(07) section 3 - dec 2004

PROJECT SETTINGSECTION 3

Environmental Assessment Certificate Application for the RichmondAirportVancouver Rapid Transit Project

3-1 December 2004

3 Project Setting

3.1 Introduction

Figure 2.1 identifies the RAV rail rapid transit corridor from downtown Vancouver to Richmond, and to the Vancouver International Airport. A more detailed description of the alignment and station locations is provided in SECTION 2.3. An Application Supplement describing the selected project will be submitted by RAVCo to the BCEAO in December 2004. To provide a context for the analyses presented in subsequent sections of the Application, a brief description of the project setting is provided below. This information, intended to serve as an overview, is supplemented by more detailed descriptions of spatial boundaries and area attributes contained in the environmental impact assessment studies presented in SECTIONS 6 to 15. 3.2 General Setting

The RAV Project is located in Richmond and Vancouver in B.C.s Lower Mainland region, which includes the largely rural Fraser Valley and the urban area of Greater Vancouver (Figure 3.1). The region is bounded by the international border with the United States to the south, the Coast Mountains to the north and east, and the Pacific Ocean to the west. Key geographic features of the Lower Mainland include (FREMP 1996): Fraser lowland a broad expanse of river and glacial deposits associated

with the Fraser River floodplain, extending east from Greater Vancouver to the vicinity of Hope;

Fraser River estuary defined as the zone where the fresh water of the Fraser River mixes with the sea water of Georgia Strait; and

Fraser River delta land formed by the deposition of sediment at the mouth of the Fraser River.

Richmond/Airport/Vancouver LineFuture Coquitlam LineFuture Rapid Transit Extension

BurrardGranville

Waterfront

StadiumMain StreetScience World

VCCBroadway

Nanaimo29th Avenue

Joyce

PattersonMetrotown

Royal Oak

Commercial Dr

Renfrew

RupertGilmore

BrentwoodTown Centre

HoldomSperling-Burnaby Lake

SFU

Production Way-University

LougheedTown Centre

Braid

Sapperton

King George

Surrey Central

GatewayScott Road

Columbia

New Westminster22nd St

Edmonds

UBC

VANCOUVER

RICHMOND

Lonsdale Quay

SURREY

DELTA

COQUITLAM

BURNABY

NEWWESTMINSTER

Figure 3.1RAV Project Setting

Skytrain Millennium LineSkytrain Expo LineSeaBusWest Coast Express


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3.3 Physical Setting

The RAV corridor lies within the Fraser Lowland physiographic region, a subdivision of the Georgia Lowland physiographic region. The Fraser Lowland subdivision is depositional in origin and extends in a triangular shape from Georgia Strait eastward approximately 110 km and southwest to the coast at Bellingham, Washington. The Pacific Ranges of the Coast Mountains and the Skagit Range of the Cascade Mountains border the region to the north and southeast, respectively. The Georgia Lowland region is characterized by gently rolling and flat-topped uplands, ranging in elevation from 15 to 300 m, separated by wide, flat-bottomed valleys. The regions upland areas are composed of various landforms: hummocky till and glacio-marine deposits; glacial outwash terraces; thin mantles of glacial and glacio-marine deposits; and raised marine deltas. The Fraser River delta has a complex history, involving marine and non-marine, glacial and non-glacial deposition. In recent geological history, deltaic, channel, and floodplain deposits have been accumulating at the delta front at a rate of approximately 8.5 m/year (Holland 1964). The Georgia Lowland has a complex geologic history that has resulted in a variety of geologic deposits of Pleistocene origin, including various marine and glacio-marine deposits, glacial till and glacial outwash terraces, plains and deltas. Of more recent origin, there are colluvium, silt and sand fluvial deposits and organic accumulations.

3.4 Biophysical Setting

3.4.1 Climate and Landforms

The Ecoregional Classification system is used to stratify BC's ecosystems into geographical units in a five-level hierarchy. The three lowest levels, Ecoprovinces, Ecoregions and Ecosections are progressively more detailed and relate segments of the Province to one another. They describe areas of similar climate, physiography, oceanography, hydrology, vegetation, and wildlife potential (Demarchi 1996).


December 2004 3-6

The RAV corridor is located in the Georgian Depression Ecoprovince, an area with clearer and drier conditions than in coastal areas adjacent to the Pacific Ocean. The southern parts of this Ecoprovince have the greatest annual amounts of sunshine in B.C. Temperatures throughout the area are modified by the ocean and the Strait of Georgia. The corridor is located in the Lower Mainland Ecoregion, an area of reduced rainfall with a distinct rain shadow on the lowlands and the Fraser River delta. Finally, the corridor is situated within the Fraser Lowland Ecosection, which consists of the Fraser delta, estuary, lowlands, and associated uplands (Demarchi 1996). 3.4.2 Aquatic Ecosystems and Resources

As previously described, the Fraser River estuary is located at the western edge of the Fraser Lowland, a triangular area bounded on the west by the Strait of Georgia, on the north by the Coast Mountains, and on the south and southeast by the Cascade Mountains. The Fraser River drainage basin encompasses approximately 233,000 km2. About two thirds of the precipitation that occurs within the basin falls as snow (Ages and Woollard 1976). During freshet, when melting of the snow pack in late spring and early summer causes a rapid rise in river discharge, the average discharge is typically 9,600 m3/s. Discharges range from as high as 15,600 m3/s during late spring freshet to as low as 340 m3/s in the winter. The oceanographic characteristics of the Fraser River estuary are strongly influenced by the quantity, quality and timing of freshwater discharge and by the tides and winds of the Strait of Georgia. Surface current patterns, especially in those portions of the river that are partially trained by jetties and groins, are strongly dominated by river flows. These flows are conveyed by the South and North arms, the two main distributary channels of the Fraser River delta. The bifurcation of the main channel of the river into these two channels occurs at New Westminster. The bifurcation of the North Arm into the North and Middle arms occurs at the upstream tip of Sea Island, Richmond, in proximity to proposed project crossings of these two channels. The salinity of the surface waters of the deltas distributary channels rarely exceeds 0.0 parts per thousand (ppt). Surface salinities in the lower river are almost invariably fresh during the period of mid-May to mid-August (Ages 1979). Slightly brackish surface waters occasionally penetrate the outer


