Deltaport Third Berth Project Community Liaison Committee ... · 11/26/2009 · Regrets: Carl Nygren, Mike Owen, Andrea Jacobs, Clint Morgan Staff: Naomi Horsford (PMV), Mike Schneider

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Deltaport Third Berth Project Community Liaison Committee (DCLC) Meeting Notes

Date November 26, 2009

Times 6:00 – 9:00pm

Location Coast Tsawwassen Inn

Meeting facilitated by: Charles Holmes, notes by Tom-Pierre Frappé-Sénéclauze

Members present: Leslie Abramson, Allan Baydala, Steve Bayley, Farida Bishay, Robert Butler, Simon Daniels, Roger Emsley, Linda McKay, Vic Rivers, Bernita Iversen, Bob Semple, Doug Laloge, Lloyd Sim, Teresa Cooper

Regrets: Carl Nygren, Mike Owen, Andrea Jacobs, Clint Morgan

Staff: Naomi Horsford (PMV), Mike Schneider (Webmaster)

Guests: Darrell Desjardin (PMV), Carolina Eliasson (PMV), Micheal Gerahty (Hemmera Consultants), Curtis Cloutier (PMV), Micheal Baker (TSI, Operation Manager), Tony Gutenberg (TSI,Traffic Control Secretary)

Desired Meeting Results: By the end of this meeting we will have:

1. Have heard a presentation on the Adaptive Management Strategy. 2. Have heard from TSI a presentation on the Traffic Management Plan. 3. Have reviewed responses to the letters we sent re: Truck Traffic, and

agreed upon any further action. 4. Have been updated on the state of lighting at Deltaport. 5. Have agreed on meeting dates for 2010.

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Action Summary

Action Responsible Due Date PMV to coordinate Smart Corridor team presentation.

Naomi Horsford January 10

Report back on the strobe on cranes 8,9 and 10

Simon Before or at next meeting

Advise DCLC if proposal to increase required ground lighting on ports is still tabled in Ottawa.

Simon

Send year-end report to other DCLC members for feedback

Leslie ??

Send feedback back to Leslie DCLC member 48 hrs later??

Call the offices of John Cummins and Sukh Dhaliwal to see if they would be available to meet and discuss shore power in late March or early April (meeting scheduled March 30th) as a first option, and to find out if there are other options.

Leslie Before next meeting

Circulate info on Canada ratifying international conventions related to marine pollution and maritime safety

Darrell Desjardin See press release here.

Environmental Impact Project Compliance report circulated to DCLC members

Darrell Desjardin Mid-December

Revise year-end DCLC survey and send link to DCLC members.

Tom/Charles Dec 4

Fill end of year survey DCLC members Before holidays

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Welcome

There are 14 DCLC members present (out of 18) at the start of the meeting and quorum is confirmed.

Review Actions from Last Meeting Action Summary

Action Responsible Status

TSI to circulate the Truck Traffic Management Plan to DCLC via Naomi as soon as it is available.

Naomi Done

Roger to provide letter(s) to PMV, TSI, Corporation of Delta, Delta Police and MOT.

Roger Emsley Done

Tom-Pierre to revise and send letters on behalf of DCLC.

Tom-Pierre Done

TSI to submit an update on lighting system at next meeting.

Simon Daniels Today

Call the offices of John Cummins and Sukh Dhaliwal to see if they would be available to meet and discuss shore power in January as a first option, and to find out if there are other options.

Leslie Done (January not possible)

Naomi to get in touch with communication subcommittee and bring back ideas for public events and meeting dates for next year.

Naomi Done

PRESENTATIONS 2008 Adaptive Management Strategy - Micheal Gerahty (Hemmera Consulting) See presentation in Appendix I Questions:

Q: Dr Bob Elner, scientist from Environment Canada, was projecting this project would lead to severe eutrophication; how come there is such a discrepancy between his prediction and what is observed?

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A: This prediction was based on what happened in other similar locations around the world. Not based on local data. We are not observing signs of eutrophication in the inter-causeway area. There is not a large nutrient loading, which might be in part due to the fact that the water mixing due to the tides is quite strong, which prevents nutrient accumulation.

Q: Monitoring will continue for 5 years. What happens after that? A: An additional 5 year will give us 8 years of data. The Adaptive Management Strategy is meant to monitor potential impacts of third berth If the third berth has caused no changes during that time, then it is unlikely to do so.

Q: There was a large algae bloom in 2002 – did we ever find out what it was? A: That bloom was observed at various locations on the West coast. DFO hypothesised that it was an invasive species that visited our coast, but did not succeed in establishing itself. There were pictures taken of the bloom, but no samples were taken so we cannot identify the species for sure. We continue to monitor for algae bloom; the Chlorophyll A measurements would signal if there was one. We have not observed any since the beginning of the program.

Traffic Management Plan (TMP), TSI - Michael Baker, Operation manager See presentation in Appendix II, and full TMP in Appendix III Key Points

TMP is a fluid document that will be updated regularly and re-circulated to stakeholders.

At least one meeting per year will be organized to discuss the TMP with stakeholders, more if required.

Westguard vehicles were added following recommendation from the DCLC. Causeway road widening has been discussed, but there are no immediate

plans to do this. Deltaport Berth 3 has been redesigned to add staging area; space for 32

extra trucks added. This is in direct response to DCLC Traffic Subcommittee suggestions.

No increase in traffic is expected when Berth 3 opens in January 2010. Traffic is limited by number of customers, which is not expected to increase much (especially given current state of the economy). Berth 3 will create more capacity, but reservation system will allow TSI to manage traffic.

There is still capacity during night-time shifts if demand for shipments was to increase.

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Comments on Document: Top of p5: there is no overpass on 57b street; it is on 53rd street. P7 point 4: “Signage indicating speed of 60 KPH max, posting along the

Deltaport Way Road(…)”.; various committee members believe the posted limit is 80 km/hr – this should be verified.

Questions:

Q: Trucks are parked too close to intersection on 57B; this blocks the view

of oncoming traffic and is dangerous. Is anything being done about that? A: MOT was going to put some delineator. TSI has no jurisdiction there but is talking to MOT.

Q: Will the Olympics impact traffic at Deltaport? A: No impact for Deltaport is expected; it’s out of the way.

Q:Are there plans to limit or eliminate empty chassis? A: Various. TSI is currently running pilot projects with MOT and Transport Canada to match importer and exporter so they can coordinate container drop-offs and pick-ups on a same truck. Ratio right now is about 1.4 (optimal would be 2). We’re working on improving that.

Q: In the TMP’s Scenario 1 & 2: what does “Filter empty chassis” mean? A: if we have a back-up because of scaling issues, security guard are advised to bring empty chassis out of the queue and move them straight to the terminal, since these do not need to be scaled. This will help reduce queue length.

Q: Suggestion: if trucks are weighed at the highway anyway, can’t they use that info and skip scaling at the port? A: In theory yes. This sort of smart systems is being investigated. The only issue right now is with labour and security: we need to ensure containers are not overweight to ensure security of the staff.

Q: Is anything being done to ensure trucks don’t park on side streets to kill time when they arrive too early for their reservation? Trucks have been seen to park on 27th Street, then go under the overpass, and onto the causeway to get their reservation. A: by Curtis Cloutier (PMV): We are engaging with TSI and other stakeholder to address this issue, and more generally the question of truck traffic in Delta. TSI and PMV are working together to form a Delta Truck Working group. So far, TSI and PMV have held two meetings, and we will be engaging other stakeholders shortly (Corporation of Delta, the BC Trucking Association, the Delta Police). We are hoping to get MoT and CVSE at the table as well. Containers staging on local streets is not a problem only at Deltaport, but at all port container facilities. We need a

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general strategy for where trucks go when they have time to kill, which needs to be coordinated with MoT.

Q: When does the TMP stop being a draft? A: We’re still correcting typos, but we could take “draft” out. The important thing is to see this as a working document, something that will keep evolving. In that sense, it never stops being a draft.

Review of responses to Traffic Sub Committee - Roger Emsley General Comments:

We are making some good progress – this is good. Delta Council passed a motion on September 25 to endorse the

recommendations of the DCLC Traffic Sub-Committee We have not heard back from MOT yet. PMV and TSI have responded (see debrief below). DCLC members are suggesting that a date for follow up be attached to

each recommendation PMV/TSI are to act on.

Specific Comments (C) or Questions (Q) regarding “PMV and TSI Response to DCLC re Truck Traffic Recommendations” (document attached in Appendix IV) Recommendation 4 (“shorten the reservation time window”)

C: Response does not address the recommendation. A: We have a meeting with terminal operators on Friday – right now we will not reduce the window (currently 2 hr). Traffic community say it cannot deal with shorter window at this time given the recession. If reservation window is too short trucking companies do not have enough response time to use a reservation that was dropped by another company. This would leave to empty slots, and reduce the efficiency of loading.

