Squamish residents care deeply about safe, well-managed access to our waterfront and roads. As the District explores a new public boat launch at Darrell Bay, many will look beyond the ramp itself to what it means for day-to-day safety on Highway 99, the ferry access road, and in nearby neighbourhoods. Done well, a launch can ease pressure on congested areas, reduce risky manoeuvres by drivers towing trailers, and improve how people move between land and water. That is the lens through which this project is now being discussed.
A District-commissioned feasibility study, scheduled to be presented to council on Tuesday, reviews whether a public launch could be built adjacent to the existing BC Ferries terminal. The work follows the District’s 2024 Marine Access Review, which flagged Darrell Bay as a promising alternative to the Mamquam Blind Channel. The current launch on the channel has been deteriorating and often faces heavy demand. By shifting a share of boaters to Howe Sound at Darrell Bay, the District is testing whether a new facility can improve safety and reduce conflicts in busier parts of town.
Marine engineers assessed the South Bay area at Darrell Bay and found it physically suitable for a shared-use facility that serves recreational boaters and small barges. The site allows direct access to Howe Sound without added navigation aids or significant dredging, and the natural seabed profile is favourable for a ramp and floating docks. Those engineering findings matter for safety as well as cost: calmer construction timelines, predictable berthing conditions, and a design footprint that complements existing shoreline uses can reduce uncertainty for operators and the public.
The study outlines two ramp options with different trade-offs. One design features a single 15‑metre launch lane and about 60 parking spaces, including 47 spots designed for vehicles with trailers. The second proposes dual lanes with a smaller overall footprint but fewer total parking stalls—37 in all, with 22 for trailers. Both concepts are designed for all‑tide launching and a 50‑year service life. From a safety perspective, parking capacity is not just a convenience; it helps prevent overflow onto shoulders, unplanned roadside queuing, and confusing circulation near highway access points.
Capital costs for the project are currently estimated between $5.4 million and $10.6 million, depending on the design and including a 30 percent contingency. Direct construction for ramps and floats is estimated at $3.5 million to $3.7 million. The study also budgets for environmental and archaeological assessments, geotechnical work, engineering services, and transportation studies required for permits and approvals. Annual maintenance is projected at $27,000 to $40,000, covering inspections, debris management, and upkeep of infrastructure. Notably, washrooms, highway modifications, and potential future upgrades are not included in the current figures. For residents concerned about road safety, the transportation studies embedded in approvals are key: they are the mechanism by which turning movements, queuing, signage, and lighting are evaluated before any shovels are in the ground.
The study flags one construction challenge that has design and cost implications. Bedrock beneath the waterline will likely require piles for floating docks to be drilled and socketed into rock rather than driven into sediments. While this is more complex, it also supports long‑term structural stability. The study notes that environmental and archaeological work will be required to identify appropriate protections and possible habitat restoration opportunities across upland, foreshore, and underwater areas. Incorporating this work early can reduce mid‑project changes that sometimes lead to traffic disruptions or extended construction windows.
How a launch is operated influences on‑site behaviour and safety. The report outlines three operating models: government‑run, private or concession operator, or a hybrid public‑private partnership. Each has different implications for staffing, enforcement of launch etiquette, parking management, and day‑to‑day oversight. A clear model helps ensure consistent rules, predictable hours, and a plan for busy weekends and peak seasons—the times when safe circulation and clear instructions are most necessary.
Jurisdictionally, the province owns the ferry terminal property at Darrell Bay. Before any construction proceeds, the District would need to clarify land and marine use authorizations through government‑to‑government consultation with the Province of British Columbia. The Ministry of Transportation and Infrastructure previously added “public boat launch” as a permitted use when the terminal site was rezoned in 2022, creating a pathway for further review. As part of permitting, the District indicates transportation studies will be completed; at the time of writing, formal comment from provincial traffic officials is not yet available. Any updates from the Ministry of Transportation will be shared once confirmed.
The District also notes that other sites highlighted in the Marine Access Review—particularly privately held waterfront parcels along the Mamquam Blind Channel—remain under consideration. Those locations will be assessed if and when land use changes or redevelopment proposals are brought forward. The Darrell Bay work provides a baseline for comparing costs, benefits, and potential safety outcomes across multiple options so that council and residents can weigh the overall public interest, including traffic and parking impacts on adjacent areas.
For many local families, the most practical questions are the ones that keep everyone safe. How will the entry point be signed from Highway 99? Where will trailers queue during peak times so the highway remains clear? Will there be lighting to help early morning and dusk users see pedestrians and cyclists? What is the plan for separating ferry traffic from launch traffic, and for keeping emergency access unobstructed? These are the types of issues a transportation impact assessment and detailed design are intended to solve. The study indicates these reviews are part of the approvals process; residents who use Darrell Bay, drive the corridor regularly, or live nearby may want to provide input when the District invites comments.
There are practical steps that can be considered as the project advances. A signage and wayfinding review could help distinguish ferry operations from launch access and reduce last‑minute lane changes. A parking management plan can set clear expectations for trailers, including overflow strategies that do not spill onto the highway shoulder. Pedestrian routes, marked crossings, curb radii, and lighting should be examined together so people launching boats, walking to the shoreline, and driving through the area understand where to go. Education on launch etiquette—when to prepare, how to clear ramps efficiently, and where to stage—can reduce delays that lead to risky manoeuvres. During peak periods, on‑site attendants or seasonal staffing may be appropriate to direct traffic and keep the ramp flowing safely.
Community members often ask how enforcement fits in. The feasibility study does not prescribe an enforcement model, but it does outline operating options that would shape staffing and day‑to‑day oversight. Coordination with provincial agencies will be necessary given the highway interface. Any formal enforcement plans—and whether they include local or provincial partners—will be clearer once council has reviewed the study and the project moves into design and permitting.
For now, the District’s work at Darrell Bay remains at the feasibility stage. Council’s review will help determine whether to advance detailed design, how to engage the public, and what safety priorities should be front and centre. Residents can expect the District of Squamish to share next steps, including opportunities for input, after Tuesday’s presentation. The Ministry of Transportation and Infrastructure is responsible for the highway corridor and will review any proposals that affect access or traffic operations. Updates will be posted by the District and the Ministry as safety reviews progress and design decisions are made.