3-7 December 2004

estuary during August and September. In December, the month of lowest discharge, surface salinities may reach 4 ppt in the lower North and Middle arms, downstream of the bifurcation of the channels. The tides of the Fraser River estuary are characterized by a mixture of diurnal and semidiurnal inequality that affects both the time and the height of the tide. This inequality occurs principally in the time and height of succeeding low tides. There is an approximately two-week cycle in tidal ranges, as well as a seasonal cycle. Lowest tides occur near midnight in the winter months and during midday in the summer months. The estuarys aquatic environments sustain a myriad of ecological functions for numerous fish species, including chinook salmon (Oncorhyncus tshawytscha), chum salmon (O. keta), coho salmon (O. kisutch), sockeye salmon (O. nerka), and pink salmon (O. gorbuscha), as well as Pacific herring (Clupea pallasii), white sturgeon (Acipenser transmontanus), green sturgeon (A. medirostris) and eulachon (Thaleichtys pacificus). In addition to providing nursery, rearing and feeding habitat for a diversity of fish and invertebrate species, the estuarys marshes, mudflats, sloughs and river channels provide critical resting and feeding habitat for millions of waterfowl and shorebirds migrating along the Pacific Flyway. The Fraser River estuary lowland and surrounding urban areas sustain a human population of over 1.5 million. Residential, commercial, and industrial developments and associated uses constantly interact with the remnant aquatic and terrestrial habitats of the estuary, often affecting the extent to which these habitats can sustain fish and wildlife. The successful mitigation of effects, whereby environmental criteria are integrated within the overall design of development, and the conservation and protection of fish and fish habitat is achieved, is now a demonstrated component of development projects throughout the estuary. 3.4.3 Terrestrial Ecosystems and Resources

The RAV corridor is located within two biogeoclimatic units:

Very Dry Maritime subzone of the Coastal Western Hemlock zone (CWHxm1)


December 2004 3-8

Moist Maritime subzone of the Coastal Douglas-fir zone (CDFmm) (BC Ministry of Forests (MoF) 2003)

[See SECTION 7: Terrestrial Biophysical Assessment for an explanation of BCs Biogeoclimatic Ecosystem Classification (BEC) system]. In Vancouver, the RAV corridor is located within the CWHxm1, which is characterized by warm, dry summers and moist, mild winters with relatively little snowfall. Water deficits may occur on typical sites during the long growing season. Pre-settlement, the area would have supported a forest dominated by Douglas-fir (Pseudotsuga menziesii), western hemlock (Tsuga heterophylla), and western redcedar (Thuja plicata). Major understorey species would have included salal (Gaultheria shallon), dull Oregon-grape (Mahonia nervosa), red huckleberry (Vaccinium parvifolium), step moss (Hylocomium splendens), and Oregon beaked-moss (Eurhynchium oreganum) (Green and Klinka 1994). Urban development along the RAV corridor has resulted in the alteration of the natural landscape and the eradication of most native species. Certain segments, such as the Cambie Heritage Boulevard, support ornamental trees and shrubs varying in age and condition (see ARBORICULTURAL SURVEY AND ASSESSMENT: SECTION 8). In Richmond, the RAV corridor traverses the CDFmm, which due to its presence in the rainshadow cast by the Vancouver Island and Olympic mountains, is characterized by warm, dry summers and mild, wet winters. Pronounced water deficits occur on typical sites during the very long growing season. Forests typical of the area would have had a canopy of Douglas-fir, grand fir (Abies grandis), and western redcedar. Major understorey species would have included salal, dull Oregon-grape, oceanspray (Holodiscus discolor), and Oregon beaked-moss (Green and Klinka 1994). Lulu Island was initially developed as farmland during the late 1800s. Because the average elevation in Richmond is one meter above sea level (City of Richmond 2004), an elaborate system of perimeter dykes was constructed in the early 1900s to prevent inundation of low-lying areas during flood tides and freshet flows on the Fraser River.


3-9 December 2004

3.5 Socio-economic Setting

The two municipalities to be directly served by the RAV line are Vancouver and Richmond. Along with 21 other municipalities (and one electoral area) in the Lower Mainland, Vancouver and Richmond are members of the GVRD, a regional partnership that provides coordinated planning and services for the Greater Vancouver area. In addition to delivering utility services (e.g., drinking water, sewage treatment, recycling and garbage disposal), the GVRD manages and plans regional growth and development, and protects green zones and air quality. Vancouver, located at the base of the Coast Range mountains and surrounded by water on three sides, is one of the worlds most beautiful and most livable cities. It is the largest city in B.C., spanning an area of 113 km2, and the third largest in Canada, with an estimated population of 560,000 (City of Vancouver 2003). Vancouver is a major port with two large Port of Vancouver container docks situated on the citys waterfront in Burrard Inlet and a third at Roberts Bank in Delta. Vancouver is also the main western terminus of Canadas transcontinental highway and rail system, and a major tourist destination. Vancouvers Central Business District houses 60% of the regions office space, the headquarters of a number of forest products and mining companies, and branches of national and international banks, accounting and law firms (City of Vancouver 2003). Vancouver is connected to North Vancouver by the Lions Gate and the Ironworkers Memorial Second Narrows bridges across Burrard Inlet and to Richmond by the Arthur Laing, Oak Street and Knight Street bridges across the North Arm of the Fraser River. Highway 1 provides access to Vancouver from the Fraser Valley. Richmond, which consists of a series of islands, including Sea Island, most of Lulu Island and 13 smaller islands, is located in the Fraser River delta. It is bordered by Vancouver and Burnaby to the north, Delta to the south, New Westminster to the east, and Georgia Strait to the west. Since it is situated below sea level, all of the major islands in Richmond are protected from flooding by a system of dykes. The City is connected to Sea Island by No. 2 Road, Dinsmore, Airport Connector and Moray Channel bridges across the Middle Arm of the Fraser River. The George Massey Tunnel connects Richmond with Delta to the south while the Alex Fraser Bridge to the southeast connects Richmond to Delta and New Westminster. In addition to its local road network, Richmond is


