wespac tilbury marine jetty project...the construction phase is expected to be initiated in 2019 and...
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ENVIRONMENTAL ASSESSMENT CERTIFICATE APPLICATION
WesPac Tilbury Marine Jetty Project
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WesPac Tilbury Marine Jetty Project
Environmental Assessment Certificate Application
Section 0.4: Application Summary
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APPLICATION SUMMARY
PROJECT OVERVIEW
WesPac Midstream-Vancouver LLC (WesPac) is proposing the construction and operation of a marine jetty
(the Project) on Tilbury Island, City of Delta, British Columbia. The Project site is adjacent to the existing FortisBC
liquefied natural gas (LNG) facility and would allow for transfer of LNG from that facility to barges and ocean-going
vessels serving local and export markets. The Project would provide berthing and loading facilities to LNG carriers
with up to approximately 100,000 m3 of LNG capacity to serve offshore export markets and regional markets. All
LNG carriers and bunker vessels calling at the Wespac Tilbury Marine Jetty will be operated by qualified shipping
companies engaged in the business of LNG transportation. LNG carriers will transit to the Project site from the
Pacific Ocean along established shipping routes through the Strait of Juan de Fuca, the Strait of Georgia and the
South Arm of the Fraser River.
WesPac develops, constructs, owns, and operates energy infrastructure throughout North America. WesPac
Midstream LLC projects provide customers with clean, safe, and efficient modes of fuel supply, processing,
storage, and distribution. WesPac Midstream LLC has provided fuel logistics and master planning services at a
number of large commercial facilities.
The Project is comprised of the following components, each of which are briefly described below:
Marine Jetty (main trestle, berth, mooring dolphins and berthing dolphins)
LNG Transfer System including pumps, loading arms and onshore & offshore piping
Boil Off Gas management system
Process Control and Power Supply Systems
Fire Protection and Emergency Systems
Project Access (access road and parking)
Applicable Permits and Authorizations
A summary of provincial and federal authorizations anticipated to be required for the Project is provided in Table
0.4-1
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Section 0.4: Application Summary
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Table 0.4-1: Permits and Authorizations Table
Name of Authorization Statute and Authorizing
Agency Description Need for Authorization
Provincial Requirements
Environmental Assessment
Certificate
BC Environmental
Assessment Act- BCEAO
Requirement for an EA based on thresholds
prescribed in the Reviewable Projects
Regulation under Part 8 Table 4.
Facility Permit
Oil and Gas Activities Act and
Regulation - OGC
The Project is not considered a facility under
the British Columbia Oil and Gas
Commission’s (OGC) Liquefied Natural Gas
Facility Regulation. However, criteria
specified in these regulations will be included
in the EA where applicable.
Pipeline Permit Oil and Gas Activities Act and
Regulation - OGC
The Project will require a permit for the 470 m
pipeline.
Crown Licence of
Occupation
BC Land Act - OGC A new waterlot lease extending approximately
150 m along the Fraser River shoreline will be
required.
Approval (Section 11) BC Water Sustainability Act -
MOE, Water Stewardship
Branch
Required for activities in and around a stream
including dredging, clearing, foreshore
modification activities.
Heritage Inspection Permit BC Heritage Conservation Act
- FLNR, Archaeology Branch
Archaeological inspections to support the EA
on non-federal land.
Heritage Investigation
Permit
BC Heritage Conservation Act
- FLNR, Archaeology Branch
Systematic study and data recovery from an
archaeological site.
Site Alteration Permit BC Heritage Conservation Act
- FLNR, Archaeology Branch
Alteration of an archaeological site.
Permit BC Environmental
Management Act - OGC
Solid waste disposal.
Permit Environmental Protection and
Management Regulation-
OGC
Wildlife and Wildlife Habitat Management
Federal Requirements
Authorization Canada Marine Act – VFPA VFPA authorizes activity within its jurisdiction.
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Name of Authorization Statute and Authorizing
Agency Description Need for Authorization
Environmental Assessment
Decision
Canadian Environmental
Assessment Act, 2012- CEA
Agency
Requirement based on thresholds prescribed
in the Regulations Designating Physical
Activities (Section 24 (c)).
Habitat Authorization
Agreement
Fisheries Act - DFO Dredging activities, disturbing a riparian area,
and construction of jetty infrastructure may
result in serious harm to fish within the
meaning of the Fisheries Act.
Navigable Protection Act
Approval
Navigation Protection Act - TC The proposed Project site has the potential to
obstruct navigation and will likely require an
approval under the Navigation Protection Act
(NPA). NPA Approvals may also be required
for dredging activities, foreshore
enhancement, and dike/access road work (i.e.
should works occur below the High High-
Water Mark (HHWM.
Disposal at Sea Permit Canadian Environmental
Protection Act, 1999
(CEPA)and Disposal at Sea
Regulation - ECCC
Marine disposal of dredge material.
Floating Temporary Bunker Berth
A floating temporary bunker berth (FTBB) will be initially constructed prior to the permanent jetty to meet market
requirements and the BC Provincial goal of increasing the market for BC gas. The purpose of the FTBB will be to
supply bunkering vessels with LNG for delivery to customers. The FTBB will be in operation for approximately
three years during the construction of the permanent jetty after which it will be decommissioned and removed from
the Project site once the permanent berth has achieved commercial operation. The FTBB will be located upstream
(northeast) of the jetty and will be accessed from shore by the FTBB trestle extending from the existing stub dock.
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Permanent Marine Tandem Jetty
The Permanent marine tandem jetty will be comprised of two small loading platforms, one for LNG carriers and
the other for bunker vessels (collectively, the berth) in a tandem configuration (approximately 20 m x 22 m each),
connected to each other by a platform trestle. The platforms will be linked to the onshore LNG transfer structure
by a main trestle (up to 300 m in length and up to 4 m wide). The main trestle will connect the berth to the shoreline
and support LNG transfer systems. The LNG transfer systems will include an LNG transfer pipe, vapour return
pipe, recirculation pipe, firefighting water supply pipe and other utilities. The design of the main trestle will
accommodate a walkway will be sized for a utility vehicle. It will be designed to be above ground to pass over
foreshore habitats.
Berth LNG Transfer System
The LNG transfer system has components in both the Offshore Facilities and the Onshore Facilities. The system
will include approximately 8,000 m3/hr transfer pumps installed within the FortisBC storage tanks. In addition, the
LNG piping will comprise two stainless steel insulated pipes (one 50 to 80 cm, and one 10 to 25 cm diameter) and
one stainless steel uninsulated 35 to 65 cm diameter vapour return pipe of approximately 470 m in length that will
terminate at a boil off gas (BOG) compressor.
Boil Off Gas Management System
A boil off gas management system will be designed to manage excess gas generated during vessel loading
operations. The system will recover all gas generated during the loading operation. The objective of the final
design would be to operate this as a closed loop system with minimum venting or sending the gas to a combustion
device while meeting statutory and safety requirements.
Process Control and Power Supply Systems
The jetty operator will monitor all operating conditions and maintain communication with the FortisBC operator
during all loading operations. The FortisBC operator will control and monitor the transfer pumps (on/off and flow
rate) and the boil off gas compressors. The Project will obtain electrical power supply from BC Hydro’s existing
electric power distribution system. The connection point will be at an existing transformer located within the
FortisBC LNG facility.
Fire Protection and Emergency Systems
The Project fire protection system will include a water line installed from the berth, along the entire pipe rack
system, and fed from the water system at the adjacent FortisBC LNG facility. Dry chemical fire extinguishers will
be installed on the jetty, and an alarm system and Emergency Shut Down (ESD) system will also be installed to
stop the flow of LNG and close all PERC valves in the event of a release or fire. The Project control enclosure will
coordinate with the FortisBC LNG facility control room and have systems installed to evaluate, monitor and manage
an emergency or unusual event.
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Project Access
Access to the Project site will be via Tilbury Road through a shared entrance with the FortisBC LNG facility. An
access road will be constructed adjacent to the Varsteel property boundary up to the river dike (to be upgraded by
FortisBC in 2018), where the road will turn eastward and run adjacent to the dike. A small parking area will be
constructed at the Project site, with enough space for approximately ten vehicles during construction.
Security
The offshore portion of the Project will have security procedures designed to maintain critical operations at and
around the jetty and for responding to threats or breaches of security including a security perimeter on the water
when a vessel is being loaded at the berths. The measures are intended to prevent unauthorized access to the
Jetty and any berthed vessel, and the transfer of illegal substances, weapons, devices and personnel.
Project Schedule
The Project will be completed in three phases:
Construction
Operation
Decommissioning
The construction phase is expected to be initiated in 2019 and continue for 36 months. Project operation for the
temporary berth will commence in 2020 and for the permanent jetty in 2022 and continue for 30 years. The final
phase, decommissioning, would occur at the end of Project operation and is expected to continue for 1 year.
Project Capital Costs and Employment Benefits
Depending on the final Project configuration, the estimated direct capital construction cost of the Project including
topsides is expected to be between approximately $107 and $198 million, with total construction costs ranging
from $154 to $260 million (WesPac Midstream—Vancouver LLC, 2018). During Operations, the Project
operational expenditures are expected to range annually from $3.6 to $6.6 million. Capital spending at
decommissioning cannot be estimated at this juncture, however, spending will be linked to labour for removal of
Project facilities including the LNG transfer systems, pipes, loading arms, control facilities, jetty infrastructure,
demolition of concrete decks, and removal of pile foundations as well as contracting for specialized services such
as dredging of spilled concrete from the river bed, and foreshore slope protection.
During preparation and construction, the Project will create approximately 276 direct person-years of temporary
employment in BC over the four-year construction period. An additional 807 direct supplier, indirect, and induced
FTEs are expected to be created due to Project spending. The numbers of personnel employed by the Project
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during operation will be closely linked to the anticipated number of vessels calling at the Project per year, estimated
at 7 FTEs per year, including two managers and five operators.
The Project is expected to provide benefits beyond the economic discussed above; these benefits are:
Environment – Power plants and ships converting to LNG as their primary fuel can reduce emissions up to
90% in some cases resulting in in a reduction to effects to air and water quality.
Environment - The Project will include restoration of riparian and estuarine marsh historically effected by
industrial practices. This is expected to create a net gain of these habitat types
Economic – LNG is less costly than diesel, gasoline, and other similar fuels, allowing communities adopting
the fuel to reduce fuel costs while also reducing emissions.
Social – Conversion of communities to LNG from diesel and gasoline is expected to reduce emissions and
potential negative effects to air and water quality.
Health – The introduction of LNG as a fuel has a demonstrated reduction in emissions linked to respiratory
and heart issue as well as the development and growth of infants and children.