Recommendations 8, 9 (Review East Causeway Habitat Compensation Project) C: We’ll agree to disagree

Recommendation 10 (Improve monitoring of truck parking)

Q: How good is the view from the camera on gantry crane 10? A: It does not see all the way across, because some structures on the way, but it still has a very good view of Deltaport causeway. Also has a powerful zoom. This will allow us to see when trucks stop for no apparent reason, which given that trucking etiquette is NOT to pass another truck, sometime willcause line ups. This camera will help us get the stopped truck moving before the line gets long.

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Recommendation 11 (Penalize repeated violators through Truck Licensing System )

Curtis Cloutier, PMV: CVSE (MoT) has agreed to share data with PMV regularly. PMV has been working on this since 2005. PMV can now access profile data for trucking companies. Through the TLS, PMV can now use this effort to keep unsafe trucks out of the port.

PMV would like to thank DCLC for their support in this effort.

Recommandations 12, 15,16,17, 19, 20 (for Delta/DPD/MOT) DCLC is still waiting to hear answers from Delta/DPD/MOT on these

recommendations. Bernita Iversen (Corp. of Delta): Corporation of Delta and Delta Police

wrote to MoT. Curtis Cloutier (PMV): Has been mandated by PMV to engage BC MoT,

Corporation of Delta, Delta Police on these issues. Dialogue is ongoing.

Recommendation 14 (trucks using side streets for parking)

Q: Trucks keep using 27th Street for temporary parking, then run under the overpass, and onto the causeway.

A: We do not have a strategy for that yet but are working on it. Next steps

PMV proposes to give update on traffic at each DCLC meeting. DCLC members would like to know more about Smart Corridor project,

and give their input. PMV: Data gathering in the field begins in December. This project is still in

early stages of development. Could report on first findings in April, or come to DCLC for early input in January. PMV is NOT the only organization involved, and cannot speak to the availability of others, but will approach the group and try to organize a presentation for January or April.

Action:

PMV to investigate who from Smart Corridor team could come to next DCLC meeting to discuss the project and get early feedback from DCLC.

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Lighting Update - Simon Daniels, TSI Terminal lighting is up and operational. Designed for an average of 50 lux. To reduce glare, fixture in North and East direction were tilted down from 62.5 to 55 degree on DP3. Average ground lighting is above 50 lux, which is good. Some dark spots remain. Ultimate test will come when we start loading containers in mid-January. TSI will then do another survey between the stack to ensure there is proper lighting. TSI had committed to also tilt down lights at DP1 and DP2. This is not possible at this time given the weather; it will have to wait for the spring or the summer. Recently there was a pitch in Ottawa to change maritime code to increase minimum ground lighting from 30 to 100 lux. TSI wrote a memo to signify it was not necessary. Comments/Questions:

Q: Should DCLC write a letter to the appropriate agency to support TSI’s position opposing the increase? A: At this point Simon believes the proposal is off the table but will adviseDCLC if this changes.

Q: Looking from a distance, we cannot observe any difference between the glare coming from DP1, DP2, and DP3. Tilting the lights does not seem to have improved the situation. The difference with the BC Ferry causeway, on the other hand, is striking. Much less glare coming from the BC Ferry causeway. A: Ferry causeway is based on a 10 lux parking lot requirement; there is much less light needed on the ground, which is why there is less glare. As for the difference between DP3 and DP1-2, we would need a photograph to comment on it.

Q: Crane 8,9,10 have very bright strobe lights. Much brighter than the other gantry cranes; some of the older cranes do not appear to have any. Why the difference, and is there something that can be done about this? A: Operational settings have been changed; red at night, strobe at day. It is true that the strobes are very bright. Maybe something that can be addressed during the commissioning process for the new gantries.

Actions:

Simon will keep DCLC posted on the gantry crane lighting, and will report back before or during the next meeting.

Simon will advise DCLC if proposal to increase required lighting from 30 to 100 lux is still tabled at Ottawa.

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Reports Communication Committee

Half page year-end report is being worked on by Michael, Teresa, Linda and Leslie. They will send it to committee for feedback.

John Cummins and Sukh Dahliwal are out of the country all of January. Leslie will ask whether they can come in April.

Port Metro Vancouver See Appendix V : Port Update to DCLC

Q: What is the status of the Air Quallity Monitoring Station? A:It has been paid for, and should be assembled in December. On the topic of Shore Power: Darrell informed the Committee that Canada

had just ratified international conventions related to marine pollution and maritime safety, which include points on shore power. The Press Release can be found at: http://www.tc.gc.ca/mediaroom/releases/nat/2009/09-gc025e.htm

Actions: Leslie: send year-end report to other DCLC members for feedback. DCLC member to return comments to Leslie within 48 hrs? Leslie to call the offices of John Cummins and Sukh Dahliwal to see if they

would be available to meet and discuss shore power in late March or early April (meeting scheduled March 30th) as a first option, and to find out if there are other options.

Darrell to send info on Canada ratifying international conventions related to marine pollution and maritime safety.

Darrell to circulate Environmental Impact Project Compliance report when it is ready.

Business

Meeting dates for 2010: - January 21 - March 30th - May 27 - June 24 - Sept 23 - Nov 25

An online short survey on participation in DCLC will be distributed before the holidays. Results will be brought back and discussed in January meeting.

Actions: Tom/Charles to revise survey and send link to DCLC members.

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Next Meeting –January 21, 2009

Items for next meeting: Return on Environmental Impact Project Compliance report (Darrell

Desjardin) Presentation and discussion on smart corridor project To be confirmed by

PMV PMV Update on noise (Darrell Desjardin) PMV update on truck traffic Discussion of DCLC survey results

APPENDICES

Appendix I: 2008 Adaptive Management Strategy Presentation Appendix II: Traffic Management Plan Presentation Appendix III: Traffic Management Plan (Draft) Appendix IV: PMV and TSI response to DCLC’s Truck Traffic

Recommendations Appendix V: PMV Update to DCLC

Deltaport Third BerthDeltaport Third Berth

Adaptive Management Strategy

• Appendix I: 2008 Adaptive Management Strategy Presentation

AMS Objective

� To provide practical advance warning of the potential for the construction of DP3 to impact the potential for the construction of DP3 to impact the inter-causeway area habitat through eutrophication

and/or erosion.


AMS Contributors

AMS developed collaboratively with input from:

� Vancouver Fraser Port Authority

� Environment Canada (including CWS)

� Fisheries and Oceans Canada� Fisheries and Oceans Canada

� Natural Resources Canada

� Canadian Environmental Assessment Agency� Canadian Environmental Assessment Agency

� Geological Survey of Canada

� Hemmera

� Precision Identification Biological Consultants (eelgrass specialists)

� Northwest Hydraulic Consultants (geomorphology)


AMS Project Team

Mike Geraghty

(Hemmera)(Hemmera)

Project Manager

Christine Lussier

(Hemmera)James Rourke

(Hemmera)

Derek Ray

(NHC) Cynthia Durance

(Precision)(Hemmera)

Water, Sediment

& Benthos

(Hemmera)

Birds

Coastal

Geomorpholgy

(Precision)

Eelgrass


Key Components of the AMS

CoastalCoastal

Geomorph

ology

EelgrassBenthos

AMS

Birds

Surface

Water & BirdsWater &

Sediment


AMS Schedule

Water & SedimentQuarterly

EelgrassQuarterly

Continuous via Sonde (DO, pH, temp) initially then quarterly in 2009

Q3

BenthosBenthos

Q1 only

Geomorphology

BirdsBiweekly to May 2008

Every 4 weeks

Q1 and Q3 for Crest Protection

Quarterly for erosion and deposition

Q1 and Q3 for sediment grain size Every 4 weeks beginning June 2008

Windshield surveys for great blue heron &

Q1 and Q3 for sediment grain size

Continuous turbidity via sonde

Q3 (July) for aerial photography great blue heron & brant added in June 2008.

Q3 (July) for aerial photography


AMS Review Process

Final Report

Submission

Data

CollectionSubmission Collection

Lab

AnalysisResponse to

Comments Analysis

Data QA

Comments

Data QA

ReviewSAC Review

Data Compilation

Data Evaluation

Report

Preparation

Draft Report

Submitted to

VFPA/SACVFPA/SAC


Geomorphology Monitoring Locations


Geomorphology – Key Take Aways

� Low magnitude of erosion/deposition (< 10cm), as predicted.predicted.

� Suspended sediment concentration (turbidity) is very low and within predicted range.