December 2004 3-10

served by Highway 99 and Highway 91, as well as the Canadian National and Canadian Pacific railways, and the Southern Railway. Richmond has a population of more than 168,000 and an economy that supports over 100,000 jobs in various sectors, including services, retail, tourism, technology industries, light manufacturing, agriculture, airport and aviation services, fishing and government (City of Richmond 2004). Vancouver International Airport, managed by VIAA, is located on designated federal lands on Sea Island, within the City of Richmond. The airport, situated approximately 15 km from downtown Vancouver, consists of a domestic, an international and a regional terminal, as well as 400 businesses and organizations employing approximately 26,000 people (VIAA 2003). The Port of Vancouver is one of North Americas largest ports and Canadas gateway for Asia-Pacific trade, annually handling between 60 million and 70 million metric tones of cargo and generating $1.6 billion in Gross Domestic Product (GDP) and $3.5 billion in economic output (Vancouver Port Authority 2004). The North Fraser Port Authority administers port activities in the North Arm of the Fraser River, from New Westminster to Sturgeon Bank. North Fraser Harbour is a major link in the transportation of logs cut by BCs coastal forest industry, handling approximately 20 million tonnes of inward and outward bound cargo in 1997 (NFPA 2001).

The proposed RAV line will follow existing arterial rights-of-way for most of its length. Land use along the corridor is predominantly commercial, with residential areas along Cambie Street and industrial lands bordering the line on either side of the Fraser River. Since much of the alignment will be underground and the above-ground portions will follow existing major thoroughfares, the RAV line will not segregate residential areas or create a barrier between communities along its length.


3-11 December 2004

3.6 Recreational Features and Water Use

Along the Vancouver portion of the RAV corridor, recreational features consist of the seawall walk and adjacent green space along the Coal Harbour waterfront and False Creek shorelines and the 52 hectare Queen Elizabeth Park, located on the height of land between 27th and 37th Avenues, just east of Cambie Street. The Cambie Heritage Boulevard occupies the Cambie Street median between King Edward Avenue and Southwest Marine Drive. The Langara Golf Course, situated along the east side of Cambie Street, immediately south of 49th Avenue, is the oldest city-owned course in Vancouver. Vancouver has applied for designation of this course as a certified Audubon sanctuary, reflecting its importance as bird habitat in an urban setting (Vancouver Board of Parks and Recreation (VPB) 2003-2004). Both Queen Elizabeth Park and the Langara Golf Course are included in the GVRDs Livable Region Strategic Plan Green Zone. The role of the Green Zone in the LRSP is to: protect critical natural lands like farming areas, major parks and wildlife

habitat provide a permanent boundary for urban growth contribute to broader environmental protection provide a framework for planning and management In Vancouver, recreational use in proximity to the corridor consists primarily of enjoyment of nature and observation of surrounding cityscapes. Queen Elizabeth is a popular tourist attraction due to its viewpoints and botanical gardens, as well as the Bloedel Conservatory. Day use activities in the park include pitch and putt golf, tennis, disc golf, picnics, walking and nature observation. The Little Mountain Drinking Water Reservoir system, located in the park, was recently reconstructed by the GVRD. Redevelopment of the rooftop of the reservoir to add new landscaping, covered pavilions, a water feature and parking area is scheduled for completion in early 2005 (VPB 2004). In Richmond, key recreational features in proximity to the proposed RAV corridor and Fraser River crossing locations include walking and cycling trails along the top of the dykes, and permanent and transient moorage for recreational boats.


December 2004 3-12

There are approximately 1,050 pleasure boat berths in the Middle Arm (NFPA 2001). Recreational activities and water use in this portion of the project area include boating, nature observation and enjoyment, walking, cycling and bar fishing. Neither commercial nor recreational fisheries are documented to occur at or in proximity to either RAV bridge crossing location (see SECTIONS 6.3.1.2 and 6.3.2.2). In addition to recreational activities, water use in the North Arm also consists of commercial vessel and log transit, log storage and vessel moorage. Although log storage is not a designated use in the Middle Arm, log rafts are often moored to dolphins fronting the Duck Island shoreline. The Sea Island Conservation Area (SICA), located on the northern part of Sea Island, adjacent to the Vancouver International Airport, is situated approximately 1 km north of the RAV line. The 140 hectare SICA, consisting of a complex of regenerating old field, riparian woodland and wetland slough habitat, is managed by the Canadian Wildlife Service with the objectives of maintaining habitat and populations of wildlife that do not contribute significantly to aviation hazards at the airport and providing public use opportunities that are compatible with aviation safety and wildlife management goals (VIAA 2001). The SICA will not be affected by RAV Project construction or operation.

3.6.1 FREMP Foreshore Habitat Classification and Area Designations

The Fraser River Estuary Management Program consists of an intergovernmental partnership of agencies responsible for setting and enforcing environmental legislation and policy, as well as managing land and water resources in the estuary. FREMP partners include Environment Canada, DFO, Ministry of Water, Land and Air Protection (MWLAP), GVRD, NFPA and the Fraser River Port Authority. Together, these agencies implement the Estuary Management Plan, coordinating long-range planning and operational decision-making to ensure an economically and environmentally sustainable future for the estuary. FREMP has two foreshore management tools: area designations and colour-coded habitat classifications, the latter of which are depicted on a series of orthophotos derived from April 2002 air photos and available on the FREMP


3-13 December 2004

website: http://www.shim.bc.ca/FREMP/main.cfm These orthophotos, which describe current site-specific foreshore habitat classification and colour codes, can be used to identify relative habitat values and development constraints and requirements as described in Table 3.1 (FREMP 2002).


December 2004 3-14

Table 3.1 FREMP Foreshore Habitat Classification/Colour Coding Definitions

HABITAT

CLASSIFICATION/COLOUR CODES

COLOUR CODING DEFINITIONS

RED CODED SHORELINE (High Productivity) Include productive and diverse habitat features that support critical fish and wildlife functions on-site or as part of a more regional context and/or areas where habitat compensation has been previously constructed to offset habitat losses.

