Cove to First Bridge (See Map 2 Section H)

After traveling along Highway 101 and reaching near Earls Cove, a new section of Highway 101 would branch off at Geographic Location in decimal and degree, minute, second formats Latitude: 49.751716 Longitude: -124.005388 Latitude: 49 45 6 Longitude: 124 0 19 Latitude Longitude 49.751716 -124.005388 49.7517 -124.0054 49.75 -124.01 49 45 6 124 0 19, where it would travel west to northwest to Location 1 (Geographic Location in decimal and degree, minute, second formats Latitude: 49.739850 Longitude: -124.034230 Latitude: 49 44 23 Longitude: 124 2 3 Latitude Longitude 49.739850 -124.034230 49.7398 -124.0342 49.74 -124.03 49 44 23 124 2 3)which would require 1.36 miles of road construction

or
Location 2 ( Geographic Location in decimal and degree, minute, second formats Latitude: 49.718834 Longitude: -124.043821 Latitude: 49 43 8 Longitude: 124 2 38 Latitude Longitude 49.718834 -124.043821 49.7188 -124.0438 49.72 -124.04 49 43 8 124 2 38)which would require 3.19 miles of road to be constructed.

F3 The First Bridge from The Sunshine Coast to Nelson Island (See Map 2, Map 3 Section H)

From Location 1 the First Bridge would be required to be constructed, this bridge would have an approximate length of 3,938 feet and would reach elevations of approximately 200 to 300 feet and connect to Nelson Island at Geographic Location in decimal and degree, minute, second formats Latitude: 49.746304 Longitude: -124.048645 Latitude: 49 44 47 Longitude: 124 2 55 Latitude Longitude 49.746304 -124.048645 49.7463 -124.0486 49.75 -124.05 49 44 47 124 2 55.
From Location 2 the First Bridge would be required to be constructed, this bridge would have an approximate length of 2110 feet and would reach elevations of approximately 200 to 300 feet and connect to Nelson Island at Geographic Location in decimal and degree, minute, second formats Latitude: 49.722427 Longitude: -124.051393 Latitude: 49 43 21 Longitude: 124 3 5 Latitude Longitude 49.722427 -124.051393 49.7224 -124.0514 49.72 -124.05 49 43 21 124 3 5.

F4 The Road across Nelson Island to Second Bridge (See Map 2, Map 3 Section H)
From Location 1 where First Bridge connected crossing Agamemnon Channel to Nelson Island a road would be required to be constructed and would be approximately be 4.54 miles in length and would travel north and would reach elevations of 200 to 1000 feet and end at Geographic Location in decimal and degree, minute, second formats Latitude: 49.759976 Longitude: -124.136796 Latitude: 49 45 36 Longitude: 124 8 12 Latitude Longitude 49.759976 -124.136796 49.7600 -124.1368 49.76 -124.14 49 45 36 124 8 12 where Second Bridge would be.

From Location 2 where First Bridge connected crossing Agamemnon Channel to Nelson Island a road would be required to be constructed and would be approximately 6.28 miles in length and would travel north and would reach elevations of 200 to 1000 feet and ends at Geographic Location in decimal and degree, minute, second formats Latitude: 49.759976 Longitude: -124.136796 Latitude: 49 45 36 Longitude: 124 8 12 Latitude Longitude 49.759976 -124.136796 49.7600 -124.1368 49.76 -124.14 49 45 36 124 8 12 where Second Bridge would be.

F5 The Second Bridge from Nelson Island to Saltery Bay (See Map 3, Section H)

From either Location 1 or Location 2, Second Bridge would be required to be constructed and crosses at the same Geographic Location in decimal and degree, minute, second formats Latitude: 49.759976 Longitude: -124.136796 Latitude: 49 45 36 Longitude: 124 8 12 Latitude Longitude 49.759976 -124.136796 49.7600 -124.1368 49.76 -124.14 49 45 36 124 8 12. This Bridge would have an elevation of 200 to 500 feet, and a distance of 1.37 miles in length and connect with the mainland at Geographic Location in decimal and degree, minute, second formats Latitude: 49.780638 Longitude: -124.146406 Latitude: 49 46 50 Longitude: 124 8 47 Latitude Longitude 49.780638 -124.146406 49.7806 -124.1464 49.78 -124.15 49 46 50 124 8 47.

F6 The Road from Saltery Bay to Highway 101 (See Map 3, Section H)
From Second Bridge, a new section of highway would be required to be constructed for 1.77 miles where it would connect to the existing Highway 101 at Geographic Location in decimal and degree, minute, second formats Latitude: 49.783578 Longitude: -124.173889 Latitude: 49 47 1 Longitude: 124 10 26 Latitude Longitude 49.783578 -124.173889 49.7836 -124.1739 49.78 -124.17 49 47 1 124 10 26 and continues to Powell River, Lund or to the ferry terminal Westview for Vancouver Island.

G Road Cost, Bridge Cost, Funding Sources and Maintenance

Building this road would assist Vancouver Island by ways of infrastructure. Having this infrastructure already in place gives the abiltiy for a bridge to be built anywhere from HalfMoon Bay to Earls Cove across to Texada Island. Although it appears to be more economical to build two adjoining bridges to Vancouver Island landing near Parksville, the construction of two separate bridges becomes 280% more expenisive than building one. Also with the expanding population of Vancouver Island growing from Mid Island (Naniamo) to Central Island (Courtenay) and Central Island having the largest predicted population growth, a bridge from LimeKiln Bay on Texada Island across to Little River is the most desired location. The predicted length of this bridge is little more than 230 feet longer than the Confederation Bridge at this location. Water depths are consistant as well as the arc of the bridge can be high enough to allow large ocean going vessals to pass underneath. Although the estimated cost of 3.2 Billion Canadian sounds large, when compared to the cost of the Confederation bridge of 1 Billion Canadian, built for a population of 280,000 people,or $3,571.43 per person, the Vancouver Island Bridge would be built for a population of 1,112,000 or $2877.70 per person. Its always about the math.

About OldFart

I was born in Powell River, British Columbia and have been a part of it since 1965.
This entry was posted in Gateway Report. Bookmark the permalink.