� Drainage channels that formed adjacent to the Perimeter � Drainage channels that formed adjacent to the Perimeter Dike have stabilized and are no longer active.

� Tidal flats near DP3 appear insensitive to typical storm events.events.

� Little change to the Crest Protection Structure.


Water, Sediment and Benthos

Monitoring LocationsMonitoring Locations


Water Quality – Key Take Aways

� No metals exceeded the federal CCME water quality criteria.criteria.

� A few metals exceeded the provincial guidelines, but were within known ranges for seawater or were linked to suspended sediment.suspended sediment.

� Highest metals concentrations typically noted from upland ditch at DP01.upland ditch at DP01.


Water Quality – Nutrient Trends


Water Quality – Key Take Aways

� Nitrate levels met the federal CCME criteria.

� Nutrient concentrations were typically higher in inter-causeway area than at reference stations.

� Highest nutrient concentrations typically associated with � Highest nutrient concentrations typically associated with the upland ditch at DP01.

� Some parameters showed seasonal variation (e.g. a � Some parameters showed seasonal variation (e.g. a decrease in dissolved oxygen in late summer/early fall), but there were no trends suggesting eutrophication.


Critical Take Aways – SedimentSediment Quality – Key Take Aways

� No parameters exceeded BC MOE sediment criteria for sensitive marine sites.sensitive marine sites.

� Metal concentrations in the intertidal zone were consistently lower in the inter-causeway area than at the reference station.reference station.

� Nutrient concentrations varied seasonally, but there were no trends suggesting eutrophication.no trends suggesting eutrophication.


Critical Take Aways – SedimentBenthos – Key Take Aways

� The benthic invertebrate populations in both the inter-causeway area and the reference area appeared diverse, causeway area and the reference area appeared diverse,

healthy, and well established.

� There were no observed trends suggesting� There were no observed trends suggestingsediment disturbances and/or eutrophication.

� The 2009 Annual report with year 3 data will build on the data from years 1 and 2 discussed in the 2008 Annual data from years 1 and 2 discussed in the 2008 Annual Report to evaluate further the year to year changes in the benthic community structure.

� Two extra sampling stationsadded in 2008 (DP08) and2009 (DP09).2009 (DP09).


Eelgrass Monitoring Locations

Eelgrass

No Changes.

2007 Eelgrass Mapping


Eelgrass

No Changes.2003 Eelgrass Mapping2003 Eelgrass Mapping


Eelgrass

No Changes.2007 Eelgrass Mapping


Eelgrass

No Changes.2008 Eelgrass Mapping2008 Eelgrass Mapping2008 Eelgrass Mapping


Critical Take Aways – EelgrassEelgrass – KeyTake Aways

� Eelgrass community is healthy.

� Epiphytes within normal range and no Beggiatoa.� Epiphytes within normal range and no Beggiatoa.

� No impacts from DP3 construction on measured growth parameters.parameters.

� Eelgrass productivity generally increased in 2008 from 2007.

� Eelgrass is recovering in the area of the drainage channels.

� Net increase in eelgrass� Net increase in eelgrasshabitat since 2003.


Bird Monitoring Transects (2007)


Reduced Bird Monitoring Transects (2008)


Critical Take Aways – BirdsBird Surveys – Key Take Aways

� Results in 2008 and 2009 similar to 2007.

� As predicted, impacts limited to loss of habitat from � As predicted, impacts limited to loss of habitat from project footprint. Birds used alternate available habitat in the inter-causeway area.

� There were no other observed impacts to herons, brant geese, shorebirds (sandpipers and dunlin), coastal waterbirds or other birds.


Program ChangesSummary of Adaptations

Surface Water, Sediment, and Benthos

� Hydrocarbons (PAHs) dropped in 2007. � Hydrocarbons (PAHs) dropped in 2007.

� Added DP08 (2008) and DP09 (2009) for benthos.

� Additional 2008 benthos sampling completed.

Coastal Geomorphology

� Added 8 DoD rods to monitor the area of the new drainage � Added 8 DoD rods to monitor the area of the new drainage channels.

� Reduced Crest Protection monitoring to twice per year.


Program ChangesSummary of Adaptations

. Eelgrass

� Additional station added between Sites 1 and 2 for � Additional station added between Sites 1 and 2 for 2009.

BirdsBirds

� Surveys reduced from every 2 weeks to every 4 weeks from June 2008, except during spring sandpiper migration.migration.

� Distance categories changed to make data more comparable to 2004 CWS Surveys.

� Winter surveys December to February reduced to only � Winter surveys December to February reduced to only high tide.

� Ferry causeway transect dropped and TFN transect reduced from 5 stations to 3.

� Windshield surveys during key periods for Brant geese (Nov to May) and herons (May to Oct.).


AMS Summary to Date

� There were no geomorphological changes of concern.

� Drainage channels outside perimeter dike have � Drainage channels outside perimeter dike have stabilized.

� Turbidity is low.� Turbidity is low.

� The sediment, water, benthos, bird & eelgrass data showed no evidence of adverse impacts from DP3 construction and no evidenceconstruction and no evidenceof a trend towards eutrophication.

� Will continue to monitor� Will continue to monitorfor trends and look into whatother ports are doing aroundeutrophication.eutrophication.

• Deltaport Container Terminal

Traffic Management Plan

November 26/2009

• Appendix II: Traffic Management Plan Presentation

June 18/2009

• Goal is to keep staging to Deltaport Causeway.

• Delta Chamber and PMV will be put on TSI’s notification list. All to be

advised of operations issues such as “computer glitches” or other

issues that could impact traffic. - June/09

• We did what we said we would do. – Nov/09


Status of Traffic To Date

Goal is to keep trucks on south side of overpass

June /09 to Nov/09

Trucks Stopped at 41b

1. July 22/09 scaling

2. August 20/09 medical emergency

3. August 27/09 scaling

4. Sept 17/09 system

5. Sept 18/09 system


Purpose of Presentation

Traffic Management Plan (TMP)

• Walk through the TMP

• To identify current operational practices

• To provided clarity on these practices

Berth 3 Expansion

• New Gate Area

• Traffic Pattern Changes


General Section 1.0 Preamble/scope TMP pg 2

The Traffic Management Plan has 5 mandates

1. Safety of all persons utilizing the roadways

2. Security of TSI Deltaport

3. Adherence to Municipal standards and bylaws required by

the Corporation of Delta

4. Contractual obligations between TSI and PMV

5. To have the most efficient method of truck-related

movements in and out of Deltaport


General Section 1.0 Preamble/scope TMP pg 2

• To ensure the 5 mandates are adhered to, TSI:

• Utilizes a reservation system that controls the movement of

trucks to and from our facility

• Employs an outside resource of security guards for traffic

control (West-guard)

• Utilizes a state-of-the-art computer software system (NAVIS)

• Provides fully trained workers and supervisors to perform all

terminal work

Definitions – pg 3


Planning Section 2.1 TMP pg 4

Legal and other Requirements

• The TMP is written taking into account all the applicable:

• Laws

• Acts

• Regulations

• Statutes

• Guidelines

• The TMP is also written with the understanding that if any party does

not comply with TSI/PMV policies they are subject to refusal of service

and/or future service.


Roadway Particulars Section 2.2 TMP pg 5

TMP is predicated on the concept that commercial

trucks move to Deltaport from one single point of

entrance:

• Highway 17

• Moving westbound towards Deltaport


Roadway Particulars Section 2.2 cont. TMP Pg 5-6

The TMP identifies and describes the road and

intersections as the trucks proceed to Deltaport.

• Deltaport Way (Off ramp to overpass) 4.2 km

• Overpass (two lanes, one in each direction)

• Deltaport Causeway (overpass to In gates) 4 km

• Westshore intersection

• Deltaport Stacking lanes (single 80 trucks, double 52 trucks)

• Deltaport Ticket Gate*

• Deltaport In-gate (25 trucks)


Types of Traffic Control Section 2.1.1 TMP pg 7

1. Maximized resources at In gate:

• 5 pregate checkers processing 6 lanes

2. Speed Gates:

• These are truck movements outside of reservation system

• Which reduces required queuing

3. Configurations of Roadway markings

• Painting clarifying the direction of traffic

4. Signage indicating speed

5. Traffic control lights

6. West-guard security vehicles

7. Navis Operating system

8. The (web access) Reservation System

9. Late Gates – all gates can be started early and extended late*

10. Off Hour Gates – these are additional gates on nights and weekends


Types of Traffic Control Section 2.1.1 cont. TMP pg 7

Westguard vehicles are positioned to control the flow of

commercial truck traffic at the following locations:

• Deltaport 1 – Located just before our In gate

• Deltaport 2 – Located at the south end of the single stacking

lane on the Causeway.

