Answer:
That is something for the local government or Islands Trust to look into, but we will talk to Alan Whitehead or the Island Trust at some point to see what might be involved in such an endeavor.

Answer:
Our upcoming Environmental Impact Assessment (EIA) will discuss climate change and potentially changing sea levels. We will also use the same plan/benchmark for marine water levels that the Snug Cove Plan is using.

Answer:
The herbs requiring seepage off of the coastal bluff are receiving water from the rock face above which is intercepting rainwater and channeling it down towards this site. All of this area has been set aside in the conservation zone in the plan.

Answer:
Educating future CRC residents and Bowen residents in general would be the best approach to deal with this potential problem. One such tool would be covenants.

Answer:
According to the phasing schedule that we intend to propose, the southern bluff polygon is planned to be one of the last areas for development.

Answer:
We would consult with Fisheries and Oceans Canada (DFO), non-government organizations and local experts to examine (a) the feasibility of removing migration barriers to allow anadromous fish (salmonids) access to Burke Creek and (b) how such a project might be funded.

Answer:
We would certainly be interested to take this into consideration and talk to Bowen Islanders about such a project.

Answer:
The very foundation for the land use plan developed to date has been a rigorous conservation plan, developed with a team of registered professional biologists and targeting identified ecological values on site. While the proposed 60% park area constitutes a tremendous success for biodiversity conservation in itself, the design team will continue to apply this same approach through the future phases of project development. Technical sub-consultants have been given total creative freedom and encouragement to bring all best practices to the table for consideration in the design process.
Proposed strategies include:

1. Further environmental assessment, planning & design as required through subdivision;
2. Landscape design guidelines as a means to further minimize site disturbance & require the use of a native plant palettes;
3. Site-scale efforts to enhance existing forest structure & habitat diversity (restoration & enhancement), and
4. Partnership with local conservation organizations – including The Land Conservancy and the province – as a means to leverage the conservation plan at the Cape into larger, landscape-scale protected areas (including Fairy Fen).

Answer:
The current two-lane roadway has sufficient capacity as shown in the Transportation Master Plan. However, the road could use some maintenance. Maintenance should not be considered required as a result of the development – as the current condition of the roadway is already somewhat poor and should be maintained immediately.

Answer:
No, it is not the intent of the Cape Roger Curtis development to utilize Whitesails Drive for access. An access arrangement is planned through Adams Road, as this solution is aimed at alleviating the concern of increased traffic along Whitesails Drive for the current homeowners. The owner of the property where the new planned connection to Adams Road is envisioned has already agreed to participate in the development of the new road.

Answer:
Yes, emergency vehicle access needs to be accounted for. However, these are typically bound by other regulations such as Building and Fire Code regulations. While the ultimate plan for providing emergency vehicle access to the Cape has not yet been developed, designs and devices such as removable bollards can be implemented to restrict access to emergency vehicles. Thus, regular vehicle traffic would not be able to utilize the access. Therefore, if emergency vehicle access is provided to the Cape via Whitesails Drive, designs can ensure that it is only being used for such a purpose.

Answer:
The ultimate design details have not yet been worked out for the connection from the Cape to Adams Road. However, any configuration would consider topography and aim to minimize impact to the existing Cromie Road residences.

Answer:
It is the full intent of the Cape Roger Curtis to set an example of a sustainable community. In terms of transportation, other modes such as pedestrians and bicycles will also be addressed. If there are opportunities for further pedestrian or bike trails, the development will examine these opportunities in detail.

Answer:
While data obtained from BC Ferries would indicate that average conditions occur even on an average day for morning sailings from Bowen Island to Horseshoe Bay, a ferry with a larger capacity may accommodate demands immediately. BC Ferries has talked in detail about going to a ferry with a higher vehicle capacity, approximately 120 vehicles. The Cape intends to provide a "mix" of housing that aims to decrease the demand for external trips. While trips to the Ferry will result, there will be further opportunities for a critical mass of Cape residents necessary to kickstart carpooling, transit, or other Travel Demand Management measures. Furthermore, current data demonstrates that based on passenger capacity, there is still room on the current ferry to accommodate more people.

Answer:
While this option has not currently been evaluated, the Bowen Island Transportation Master Plan, which will be updated as a result of development at the Cape, may also evaluate this potential. Realistically, this may be a longer-term solution.

Answer:
The current condition of Grafton Road suggests that it should be maintained immediately. The development at the Cape is meant to encourage other modes where possible and bicycle connections will be evaluated. These potential connections for all modes as a result of the development will be evaluated further in the update to the Bowen Island Transportation Master Plan.