Development in red-coded areas is restrictive but may occur provided that mitigation is applied through site location and/or design to avoid impacts on habitat features and functions of the area. Habitat compensation is not an option as a rule. The only circumstances whereby exceptions to the above guideline can be considered are where the project is specifically undertaken in the interest of public health and safety. Even in these cases, alternative siting and design will be pursued to the maximum extent possible.

YELLOW CODED SHORELINE (Moderate Productivity) Include habitat features that are of moderate value in structure or diversity due to existing conditions (e.g., surrounding land uses or productivity) and support moderate fish and wildlife functions.

Development may occur in yellow coded areas provided that mitigation and/or compensation measures are incorporated into the project design to ensure that there is NO NET LOSS, and where possible, a NET GAIN, of productive capacity as a result of the project. Mitigation options must be pursued to the maximum extent possible prior to consideration of compensation for unavoidable impacts on habitat features and functions.

GREEN CODED SHORELINE (Low Productivity) Include areas where habitat features and functions are limited due to existing conditions (e.g., developed for port or other urbanized uses).

Development may occur in green coded areas provided that environmental impacts are mitigated through appropriate location, scheduling, design and operation and NO NET LOSS, and where possible, a NET GAIN, in the productivity capacity of the site is achieved.

Source: FREMP 2002.


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Figure 3.2 indicates the colour-coded FREMP habitat classifications for portions of the North and Middle arms to be crossed by the RAV line. Habitat classifications in these areas range from low productivity and diversity (green-coded) along the northern shore of the North Arm to high productivity and diversity (red-coded) on the southern shore of the North Arm and on either side of the Middle Arm crossing. More detailed descriptions of the crossing locations and habitat values are provided in SECTION 6.3.1.4 (North Arm) and SECTION 6.3.2.4 (Middle Arm). Area designations represent agreements between FREMP and the municipalities located in the estuary regarding the intended use of intertidal and nearshore riparian areas (i.e., wetted side of the dyke) and constitute a form of foreshore zoning. Area designations include:

conservation industry log storage recreation undetermined use water-oriented residential/commercial port/terminal.

In the vicinity of the proposed North Arm crossing for the RAV line, primary area designations include log storage and industry, while both log storage and conservation are identified as secondary uses along the rivers south shore. The area traversed by the proposed Middle Arm crossing, upstream of the Moray Channel Bridge, is primarily designated as water-oriented commercial, with a secondary designation of conservation.

Low ProductivityModerate ProductivityHigh Productivity

Habitat CompensationSites

0500 500 1,000 1,500 FEET

SCALE:

N

Conservation

Industry

Log Storage

Recreation

Undetermined Use

Water OrientedResidentail/Commercial

Port/Terminal

LEGEND

Area Designations

Colour Code Segments

Fraser River Estuary Management Plan

http://www.shim.bc.ca/fremp/fremp.mwf

September 22, 2004 9:08 AM

SCALE 1 : 6,730

Figure 3.2FREMP Area Designations & Habitat Colour Coding in the North & Middle Arms of the Fraser River in the Vicinity of the RAV Crossings

FRS R

RE

A EIV R

ort rN

h A m

dM

idl

e Ar

m

Oak St

e Bri

ge

ret

d

Ath

ra

ing

rid

g

ru

L B

e

VANCOUVERVANCOUVER

RICHMONDRICHMOND

MITCHELLISLAND

MITCHELLISLAND

SEAISLAND

SEAISLAND

Source:


3-19 December 2004

3.7 Geotechnical Conditions

3.7.1 Geotechnical Investigations

In 2003, RAVCo conducted geotechnical and geo-environmental investigations along the proposed RAV corridor to characterize subsurface soil, bedrock and groundwater conditions. The information collected during these investigations was necessary for the refinement of project cost estimates and the determination of appropriate construction methods during the preliminary planning and proposal preparation stage. A summary of the methodology used to investigate geotechnical conditions in each segment of the RAV corridor is presented in APPENDIX 3-A. Study scope of work was limited to planning and implementation of the geotechnical studies and to data collection and documentation. Investigations generally included drilling of boreholes, bedrock surface exposure mapping, determination of surface and borehole geophysics, bathymetry, and in situ and laboratory testing. The Geotechnical Data Reports provided to Contractor Teams contained factual data and testing results with no interpretation of the data. The complete record of the borehole logs and test results is available upon request at the RAVCo office. Results of geotechnical studies conducted to date were used as an initial source of subsurface information by Contractor Teams. The selected Concessionaire will undertake additional, site-specific geotechnical investigations along the corridor during the course of the RAV Project.

3.8 References

Ages, A. 1979. The salinity intrusion in the Fraser River: salinity, temperature and current observations, 1976, 1977. Institute of Oceans Sciences, Department of Fisheries and Oceans (Canada), Sidney, British Columbia, Pacific Marine Science Report 79-14. 193p

Ages, A., and A. Woollard. 1976. The tides in the Fraser River Estuary; Institute

of Oceans Sciences, Department of Fisheries and Oceans, Victoria, British Columbia, Pacific Marine Science Report 76-5, 100p.


December 2004 3-20

BC Ministry of Forests. 2003. Provincial Digital Biogeoclimatic Subzone/Variant Mapping. Abec_bc Version 5.0 (2003/04/07). Vector Digital Data. Ministry of Forests Research Branch. Available online at: ftp://ftp.for.gov.bc.ca/hre/external/!publish/becmaps/abec_bc_ver5.300.zip [Accessed July 18, 2003]

City of Richmond. 2004. Discover Richmond. City Profile. Available online at:

http://www.city.richmond.bc.ca/discover/discover_indes.htm [Accessed January 30, 2004 and September 3, 2004]

City of Vancouver. 2003. About Vancouver. Available online at:

http://www.city.vancouver.bc.ca/aboutvan.htm [Accessed January 30, 2004]

City of Vancouver. 2002. Downtown Transportation Plan. Approved by

Vancouver City Council on July 9, 2002. 188 pp. Available online at: http://www.city.vancouver.bc.ca/dtp/final.htm

Demarchi, D.A. 1996. An Introduction to the Ecoregions of British Columbia.