• Deltaport 3 – A roving vehicle policing traffic, all areas

• Deltaport 5 – “Anomaly” A guard that is positioned at 41b

intersection if/when necessary.

It should be noted that all Westguard personnel are

equipped with radios and are in constant communications

with one another.


Roadway Particulars Section 2.2.2 cont. TMP Pg 6

Commercial Traffic Capacity and Flow Times

• Please - Turn to last page of TMP


Likelihood of Traffic Delays Section 2.3.2 TMP pg 8-9

The likelihood of traffic delays and subsequent line-ups along the Deltaport Way road are the result of a number of possible situations:

• Navis Failures

• Power Outage

• Outside Reservation System

• Weather

• Accidents

• Elevated Security Levels

• Labor Availability*

• Scaled Containers


Risk Assessment Section 2.2 TMP pg 7

• The Assessment of risk outlined in the TMP will aid to ensure that a

balance exists between the theoretical process identified in TSI’s

Operational Policies and Procedures, with the practical applications of

ensuring that unforeseen circumstances and TMP failures have been

accounted for. The Risk Assessment will examine trends in traffic and

identify those “best practices” to control and respond to unforeseen

events.


Additional Risks and Special Conditions Section 2.3.3 TMP pg 10

This section identifies additional risks of traveling to

TSI as it relates to the TMP.

• Truck traffic forced to stop along Delaport Way

• Truckers stopping along Deltaport way exiting their vehicles

• Vehicle traffic moving at speeds in excess those posted

• Vehicle congestion can result in rear end collisions

• Human nature “frustration” caused by delays

Special Conditions

• Construction

• Location work of film industry


Traffic Management Strategy Section 2.3.4 TMP pg 11

The TMP strategy created by TSI is one that looks to anticipate delays and respond to circumstances with the necessary resources to ensure that they are minimized

In support of this strategy, TSI also:

• Employs guards that are all trained in a recognized, provincially approved traffic course

• Employs a dedicated IT Department to constantly monitor, upgrade and enhance our systems

• Works with stakeholders including Police, PMV, Corporation of Delta and the trucking community to communicate any delays.

TSI will ensure that a copy of the TMP is made available to stakeholders as required. This is a fluid document that will be reviewed and updated regularly.


Implementation Section 3.0 TMP pg 12

Roles and Responsibilities

Traffic Control Manager is responsible for directly or by delegation the

following:

• Ensure reservation system is operational

• Setting the limits of the reservation system

• Communicate to the stakeholders regarding potential failures of the

TMP, and strive to eliminate these failures*

• Liaise with all stakeholders regarding concerns or issues with the TMP



Traffic Control Supervisor

• Possess a valid certificate in traffic management

• Understand the TMP

• Ensure that the traffic control officers are trained and hold a valid

traffic management certificate

• Carry out all duties specified in the TMP*

• Work with Emergency responders



Traffic Control Officers• Have a valid Traffic Management Certificate

• Wear a PPE (Hi-Viz jacket)

• Checking truck for valid reservations

• Checking trucks for valid Port ID Pass

• Ensure the movement of trucks can be done safely with no delays to other vehicles

• Have a functioning radio and immediately communicate any anomalies in the TMP to their Traffic Control Supervisor or Manager

• Ensure that truck drivers stay in their trucks so that delays do not occur when traffic is able to move forward*

• Ensure that any truck traffic that is required to pull over to the side of the road does so to ensure that the roadway remains clear for traffic approaching from either direction



Traffic Control Secretary

• The Traffic Control Secretary will aid in the admin duties of the

Manager and liaise with the Supervisor on the duties of the Officers

• The Secretary will provide administrative assistance to ensure the

TMP is:

• Up to date*

• Meets all regulatory and legal responsibilities


Communication Section 3.2 TMP pg 14

Communication• All communication between the Manager, Secretary and Supervisor

will be done via e-mail or hard copy to ensure audit trail.

• Communication between the Supervisor and Officers will be done by radio and cell phone to ensure real time communication

Failures in the TMP• Regardless of the reasons for a failure, all parties will be immediately

informed via e-mail, radio or phone.

• Traffic Control Secretary will ensure that all contact information between stakeholders remains current


Communication Section 3.2 TMP pg 14

Increases in Security• TSI will advise all stakeholders of any increase in security that could affect the TMP,

unless instructed not to by law enforcement

Regular Meetings• The Manager will arrange at least one meeting a year with the stakeholders to

discuss issues surrounding the implementation of the TMP, if necessary more will be arranged

Document and Data Control• All documents will be kept for minimum 3 years

• TSI will share data with stakeholders with the understanding that any and all information will be used to improve the TMP while remaining confidential

• TSI reserves the right not to disclose data if disclosure could:

• Compromise the security of TSI

• Damage relationship between TSI and its customers

• Jeopardize any criminal or civil investigation*

• Potentially result in a health and safety concern


Future Developments and Improvements Section 5.0 TMP pg 17

Video Surveillance of Roadway

• Camera sharing with PMV

• New cameras for Deltaport

Road Improvements Under Consideration

• Causeway Road Widening

• Deltaport Way Widening


Deltaport-January 2010

DPB#3 update and review

October 29, 2009


Deltaport Proposed Yard layout configuration: Jan. 2010

POD 3

POD 4

Gate 2

Gate 1

POD 5

Gate 3

-Gate 1: Main entrance----prior to Jan. 2010

-Gate 2: Main exit-----------prior to Jan. 2010

-Gate 3: New secondary ent./exit- Jan.2010

-Import Twin discharge, CY/IY split 23%RTGRTG

TP/EHTT parking


POD 5 and Berth # 3 Area

POD 5

Gate 3

Gate 2

Gate 1


POD 5 Area

L

H

IGJ

K

FE

D


New Gate 3 Area

Not to be used for start up Northbound traffic-Stop sign

Street traffic exit from Pod 5

Ship service road

Space for 42 Street trucks

Gate 3: Street truck entrance

-8 entrance pedestals accessed by pre-gate checkers

-2 entrance kiosks (when required)

-2 exit kiosks

-Signbridge-same as Gate 1 (lights, cameras, etc.)

Space for 16 Street trucks, No empty chassis

Traffic lane delineators


Previously suggested access to Gate 3 after processing at Gate 1• Appendix II: Traffic Management Plan Presentation

Traffic lanes prior to Gate 3 entrance

Gate 3

Lane 1

Reservations

Lane 2

By-pass lane

&

Reservations


Gate 3 turning area & thru traffic lanes• Appendix II: Traffic Management Plan Presentation

Dayshift Truck Moves

• Prior to 2010

• Gate 1: 955 trucks inbound (59%)

• Gate 2: 650 trucks outbound (41%)

• Gate 3: Non Operational

• 305 trucks (bare chassis) out with no associated transaction

• Total truck gate moves 1605 & 305 bare chassis

Appointments: Dayshift Nightshift Total

July 2009 : 1,279 432 1652

Aug. 2009: 1,333 399 1732

Sept. 2009: 1,361 598 1922

• Jan. 2010 Difference

• Gate 1: 680 trucks inbound (42%) (29% less)

• Gate 2: 255 trucks outbound (16%) (61% less)

• Gate 3: 275 trucks in (29% more)

: 395 trucks out (61% more)

• 305 trucks (bare chassis) out “ new side gate”

with no associated transaction

• Total truck gate moves 1605 & 305 bare chassis

Based on July & August 2009 average dayshift truck gate moves


First Quad Cranes in North & South America• Appendix II: Traffic Management Plan Presentation

Thank you• Appendix II: Traffic Management Plan Presentation

Deltaport Container Terminal Traffic Management Plan

November 2009

Appendix III: Traffic Management Plan (Draft)

TSI DELTAPORT

TRAFFIC MANAGEMENT PLAN

CONTENTS

INDEX

1.0 GENERAL

1.1 SCOPE 1.2 DEFINITIONS

2.0 PLANNING

2.1 LEGAL AND OTHER REQUIREMENTS 2.2 ROADWAY PARTICULARS 2.1.1 ROADWAY DESCRIPTION 2.2.2 COMMERCIAL TRAFFIC CAPACITY/FLOW 2.3 RISK ASSESSMENT

2.3.1 TYPES OF TRAFFIC CONTROL 2.3.2 LIKLIHOOD OF TRAFFIC DELAYS 2.3.3 RISKS AND SPECIAL CONDITIONS 2.4 TRAFFIC MANAGEMENT STRATGEY

3.0 IMPLEMENTATION

3.1 ROLES AND RESPONSIBILITY 3.1.1 TRAFFIC CONTROL MANAGER 3.1.2 TRAFFIC CONTROL SUPERVISOR 3.1.3. TRAFFIC CONTROL OFFICER