ENVIRONMENTAL ASSESSMENT PROCESS
Environmental Assessment (EA) in British Columbia (BC) provides an integrated process to identify and evaluate
potential adverse environmental, economic, social, heritage, and health effects that may occur during the life of a
reviewable project. The purpose of EA is to predict whether, taking into account technically and economically
feasible mitigation measures, the WesPac Tilbury Marine Jetty Project (the Project) is likely to result in significant
adverse effects. A rational and defensible assessment methodology is required to predict adverse Project-related
effects and determine whether those effects will be significant. This section describes the assessment
methodology used in this application, including scoping and Valued Component (VC)/Pathway Component (PC)
selection, identification of Project interactions, mitigation identification, residual effects characterization, and
cumulative effects assessment.
The Project is subject to regulatory review and approvals under the British Columbia Environmental Assessment
Act (BCEAA) as the design and configuration of the jetty exceeds the foreshore modification threshold of 2 ha,
specified in the Reviewable Projects Regulation. Specifically, under the Reviewable Projects Regulation, an EAC
is required for projects or activities that entail dredging, filling, or other physical disturbance of:
> 1,000 m of linear shoreline, or
> 2 hectares of foreshore or submerged land, or a combination of foreshore and submerged land, below the
natural boundary of a stream, marine coastline or estuary
BCEAA is administered by the British Columbia Environmental Assessment Office (BCEAO), an independent
provincial agency that coordinates assessment of the effects of projects under BCEAA.
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The project is also subject to a federal review under the Canadian Environmental Assessment Act 2012 (CEAA
2012) because it is being designed to accommodate vessels larger than the 25,000 DWT threshold specified in
the Regulations Designating Physical Activities. Section 24 (c) of the Schedule of Physical Activities requires a
federal environmental assessment for the construction, operation, decommissioning and abandonment of a new:
“marine terminal designed to handle ships larger than 25 000 DWT unless the terminal is located on lands
that are routinely and have been historically used as a marine terminal or that are designated for such use
in a land-use plan that has been the subject of public consultation.”
CEAA 2012 is administered by the Canadian Environmental Assessment Agency (CEA Agency), an independent
federal body accountable to Parliament through the federal Minister of Environment. The CEA Agency is
responsible for providing support and coordination with other federal, provincial, and local government regulatory
agencies, Aboriginal groups, industry, and public stakeholders. Although the CEA Agency does not administer or
authorize any federal permits, approvals, or authorizations for proposed projects or activities, it does provide a
coordination role with other federal departments and regulatory review processes.
The Project has been approved for substitution under the Memorandum of Understanding dated July 10, 2015
between the CEA Agency and the BCEAO. The provincial review will satisfy all conditions outlined in the
Substitution Decision document for the scope of the Project and the scope of the assessment, including meeting
all information requirements outlined in CEAA 2012, specifically subsection 19(1) factors and environmental effects
as defined in section 5 of CEAA 2012.
Following completion of the review of the EAC Application, the provincial BCEAO and the federal Minister of the
Environmental will make separate determinations on whether or not the Proposed Project will result in significant
adverse environmental effects following mitigation. If the Project is approved, the BCEAO issues an EAC for a
Proposed Project and the federal Minister of the Environment issues a federal Decision Statement. Following the
decisions on the environmental assessment, individual permits, approvals and authorizations must still be obtained
from respective federal and provincial agencies.
This Environmental Assessment Certificate Application/Environmental Impact Statement (EAC Application/EIS)
for the Project has been prepared in accordance with requirements of the Application Information Requirements
(AIR) dated 29 November 2016 issued by the Executive Director of the Environmental Assessment Office. The
AIR was issued in accordance with s. 11 of the Environmental Assessment Act, SBC 2002, c.43 (BCEAA) and
pursuant to the approval given on July 10, 2015, by the Minister of Environment of Canada to substitute
assessment under BCEAA for assessment under the Canadian Environmental Assessment Act, 2012 (CEAA
2012).
CONSULTATION
Aboriginal Consultation Activities to Date
WesPac is undertaking a four-stage engagement and consultation process with Aboriginal groups comprising
Initial Engagement, pre-Application Consultation, Application Review Consultation, and Post-Environmental
Assessment Certificate (EAC) Consultation. WesPac has completed activities under the first two stages of
consultation.
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Initial Engagement Stage
WesPac initiated engagement with Aboriginal groups prior to submission of the Project Description in 2015.
WesPac determined which Aboriginal groups to contact during this stage through a query of the public version of
the province’s Consultative Areas Database. Prior to submission of the Project Description, WesPac sent
introductory letters to all Aboriginal groups identified to introduce the Project and provide details about the company
and an offer to meet and discuss the Project. Consultation activities undertaken by WesPac during the Initial
Engagement Stage focused on sharing of Project information through email and/or at in-person meetings.
Pre-Application Consultation
The pre-Application Stage of the EA process commenced on May 6, 2015 when EAO issued the Section 10 Order,
specifying that the Project is reviewable under the BCEAA. The Project also triggered a review under CEAA, and
on July 10, 2015, the federal Minister of the Environment granted BC’s request for a substituted process. On July
24, 2015, EAO issued the Section 11 Order, which identified Schedule B and C Aboriginal groups as well as
procedures for consultation requirements with those Aboriginal groups. EAO updated Schedules B and C in
subsequent Section 13 Orders dated September 25, 2015, May 11, 2016 and February 14, 2018
Consultation activities during this stage focused on a variety of methods including meetings in-person or by phone,
through email correspondence, site visits, and participation in baseline studies and Working Group meetings with
Chief and Council or with other representatives or staff with each of the Aboriginal communities.
During this stage, WesPac also provided Schedule B Aboriginal groups with the following draft EA documents for
review and comment:
Aboriginal Consultation Plan
VC Selection Document
Application Information Requirements
Aboriginal Consultation Report 1
WesPac has also provided Schedule B Aboriginal groups with the opportunity to provide input to Project design
considerations through five EAO-led Working Group meetings and meetings with individual Aboriginal groups
during the pre-Application Stage.
WesPac entered into capacity funding agreements with 10 Schedule B Aboriginal groups during the pre-
Application Stage to support their participation in the EA process up until submission of the Application. WesPac
is currently discussing additional capacity funding for the Application Review Consultation Stage with Schedule B
Aboriginal groups.
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Public Consultation Activities to Date
The Project’s public consultation program has been designed to reach a wide variety of stakeholders and the
public. Since 2014, WesPac has been working to identify, meet with and keep informed a broad list of stakeholders
who may be interested in or affected by the Project. Opportunities for participation by community and public
stakeholders are a key element of an environmental assessment. The main purposes of public consultation are to
share information about the Project and obtain public input about issues and concerns. This input will be
considered in the EA process and Project design. WesPac is committed to open, transparent, and meaningful
consultation with the public.
A Public Consultation Plan was prepared in 2015 and was designed to meet the pre-Application Phase and
Application Review Phase consultation requirements under Public Consultation Policy Regulation (BC Reg.
363/2002) and British Columbia Environmental Assessment Act (EAA) (EAO 2002), as well as requirements
outlined in the Section 11 Order (EAO 2015b). The Public Consultation Plan also reflects WesPac’s desire to
meaningfully consult with the public.
In May 2014 WesPac initiated engagement with stakeholders about the Project. Between May 2014 and June
2015, meetings were undertaken with, adjacent land owners, economic development and marine organizations
and users, and members of the public to introduce the Project, establish communications, and obtain an
understanding of preliminary concerns related to the proposed development of the marine jetty. Information was
exchanged on topics such as project planning and the EA process; environmental, health, and safety planning;
and studies and investigations for the Project.
In 2015, and during the pre-Application phase, WesPac completed two rounds of public consultation through open
houses: one round on December 2, 2015 in Delta and one round on December 3, 2015 in Richmond. Both open
houses were led by EAO to provide the public with opportunities to review and comment on the draft Valued
Component Selection Document and the Project.
Additional activities undertaken by WesPac with respect to public consultation during the pre-Application Phase
included announcement and publication of consultation materials and Project information, as well as continued
communication and face-to-face meetings with key stakeholders. WesPac has maintained consultation with the
general public, community groups, and stakeholders throughout the pre-Application phase to discuss the Project
and obtain feedback on the scope of environmental review. In 2018, the EAO and key stakeholders were contacted
by WesPac to provide information about the Project process.
Government Agency Consultation Activities to Date
Project related consultation with local, provincial and federal government agencies and government
representatives commenced in the pre-Application Phase and has been continued during the Project development
and EAC Application preparation process. Between 2014 and 2016, and in 2018, WesPac maintained regular
meetings, presentations and communications with the EAO, the City of Delta (Corporation of Delta at the time),
the City of Richmond and Vancouver Fraser Port Authority to identify local and federal government interests and
opportunities and to address issues through improvements and/or mitigation strategies.
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Other consulted government agency group members include: Fisheries and Oceans Canada, Transport Canada,
Environment and Climate Change Canada and federal and provincial elected officials. WesPac undertook the
following consultation activities with government agencies during the pre-Application phase:
Engaged with the EAO Working Group to exchange information and respond to questions and comments on
the Project Description, the Valued Component Selection and Rationale Document, and the AIR;
Continued to meet with City of Delta and City of Richmond;
Identified and documented questions, issues, and interests raised;
Identified measures to address issues and concerns raised; and
Attended Working Group meetings as appropriate for matters requiring more detailed or agency-specific
discussion.
Key issues raised by government agencies have included, effects to fish and fish habitat, air quality, greenhouse
gas emissions, vessel traffic and navigation, potential effects on marine mammals, water quality and the potential
for disposal of dredged material.
Aboriginal Groups
Key issues raised by Aboriginal groups focused mainly on potential effects to fishing, hunting, gathering, other
cultural and traditional interests and Aboriginal title. Part C provides a more detailed discussion of key issues
raised by each Aboriginal group. The general key concerns raised included:
Potential effects from Project-related shipping on the Fraser River that may adversely affect the river and the
surrounding environment, as well as Aboriginal groups’ rights to fish. Aboriginal groups raised concerns that
the increase in number of large ships will increase potential safety risks to fishers on the river.
Potential Project-related effects on water quality and fish could affect Aboriginal fisheries, which could have
an adverse effect on socio-economic and cultural conditions and spiritual health and wellbeing.
Concern that importance of the Fraser River to Aboriginal groups has not been acknowledged. Several
Aboriginal groups note that the Fraser River has value as a cultural and economic landscape.
Concern that spatial boundaries considered in the assessment of several VCs were too limited to consider
Aboriginal Interests, including the effects of marine shipping in the Salish Sea.