January 1996. Wildlife Branch, Ministry of Environment, Lands and Parks, Victoria, B.C. Available online at: http://srmwww.gov.bc.ca/ecology/ecoregions/indes.html [Accessed July 17, 2003]

EBA Engineering Consultants Ltd. 2003. T16B Geotechnical Investigations

Richmond and Airport Segment. Prepared for Richmond/Airport/Vancouver Rapid Transit Project, Vancouver, B.C.

Fisheries and Oceans Canada. 2004a. First Nations Lower Fraser River.

Lower Fraser River First Nations Fisheries. Pacific Region, Fraser River/BC Interior Area. Available online at: http://www.pac.dfo-mpo.gc.ca/fraserriver/firstnations/firstnationsLF_e.htm [Accessed September e, 2004].


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Fisheries and Oceans Canada. 2004b. Ceremonial Opening Times between 01/01/2004 and 3/9/2004. Pacific Region, Fraser River/BC Interior Area. Available online at: http://www.pac.dfo-mpo.gc.ca/fraserriver/firstnations/PDFs/CeremonialOpeningTimes_Previous.pdf [Accessed September e, 2004].

Fisheries and Oceans Canada. 2004c. Economic Opportunity Opening Times

between 01/01/2004 and 3/9/2004. Pacific Region, Fraser River/BC Interior Area. Available online at: http://www.pac.dfo-mpo.gc.ca/fraserriver/firstnations/PDFs/EconomicOpportunityOpeningTimes_Previous.pdf [Accessed September e, 2004].

Fraser River Estuary Environmental Management Program. 2002. Estuary

Management Plan. Colour Coding. Available online at: http://www.bieapfremp.org/fremp/managementplan/colourcoding.html [Accessed September 3, 2004]

Fraser River Estuary Environmental Management Program. 2002. Estuary

Management Plan. Habitat Inventory. Available online at: http://www.bieapfremp.org/fremp/managementplan/habitat_inventory.html [Accessed September 3, 2004]

Fraser River Estuary Management Program. 1996. Environmental Quality Report

of the Fraser River Estuary. Burnaby, B.C. Golder Associates Ltd. 2003. T16A Geotechnical Investigations Vancouver

Segment. Prepared for Richmond/Airport/Vancouver Rapid Transit Project, Vancouver, B.C.

Green, R.N. and K. Klinka. 1994. A Field Guide to Site Identification and

Interpretation for the Vancouver Forest Region. Land Management Handbook No. 28. BC Ministry of Forests Research Program, Victoria, B.C.

Holland, S.S. 1964. Landforms of British Columbia: A Physiographic Outline.

Bulletin No. 48. BC Department of Mines and Petroleum Resources, Victoria, B.C.


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Klohn Crippen Consultants Ltd. 2003. Contract T16C - Geotechnical Investigations Fraser River Crossings. Final Report. Prepared for Richmond/Airport/Vancouver Rapid Transit Project, Vancouver, B.C. August 2003.

ND Lea Consultants Ltd. 2003. Cambie Corridor King Edward to Marine Drive

Non Subway Options. Prepared for Richmond/Airport/Vancouver Rapid Transit Project, Vancouver, B.C. February 2003.

North Fraser Port Authority. 2001. About the North Fraser River. Available online

at: http://www.nfpa.ca/English/03fras/03index.html [Accessed February 6, 2004]

Vancouver Board of Parks and Recreation. 2003-2004. Golf Courses. Langara

Golf Course. Available online at: http://www.city.vancouver.bc.ca/parks/golf/langara/ [Accessed February 6, 2004]

Vancouver Board of Parks and Recreation. 2004. Queen Elizabeth Park.

Available online at: http://www.city.vancouver.bc.ca/parks/parks/queenelizabeth/ [Accessed November ,,. 2004]

Vancouver International Airport Authority. 2004. Sea Island Conservation Area.

Available online at: http://www.yvr.ca/authority/community/si_conservation.asp [Accessed February 6, 2004]

Vancouver International Airport Authority. 2003. Environmental Management

Plan. Available online at: http://www.yvr.ca/pdf/authority/emp100103.pdf [Accessed September 2, 2004]

Vancouver Port Authority. 2004. The Port & Operations. Available online at:

http://www.portvancouver.com/the_port/economic_impact.html [Accessed September 3, 2004].

Summary of Geotechnical InvestigationsConducted Along the RAV Corridor in 2003

APPENDIX 3-A


1 December 2004

Appendix 3-A Summary of Geotechnical Investigations Conducted Along the RAV Corridor in 2003 Geotechnical investigations of the RAV corridor undertaken in 2003 were as follows:

T16A Geotechnical Investigations Vancouver Segment conducted by

Golder Associates Ltd.: investigations along the City of Vancouver Segment, which is envisaged to be constructed primarily within a tunnel, including the downtown core, False Creek crossing, and the Cambie Street corridor terminating at Marine Way.

T16B Geotechnical Investigations Richmond and Airport Segment conducted by EBA Engineering Consultants Ltd. (EBA): Land-based investigations along City of Richmond and Vancouver International Airport segments.

T16C Geotechnical Investigations Fraser River Crossings Segment conducted by Klohn Crippen Consultants Ltd. (Klohn Crippen): Investigations for the North Arm and Middle Arm (Moray Channel) crossings of the Fraser River, where bridge structures are being considered.

T16A Geotechnical Investigations Vancouver Segment Golder Associates Ltd. completed geotechnical and geophysical investigations along the Vancouver Segment of the RAV corridor which included drilled boreholes, bedrock surface exposure mapping, surface and borehole geophysics, bathymetry, and in situ and laboratory testing. Preliminary environmental screening and chemical testing was also carried out at some borehole locations as part of the investigations. To assess the potential for encountering items of archaeological significance, an archaeological review of test locations was conducted prior to undertaking the geotechnical investigations. The T16A Report contains descriptions of the geotechnical and geophysical investigation methods and factual data collected. Summaries of the results of the environmental screening and archaeological reviews are also presented. Interpretation of the stratigraphy between test locations, the engineering properties of the various strata, archaeological impact assessment, and