3.1.4 TRAFFIC CONTROL SECRETARYT 3.2 COMMUNICATION

3.2.1 WEEKLY COMMUNICATIONS 3.2.2 FAILURES OF THE TMP 3.2.3 INCREASES IN SECURITY 3.2.4 REGULARLY SCHEDULED MEETINGS 3.3 DOCUMENT AND DATA CONTROL

4.0 MANAGEMENT AND EVALUATION

4.1 MONITORING & MEASUREMENT 4.1.1 DAILY MONITORING 4.1.2 MONTHILY MONITORING MEASURING

4.1.3 YEARLY REVIEW 4.1.4 TMP AUDIT

4.2 INCIDENT INVESTIGATION, CORRECTION AND PREVENTION 5.0 Future Development and Improvements 5.1 VIDEO SURVEILLANCE OF ROADWAY 5.1.1 CAMERA SHARING WITH PMV 5.1.2 NEW CAMERAS FOR DELTAPORT 5.2 ROAD IMPROVEMENTS 5.2.1 CAUSEWAY ROAD WIDENING 5.2.2 DELTAPORT WAY ROAD WIDENING APPENDIX A- CONTACT INFORMATION APPENDIX B- TRAFFIC INCIDENT REPORTING FORM

APPENDIX C- MAPS OF DELATPORT WAY AND CAUSEWAY

APPENDIX D- SCENARIOS OF RESPONSE TO TRAFFIC CONCERNS

APPENDIX E- RISK ASSESSMENT FORMS


October 2009 2

PREAMBLE The contents of this document serve to identify the current operational practices of TSI Terminal Systems Inc pertaining to the management of commercial truck traffic at the Deltaport marine terminal. This document will also serve as a template for annul review to ensure that roles and responsibilities are clear, changes in process are recognized and implemented, and “best practices” are followed. This Traffic Management Plan (TMP) is has been formally drafted to identify 5 mandates:

• Safety of all persons utilizing the roadways to/from TSI Deltaport, and in accordance with applicable Acts, Laws and Regulations. • Security of TSI Deltaport, in accordance with applicable Acts, Regulations and Laws • Adherence to Municipal standards, bylaws and requirements of the City of Delta • Contractual obligations between TSI and Port Metro Vancouver • Optimum utilization of time and resources to ensure the most efficient method of truck-related container cargo movement in and

out of Deltaport. To ensure the 5 mandates listed above are adhered to, TSI relies on the following processes :

1. A “reservation” system that ensures that the optimal number of trucks can be serviced at any one time, and thus the ebb and flow of commercial truck traffic remains as constant and manageable as possible.

2. An outside resource of security guards (Westguard) contracted to implement the daily traffic management plan for the Deltaport Causeway and Deltaport Way. Westguard people are strategically placed along the roadway and ensure that vehicles arriving at Deltaport are within their reservation time, that drivers are in possession of valid “Port ID” and that trucks move safety and orderly along the roadway and through our main gates.

3. A state-of-the-art computer software system (referred to as NAVIS) that allows the processing of individual trucks. 4. Fully trained workers and supervisors that have a comprehensive knowledge of the Navis system and can efficiently process

incoming and outgoing commercial vehicles ensuring that all procedures are clearly documented

The TMP recognized that there are situations beyond our control that result in delays in our ability to optimize our truck gate process. Situations such as power failures, computer malfunctions, weather, accidents and government-directed "changes in security" all can adversely affect our ability to process truck traffic at an optimal rate. The TMP is written with an acknowledgement that situations often are beyond our control, and thorough planning can both anticipate these situations and respond in a timely matter to ensure that the 5 mandates listed above are adhered to.

GENERAL

1.1 SCOPE

1. The “Company” TSI Terminal Systems Inc (TSI) shall establish, implement and continuously manage a specific Traffic Management Plan (TMP) in conjunction with those requirements lawfully imposed by the Ministry of Transportation, Delta Police Department, Port Metro Vancouver, Municipality of ‘Delta, and in compliance with the applicable regulatory requirements as set out by Worksafe BC, HRSDC, the Canada Labour Code and the Canadian Occupational Safety and Health (COSH) Regulations, Motor Vehicle Act and Regulations, Ministry of Transportation Guidelines, Sufferance Warehouse Act (CBSA), and the Marine Transportation Security Act and Regulations.

2. The TMP shall be made available to those stakeholders that have a direct influence in or impact from the actions undertaken to satisfy this plan.


October 2009 3

1.2 DEFINITIONS

The following particular definitions will apply:

1. A Traffic Management Plan (TMP) shall be the document produced specifically for TSI’s Deltaport facility. The TMP shall detail the specific traffic management requirements, including the traffic control diagram and detailed process and procedural requirements. The TMP shall address all foreseeable hazards

2. Incidents: Any unplanned event resulting in, or having the potential for injury, ill health, damage or other loss.

3. Westguard : The security services provider for TSI Deltaport that implements the security and operational procedures relating to the movement of all vehicles inclusive of commercial truck traffic in and out of Deltaport.

4. The Marine Transportation Security Regulations (MTSR) are those regulations imposed on TSI by Transport Canada that include specific measures that ensure the security of marine terminals in Canada is maintained.

5. Sufferance Warehouse Regulations: Those regulations imposed on TSI by Canada Border Services agency to ensure the security of inbound and outbound cargo though Canada.

6. Deltaport Causeway- the roadway located between the Deltaport Marine Terminal and the overpass road that becomes Deltaport Way Road.

7. Deltaport Way Road- the roadway between Highway 17 and the overpass that leads to the Deltaport Causeway.

8. Deltaport Causeway overpass- the overpass road that elevates the road over the rail tracks leading into Deltaport, and separates the Deltaport Causeway from the Deltaport Way road.

Traffic Management Plan Incidents Westguard MTSR SWR Causeway Deltaport Way Overpass


ctober 2009 4O

PLANNING

2.1 Legal and Other Requirements

2.1.1.

The TMP is written with the recognition that a number of Laws, Acts, Regulations, Statutes and Guidelines exist to ensure the safe and secure movement of commercial truck on public roadways. Those Laws, Acts, Regulations, Statutes and Guidelines have been reviewed prior to incorporation into this TMP, and include but not limited to the following:

1. Canada Labour Code

2. Canadian Occupational Safety and Health Regulations

3. WCB (aka Worksafe BC) Regulations

4. BC Motor Vehicle Act

5. Commercial Transport Act

6. Marine Transportation Security Act and Regulations

7. Sufferance Warehouse Regulations

8. BC Ministry of Transportation Traffic Management Guidelines for work on Roadways

9. PMV Traffic Management Plans Guidelines for Port Roadways

2.1.2.

The TMP is written with the acknowledgement that applicable Laws, Acts, Regulations, Statutes and Guidelines govern TSI Terminal Systems Inc, it’s staff and complement of labour, as well as all business entities and individuals who would access any all sections of roadway within the areas defined within this scope of this document.

The TMP, and TSI Terminal Systems Inc further acknowledged that contravention of applicable Laws, Acts, Regulations, Statutes and Guidelines can result in a formal response from those parties who would undertake to enforce said Laws, Acts, Regulations, Statutes and Guidelines, and that parties responsible to adherence are therefore responsible for the consequences that occur as a result of contravention.

2.1.3.

The TMP is written with the understanding that TSI Terminal Systems also stipulates certain guidelines, policies and procedures that are to be followed to ensure both compliance with applicable Laws, Acts, Regulations, Statutes as well as optimal efficiency of its business. Those parties who fail to comply with TSI policies and procedures are subject to penalties inclusive those of refusal of service, and/or the refusal of future servicing for a time frame determined by TSI Terminal Systems Inc.