Potential effects due to a release of LNG in the event of a collision or the sinking of a vessel and the
responsibility and procedures for managing such spills.
Some Aboriginal groups raised concerns over Project-related noise, light and visual quality effects on future
use of land over which Aboriginal title has been asserted, including the ability to realize economic benefits
associated with lands.
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Public
Key issues raised by the public are summarized below. Comments raised by the Public are available on the
BC EAO website. Part D: Public Consultation summarizes the key themes raised in public consultation and
provides responses from WesPac:Concern about LNG use, greenhouse gas, and the effects on climate
change.
Concern about upstream and downstream effects from hydraulic fracturing for the extraction of fossil fuels,
such as LNG.
Concern about environmental effects to wildlife from the Project, particularly with respect to killer whales
(orca), eulachon, white sturgeon, and salmon.
Effects to marine mammals from increased shipping (allisions and noise).
Safety of shipping and the potential for LNG vessels to catch fire or explode.
Effects on the environment from accidents and malfunctions.
Marine navigation safety for LNG vessels in the Fraser River and the risk of collisions and interference with
smaller vessels.
Public safety for residential areas adjacent to the shipping route.
Impacts of dredging the Fraser River and the effect on the estuary and sensitive wildlife.
Socio-economic effects pertaining to farming and residential property value.
Concern about the robustness of the environmental assessment and the role of the Canadian Environmental
Assessment Agency.
Concern about the scope of the environmental process in relation to the Fortis LNG expansion.
Requirements of the George Massey Tunnel Replacement project in relation to LNG vessel passage.
Cumulative effects from nearby Projects and adequacy of the environmental assessment to consider effects.
Site selection.
ENVIRONMENTAL EFFECTS ASSESSMENT METHODS
The methodological steps used to undertake the assessment meet the requirements of the AIR (Figure 0.4.1) and
consist of:
1) Scoping the assessment by identifying key issues and selecting VCs, PCs, and indicators;
2) Selecting assessment boundaries (spatial, temporal, technical, and administrative, as applicable) for each
VC and PC to define the limits and scope of the assessment;
3) Defining VC- and PC-specific parameters (i.e., magnitude) and measurements of significance;
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4) Describing the existing conditions within the chosen assessment areas for the VCs and PCs;
5) Predicting Project-related effects:
a. identifying potential interactions between Project activities during the construction, operation, and
decommissioning phases and the selected VCs/PCs;
b. identifying mitigation measures and strategies to reduce or eliminate adverse Project interactions;
c. characterizing residual effects to the VC that are predicted to remain after the application of mitigation
measures consistent with published BCEAO guidelines;
d. describing the likelihood that predicted residual effects will occur; and
e. determining the significance of the residual effect on the VC (i.e., not significant, significant).
6) Assessing cumulative effects:
a. identifying past, present, and reasonably foreseeable projects and activities within the spatial and
temporal boundaries of the VCs that may interact with a particular VC or VCs;
b. determining the interaction of the Project-related residual effects with those of other projects and
activities;
c. applying mitigation measures; and
d. assessing the significance of the cumulative residual effects using the parameters outlined for residual
effects characterization and significance.
7) Identifying monitoring and follow-up strategies, if required.
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Figure 0.4-1: Summary of Environmental Assessment Methodological Steps
Source: (BCEAO, 2013)
Based on the results of the issue scoping, candidate VCs and PCs were grouped under the BCEAO’s five pillars
(Table 0.4-2).
Table 0.4-2: Identified Candidate Values Components and Pathway Components
Pillars Grouped Candidate VCs and PCs
Environment
Air Quality/Noise
Fish and Fish Habitat/Marine Mammals
Water Quality
Vegetation/Wildlife and Wildlife Habitat
River Processes
Economic Economy
Social
Socio-community
Land and Marine Resource Use
Visual Quality
Current Use of Lands and Resources for Traditional Purposes
Heritage Heritage Resources
Health Human Health
VC = Valued Component; PC = Pathway Component.
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PROJECT DESIGN AND/OR ALTERNATIVE MEANS OF CARRYING OUT THE PROJECT
An assessment of alternative means of carrying out the proposed Project was conducted to evaluate technically
and economically feasible options for the Project design, transportation, dredge disposal, technologies, orientation,
and road access and laydown. Criteria considered while evaluating the various alternatives included:
technical requirement to construct and operate a marine terminal and its related infrastructure
environmental effects of the alternative as listed under Section 5 of CEAA 2012
feedback received from Aboriginal Groups, including feedback related to Aboriginal Interests as defined
under CEAA 2012
economic feasibility of alternative technologies
reducing adverse effects on environmental, economic, social, heritage, and health resources
industry safety standards and regulatory requirements
potential accidents and malfunctions and cumulative effects related to alternative means
Design of the Jetty
The design of the Jetty was assessed through an extensive optimization process. Through this process WesPac
analyzed multiple layout options prior to selecting the option provided in this EAC Application. Variations on design
options included:
Alternate locations for jetty
Alternate configurations of the berth
Alternate mooring configurations
Alternate berthing arrangements
Alternate main trestle alignments.
A management committee reviewed the options with priority given to reducing environmental, economic, social,
heritage and health effects including:
safe navigation in and out of the berth
safety of loading operations
project footprint size
sensitivity of vegetated areas (riparian and marsh).
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Alternative Transportation
Road and rail transportation of LNG from the FortisBC LNG facility were alternate forms of transportation
considered prior to selecting marine transportation. Neither rail or road is an option for export markets which
require transoceanic shipping. Regarding the bunker markets, ships typically load fuel on the water side of the
vessel while loading or offloading cargo or while anchored offshore. In both cases the only option is a marine
option.
Marine transportation of LNG via the Fraser River was considered the optimal choice because it provides the
safest, most environmentally sound and most logistically feasible option for transporting large quantities of LNG to
regional and international markets.
Alternative Means of Disposal of Marine Sediment from Dredging
Dredging will occur during construction of the floating temporary bunker berth (FFTB) within a 1.7-ha area, and
during construction of the permanent marine jetty for the Project within a 20.4-ha area. It is also anticipated that
there will be a maintenance dredging program, although the estimated volumes and frequency of maintenance
dredging are unconfirmed at this time and will depend on actual deposition rates.
The dredge disposal options considered in this assessment include:
beneficial onsite use and commercial use
upland disposal at an approved facility
marine disposal at a previously used site pursuant to a permit obtained under the Disposal at Sea
Regulations.
The following hierarchy of options for managing the disposition of dredge sediments has been considered:
Use as substrate for the restoration and enhancement of the existing degraded estuarian marsh and mudflat.
Re-use on-site for construction purposes.
Temporarily stockpiling on-site for subsequent re-use and/or re-sale off-site.
Disposal at an approved upland site, such as a licensed landfill.
Disposal at an existing ocean disposal site, such as Sand Heads, subject to terms and conditions of a
Disposal at Sea Permit.
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Table 0.4-3: Overview of Potential Dredged Material Management Options
Management
Option Summary
Beneficial use in
construction of
estuarian marsh
and mudflat
A considerable amount of shoreline disturbance has occurred at and near the Project
area, and suitable material will be needed to construct a more natural mudflat and marsh
shoreline. Dredged materials will be preferentially re-used within the Project area for
shoreline restoration purposes to the extent practicable and dependent on the
geotechnical and chemical suitability of the material. Suitable dredge material will be
used to build and contour shoreline restoration features.
Beneficial use in
upland construction
Temporarily
stockpiling on-site
for subsequent re-
use and/or re-sale
off-site
Sediment sampling has indicated that a large proportion of the dredged material is similar
to the dredged material that is routinely removed as part of the navigational dredging
program in the section of the Fraser River near the Project site. Dredged material from
the lower Fraser River is regularly used for fill and as preload for construction purposes.
The ultimate use or disposal method for the dredged material will be influenced by the
market demand for dredged material during the time of capital and maintenance
dredging.
Efforts have been made to identify beneficial commercial uses for the dredge material
near the Project area, although no specific commitments have been made at this time.
Although there would be additional costs associated with transporting material off-site,
selling or donating the material for use off-site reduces the potential for adverse
environmental interactions as well as the complexity of obtaining environmental permits
for ocean disposal. Beneficially using dredged material for construction of habitat or on-
site construction is preferable to disposal at sea and off-site upland use due to additional
handling and potential constraints with the suitability of the material associated with these
two disposal options.
As a customer base for commercial use of the construction and maintenance dredge
material has not been secured at the time of preparing this EAC Application, WesPac will
continue to investigate the potential commercial markets for the dredge material. The
ability to use the material offsite for commercial purposes will depend on regional projects
occurring during the Project construction and operational periods.
Upland disposal at
a facility
Material that cannot be sold or otherwise used for beneficial purposes or contains
contaminants or materials not suitable for alternative disposal may be disposed of at an
upland facility. Receiving facilities have yet to be identified and could vary depending on
the volumes and chemistry of dredge materials. Receiving facilities would be licenced to
accept the volume and chemistry of material being sent.
Similar to disposing at a commercial location, dredge materials to be disposed of at an
upland facility would be stored temporarily at a location designated for this purpose along
the Fraser River. Materials potentially containing contamination would be separated and
isolated from surrounding materials.
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Management
Option Summary
Disposal at sea If beneficial commercial uses for the dredge material cannot be identified, or disposal at
an upland facility is not possible, material may need to be disposed of at sea to an
applicable location as determined by the Disposal at Sea permitting process. Sand Heads
is the closest marine disposal site near the Project and has therefore been selected as
the ocean disposal location for the purposes of this EA Application. Sediment sampling
conducted during the baseline study to support the Water Quality VC (Section 4.2) was
designed to meet the ECCC requirements for Disposal at Sea permitting. These results
are presented as Appendix 4.6-2 and show that a majority of the material would be
suitable for disposal at sea.
Although the beneficial commercial uses and land disposal to a licensed landfill facility are preferred options for
dredge disposal, marine disposal of the dredge material cannot be excluded at this time. Given that the potential
land-based location(s) and markets for commercial uses of the dredge marine sediments are unknown at this time,
the assessment of dredged sediment disposal considers both marine- and land-based alternatives.
KEY CONCLUSIONS
River Processes
Potential project-related effects on river processes considered in the assessment included changes in sediment
processes, river currents, and geomorphology.
Key findings of this assessment are presented below:
Local changes in hydraulics and sedimentation are predicted to result from the dredge area and scour
protection. The Phase 1 dredge area may result in local changes in hydraulics and sedimentation over short
time scales. The Phase 2 dredge cut area and in-river scour protection are predicted to affect the cross-
sectional flow area and channel geometry, resulting in local modifications in river currents and
geomorphology. The effects of the permanent dredge area and scour protection on local river hydraulics,
sediment transport, and morphology are predicted to result in:
▪ An increase in deposition in the dredge area footprint;
▪ An increase in erosion at the downstream edge of the dredge cut;
▪ An increase in deposition behind the dredge area at the shoreline; and
▪ An increase in erosion on the upstream flat.