Answer:
Typically, a developer would be requested to submit a Construction Management Plan. In the case of the Cape, should development occur, construction traffic would have to be planned to minimize impact to the nearby residents. This would be addressed prior to construction on the property.

Answer:
Currently, no more than approximately 250 vehicles travel on Grafton Road during the AM or PM peak hours. While the third Open House did not present an actual plan in terms of the number of units expected at the site, both the Transportation Master Plan and typical trip generation rates for such developments indicate that Grafton Road can handle any reasonable amount of development at the Cape. Traffic impacts can be fully addressed once the actual unit counts at the Cape come to light to ensure that Grafton Road remains safe for its users. We do know that the residual capacity for Grafton Road is high – however, it is not the intent of Bowen Island Municipality to reach this limit. Finally, traffic resulting from development at the Cape will likely be somewhat lower than other conventional single family uses since Travel Demand Management, live-work, and a neighbourhood convenience store is planned for the site.

Answer:
Yes, there are opportunities to decrease cross-island travel in providing mixed-use housing as opposed to providing single family homes. Depending on the mix of uses, external trips can be reduced. For example, providing a small neighbourhood convenience store at the Cape may reduce the need to travel to Snug Cove. Nearby residents may also have the benefit of shopping at the west end of the Island, decreasing the need for cross-island travel.

Answer:
Ten (10) exploratory Test Wells ranging in depth from 250 ft (78 m) to 700 ft (220 m) were constructed at the Site. Pumping tests of 72-hour duration were then completed in six (6) of the Test Wells. Information from these pumping tests confirms that groundwater can be withdrawn at a combined rate of 37.5 USgpm (US gallons per minute) from those Test Wells. The same information suggests that two or more additional wells could be constructed at the Site, to increase the overall pumping rate to 50 USgpm or 55 USgpm (although additional testing would be required to confirm these projected values).

Answer:
When estimating the pumping rates that can be applied to the Test Wells, it was assumed that the water levels in each well will not be lowered more than 60%, meaning a 40% reserve will always be maintained in each well. The approach for estimating the pumping rates further assumed that all wells could be operated simultaneously and continuously (i.e., 24 hours per day) for 100 days, during drought conditions (i.e., zero rainfall). By employing these assumptions, the resulting estimates for pumping rates are regarded as "sustainable pumping rates".

Answer:
Water levels in Tunstall Bay well “6B” were continuously monitored and recorded during the five-week period when hydraulic testing was being completed in six (6) Test Wells at the Site. The resulting information indicates that operation of the Test Wells will not impact the supply of groundwater to the Tunstall Bay community water supply wells.

The Cape Roger Curtis water system will be connected to the Tunstall Bay system (and possibly others) for increased reliability, flexibility and redundancy of supply. A combined system will make it easier to deal with problems in the system such as supply shortfalls, maintenance shut-downs, pipe breaks, or water quality problems.

Answer:
The Cape Roger Curtis site is fortunate to have a consistent water supply from deep-water wells. Other sources of water that may be used include the on-site creeks, the ocean, and reclaimed water from the development. Regardless, water conservation will be incorporated into the development. Some of the technologies that may be used include low-flow fixtures and appliances, rainwater capture for landscaping, xeriscaping, and water reuse.

Answer:
Regardless of the ultimate water source, all drinking water will be required to meet the Guidelines for Canadian Drinking Water Quality and the BC Drinking Water Regulation. A multi-barrier approach will be used, possibly including UV disinfection and chlorine disinfection. Filtration will be required for any surface water sources or groundwater under direct influence of surface water. Groundwater sources may also require treatment for iron, manganese or other similar parameters. Advanced filtration or reverse osmosis membrane filtration may be used as well, particularly for reclaimed wastewater.

Answer:
It is intended to provide a community sewage collection and treatment system, although some lots may have individual septic systems if appropriate. The level of treatment would be physical and biological (secondary treatment), possibly extended with chemical treatment or filtration (tertiary treatment), depending on the final disposition of the effluent. All treated effluent will ultimately require disposal either to land (if there is sufficient area and if the ground conditions permit), or to the ocean (under a suitable liquid waste management plan).

Answer:
Stormwater and/or reclaimed wastewater could be reused for landscape irrigation, toilet flushing, and fire protection. Such water would have to meet the requirements of the BC Municipal Sewage Regulation for unrestricted reuse. Treatment may include secondary or advanced tertiary treatment.