October 2009 5

2.2 ROADWAY PARTICULARS

2.2.1 ROADWAY DESCRIPTION

The TMP is predicated on the concept that commercial truck traffic moving into Deltaport does so from a single point of entrance, that being via Highway 17 and in a westbound direction towards Deltaport. (See Appendix 1.1 )

Those commercial vehicles exiting Highway 17 continue along Deltaport Way in a linear fashion, crossing under the overpass of 57B Street and then intersecting with Arthur Drive, 46-A Street and 41B Street until reaching the Deltaport Way overpass. Although there are two lanes initially travelling westbound from the off ramp of Highway 17, the lanes merge to one westbound lane at the intersection of 57-B street. (See Appendix 1.2 )

The road itself is asphalt with a gravel shoulder and east and westbound lanes are separated by either broken or double solid lines. Traffic control devices for westbound traffic on Deltaport Way are by way of traffic lights, and are positioned at the intersections of Arthur Drive and 41-B Street. Stop signs control other roads intersecting Deltaport way. The direction of the Deltaport Way road changes slightly after the intersection of 41B, from a westerly direction of a south-westerly direction. (See Appendix 1.3, 1.4, 1.5 )

Truck traffic from the highway 17 off ramp to the intersection of 41-B is approximately 2 kilometres long

The overpass of Deltaport Way elevates traffic over a number of rail tracks, and is of concrete /steel design. The road is a single lane for both east and westbound traffic, separated by a double solid line. The road is sufficiently narrow to preclude 2–lane vehicle traffic in either direction without crossing the centre line. (See Appendix 1.6 )

The roadway from the overpass to the queuing point east of the intersection is part of the Deltaport Causeway. The road is straight and extends to the intersection of to Westshore Terminal intersection. The causeway consists of 2 lanes westbound and a single lane eastbound. The directional lanes are separated by a double solid line. The curb lane (facing S/W) is a dedicated single lane for the queuing of commercial trucks in single-file order and can accommodate approximately 80 commercial tractor trailer units. The other inbound lane is for private vehicles and all other commercial vehicles. The two inbound lanes are separated by painted “hash mark divider” on the roadway A single “outbound lane exists which is used for all vehicles, inclusive of commercial tractor trailers that would exit either TSI or Westshore Terminals. A wide gravel shoulder had existed and was accessible for some time to outbound traffic. A Cement barrier has been installed adjacent to the outbound lane that now precludes any form of vehicle travel onto the shoulder of the east sided of the causeway road. The road narrows as “inbound traffic” approaches the intersection to Westshore Road and only one lane in each direction to accommodate for a right turn only lane at the approaching intersection. (See Appendix 1.7, 1.8 )

An intersection exists prior to Deltaport Marine terminal that facilitates access to Westshore Coal Terminal. At this intersection there is only one “through” lane (s/w) to Deltaport and one “right turn only” lane to the roadway to Westshore. The intersection is controlled by traffic control devices (traffic lights) for traffic both exiting Deltaport and Westshore Terminals (See appendix 1.9)

The Deltaport Causeway Road continues straight after the intersection from the Westshore Road towards the terminal, and the roads is reconfigured to 3 lanes for inbound (s/w) traffic, and one lane for outbound traffic. The curb lane and centre lane for inbound truck traffic are dedicated to commercial tractor trailers and can accommodate 20 and 32 (respectively) commercial tractor trailer units in each lane (52 in total) (See appendix 1.10)

Deltaport Way Deltaport Overpass Deltaport Causeway Westshore Intersection Deltaport Inbound lanes


October 2009 6

Traffic moves through these two lanes into a merged single lane where reservations and “tickets” are produced to gate gain access to and reference the cargo information for the Ingate. (See appendix 1.11)

Deltaport’s Ingate consists of 7 separate lanes to facilitate the processing of commercial truck traffic and can accommodate up to 25 vehicles at one time. Trucks proceed into a designated lane where cargo information is processed and trucks are directed to specific locations inside the Terminal. Lanes 5 and 6 have static weigh scales that are used to verify container weights of three cargo types. These types are refrigerated cargo, lumber and scrap metal. (See Appendix 1.12)

Throughout the migration of trucks from the Highway 17 off ramp until arrival at Deltaport’s Ingate, TSI has recognized that there are identified areas where vehicles may not, under any circumstances, come to a stop. Subsequently, TSI has positioned a number of Westguard officers to attend to the management and control of these areas, known as Hold Points.

Hold points also exist to ensure intersections are not blocked and narrow roadways (areas with limited width) remain clear. Hold points also facilitate the stopping of commercial vehicles for verification of security credentials as well as for confirmation of accepted reservation and other Operational requirements.

Once traffic enters the Deltaport Terminal, trucks are directed to specific locations for the loading and unloading of containers. Once the container movement is made, trucks then proceed through to the "Outgate" of the Terminal where documentation is checked, and containers are given a final inspection before leaving the site. As there are no requirements for truck queuing after leaving the terminal, there are no truck delays once leaving Deltaport. As there are no traffic concerns for outbound traffic, the focus of the Traffic Management Plan details significant attention to inbound trucks.

2.2.2 Commercial Traffic Capacity and Flow Times

The Deltaport Ingate can accommodate a maximum capacity of 25 commercial trucks.

The area between the Deltaport Ingate and intersection of Westshore can accommodate a maximum capacity of 52 commercial trucks.

The area between the intersection of Westshore Road and the "Overpass" , also known as the Deltaport Causeway road can accommodate 80 . Thus the total traffic from the Deltaport Causeway would equate to approximately 157.

These 157 trucks represent about 220 transactions at a ratio of 1.4 transactions per truck. This radio of “1.4” represents our present average transactions per truck.

On average currently Deltaport can process 220 transactions per hour.

In addition to the 220 transactions noted above TSI also has the ability to establish a “Speed Gate” access control system for pre-scheduled and pre-authorized empty chassis to access the Terminal. This ability is predicated on customs ability to have blocked stowed volumes of the vessels. To date this represents about 5% of our volume but with time we hope to increase to 25 to 30%. This would represent about 46 additional transactions per hour. Bring our total up to 266 transactions per hour or 203 trucks.

Deltaport Ticket Gate Deltaport Ingate


ctober 2009 7O

2.2 RISK ASSESSMENT

The Assessment of Risk outlined in the TMP will aid to ensure that a balance exists between the theoretical process identified in TSI’s Operational Policies and Procedures, with the practical applications of ensuring that unforseen circumstances and TMP failures have been accounted for. The Risk Assessment will examine trends in traffic and identify those “best practices” to control and respond to unforseen events.

2.1.1 TYPES OF TRAFFIC CONTROL

The Types of traffic control available to TSI include the following:

1. Maximized resources at the In-gate process consisting of 5 pre-gate checkers that respond to the queuing of 6 lanes of truck traffic. The 5 position represents a maximum efficiency of the 6 lanes of traffic.

2. Speed Gates: Specified customers have the alibility to coordinate access into the terminal and by-pass normal queuing lanes into dedicated in-gate lanes. This result in the reduction of commercial trucks required to use the queuing lanes.

3. Configurations of Roadway markings (painting) limited passing, and clarifying the direction of traffic. Roadway painting is undertaken for this TMP jointly by the PMV and the MoT.

4. Signage indicating speed of 60 KPH max, posting along the Deltaport Way Road, and erected by the MoT in compliance with the MV Regulations and municipal bylaws of Delta.

5. Traffic control lights at the intersections of Arthur Drive and 41-B Street, erected and maintained by the MoT.

6. Westguard Security vehicles that are positioned to control the flow of commercial truck traffic at the following locations:

• Deltaport Ingate pedestal located approximately 200 yards north of Deltaport’s 7 ingates. A guard checks port passes and reservations, and ensures that truck traffic move forward into the open and designated in gates.

• Deltaport / Westshore pedestal located approximately 200 yards north of the intersection to the Westshore road. A guard monitors the truck traffic and releases trucks forward ensuring that the number of trucks will not block the intersection at Deltaport /Westshore Road nor impede traffic attempting to access Deltaport or Westshore Terminal

• Hold point located approximately 200 yards east of the intersection of 41-B and Deltaport Way. A guard will stop traffic prior to the intersection and will release commercial vehicles ensuring that the number of trucks can continue without stopping over the overpass and into the queuing lane of the Deltaport Causeway

• A roving vehicle that travels between the intersection of the Westshore Road and the off ramp of Highway 17 onto Deltaport Way , monitoring truck traffic. Of particular attention of the “Rover” is to ensure that commercial trucks are not stopping on Deltaport Way as drivers tend to get out of their trucks to socialize. Truck drivers will be directed to remain in their vehicle and move forward as soon as practicable to do so.

•

Deltaport 1 Normal Deltaport 2 Normal Deltaport 5 "Anomaly" Deltaport 3


October 2009 8

It should be noted that all Westguard personnel are equipped with radios and are in constant communications with one another as it pertains to the management of traffic

7. Navis Operating system is a form of traffic control as it includes the reservation system that is used to filter commercial truck traffic into Deltaport.

8. The Reservation system is an adjustable one that provides flexibility to the trucking community. A copy of a typical Reservation system day is attached and forms a portion of the TMP. This system can control the number of trucks per hour and the size of the window they are allowed to arrive in. It should also be noted the five dedicated resources at the pre-gate can work through lunch with staggered lunch breaks to control queuing.

9. Late Gate hours is a method of Traffic control that allows TSI to commence early or remain late to ensure that truck traffic can be serviced.

10. Off Hour Gates: These gates are additional gates offered based on volumes Monday to Friday 16:30 to 01:00 and Saturday 08:00 to 16:30.