The magnitude of these effects is expected to be on the order of existing baseline variation in the Fraser
River.
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Local changes in hydraulics and sedimentation around in-river structures are predicted to occur resulting in
a slight deflection of the river flow, and slight increase in sedimentation downstream of the jetty
Release of fine sediments is predicted to occur due to propeller wash and dredging. Dredging in the
construction phase will involve the dredging of the Phase 1 dredge area for the FTBB (50,000 m3) within a
1.7-ha area and dredging of the Phase 2 dredge area will involve approximately 460,000 m3 for the permanent
marine jetty within a 20.4 ha area. It is also anticipated that there will be a maintenance dredging program,
although the estimated volumes and frequency of maintenance dredging are unconfirmed at this time and
will depend on actual deposition rates. The estimated TSS resulting project dredging, maintenance dredging
and propeller wash is expected to contribute negligible additional fine suspended sediment during high flows.
During low flows, these activities are expected to produce suspended sediment in the order of baseline
conditions in the Project Area. Regional changes in sedimentation are not predicted to occur as a result of
the construction and operation of the project. During the construction phase, sediment will be removed from
the Fraser River during dredging associated with Stage 1 and Stage 2 construction intervals. During the
operation phase, maintenance dredging also represents an annual removal of sediment from the Fraser River
system. The project and maintenance dredge volumes are expected to be within the existing sediment budget
surplus of the Gravesend Reach of the Fraser River, however there is large uncertainty and variability in the
sediment budget.
Fish and Fish Habitat
The Project has been designed to reduce potential effects on fish and fish habitat. The Project is in an industrial
setting and makes use of an existing LNG facility and a previously disturbed site. The Project site has historically
been used as a log sort. Hauling logs from the Fraser River resulted in damage to the riparian, marsh, and mudflat
area. Limited riparian vegetation clearing is required to accommodate Project components.
Potential project-related effects related to fish and fish habitat considered in the assessment included changes to
habitat quality and function, direct loss of habitat, direct mortality and changes to fish behaviour, and riparian
habitat loss or degradation.
In 2017, the Project design was reviewed and optimized to further reduce the potential effects on fish and fish
habitat. Mitigation measures are provided in Part E Section 15.
Key findings of this assessment are presented below:
The Project will require the direct alteration of habitat during construction of the LNG facility. It is expected
that a total area of 210,000 m2 will be temporarily disturbed through dredging, and an area of 170 m2 will be
lost due to the placement of piles.
Aquatic habitat in the LAA is considered low quality as it lacks spawning substrate for anadromous and
resident fish species (e.g., vegetation and coarse-grain sediments), and benthic communities with the LAA
are not a significant food source.
Fish use in this segment mainly includes and upstream migration of adult anadromous fish (i.e., salmonids,
steelhead, eulachon) and downstream out-migration of juveniles, along with the shoreline utilization by some
resident fish, which are resilient to stress imposed by temporary sediment disturbances.
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The proposed shoreline restoration and habitat offsetting is predicted to improve habitat quality and function
from existing conditions, and create more habitat than is currently present.
Project-related effects to anadromous fish, CRA fish, white sturgeon, and benthic invertebrate habitat quality
and function are anticipated to be avoided through mitigation measures that includes restoration of the
degraded nearshore habitat that currently exists at the site.
Project activities that could result in mortality to anadromous fish, CRA fish, and white sturgeon due to
dredging and pile driving, have been designed to avoid sensitive fish habitat and critical life history stages.
Given the implementation of the proposed mitigation measures, the magnitude of mortality or behavioural
changes to anadromous fish, CRA fish, and white sturgeon populations is predicted to be negligible during
the construction and operation phases of the Project.
Proposed dredging during Project construction and operation will remove the biologically active layer of
sediments and lead to the entrainment and direct mortality of benthic invertebrates. This activity will cause a
temporary reduction in the abundance and distribution of benthic invertebrates within the Project area,
although the area to be dredged is anticipated to re-colonize with benthic invertebrates quickly.
Given the resilience of anadromous and resident fish species to anthropogenic changes, the potential
adverse effects of the Project are not expected to exceed the ecological thresholds, nor compromise the
resilience of the regional populations. After the implementation of mitigation measures, the Project is not
predicted to result in residual effects to Fish and Fish Habitat and has therefore not been carried forward to
the determination of significance.
Marine Mammals
The Project has been designed to reduce potential effects on Marine Mammals. The Project is in an industrial
setting and makes use of existing shipping routes, LNG facility and a previously disturbed site. The Project site
has historically been used as a log sort. Hauling logs from the Fraser River resulted in damage to the riparian,
marsh, and mudflat area. Limited riparian vegetation clearing is required to accommodate Project components.
The Project site currently supports low value Marine Mammal habitat.
Potential project-related effects related to Marine Mammals considered in the assessment included direct loss of
habitat, changes to habitat quality, and changes in the abundance and distribution of Marine Mammals in the RAA
such as behavioural disturbance and/or injury due to Project-generated underwater noise; and injury/mortality due
to vessel strikes.
In 2017, the Project design was reviewed and optimized to further reduce the potential effects on Marine Mammal
habitat. Mitigation measures are provided in Part E Section 15.
Key findings of this assessment are presented below:
The Project will require the direct alteration of habitat during construction of the LNG facility. It is expected
that a total area of 210,000 m2 will be temporarily disturbed through dredging, and an area of 170 m2 will be
lost due to the placement of piles.
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Aquatic habitat in the LAA is considered low quality Marine Mammal habitat. Loss of habitat and changes to
habitat for Marine Mammals was considered negligible with no residual effects.
After the implementation of mitigation measures such as bubble curtains around the wetted piles in
combination with real-time Marine Mammal monitoring in defined safety zones and active mitigation
measures such as ramp-up/shut-down procedures and sound verification monitoring, the potential effects of
the Project are not anticipated to exceed the ecological thresholds or compromise the resilience of the
regional Marine Mammal populations considered in the assessment. As such, Project-related residual effects
remaining after the application of mitigation are considered not significant.
Air Quality
Potential Project-related effects to air quality subcomponent of the Air Quality Valued Component (VC) were
assessed based on changes in offsite ambient air concentrations of air quality measurable parameters (NO2, SO2,
CO, PM10 and PM2.5). Project related measurable parameter concentrations were combined with baseline air
quality and compared to the relevant ambient air criteria. Effects on air quality during the construction and
decommissioning phases of the Project were identified to be bounded by the effects during operation phase. Two
scenarios were assessed for the operational phase – normal operation and the dredger operation. Key findings
of the assessment are summarized below:
Existing background air quality concentrations of measurable parameters in the Air Quality LAA and RAA is
good, with ambient concentrations below relevant air quality criteria with the exception of short periods of
forest fire influence for particulate matter.
Potential Project-related effects to air quality can be reduced by the use of mitigation measures during
construction, operation, and decommissioning.
Project activities during Project operation (normal operation scenario and dredger operation scenario) have
the potential to increase ambient air quality concentrations of measurable parameters.
Residual effects during Project operation for the increase in SO2 concentration are less than 1% of the
ambient air quality objectives, and therefore the magnitudes were determined to be negligible. As such,
Project-related residual effects for SO2 are considered negligible and are therefore not carried forward to
determination of significance or cumulative effects assessment.
Residual effects during Project operation for the increase in 1-hour NO2 concentration are expected to be
high in magnitude, medium-term in duration and local in extent, and therefore are characterized as not-
significant. Exceedances of the Metro Vancouver air quality objective were predicted for a short duration
(one hour per year) at one discrete receptor on the north bank of the Fraser River, and therefore the
characterization was identified as moderately resilient because moderate human sensitivity is expected at
this location. This configuration of classification criteria concludes that the overall residual effect of increased
1- hour NO2 concentration is not significant.
Residual effects during Project operation for the increase in annual NO2 concentration are expected to be
low in magnitude, medium-term in duration and local in extent and therefore are characterized as not-
significant.
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Residual effects during Project operation for the increase in CO concentration are expected to be low in
magnitude, medium-term in duration, and local in extent and therefore are characterized as not-significant.
Residual effects during Project operation for the increase in PM2.5 concentration are expected to be moderate
in magnitude, medium-term in duration and local in extent, and therefore are characterized as not-significant.
Residual effects during Project operation for the increase in PM10 concentration are expected to be moderate
in magnitude, medium-term in duration, and local in extent and therefore are characterized as not-significant.
Residual cumulative effects during Project operation are also expected to be low-to-moderate in magnitude,
medium-term in duration and local in extent, and therefore are characterized as not-significant.
Residual effects from the Dredger Operation Scenario were characterized as short-term and infrequent as
the dredging will occur for up to two weeks per year during the operation phase of the Project. The magnitude
was characterized as low or medium depending on the measurable parameter, and therefore are
characterized as not-significant.
Potential Project-related effects and cumulative effects on the greenhouse gas (GHG) management
subcomponent of the Air Quality VC were assessed by identifying Project interactions and determining the
significance of these interactions. Similar to the air quality subcomponent, effects on GHG Management during
the construction and decommissioning phases of the Project were identified to be bounded by the effects during
operation phase.
All residual Project effects were assessed to be negligible. The Project will likely result in increased GHG emissions
during all phases, compared to provincial and national levels, and have the potential to affect climate change,
despite the planned implementation of mitigation measures. Therefore, the likelihood of effects associated with
the Project GHG emissions is considered likely. The level of confidence associated with the effects assessment is
considered high due to the reasonably conservative estimates of the maximum GHG emissions used.
Noise
Potential Project-related effects to noise considered in the assessment included changes in daytime and nighttime
noise levels and the change in the percentage of highly annoyed people (%HA) due to Project construction,
operation, and decommissioning activities.
Key findings of the assessment are presented below:
Baseline noise levels in the Noise LAA and RAA are influenced by shipping, airplane, and truck traffic and
construction and operations of neighbouring facilities.
Potential Project-related effects to noise can be reduced by the use of mitigation measures during
construction, operation, and decommissioning.
Project-related effects during dredging activities and operations are predicted to be negligible and were not
carried forward to significance determination.
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Project activities during construction of the FTBB and permanent jetty have the potential to increase noise
levels.
Residual effects during construction are expected to be moderate in magnitude, short-term in duration and
local in extent, and therefore are characterized as not-significant.