December 2004 2

assessment of potential soil or groundwater contamination was beyond the scope of work and is not addressed in the T16A Report. The geotechnical investigations within the Vancouver Segment extended from just north of SW Marine Drive, where the proposed elevated guideway will reach grade, to the northern terminus at Cordova Street in the downtown core. The length of the Vancouver Segment is approximately 9.0 km. Site Investigations A two-phase drill program, consisting of 50 borehole locations, was initially recommended by RAVP in the Request for Proposals for Contract T16A. Quotations were requested from drill contractors, and the contract was awarded to Mud Bay Drilling Co. Ltd. (Mud Bay) in Surrey, BC. Mud Bay subcontracted a portion of the drilling to Geotech Drilling Services Ltd. (Geotech), based in Prince George, BC. Both drill contractors mobilized to site on June 2, 2003. Four boreholes at the south end of the Vancouver Segment were subsequently awarded to the Ministry of Transportation (MoT) under separate contract. Prosonic Corporation (Prosonic), based in Marietta, Ohio was subcontracted by Mud Bay to carry out sonic drilling, which was added to the drill contract. Prosonic mobilized to site on September 11, 2003. The scope of work was expanded during the study, and geotechnical and geophysical investigations were ultimately carried out in three phases, between June and September 2003, with laboratory testing continuing until November 2003. A total of 61 boreholes were completed during the three phases of investigation. Phase I investigations consisted of the following: 24 rotary boreholes, including 19 land-based and five over-water in False

Creek bedrock surface exposure mapping in Queen Elizabeth Park bathymetry data collection in False Creek surface geophysics (electrical resistivity imaging and seismic refraction) in

Queen Elizabeth Park borehole geophysics (natural gamma, apparent conductivity, caliper, sonic,

and optical televiewer logging) at selected boreholes in situ hydraulic conductivity testing at select borehole locations


3 December 2004

piezometer water level monitoring Phase II investigations consisted of the following: 29 land-based boreholes; borehole geophysics (natural gamma, apparent conductivity, caliper, sonic,

and optical televiewer logging) at selected boreholes; in situ hydraulic conductivity testing at select borehole locations; and piezometer water level monitoring.

Phase III investigations consisted of the following: eight land-based boreholes, including sonic drilling; borehole geophysics (natural gamma, apparent conductivity, caliper, sonic,

and vertical seismic profiling) at selected boreholes; in situ hydraulic conductivity testing and pressuremeter testing at selected

borehole locations; and piezometer water level monitoring. It should be noted that some of the Phase III tasks, including a portion of the sonic drilling, pressuremeter testing, and vertical seismic profiling, were carried out at borehole locations planned as part of the Phase II investigation program. Details of the drill program, the piezometer installations and water level monitoring to date for the three phases of investigation are presented in the T16A Report. Permits Golder Associates Ltd. obtained permits for conducting the surface mapping, bathymetry, and drill investigations on public property from the following agencies: City of Vancouver Engineering Services (Street Use Permits); City of Vancouver Parks and Recreation (work in Queen Elizabeth Park); Burrard Inlet Environmental Action Program (BIEAP), comprising MWLAP,

Vancouver Port Authority, DFO, and Environment Canada (BIEAP permit for work in False Creek); and

Canadian Coast Guard (notice to shipping for False Creek drilling).


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T16B Geotechnical Investigations Richmond and Airport Segments EBA Engineering Consultants Ltd. was retained by RAVCo to carry out geotechnical investigations to define the soil and groundwater conditions along the Richmond and Airport segments of the RAV corridor. The investigations consisted of drilling at locations and to depths recommended by RAVCo, and environmental and geotechnical in situ and laboratory testing of groundwater and of soils recovered from the boreholes. As a part of the investigation, a preliminary appraisal of the potential for encountering locations of archaeological significance was undertaken. The results of the geotechnical investigation and the archaeological impact assessment are presented in the factual T16B Report. The RAVP corridor, along which the boreholes were proposed, traverses the City of Richmond and VIAA lands and roadways. The corridor starts at Richmonds north end, east of the Oak Street Bridge and south of the Fraser River, and proceeds southwest to No. 3 Road where it splits into the Richmond Segment and the Airport Segment. The Richmond Segment continues south, down No. 3 Road to the terminal point at Park Road in Richmond Centre. The Airport Segment turns west near the intersection of No. 3 Road and Charles Street, crosses the Middle Arm of the Fraser River and continues west on Sea Island along Grant McConachie Way to near the airport terminal building. Site Investigation A total of 27 boreholes/cone penetration tests (CPTs) and their locations and depths were recommended by RAVCo. The locations of the boreholes were reviewed by EBA based on available information and site constraints. Upon review, drilling depths were changed for a few boreholes to maximize data procurement; some borehole locations were changed as well due to access constraints. With three exceptions, all boreholes in the Richmond section were located on City of Richmond roadways. CPT/AH-T16B-03-401 was located between two sets of CP Rail tracks, while SCPT-T16B-03-402 was located in a new parking area adjacent to the River Rock Casino site in Richmonds Bridgeport area. CPT/AH-T16B-03-405 was located in the Great Canadian Casino parking lot located at No. 3 Road and Bridgeport Road. All of the boreholes on Sea Island were located on the VIAA land and roadways.


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Information regarding utilities in the vicinity of the boreholes was provided by relevant utility companies. EBA, with RAVCo assistance, obtained permission to carry out the drilling work from the City of Richmond, Coast Mountain Bus Company, VIAA, CP Railway, and the Great Canadian Casino. Review of Existing Information At the request of RAVCo, EBA reviewed and copied geotechnical information available at the VIAA offices consisting of 10 project files. The existing borehole information along the corridor consisted of shallow boreholes drilled mainly for roadway or parking lot design. The most recent and deepest subsurface information was located at the airport terminal building. These holes are located at a distance of 140 m to 250 m from the proposed RAV alignment. Drilling Contractor Selection Two contracts for the drilling investigation were issued by RAVCo one for auger drilling and cone penetration testing, awarded to Dynamic Drilling Inc. and the second for mud rotary drilling, awarded to Beck Drilling and Environmental Services Ltd. Both contractors mobilized on site and commenced drilling on June 10, 2003. CPT/SCPT Testing and Auger Drilling The CPT test and auger drilling program consisted of 18 auger holes, 18 CPTs, and three seismic cone penetration tests (SCPT). Each of the 18 auger holes was bored within a 1.5 m radius of a CPT hole. The CPT was completed prior to auger drilling. The three SCPT holes were conducted at separate locations without an accompanying auger hole. All boreholes were drilled between June 10 and July 3, 2003. Summaries of borehole information, borehole logs, and CPT results are presented in the T16B Report. The CPTs were conducted in conformance with ASTM Standard D5778-95. The depths of CPTs varied from 30 to 40 m. A CPT test was always carried out prior to drilling of an auger hole when the two holes were closely located. Each CPT test took approximately one hour to complete. For the SCPT tests, a heavy steel beam was placed beneath the jacks at the rear of the drill. Shear waves were produced by striking one end of the beam with a wired hammer. A shear wave trace was measured by the geophone, then viewed and recorded on the oscilloscope screen. The shear wave velocity of the