2.3.2 LIKLIHOOD OF TRAFFIC DELAYS

The likelihood of traffic delays and subsequent line-ups along the Deltaport Way road are the result of a number of possible situations that have occurred in the past. The reality is that there are some situations that can be anticipated and corrected prior to any traffic delays. There are other events that although foreseeable, can cause delays and subsequent line-ups in traffic. Some of these situations include the following: (See appendix D)

System Failures in the Navis operating system. The Navis system includes an ability for commercial trucks to obtain a reservation and schedule an appointment to attend at Deltaport. Those vehicles accept reasonable processing and wait times of 15-45 minutes, but when the reservations for a particular length of time cannot be met because vehicles cannot be processed, a delay in traffic flow can occur. (See appendix D)

Power outages at Deltaport will result in the failure of the Navis system and the same results as noted above can occur. Commercial traffic cannot be processed without the computer systems which include security, cargo screening and container location checks. (See appendix D)

Trucks not authorized into queuing lanes. Commercial trucks for a variety of reasons will attempt to gain access into the terminal outside their reservation window. Commercial trucks are screened at both Delta 1 and 2 positions and those vehicles found outside of their reservations are directed to immediately vacate the terminal and advised that they will not be processed outside of the reservation window. Those vehicles are directed to the in-gate area and through a dedicated “turnaround route” back to the Causeway Road (See appendix D)

Weather systems can cause delays to the ability of Deltaport to operate. Examples of severe weather such as high winds will result in a shut down of all terminal operations in response to concerns for worker safety. The terminal will not attend to the movement of containers into the terminal if said movement will congest the terminal and create additional operations delays. When wind delays result in a stoppage of work, it has been known to last for between 2-4 hours on average (See appendix D)

Accidents on the Terminal rarely result in long term closures but can cause delays of upwards of a few hours. It should be noted that the location of a particular accident will determine any resultant delays. An example would be that a significant hazardous spill at the ingate may result in a stoppage of all ingate traffic, while a accident involving a vessel may not detract from any container ingate movement. It should also be noted that accident may occur along the Deltaport Causeway or on Deltaport Way. Any accident involving emergency response personnel could result in a shut down of the affected area. A serious or fatal injury can require an accident reconstruction team and may take as long as 4 hours.

NAVIS Reservations Late Gates Extended Gates Navis Failures Power Outage Outside Reservation Weather Accidents


October 2009 9

Security concerns can result in traffic delays. TSI is subject to the responses of Law Enforcement agencies and Regulators such as CBSA and Transport Canada. Although the likelihood of an elevated security response has not happened to date, the possibility still exists. As an increase in security may occur without specific details to TSI, it would be difficult for the Terminal to assess the length of said increase and thus difficult to determine when the terminal could reopen. It should also be noted that an increase in security may not necessarily close the terminal, but could result in increased vigilance on screening commercial trucks. It is possible that processing times for commercial vehicles during a time of increased security could result in delays and eventual line-ups until the reservation system can be adjusted. (See appendix D)

Labour availability can play a part in delays. Actions from any number of groups responding to their own concerns may result in potential delays to container in gate processing. (See appendix D)

A portion of the containers coming into Deltaport by truck are required to be weighed, or "scaled". The requirement for scaling is based on a number of safety concerns that have arisen with containers being overloaded beyond the weight capacity. Containers that are overweight could result in accidents on the Terminal if said container exceeds the capacity of the equipment being used to move it. As Deltaport operates only one of its 7 in gates with a capacity for scaling inbound containers, rare occasions exist where a number of export full containers arrive at the same time and create a backlog at the ingate. However, Security at Deltaport 1 can minimize these delays by rerouting other traffic past the trucks that require scaling.

.

Elevated Security Levels Labor Availability Scaled Containers


October 2009 10

2.3.3 ADDITIONAL RISKS AND SPECIAL CONDITIONS

The most obvious risk identified in the TMP is that of the health and safety of people who attend at Deltaport and are in contact with commercial traffic. As there is only one road into Deltaport (Deltaport Causeway), and only one route for commercial traffic (Deltaport Way) one can extrapolate that everyone requiring to travel on these routes is potentially at risk. Due to the location of Deltaport and its remoteness from most urban areas, there has always been a very use of Deltaport Way or the Deltaport Causeway by either pedestrians or cyclists . The lack of a sidewalk combined with the "gravel shoulder" likely explains the infrequent use of the area by cyclists or pedestrians.

The risk of travel to TSI as it relates to the TMP have been identified and include (but not limited to) the following:

1. Truck traffic forced to stop westbound along Deltaport Way due to delays, do not pull over to the side of the road to ensure sufficient room for non commercial truck traffic to pass. Westbound traffic passing the commercial truck traffic may be forced to travel left of the centre line on Deltaport Way.

2. Truckers stopping along Deltaport Way exiting their vehicles can become struck by westbound vehicles attempting to negotiate past.

3. Vehicle traffic moving along Deltaport way, the overpass or along Deltaport Causeway move at speeds in excess of those posted, and vehicles are subject to collision.

4. Vehicle congestion can result in rear end collisions when any motorist is not attentive to the stoppage of traffic.

5. Human nature has evidenced that violence can erupt whenever individuals are forced to endure long delays of any type. The trucking community is not immune to these acts of violence when have spilled over to include TSI personnel.

There are few special conditions identified that are referenced in Section 2.3.2 (Likelihood of Delays). In addition to these delays, there are other circumstances that can create risks, such as road construction or location work for the film industry. For the purposes of the TMP, TSI will undertake ensure that a customized TMP is in place and will coordinate with the business entity as well as the Port Metro Vancouver to ensure that said entity has provided to TSI its own TMP.


ctober 2009 11O

2.3.4 TRAFFIC MANAGEMENT STRATEGY

The TMP strategy created by TSI is one that looks to anticipate delays and respond to circumstances with the necessary resources to ensure that said circumstances are minimized.

TSI employs a series of guards, all trained in a recognized, provincially approved traffic course to aid in the success of the TMP and management of traffic arriving at Deltaport.

TSI employs a dedicated IT Department to constantly monitor, upgrade and enhance our computer systems to reduce or eliminate failures and support the TMP.

The Contractor shall nominate a Traffic Management Representative (TMR) for the duration of the Contract. The TMR shall have accreditation in Advanced Worksite Traffic Management.

TSI manages a reservation system that supports the TMP. The Reservation system can effectively move commercial truck traffic through the terminal and can do so balancing the operations needs of our Company with the commitment to service the trucking community.

TSI works with stakeholders inclusive of Police, PMV, the City of Delta and the trucking community to communicate any delays that can impact the success of the TMP. Our communication will identify the reasons for failures of the TMP, identify our estimates of said delays and our commitment to solutions that will reduce and restore traffic flow.

The TMP shall incorporate, adapt and integrate with any and all Emergency Response Plans of TSI, neighbouring businesses, the City of Delta, the local community and all First Responders interacting at our facility.

TSI will ensure that a copy of our TMP is made available to stakeholders and that the TMP is reviewed annually with a focus on improvement of the document. TSI will ensure that any changes are also provided to our stakeholders.


October 2009 12

3.0 IMPLEMENTATION

3.1. ROLES AND RESPONSIBILITIES

3.1.1. Traffic Control Manager

The Traffic Control Manager shall be responsible to the overall management of commercial truck traffic accessing and leaving the Terminal. The role of the Traffic Control Manager will include the direct attendance or delegation of duties regarding thew following:

1. Ensuring that the Deltaport reservation system is operational

2. Setting the limits of reservations for any particular period

3. Communicating to the stakeholders regarding potential failures of the TMP, and provide regular status reports until delays are eliminated

4. Continually monitoring and responding to failures of the TMP, and working with applicable resources to restore the TMP and eliminate traffic delays

5. Liaise with stakeholders, Law enforcement agencies, Regulators and the community regarding concerns or issues with the TMP

3.1.2 Traffic Control Supervisor

The Traffic control Supervisor shall be designated by the Traffic Control Manager and be responsible for the actions of all traffic control officers attending to the TMP. For the purposes of the 2009 TMP, the Traffic Control Supervisor shall be identified as the supervisor of Westguard Security guards. The Traffic Control supervisor shall:

1. Always be in possession of a valid certificate identifying a proficiency in traffic management.

2. Always be aware of and have a complete working knowledge of the TMP

3. Ensure that all Traffic control officers are trained in, and hold a valid certificate in traffic management

4. Work with the Traffic Control Manager to ensure the implementation of the TMP, and to anticipate and report any deviations from the TMP can result in delays or line-ups or failures of the Plan

5. Work with and coordinate with all Emergency responders

Traffic Control Manager Traffic Control Supervisor


October 2009 13

3.1.3 Traffic Control Officers

Traffic Control Officers shall be responsible for the following

1. Checking to ensure that commercial vehicles have a valid reservation and reporting anomalies to the Traffic Control Supervisor

2. Checking to ensure that commercial vehicle operators are in possession of a Valid Port ID pass in compliance with the Marine Transportation Security Regulations.