Residual cumulative effects during construction are also expected to be moderate in magnitude, short-term
in duration and local in extent, and therefore are characterized as not-significant.
Project-related effects to noise during decommissioning are expected to be similar to, or less than those
associated with construction.
Water Quality
The Project has the potential to affect Water Quality from Project activities during construction, including dredging,
soil densification, pile driving, and infrastructure installation that may result in sediment disturbance with the
potential for increased turbidity levels. Project activities during operation, such as maintenance dredging and
vessel operations, also have the potential to affect water quality through direct or indirect effects. Dredging
activities associated with the Project are anticipated to be of primary concern in this assessment, but consideration
has also been given to other Project-related activities that could potentially result in adverse effects. The effects
assessment considered existing conditions and proposed mitigation measures that included timing of the
construction activities and the temporary, localized nature of potential impacts.
The Water Quality VC is linked to the River Process pathway component and to the Fish and Fish Habitat, Marine
Mammals and Human Health valued components.
Key findings of this assessment are presented below:
Although dredging may increase suspended sediments in the LAA, the magnitude of the effect is expected
to be low and any changes in surface water quality are not expected to be distinguishable from existing
conditions, accounting for inherent variability due to tidal cycles and river discharge. The Fraser River
naturally carries a high sediment load, and aquatic biota in the river have adapted to this condition. Thus, the
river is considered to have high resilience to increases in suspended sediment.
Changes in water quality or sediment quality due to potential contaminant releases from removal of creosote-
treated piles or release of alkaline materials from concrete works are not expected to be detectable; therefore,
the magnitude of the residual effect is negligible. Effects are expected to be localized to the immediate area
of riverbed disturbance.
After application of the proposed mitigation measures, residual effects on the Water Quality VC and its
subcomponents associated with the Project (i.e., surface water quality, sediment quality, and aquatic health)
are predicted to be none or negligible. Thus, the significance of those effects is also none or negligible and
so no further evaluation is required.
Confidence that residual effects will not be greater than predicted is high given the predicted effectiveness of
the proposed mitigation measures, understanding of suspended sediment dynamics in this river, and
elements of conservatism in the assessment approach.
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Vegetation
The Project has been designed to minimize the extent of the Project Disturbance Footprint in the LAA, and the
extent of clearing and ground stabilization is limited to the Project Disturbance Footprint. Ecosystems in the LAA
have been disturbed by historical and ongoing industrial activities and by the presence of invasive plant species.
Although these ecosystems have been highly modified, direct loss of wetland and riparian ecosystems has been
considered for mitigation. Mitigation measures are provided in Part E Section 15.
Key findings of this assessment are presented below:
The Project will require the direct loss of habitat during construction of the LNG facility. It is expected that a
total area of approximately 0.23 ha of wetland and riparian ecosystems will be disturbed through construction,
while mitigation during construction is expected to create approximately 1.2 ha of estuarine marsh and
riparian mudflat habitat at year 2. The Project design has integrated features that will minimize loss of these
ecosystem types, and offsetting through wetland enhancement and creation is expected to result in an overall
gain of 0.92 ha of wetland ecosystems in the LAA.
A Wetland Mitigation Plan will be produced for the Project prescribing restoration and monitoring
specifications and details, including a description of management needs, cost estimates, and the funding
mechanism that will be used to meet those needs. The primary goal of compensatory wetland mitigation is
to replace or enhance wetland functions and services to achieve no net loss due to the Project.
An Invasive Plant Species Management Plan will be developed and incorporated into the CEMP to reduce
the potential for introduction and proliferation of invasive plant species in the LAA.
No plant species at risk were encountered in the LAA. A pre-construction survey of the Project Disturbance
Footprint will be conducted to identify and salvage or otherwise protect any plant species at risk and traditional
use species where possible. Planned wetland and riparian enhancement and restoration is expected to
expand the available habitat for these species.
Wildlife and Wildlife Habitat
The Project has potential to affect wildlife and wildlife habitat through habitat loss, mortality, and creation of barriers
to movement. Wildlife habitat in the LAA has been altered by historical and ongoing industrial use and invasive
plants. Wildlife populations occurring in the LAA persist in an industrial setting and are expected to be adapted to
industrial and urban environments. Mitigation measures are provided in Part E Section 15. Key findings are:
The Project has generally been designed to reduce effects on wildlife and wildlife habitat by reducing the
length and width of the trestle, locate staging areas on previously disturbed areas (i.e. paved), and reducing
light trespass by planning lighting layout.
The Project may result in a loss of 0.31 ha of potential wildlife habitat; however, proposed wetland and riparian
restoration will result in an overall gain of 0.92 ha of wetland ecosystem.
Indirect effects from the Project such as those resulting from noise and light may reduce the suitability for
wildlife beyond direct habitat loss.
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The Project could result in wildlife mortality during construction and operation due to collisions with equipment
or vessels.
The Project is not expected to create barriers to wildlife movement.
After application of the proposed mitigation measures, residual effects on the Wildlife and Wildlife Habitat VC
and its subcomponents associated with the Project are predicted to be negligible and are thus not carried
forward into a significance determination.
Economy
The Economy VC addresses potential Project effects to the local labour market, regional economic development,
and local government finance. Potential Project-related economic effects were assessed through considering
changes to employment and income due to Project associated hiring, changes in labour market balance due to
Project labour demands, procurement of goods and services, and payment of local, provincial, and personal
income taxes.
Key findings of this assessment are presented below:
Project construction is expected to create 276 full time equivalent (FTEs) equating to approximately 218 jobs.
These jobs are expected to be sourced from the local labour force in Metro Vancouver. Based on information
provided by WesPac, the average household labour income per FTE for the Project’s direct construction
workers is expected to be $99,786 per year.
Project construction would generate an additional 407 FTEs or 366 jobs through supplier businesses.
Approximately 88% of these jobs are expected to be filled by the local, Metro Vancouver labour force. Direct
supplier industries are expected to see an annual average household income of $81,575 due to the Project.
Project construction would also generate incremental indirect and induced employment due to direct suppliers
buying BC-produced goods and services. Indirect employment of 271 FTEs (271 jobs) are attributed to the
Project while another 129 FTEs (142 jobs) are expected through induced spending. Annual compensation
for indirect and induced workers would be in the typical range for these types of positions in the businesses
that support industrial construction in the LAA and the province, including an estimated average annual
household income of $68,120 per indirect employee and $50,196 in annual average household income per
induced employee.
No change in labour market balance is anticipated as there is capacity within the local labour force to meet
Project labour demand while maintaining a balanced rate of unemployment.
The goods and services revenues (output) for direct supplier industries in BC due to Project spending for
constructing the Project is anticipated to be approximately $132.8 million over the construction phase
including taxes and wages. Of the total $132.8 million, $106.7 million would go to goods and services
revenues for BC businesses due to expenditures on production inputs to make or provide the direct goods
and services.
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Total spending on capital items, materials, goods, and labour is estimated to range from $86,277,000 to
$160,136,000 over the 20-year operation phase1, approximately $3,549,000 to $6,591,000 annually.
Project-associated induced output (revenue) in BC earned over the construction phase is expected to be an
estimated $24.2 million.2 The location of consumer spending of wages and salaries connected to the Project
would mainly vary according to the permanent residence of direct and indirect employees. LAA businesses,
including Aboriginal businesses in the LAA, would garner a major share of this household spending because
a large majority of the construction phase workers from BC would reside there.
The Project will pay property taxes to City of Delta as well as payment for applicable regional district services
to Metro Vancouver. Property tax and fee payments during the construction phase are estimated at
approximately $1.3 million to $1.7 million over the four-year construction phase.
At the BC government level, incremental tax revenues are estimated through personal income taxation of
Project associated employment income and through taxes on products (especially PST) used in construction
of the Project. The total tax revenues of the BC government over the construction stage would be an
estimated $9.8 million, or an annual average of $2.5 million.
While the Project will require seven FTEs throughout operation, these positions will be filled by existing
employees at the Tilbury LNG Plant. As a result, the Project will not create new employment opportunities
and therefore not result in change in income or income tax revenue.
To support accrual of benefits to the local and Aboriginal labour force, WesPac will require its EPCM
contractor to have formal local and Aboriginal hiring and procurement policies in place throughout Project
construction. These polices will include general approaches and strategies to maximize local and Aboriginal
hiring consistent with industry best practice.
As these identified Project effects are considered beneficial, no adverse residual effects are identified for the
Economy VC.
Socio-Community
The Socio-community VC assesses Project effects on community infrastructure and services by considering
Project-related changes in the demand for, or provision of emergency and health services and municipal
infrastructure as well as changes to community health and well-being through changes in noise and nighttime light
and social determinants of health. Mitigation measures are provided in Part E Section 15.
1 Operations phase expenditures were calculated for a 20-year period. It is expected that the economic benefits associated with operations of the project would continue over the full 30-year period.
2 Project associated induced output was calculated with WesPac supplied estimates of the Project’s planned expenditures on direct goods and services and labour compensation for its direct workforce.
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Key findings of this assessment are presented below:
No change in demand for community infrastructure is anticipated during construction as solid and liquid waste
will be collected on site and disposed of by contractors at facilities licenced to accept such material. Potable
water will be brought onto the site. No potable water will be sourced from municipal lines. During operations,
workers will use amenities such as breakrooms and washrooms at an existing office located at the FortisBC
Tilbury LNG Plant adjacent to the Project site. No new sources of domestic water, solid or liquid waste will
be created by the Project.
The Project is not expected to increase road traffic during construction and operations. During construction
and operation, most of the goods and materials required to construct the Project are expected to be delivered
to site via barges using established shipping routes in the Fraser River. Delivery by road is expected to
minimal during construction and rare during operation. During construction, the commuting workforce could
increase the number of vehicles travelling on River Road by up to 100 vehicles during peak construction.
This increase would represent less than a 1% increase in weekday traffic volume.
The Project will provide emergency response services on site during all project phases, including fire safety,
first aid, and security services designed to meet or exceed Canadian standards with an Emergency
Management Plan in place throughout the life of the Project. As part of this plan, emergency responders will
be on site during working hours to respond to emergency situations, including marine-based emergencies
such as collisions or spills. Heath and emergency first responders would only be called if an emergency
exceeds the capacity of the on-site crews, such as a health emergency experience by a worker requiring
medical assistance. As the potential number of incidents on site is expected to be low and mitigation
measures will be in place, no changes to demand for emergency services, including marine based emergency
services, due to direct Project usage are anticipated during construction, operation, and decommissioning.