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soil was measured with aim interval as the cone was advanced into the ground. The depths of the three SCPTs were 40 m each. Each SCPT test took approximately three hours to complete. Auger Drilling Prior to the commencement of drilling, auger holes were pre-excavated to a depth of 2 m using a vacuum truck. The stratigraphic sequence observed during the pre-drilling provided the near-surface ground information shown in the borehole logs. Auger drilling was carried out using a hollow stem auger in the pre-drilled holes. Standard penetration tests (SPTs) were completed at selected depths in each hole. Soil samples were collected from the SPT sampler. The SPT's were conducted to ASTM Standard D1586-99 and D6066-96 using an automatic trip hammer with a weight of 64 kg and a drop height of 0.76 m. During the test, the rod was rigidly connected to the bottom of the hammer case by a screw-in connection. All SPTs were conducted in auger holes drilled using a hollow stem auger, which was needed to keep the borehole open. Water was added to the inside of the hollow stem auger to equalize the hydraulic water pressure inside and outside the auger and therefore prevent boiling and heave of granular soils into the hole. The number of blows required to drive the standard SPT sampler 300 mm, after an initial seating penetration of 150 mm, was recorded as the SPT blow count, "N". Mud Rotary Drilling Six mud rotary boreholes were drilled and completed between June 10 and July 1, 2003. Four mud rotary holes, MH-T16B-03-406, MH-T16B-03-409 and MH-T16B-03-412, were drilled in the bus-designated lanes in the middle of No. 3 Road. MH-T16B-03-415 was located in a left turning lane on No. 3 Road south of Westminster Highway. Two additional mud rotary holes were located off the roadways on VIAA land. These holes were not pre-excavated because they were located away from existing utilities. Drilling at each borehole location consisted of mud rotary drilling using a tri-cone bit and/or an open bit shoe. MH-T16B-03-406 was drilled completely with a tri-cone bit. At each sample depth, the tri-cone was removed and the sampling rods were lowered down the hole. MH-T16B-03-409 and MH-T16B-03-412 were


7 December 2004

drilled using a tri-cone bit and an open bit shoe. The tri-cone was used to drill the hole to the depth that the mud mixture could keep the hole open. Once the hole began collapsing, the open bit shoe was lowered into the hole and the sample rods were lowered through these rods. MH-T16B-03-415, MH-T16B-03-502 and MH-T16B-03-505 were all drilled completely with the open bit shoe. SPTs were conducted in each borehole at a 3 m depth interval in accordance with ASTM Standards D1586-99 and D6066-96. An automatic trip hammer with a weight of 64 kg and a drop height of 0.76 m was used. The number of blows required to drive the sampler 300 mm, after an initial seating penetration of 150 mm, were recorded as the SPT blow count, "N". Piezometer Installation and Monitoring For auger holes, a single standpipe piezometer was installed in nine of the 18 auger holes. All piezometers consisted of 50 mm diameter PVC pipe, complete with a 1.5 m long filter-protected slotted tip section. For mud rotary holes, a single shallow standpipe piezometer was installed in MH-T16B-03-406, MH-T16B-03-412 and MH-T16B-03-502. Two standpipes, a deep and a shallow piezometer, were installed in MH-T16B-03-409, MH-T16B-03-415 and MH-T16B-03-505. All the piezometers consisted of schedule 80 PVC pipe complete with a filter-protected slotted section, filter pack, bentonite seal and protective road box. The diameter of the PVC pipe and slotted section was 25 mm for the deep piezometers and 50 mm for the shallow piezometers. The water levels for all the standpipe piezometers were recorded on July 9 and July 11, 2003. The depth of the water table in each piezometer is shown in the T16B Report. Sample Selection and Laboratory Testing Samples considered representative of each soil strata were submitted for laboratory testing. Based on visual inspection, samples that were determined to be non-plastic were submitted for Particle Size Distribution testing and samples with potential plasticity were submitted for Atterburg Limits. One Shelby tube sample was taken in each of MH-T16B-03-415 and MH-T16B-03-505. Each end of these samples was covered in wax and the entire sample was carefully wrapped in protective material to minimize moisture loss and disturbance during transportation to the testing laboratory and storage. These samples were sent to


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the EBA laboratory in Edmonton for consolidation testing. All remaining samples were sent to the EBA laboratory in Coquitlam for testing. Test results and laboratory testing sheets are presented in the T16B Report. T16C Geotechnical Investigations Fraser River Crossings Klohn Crippen Consultants Ltd. was retained by RAVCo to develop and manage a drilling investigation to provide geotechnical data for the Fraser Crossings Segment of the proposed RAV corridor. The intent of the geotechnical investigation program was to provide initial information on the soil and groundwater conditions along the alignment for the two Fraser River bridge crossings. The reference alignment in Richmond generally runs north-south along No.3 Road from Park Road to River Road, with one bridge crossing the Middle Arm of the Fraser River between Lulu and Sea islands and a second bridge crossing the North Arm of the Fraser River at the south end of Ash Street in Vancouver. Site Investigation Klohn Crippen conducted the geotechnical site investigation between June 12 and July 6, 2003. In general, the site investigation program included mud rotary and auger drill holes, SPTs, CPTs, Shelby tube sampling, and piezometer installations at the following locations: North Arm crossing - drill holes at 12 sites, seven on land and five over water Middle Arm crossing - drill holes at six sites, four on land and two over water. ConeTec Investigations Ltd. of Vancouver was the prime contractor for the drilling and Mud Bay Drilling Co. Ltd. of Surrey was the subcontractor. ConeTec conducted the CPTs and auger drill holes and Mud Bay conducted the mud rotary drill holes. Permits Prior to starting the drilling program, permits for conducting the drill holes on public property were obtained from the following agencies: City of Vancouver City of Richmond VIAA