3. Ensure that movement of all commercial vehicles can be done so safety with no obstruction to other vehicles, and to direct commercial vehicles to move forward in line when it is safe to do so.

4. Be in possession of a valid certificate in Traffic Management

5. Wearing of PPE inclusive of Hi-Viz jacket.

6. Utilizing a recognized Security Vehicle and wearing clothing that clearly identifies your role as a Traffic control Officer/Security Guard

7. Be proficient in all duties undertaken at Deltaport for Traffic Control officers

8. Be in possession of a functioning radio and immediately communicate any anomalies in the TMP to your Traffic Control Supervisor or Traffic Control Manager

9. Ensure that commercial vehicle operators remain in their vehicles so that delays do not occur when traffic is able to move forward.

10. Ensure that any commercial truck traffic that is required to pull over to the side of the road does so to ensure that the roadway remains clear for traffic approaching from either direction.

3.1.4 Traffic Control Secretary

The Traffic Control Secretary shall be an individual who will aid in the administrative duties of the Traffic Control Manager, and liaise with the Traffic Control Supervisor on the duties of the Traffic Control officers.

The Secretary shall provide administrative aid to ensure that the TMP is up to date and meets all regulatory and legal responsibilities. For the purposes of the 2009 TMP, the Secretary shall be identified as the TSI Safety, Security and environmental Services Manager.

Traffic Control Officers Traffic Control Secretary


October 2009 14

3.2 COMMUNICATION

3.2.1 Regular Communication

Communication between the Traffic Control Manager, the Traffic Control Secretary and any stakeholders shall be done so via either electronic or hard copy documentation, thus ensuring an evidentiary trail. Communication between Traffic control Supervisors and officers is undertaken by way of radio and cell phone devices that maintain real-time communication.

3.2.2. Failures in the TMP

Regardless of the source or reasoning of any failure of the TMP (Intentional Act, Natural occurrence or Accidental incident), all parties will be immediately communicated via e-mail, radio and phone. The Traffic Control secretary shall ensure that all contact information between stakeholders remains current. Any verbal communication between stakeholders will be followed up with an electronic or hard copy confirmation of details.

A summary of events will be provided by the stakeholder responsible for any failure of the TMP, and where two or more stakeholders are involved, they shall work together to create a joint-summary of the events and where applicable, recommendations to reduce further failures of the TMP

3.2.3. Increases in Security

TSI (and specifically the Traffic Control Secretary) shall advise all stakeholders of any increase in security that potentially affects the TMP unless instructed by Law Enforcement or Federal Government agency to do otherwise. Any communication regarding an increase in security can be don so by either hard copy or electronic format.

3.2.4. Regularly scheduled meetings

The Traffic Control Manager shall, with the aid of the traffic Control Secretary, ensure that regularly scheduled meetings occur between the stakeholders to discuss issues surrounding the implementation of the TMP. The stakeholders shall be invited to attend and at least one meeting will be coordinated each year, unless circumstances dictate additional meetings. The Traffic Control Secretary shall prepare an agenda for each meeting and provide the agenda to the stakeholders at least 7 days prior to the meeting. The venue for any meeting will be mutually agreed to by the majority of the stakeholders.


October 2009 15

3.3 DOCUMENT AND DATA CONTROL

Copies of all traffic data, information and records generated by TSI regarding the movement of truck traffic shall be maintained by the Traffic Control Secretary for a period of 3 years.

TSI will shall undertake to share data with those stakeholders of the TMP with an understanding that any and all information will be used for implementing improvements to the TMP while remaining confidential and not released without the expressed written consent of TSI

TSI reserves the right not to disclose data pertaining to the TMP if said disclosure could :

• Compromise the security of TSI

• Jeopardize the relationship between TSI and its customers

• Jeopardize any criminal or civil matter

• Potentially result in a health and safety concern


October 2009 16

4.0 MANAGEMENT AND EVALUATION

4.1 MONITORING & MEASUREMENT

4.1.1. DAILY MONITORING / MEASURING

The Traffic Control Supervisor shall provide a written report to the Traffic Control Secretary at the conclusion of each day on the operational effectiveness of the TMP, and shall include any suggestions for corrective action. Anomalies or failures of the TMP shall be forwarded by the Traffic Management Secretary to the attention of the Traffic Control Manager.

4.1.2. MONTHLY MONITORING/MEASURING

The Traffic Control Secretary shall provide a written summary of the events of the preceding month, no later than 15 days after the start of a new month, to the attention of the Traffic Control Manager. The Summary shall include anomalies and failures of the TMP and reference to the reservation system.

4.1.3. YEARLY REVIEW

The Traffic Control Manager shall review each year, all incidents or deficiencies identified in the TMP and undertake any corrective actions to improve workings of the TMP.

4.1.4 TMP AUDIT

The Traffic Control Secretary shall undertake to provide for the Traffic Management Manager, a second party audit on the Traffic Control Supervisor and Traffic control Officers to ensure the TMP is being implemented effectively. The Traffic Control Secretary shall also include an identification of trends related to traffic management issues and recommendations for corrective action as well as anticipated future anomalies or failures of the TMP

4.2 Incident Investigation, Corrective and Preventative Measures

4.2.1 Incident Reports must be forwarded to the Traffic Control Supervisor within 48 hours of the incident occurring or becoming apparent.

4.2.2 Traffic Control officers shall use the "Form" outlined in the appendix of this document for reporting traffic related incidents on the roadway. The officer shall attach any and all additional reports (i.e. police reports) where applicable..

4.2.3. The Traffic Control Supervisor may participate in or undertake an investigation into an incident and provide assistance to any investigation organized or undertaken by the Traffic Control Manager

4.2.4 .Every incident investigation will identify the root cause, contributory causes and provide recommendations for corrective actions to ensure that further incidents do not re-occur.

4.2.5 .The Traffic Control Manager may provide copies of an incident investigation reports to the attention of the other stakeholders in whole or in part, with due consideration to the involvement of said stakeholder towards any corrective actions that could directly or indirectly affect them


October 2009 17

5.0 Future Developments and Improvements 5.1 Video Surveillance of Roadway 5.1.1 Cameras sharing with PMV.

Currently TSI and the Port Metro Vancouver operate independent cameras that view portions of the Deltaport roads. TSI has informally suggested that technology is available to provide Deltaport with access to their cameras through a "remote access network connection". Further efforts are required but TSI is optimistic that this proposal can move forward and provide Deltaport Security with greater support to respond to any lineups that occur on the Deltaport Causeway.

5.1.2 New Cameras for Deltaport

TSI has solicited the services of Simplex Grinnell to install long range cameras at the top of the new Gantry Cranes at Berth 3. These new cameras will be set at a height that will allow a viewing of both the Deltaport Causeway and Deltaport Way road. Although these cameras will not be recoverable under any Marine Security contribution program, TSI is pursuing the installation and anticipates the cameras to be operational by the end of 2009.

5.2 Road Improvements 5.2.1 Causeway Road widening

It is largely recognized that the Deltaport Causeway was built some 12 years ago to accommodate a container terminal moving about 100,000 TEU's per year. A current environmental project along the Deltaport Causeway has actually resulted in inhibiting the ability of Deltaport security to effectively manage the traffic due to the fact that cement barriers have been erected that limit vehicle movement.

5.2.2 Deltaport Way widening Consideration can be made to the concept that the road along Deltaport Way could be widened to create a safer pull out for commercial trucks or any other vehicles required to pull over to the side of the road, thus improving the safety of the area for all concerned.


Traffic management sources and scenario responses Traffic congestion can result at Deltaport from a number of sources, as noted in the Traffic Management Plan, and can be examined from 3 unique sources. Internal congestion sources are those sources that originate from within Deltaport, and are directly controllable by TSI. Examples of internal congestion sources include: Computer system Failures Labour issues Scaled Containers External congestion sources are those sources that originate from outside of Deltaport but are controllable by TSI. Examples of external congestion sources include: Trucks outside the Reservation window Accidents Independent congestion sources are those sources tha

Documents

Deltaport Third Berth Project Community Liaison Committee ... · 11/26/2009 · Regrets: Carl Nygren, Mike Owen, Andrea Jacobs, Clint Morgan Staff: Naomi Horsford (PMV), Mike Schneider