Increase in nighttime light can cause nuisance to those undertaking nighttime viewing or disrupt the sleep of
individuals living near the Project. The closest residence to the Project is located 440 m south of the Project
boundary. Temporary task lighting will be used for nighttime construction activities to create a safe work
environment. With the mitigation measures including a lighting plan and actions to minimize obtrusive
construction lighting in place, construction lighting is not expected to change the lighting conditions of the
overall environment, and therefore is not expected to create nuisance for those either sleeping or undertaking
nighttime viewing at the identified receptor sites.
During construction, predicted noise levels are expected to exceed the Health Canada percent Highly
Annoyed 6.5% threshold at the receptor representing the First Nation village of Tl’uqtinus, located 300 m
north of the Project Site Boundary. While future plans for the site may include residential development, at the
time of writing, it is understood there is no current use of the site, including no permanent residences or
residences planned for construction within the timeframe of the construction period. A noise management
plan will be in place throughout the construction period to reduce noise wherever possible. WesPac will use
the protocols outlined in the Aboriginal Communications Plan to identify times during construction when noise
levels may be higher than usual. Given that current use of the Tl’uqtinus site is limited, the future plans for
development fall outside of the construction period, and the proposed mitigation, the potential residual
nuisance effect due to changes in noise is expected to be negligible.
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During construction and operations, Project related vessels could limit access to areas used by Aboriginal
groups for traditional purposes, specifically food, social, and ceremonial (FSC) fishing by the Musqueam
Indian Band and the Tsawwassen First Nation, which could in turn, decrease community well-being.
To address potential effects due to the disruption of FSC fishing activity by project related vessels during the
already short FSC fishing windows, a Marine Access and Transportation Management Plan (MATMP) will be
developed and implemented in accordance with TERMPOL recommendations. A Marine Communications
Plan (MCP) will also be developed (as a subplan of the MATMP) and implemented throughout construction
and operation to further avoid and minimize adverse effects on Aboriginal marine users during construction
and early stage of operations. These Plans will be further supplemented with the Aboriginal Group
Communications Plan to facilitate dissemination of information relevant to FSC fishing. In addition, to address
potential effects directly to the Musqueam and Tsawwassen First Nations, a Marine Use and Fisheries
Advisory Group will be formed to further minimize potential adverse effects on to Musqueam, and
Tsawwassen and potentially other Schedule B Aboriginal groups who report marine use and fishing for
traditional purposes on the Fraser River in proximity to the Project area. As these measures are expected to
be effective, adverse effects to instream access for FSC and Domestic Purposes are expected to be
negligible (Section 6.3.4.9) and therefore effects to community well-being due to reduced access to areas
used by Aboriginal groups for traditional purposes are also expected to be negligible.
Land and Marine Use
The Project is located at Tilbury Island, within the Tilbury Industrial Park area, along the South Arm of the Lower
Fraser River in Metro Vancouver. Within the past 20 years, growth and development along the Lower Fraser has
focused on industrial use, urban and rural residential development, and transportation infrastructure development.
The Fraser River is an important commercial marine transportation route with numerous barges, container ships,
and bulk carriers regularly transiting the South Arm to access marine terminals and foreshore industrial areas. It
is also an important area for commercial fisheries and provides marine recreational use opportunities for the
population of Metro Vancouver and visitors.
Potential Project-related effects on land and marine resource uses were assessed through considering changes
to navigation, commercial and non-commercial marine resource use, and commercial and non-commercial land
resource use. Key findings of this assessment are presented below:
Based on the assessment of potential Project effects in relation to land and marine resource use indicators,
no effect was identified for the following interactions:
▪ Navigation from change in river processes,
▪ Marine tourism from changes in productivity, abundance, and presence of marine mammals and coastal
birds
▪ Consistency with land use designations, plans, objectives, policies, and zoning requirements
▪ Commercial industrial and non-commercial land access and area use
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Based on the assessment of potential Project effects in relation to land and marine resource use indicators,
negligible effects were identified for the following interactions:
▪ Commercial, recreational, and guided sport fishing from changes in productivity and sustainability of
harvested fish species
▪ Recreational fishing, guided sport fishing, marine tourism, and recreational boating environmental setting
from changes in air quality, atmospheric noise, and visual quality
▪ Land-based recreation from changes in air quality, atmospheric noise, and visual quality
Marine transportation of materials and equipment during construction and decommissioning, marine shipping
during operations, dredging of dredge area and maintenance dredging, and operations of the marine security
zone during construction and operation could result in temporary interference to navigation, both within the
navigational channels and in the immediate Project area.
Marine transportation of materials and equipment during construction, marine shipping activity during
operation, marine construction and operational activities at site including dredging, and operations of the
marine security zone construction and operation could affect commercial and non-commercial marine area
use and access.
The application of mitigation measures will address effects on commercial and non-commercial marine area
access and use and limit disruption of marine user’s activities. These include compliance with maritime
regulations and legislation, management plans for marine access and transportation, and communication,
and the implementation of TERMPOL recommendations which are anticipated to fully address Project effects
on navigation during construction and operations. However, residual Project effects on commercial and non-
commercial marine access and area use are expected to remain.
Residual Project effects on commercial and non-commercial marine access, including commercial marine
transportation, commercial and recreational fishing, marine tourism, and recreational boating, are predicted
from marine transportation of materials and equipment during construction, marine shipping and the operation
of the marine security zone during operations. The change to marine resource use is predicted to result in a
low degree of the residual effects and would occur in a highly industrialized area, whereby marine users are
accustomed to temporary in-river interferences and industrial activities. Residual Project effects on
commercial and non-commercial marine use and access are predicted to be not significant.
Certain and reasonably foreseeable projects and activities within the region have marine shipping
requirements that could cumulatively interact with marine shipping associated with the Project. This shipping
activity could affect commercial and non-commercial marine access and area use. However, cumulative
effects are anticipated to be low relative to the overall marine vessel traffic on the lower portion of the South
Arm of the Fraser River and cumulative effect would be within historical norms and not compromise the ability
for commercial and non-commercial marine activity to continue in the region. The residual cumulative effects
on land and marine resource use were determined to be not significant.
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Current Use of Lands and Resources for Traditional Purposes
The Current Use of Lands and Resources for Traditional Purposes is a factor identified under subsection 5(1)(c)(iii)
of CEAA 2012. Project components and activities have the potential to adversely affect the current and future use
of locations and resources that support traditional diets, economies, social and spiritual life, governance, and
cultural transmission (e.g., transfer of traditional language, laws, stories, and beliefs associated with places and
sites on the landscape, sites of historical significance harvesting of resources, and formation and maintenance of
cultural identity). The effects assessment considered TEK and TU information, where provided by Aboriginal
groups listed in the Section 11 and Section 13 Orders in Schedules B and C, during ongoing consultation between
the WesPac and Aboriginal Groups, or otherwise available through public sources.
Potential Project-related effects on the current use of lands and resources for traditional purposes were assessed
through considering Project changes that may affect Aboriginal groups’ ongoing use of these resources and their
culturally relevant practices. Effects across indicators were considered for each Aboriginal group potentially
affected.
Potential Project-related effects on the current use of lands and resources for traditional purposes were assessed
through considering changes to access resources, abundance and distribution of resources, perceived quality of
resources, and the quality of the current use experience.
Key findings of this assessment are presented below:
Based on the assessment of potential Project effects in relation to the current use of lands and resources for
traditional purposes indicators, no effects were identified for the following interactions:.
▪ Access from changes in river processes
▪ Changes in productivity, abundance, and presence of preferred resources including marine mammals,
fish, and birds
▪ Quality of preferred resources
Negligible effects were identified for the following interaction:
▪ Quality of experience when accessing areas of current use for harvesting and cultural practices in air
quality, atmospheric noise, and visual quality
Marine transportation of materials and equipment during construction and decommissioning, marine shipping
during operations, construction and maintenance dredging, and operations of the marine security zone during
construction and operation could result in temporary interference to FSC fish harvesting for some Aboriginal
groups. This effect was carried forward for residual effects analysis.
Marine transportation of materials and equipment during construction, marine shipping activity during
operation, marine construction and operational activities at site including dredging, and operations of the
marine security zone construction and operation could affect access to locations for FSC or domestic
harvesting. This effect was carried forward for residual effects analysis.
Effects were found for the Musqueam Indian Band and the Tsawwassen First Nation related to their ability to
continue to harvest fish for FSC and domestic purposes at some locations. With the application of mitigation
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measures including the Marine Transportation Management Plan, the Marine Communications Plan, an
Aboriginal Communications Plan, and a Musqueam/Tsawwassen First Nation Marine use and Fisheries
Advisory Group, project-related residual effects are considered negligible and were not carried through for
cumulative effects.
Visual Quality
The Project is located at Tilbury Island within a developed corridor of the South Arm of the Fraser River in Metro
Vancouver. The existing visual landscape is characterized by urban / suburban and industrial land use settings
within Richmond and Delta, and a pattern of natural riparian areas interspersed with industrial marine infrastructure
and activity along the foreshore of the Fraser River. The Fraser River is also an important marine transportation
route with numerous commercial vessels regularly transiting the South Arm. There are a range of direct light
sources visible during nighttime related to nearby industrial facilities, transportation infrastructure, and residential
areas as well as ambient light from the regional context of Metro Vancouver.
Potential Project-related effects related to visual quality considered in the assessment included changes from
current daytime and nighttime viewing conditions based on the visibility and visual contrast of Project components
and Project-related lighting with the existing visual character and the resulting visual impact to viewers from key
viewpoints. Key findings of this assessment are presented below:
While construction activities are anticipated to create temporary changes in visual quality from current
daytime and nighttime viewing conditions (e.g., construction activities and equipment, progressive assembly
of permanent jetty structure, lighting for worker safety and security), the largest anticipated effect to visual
quality, both spatially and temporally, will occur during the Operation phase when Onshore Facilities and
Offshore Facilities are fully built and operational. In addition to construction activities, the FTBB structures
and bunker vessels will be visible during the construction phase. The temporary components of the FTBB
will be decommissioned once the permanent Offshore Facilities are fully operational.
Visibility analysis indicated that where viewpoints are within a foreground viewing distance (i.e., < 1 km) of
the Project, visible components will be perceived as prominent elements of the landscape setting which may
attract the attention of viewers. From more distant viewpoints, the Project components will generally be less
evident in the landscape and will be seen within the larger urban and industrial setting, where they will blend
in with existing conditions.
Analysis of the visual contrast created by Project components and their effect on the existing visual quality
indicates that at most key viewpoints, the Project is predicated to result in a generally “low” (i.e., visual
disturbance is evident, but the contrast does not attract the attention of the viewer) level of visual impact
related to the visual character of Offshore Facilities and LNG carriers / barges that are characteristic of the
existing visual landscape character during the daytime.