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NFPA Deputy Inspector of Dikes Land Drilling Mud Rotary Drilling The mud rotary drilling on land was conducted using a truck-mounted MARL M-10 drill rig. SPT and Shelby tube samples were collected and logged in the field by Klohn Crippen personnel. Fishtail bits, 124 mm (4 7/8 inch) OD, were used to drill through the sand and silt layers. Once glacial till was encountered, tricone button bits, either 124 mm (4 7/8 inch) or 98 mm (3 7/8 inch) OD, were used. SPTs were conducted using a 63.5 kg (140 pound) safety hammer with a drop height of 762 mm (30 inches), in accordance with ASTM D1586-99. The safety hammer was raised with a winch line and was generally permitted to drop unimpeded. In general, AWJ drill rods were used for SPTs above 15 m depth and NWJ drill rods were used below that depth. Blow counts were recorded for every 150 mm (6 inches) of penetration or until refusal (defined as 50 blows for less than 150 mm of penetration). Shelby tube samples were collected from some drill holes in the soft to firm silt. The Shelby tube diameter was 76 mm OD (outside diameter), 73 mm ID (inside diameter), and sampling was conducted in accordance with ASTM D 15 87-94.

Cone Penetration Tests The CPTs on land were conducted by ConeTec using a MARL M-5 multi-truck rig and were completed in accordance with ASTM D5778-95. A 20-ton compressive-type cone, with a standard 60 point angle tip and a tip area of 15 cm2 was used. A 6 mm thick porous plastic pore pressure filter was located directly behind the tip. The cone was advanced and the following data were collected at 5 cm intervals during penetration:

cone tip resistance (qc); sleeve friction (fg); and dynamic pore pressure (U). In addition to the above measurements, seismic shear wave velocities were measured at 1 m intervals in BHT16C-SCPT03-610.


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The CPTs were generally terminated at refusal, defined as a cone tip resistance of approximately 30 MPa (300 bar), with the exception of BHT16C-CPT03-611, where the test was terminated at the 35 m target depth. Auger Drilling and Direct Push Soil Sampling Three solid stem auger holes were conducted adjacent to BHT16C-CPT03-611, -615, and -617 to confirm subsurface conditions and collect disturbed soil samples. The auger drilling was conducted by ConeTec using a MARL M-5 multi-truck rig, with a 152 mm (6 inch) diameter solid stem auger. The three auger holes were terminated at target depths of 15 m. The drill holes were logged in the field by Klohn Crippen personnel and grab samples were collected from the auger flights. Direct Push Soil (DPS) sampling was used to obtain samples from the surface to 10 m depth in borehole BHT16C-AH03-611. A 57 mm (2 1/4 inch) diameter sampling tube was driven in 1.2 m lengths, by a pneumatic hammer, to obtain disturbed samples of the subsoils. The continuous samples were recovered and logged by Klohn Crippen. Below 10m depth, the borehole was advanced with a solid stem auger. The auger drill hole logs are included in the detailed T16C Report.

Over-Water Drilling Geotechnical investigations in both the North and Middle arms of the Fraser River comprised a total of three mud rotary drill holes and four CPTs. ConeTec located each drill hole using differential GPS survey equipment. A tide gauge was installed to monitor changes in water level, and the level of the drilling platform, relative to the fixed spuds, was recorded during drilling.

Mud Rotary Drilling A Mobile B-80 drill rig was used to carry out the drilling and testing from a spud barge owned and operated by Earl Guilbride of Spectrum Marine Inc. A 127 mm OD casing was installed from the barge and embedded between 2 to 5 m below the mudline. Drilling procedures, SPTs and Shelby tube sampling were conducted using similar methods and equipment as those described above for mud rotary drilling on land. SPT and Shelby tube samples were collected and logged by Klohn Crippen personnel. Bentonite drilling fluid was used to return the cuttings to the surface, where they were collected in a storage container on the barge. After completing the drill holes, the casing was flushed with water,


11 December 2004

removed and the hole was abandoned. Drill hole logs are included in the T16C Report.

Cone Penetration Testing A portable CPT system was used to conduct testing from the barge. Testing was conducted in accordance with ASTM D5778-95, and the Mobile B-80 drill rig was used to advance the cone. Three nested casings, 114 mm (4 inch) OD, 89 mm (3 inch) OD and 73 mm (2 7/8 inch) OD, respectively, were seated 2 to 4 m into the river bed to protect the CPT drill rods. A 20-ton compressive-type cone was employed, similar to that described above for cone penetration testing on land. No drilling fluid was used to conduct the CPTs. Each CPT test was terminated at refusal. Where testing encountered obstructions, such as sunken logs, at shallow depths, the tests were relocated. Several logs were encountered at the proposed drill hole location for BHT16C-CPT03-606; therefore, the drill hole was moved approximately 20 m to the west of the proposed alignment. The ConeTec report and data are included in the T16C Report.

Environmental Screening Environmental screening was conducted using a HNU DL-101 Photo-Ionization Detector (PID) calibrated to isobutylene and a Biosystems PhD Lite Multi Gas Methane Detector. The PID displays results in parts per million (ppm) of isobutylene, while the methane detector displays results in percentage of the lower explosive limit (% LEL) of methane gas.

PID sampling was performed on samples obtained from SPTs in the fill materials. PID sample values for the SPTs are recorded on the drill hole logs in the T16C Report. PID sampling and methane detection sampling were conducted at the head of each standpipe on July 18, 2003. PID and % LEL methane values are detailed in the T16C Report. Piezometer Data Following completion of the site investigation program, Klohn Crippen returned to each piezometer and recorded the water levels in the standpipe piezometers. These data are presented in the T16C Report.

(07) section 3 - dec 2004

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