Project-related operational lighting (i.e., navigational and floodlighting of the marine jetty and the navigational
lighting of marine vessels) will introduce perceivable light sources that may appear prominent within the
existing lighting conditions. However, it is anticipated that they will have no effect on the existing level of
brightness locally and regionally.
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The residual effects resulting from changes to visual quality as a result of visible Project components and
Project lighting is expected to be low after the application of mitigation measures due to the generally small
level of visual change to existing conditions that is characteristic with the existing visual character of daytime
and nighttime viewing. The residual effects of the Project on visual quality were determined to be not
significant
Certain and reasonably foreseeable projects and activities within the region were predicted to have
cumulative visual effects with the Project that will change the existing visual quality during daytime and
nighttime viewing. The expected residual cumulative effects will result in a noticeable and distinct change to
the existing visual quality during daytime viewing due to the visibility of new industrial infrastructure projects,
as well as a small change to existing lighting conditions due to an increase in perceived lighting sources and
a potential increase in the light level from existing conditions. The residual cumulative effects on visual quality
were determined to be not significant.
Heritage Resources
Heritage Resources is one of the BCEAO’s five pillars, and consists of three sub-components, each of which is
considered under CEAA 2012 Subsections 5(1) and 5(2); is of conservation/scientific importance; and is important
to Aboriginal groups and stakeholders. The subcomponents are as follow:
Paleontological resources – consisting of paleontological sites, features, and objects;
Archaeological resources – consisting of archaeological sites, features, and objects, and provided with
automatic protection under the Heritage Conservation Act (HCA); and
Historical resources – consisting of historical sites, and possibly protected under the HCA.
Indicators of project effects are detectable, project-induced disturbance of paleontological, archaeological, or
historical sites, features, and objects; or changes in the level of accessibility to paleontological, archaeological, or
historical sites, features, and objects. A desktop heritage resources overview assessment listed known, or
previously recorded, heritage resources in both the Regional Assessment Area (RAA) and Local Assessment Area
(LAA), as well as assessing for the potential for unrecorded heritage resources in areas subject to project effects
from a broad range of sources, including reports on traditional use of the regional environment by Aboriginal
groups. It was determined that resources subject to project effects would be limited to the LAA.
Desktop review indicates there are no known heritage resources located within the LAA. The review suggests that
there is some potential for unrecorded heritage resources to exist in the LAA, depending on the subcomponent
and location within the LAA as follows:
Owing to depth of bedrock and lack of bedrock, shale or gravels it is unlikely that paleontological resources
are present within the depth of possible project effects.
There is potential for buried archaeological resources to exist within 100 m of the river edge in both the marine
and terrestrial parts of the Project, and within the depths of possible project effects (i.e., densification).
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Although their presence is unlikely, historical resources (i.e., heritage wrecks) could potentially exist within
the offshore portion of the Project.
WesPac commits to a follow-up program of archaeological inventory conducted prior to, or concurrent with,
proposed future ground disturbance activities in areas with heritage resource potential that have not been subject
to field inspection. These areas that have heritage resource potential (and therefore provide a potential Project
interaction) and are also testable include terrestrial portions of the LAA that will be subject to land-based ground
stabilization and pile works during construction, and which may be subject to accidents and malfunctions
(i.e., spills) during operation. Additionally, if suitable remote sensing data (i.e., bathymetry, magnetometry) are
available, the review of these data would address the unlikely possibility that heritage wrecks are present and have
not been removed by historical dredging in the subtidal portions of the Dredge Area. Depending on availability of
data and results of further assessment archaeological monitoring of construction activities may be recommended.
Should heritage resources be encountered as a result of inventory, construction, or chance find during or after
construction, mitigation measures will be implemented to eliminate the potential for residual project effects on
Heritage Resources as follows:
Realign or Redesign Project Components to Avoid Heritage Resources (the preferred mitigation option, when
feasible).
Alternative Measures to Reduce Project Effects to Archaeological and Historical Sites (e.g., protective
covering, stabilization, and physical barriers that aim to minimize or reduce Project effects).
Heritage Offsetting (i.e., if effects to archaeological and historical sites cannot be avoided or minimized, the
permanent loss may be offset by a gain in knowledge commensurate with severity of the adverse effect, as
determined by the Archaeology Branch).
A Heritage Resources Chance Find Management Procedure will be prepared for implementation by WesPac.
Human Health
The Human Health VC addressed the physical determinants of health (from exposure to chemicals) and was
assessed using a human health risk assessment (HHRA) approach. The risk assessment approach provides a
structured framework for evaluating potential adverse effects on receptors (e.g., people) from environmental
stressors (e.g., metals in soil).
The purpose of the Human Health assessment was to assess the potential health risk to people that could result
from the Project. The Human Health assessment provides an evaluation of risks at receptor locations where people
are known to be present including communities, Aboriginal harvesting areas and recreational areas that are in the
proximity of the Project. This was done by identifying the chemicals or chemical groups present in the emissions
from the Project, predicting resultant Project-related changes to environmental media to which people could be
exposed, and estimating and assessing the risk that the predicted changes represent to human health.
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There were three components to the Human Health assessment:
1) A human health multimedia risk assessment, which evaluated risk associated with exposure to constituents
that might be present in soil, sediment, water, country food and air;
2) A human health inhalation risk assessment, which evaluated the acute and chronic effects associated with
airborne and gaseous substances that are present only in air; and
3) A human health particulate matter risk assessment, which evaluated risks of estimated exposures to airborne
particulate matter.
The results of the Human Health assessment are as follows:
Based on the problem formulation, no constituents of potential concern were identified for the human health
multimedia risk assessment; therefore, this component was not carried forward for residual effects analysis.
Based on the problem formulation, constituents of potential concern were identified for the human health
inhalation risk assessment:
▪ Acute 1-Hour: nitrogen dioxide (Dredger and Normal Operation scenarios), diesel particulate matter
(DPM), benzo(a)pyrene, cyclopenta(c,d)pyrene, 2,5-dimethylbenzaldehyde and crotonaldehyde.
▪ Chronic: nitrogen dioxide, cadmium and chromium.
Based on the problem formulation, DPM was identified as a constituent of potential concern for the human
health particulate matter risk assessment. A qualitative discussion was used to evaluate potential health
effects of DPM.
Relative to other sections, the Human Health assessment used a slightly different approach to classify
residual effects and evaluation of significance because several of the criteria (e.g., geographical extent,
duration, frequency and reversibility) were already incorporated into the risk estimates and, therefore, are not
independent variables. The Human Health assessment considered magnitude (comparison of maximum,
95th percentile and/or 75th percentile concentrations to thresholds, frequency and probability of exceedances),
context (comparison of Application Case and Project Only Case risk estimates to Baseline Case risk
estimates) and prediction confidence and uncertainty (conservatisms and uncertainties in the air predictions,
conservatisms in the thresholds, exposure assumptions and reference concentrations). The results of the
residual effects analysis are as follows:
▪ Residual effects were considered negligible for acute 1-hour exposure to nitrogen dioxide (Dredger
scenario) and crotonaldehyde.
▪ Residual effects were considered low for acute 1-hour exposure to nitrogen dioxide (Normal Operation
scenario), DPM, benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde. These
constituents were carried forward for significance determination.
▪ Residual effects were considered negligible for chronic exposure to nitrogen dioxide, cadmium and
chromium.
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The determination of significance of potential residual effects for the Human Health assessment was based
on the residual effects rating assigned (negligible, low, moderate and high), a review of background
information, consultation with government agencies and other experts, and professional judgement. The
results of the significance determination are as follows:
▪ Acute 1-hour exposure to nitrogen dioxide (Normal Operation scenario), DPM, benzo(a)pyrene,
cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde during the Operations phase were not considered
to be significant.
The likelihood of each residual effect is unlikely, based on the low probabilities of residual effects occurring
(less than 3.1%), and the prediction confidence of each residual effect is moderate. Overall, there were
several model inputs and assumptions that were considered to result in overprediction of exposure and risks.
Therefore, the assessment is considered conservative and there is high confidence that risks have not been
underestimated. However, due to some uncertainties around the air thresholds and the air quality predictions,
the prediction confidence is considered moderate.
It was not possible to conduct a quantitative cumulative effects assessment for Human Health because there
is insufficient information available to conduct air quality modelling of other certain and reasonably
foreseeable projects and activities. Cumulative effects are discussed qualitatively as follows:
▪ Section 4.4 (Air Quality) provides a qualitative discussion of cumulative effects assessment for the
atmospheric environment. The results of the qualitative evaluation indicated that residual cumulative
effects for nitrogen dioxide were not considered significant.
▪ With respect to benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde, emissions to air
result from diesel combustion in marine vessels. Benzo(a)pyrene emissions to air also occur from the
adjacent Fortis facility (in the Application Case), although the emissions are much lower than the Project
Only emissions. Potential interactions could occur with the VAFFC Fuel Delivery project and the proposed
expansion of the Tilbury Seaspan ferries jetty, as operation of these projects are likely to contribute
emissions of benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde at a level that may
generate residual effects. However, interaction would occur through combustion of diesel in marine
vessels, and hence interaction would likely be intermittent. For the VAFFC Fuel Delivery Project, where
one marine vessel is expected every two weeks, the interaction is infrequent. Therefore, the residual
cumulative effects for benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde were not
considered significant.
Accidents and Malfunctions
The assessment methodology for Accidents and Malfunctions follows a risk assessment methodology consistent
with Canada’s National Standard CAN/CSA-IEC/ISO 31010 for risk assessment (Canadian Standards Association
[CSA] 2010; International Organization for Standardization [ISO] 2009) and the BC Risk Management Guideline
for the BC Public Sector (BC Risk Management Branch and Government Security Office, 2012). The approach
includes hazard identification, risk measurement, and risk evaluation.
Hazard scenarios were organized into the following categories of accidents and malfunctions.
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1. Hazardous material spills: The Project will be designed, operated, and managed to reduce the potential for
hazardous material spills. A hazardous material spill is more likely to occur during the construction and
decommissioning phases, when a larger number of heavy equipment and construction materials will be used.
During operations, sources of hazardous material spills at the Onshore Facilities are limited primarily to
maintenance and support activities and materials. The residual consequence severity for an onshore spill that
is contained on land can range from negligible to low with potential local short-term reversible effects on
vegetation and wildlife. The residual consequence severity for a hazardous material spill affecting the
estuarine environment is also estimated to be low with potential local short-term reversible effects on
vegetation, wildlife, marine mammals, water quality, and fish.
2. Loss of liquefied natural gas (LNG) containment: A leak or rupture on the onshore portion of the LNG
transfer system could occur due to equipment failure or natural hazards. During the construction phase with
Floating Temporary Bunker Berth (FTBB) operations, an offshore release could occur due to a leak or rupture
of the flexible cryogenic line or a coupling failure. During the operations phase with the permanent jetty, an
offshore release could occur due to a leak or rupture of the offshore portion of the stainless-steel pipeline or
the loading arms. The residual consequence severity of an onshore LNG release is estimated to be low, with
potential local, short-term reversible effects on air quality as well as vegetation and wildlife if present in the
affected area. The gas detectors and the emergency shut down system limit the release volume and thereby
prevent further escalation of the effects. The residual consequence severity of an offshore LNG release
affecting the estuarine environment is also estimated to be low, with potential local, short-term reversible
effects on the Air Quality, Vegetation, Wildlife and Wildlife Habitat, Fish and Fish Habitat, and Marine Mammals
VCs. The emergency shut down system prevents further escalation of the effects.
3. Fire or explosion: In over 45 years of LNG storage and terminal operations worldwide, there have been no
significant off-site public injuries or property damage. LNG has limited flammability, is not explosive in an
unconfined environment, and is non-toxic; these physical and chemical properties contribute to its safety.
Furthermore, the broad set of standards, codes, and regulations that now apply to the LNG industry also assist
in maintaining a high safety record. For a fire that could result from the ignition of an LNG spill at the Project
facilities, the residual consequence severity for the environmental VCs is estimated as low with potential local
short-term reversible effects on air quality, vegetation, wildlife, fish, marine mammals, and socio-community.
The potential fire could also result in public injury or fatality; thus the potential public safety consequence is
considered high. Preliminary results of the quantitative risk assessment undertaken for the Project indicates
that the risk for an individual fatality in the immediate vicinity of the Offshore Facilities is once in 10,000 to
100,000 years, with lower likelihood in and around the Onshore Facilities.
4. Unplanned shutdown: An unplanned shutdown of the Project’s LNG loading system could occur due to an
upset condition at the Tilbury LNG Plant, equipment failure, control system failure, or a power failure. The
emergency shut down valves would be activated, either automatically or manually, in the event of a failure. As
the LNG transfer system is heavily insulated, LNG can remain in the system even during a prolonged
shutdown. Boil-off gas from the LNG transfer system can be directed to the FortisBC LNG storage tank or
flushed using an inert gas to the LNG vessel cargo system. The boil-off gas flushed to the LNG vessel cargo
system would most likely be used as a fuel to power the ship’s propulsion, eliminating the need for venting.
5. Unplanned disturbance of ecologically sensitive areas by equipment operations: To prevent an
unplanned disturbance of an ecologically sensitive area by equipment operations, environmental training will
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be mandatory for all contractors and equipment operators and will address the location of the ecologically
sensitive areas. Boundaries of the ecologically sensitive area will be identified by high-visibility means such
as snow fencing and flagging tape. If an unplanned disturbance occurs, the Project will revegetate and restore
the riparian habitat in consultation with the applicable regulatory agencies. The residual risk consequence to
the environment of an unplanned disturbance of an ecologically sensitive area by equipment operations is
considered to be low with potential for local and short-term reversible effects.
6. Failure of sediment containment: A stormwater drainage system for the onshore portion of the Project site
will be designed according applicable standards to limit erosion and release of sediments into the riparian
zone and estuarine environment. Failure of the drainage system could occur due to inadequate design,
inadequate construction, or an extreme weather event exceeding design specifications, and could result in
increased sedimentation affecting the riparian habitat. The drainage system will be designed by qualified
professionals in compliance with the principles of the Fisheries and Ocean Canada (DFO) Land Development
Guidelines for the Protection of Aquatic Habitat (DFO, 1992), the ENV Develop with Care 2014 (MOE, 2014),
and other ENV best management practices and standards for erosion and sediment control. Construction
quality control will be performed to confirm the system is constructed according to design specifications. The
residual risk consequence to the environment of a failure of the stormwater drainage system is estimated to
be low with local and short-term reversible effects.
7. Marine vessel allision, grounding, or collision: Potential accidents and malfunctions involving Project-
related marine vessels include allision (i.e., a vessel striking against a stationary structure) between a Project-
related vessel and the Project’s docking or berthing facilities, collision between a Project-related vessel and
another vessel, and grounding of a Project-related vessel. These accidents and malfunctions could result in
potential adverse effects to one or more EA VCs or public safety. Marine transport of LNG has a long record
of safe operation. Review of LNG shipping history shows that, since the first commercial LNG cargo shipped
over 50 years ago in 1964, there have been no collisions, fires, explosions, or hull failures resulting in a loss
of containment for LNG ships. The safety record is attributable to the inherently safe and robust design and
construction of the LNG vessels and their specialized cargo containment systems, comprehensive operational
procedures, crew training, equipment maintenance planning, continuous technological improvements,
effective industry standards, and regulatory oversight by government.
Effects of the Environment on the Project
The Project could be subject to the following environmental factors:
Potential effects of climate change on temperature, precipitation, and sea level rise;
Extreme weather and weather-related events including wind, heavy rain, extreme temperatures, lightning,
drought, and fog;
Flood risk from extreme tides and peak river flows;
Seismic events;
Volcanic events; and
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Tsunami, river slope stability, and mass wasting events.
Historical and future projections on environmental factors, considering the effects of global and regional climate
change, has been considered in the design of the Project. While the region may be affected by environmental
factors such as extreme weather, flooding, and seismic events, the risks will be mitigated by Project design based
on engineering criteria and regulatory standards. The design values will be confirmed during detailed design to
ensure they meet long-term climate change trends and changes. Additional management processes will also be
developed to manage the potential risks associated with the environmental factors.
Climate Change
Since 1900, the average annual temperature in the southern coastal regions of British Columbia (BC) has
increased at a rate of 0.8°C per 100 years, like the global average warming rate. The temperature increase since
1900 is expected to accelerate in the future (Metro Vancouver 2016). Climate change has also led to changes in
precipitation in southern coastal BC. Historically, spring precipitation (March to June) has increased by 23% over
the past 100 years in southern coastal BC, with no statistically significant historical increase in precipitation for the
rest of the year (MOE, 2016). The warming trends and changes in precipitation due to climate change would
influence the occurrence of extreme weather events that could affect the Project. Along with sea level rise, they
would also influence the occurrence of coastal flooding.
Extreme Weather Events
During the construction phase of the Project, extreme temperatures could result in construction delays and safety
concerns for the construction workers (e.g., heat exhaustion and fatigue). These issues will be managed according
to the construction management plan. During operation, extreme temperatures would cause similar safety
concerns for Project personnel. The warming trend may increase the risk for heat exhaustion or fatigue; however,
the higher temperatures are not atypical to similar operations in warmer climate and will be managed accordingly
and addressed in the Project’s operational health and safety plan. While extreme temperatures could affect the
Project, the effects of extreme temperatures on the Project do not impose a risk to the VCs or public safety.
Extreme precipitation may temporarily suspend some construction activities, and in poor visibility may hinder
navigation or berthing operations. Extreme precipitation is unlikely to affect the LNG transfer system and unloading
activities, although ice, if present on loading arm and other key equipment, may need to be removed before
unloading operations. The Project will be designed to withstand 1:50-year rain and snow load in accordance to the
National Building Code of Canada. The extreme precipitation and snow load design criteria will be reviewed during
detailed design to ensure they meet long-term trends and changes.
Extreme wind conditions could also produce extreme waves. Wave calculations performed for the Project
(Ausenco, 2015) showed a sustained wind speed of 50 knots from the southwest (i.e., in the up-river direction)
would result in a wave height of approximately 1.0 m with associated peak wave periods of 4 seconds. Mitigation
measures to minimize potential risk to the construction and operation of the project for extreme wind and waves
include:
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LNG export carriers will follow the Port of Vancouver TCZ-4 guidelines including the restriction from transiting,
berthing, and disembarking on the Fraser River in winds exceeding 25 knots.
The Project’s LNG transfer system and marine structures will be designed for repairable damage under the
1:50-year wind and wave loads, in accordance with the National Building Code of Canada.
Considering that absence of vegetation in much of the Project vicinity, a fire caused by a lightning strike in the
area (e.g., a brush fire) is unlikely to escalate to the Project site. Furthermore, the Project’s key structures, including
the pipes, pipe racks, and terminal structures, will be constructed with fire-resistant materials. Therefore, lightning
is not a material risk to the Project.
The effect of drought conditions on the Project is minimal. The Project has low water demand, and therefore, would
be relatively unaffected by the shortage in regional water supply. Lower stream flows would also have little effect
on the Project, as the Fraser River would remain navigable with tidal assist at its lower flow range.
Flooding
Due to its setting in the lower Fraser River delta, the Project site is vulnerable to flooding from spring freshet in the
Fraser River and from storm surge and high tide events. A major storm surge, which typically occurs in late fall to
early winter, could add 1.0 m to the high water level in the Fraser River delta (Thomson et al., 2008). An extreme
storm surge, which could be caused by a culmination of a major storm event coinciding with a highest high water
tide during a major El Niño event, could foreseeably result in water levels of up to 5.3 m CD (with no sea level
rise), or 5.6 m CD assuming up to 30 cm sea level rise by the end of the 25-year Project operations.
The Project will be designed to withstand flood conditions, as described below:
The Project’s Onshore Facility will be protected by the Fraser River dike. The top of the interim dike has an
elevation of 5.8 m CD, which would accommodate the 1:200-year design flood with 1.1 m freeboard.
The onshore stainless-steel pipeline will be placed on elevated pipe racks.
The Floating Temporary Bunker Berth (FTBB), with flexible cryogenic line, is a floating structure that would
move vertically with tide and flood levels.
The permanent jetty will have an elevation of 10.0 m CD, which is higher than the foreseeable extreme storm
surge flood levels.
Seismic Events
The Project is located within a region of high potential for ground movement associated with earthquakes. To
mitigate the risk of damage due to seismic events, the Project will be designed to meet all applicable seismic
design standards, including Canadian Standards Association (CSA) Z276 and the recommended practices in the
American National Fire Protection Association’s NFP-59A standards for LNG facilities.
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The Project site is underlain by soft compressible deltaic sediments that have a limited load bearing capacity and
a relatively high potential for liquefaction under seismic loading. To enhance the load carrying capacity and reduce
the likelihood of liquefaction under seismic loading, onshore and offshore densification will be required. The
densification would involve an array of vertical stone columns, each drilled into the weak soils, filled with stone and
compacted, resulting in a densified ground matrix that considerably increases the strength of the soils.
Volcanic Events
The nearest active volcanoes to the Project are Mount Baker (approximately 100 km east-southeast) and Mount
St. Helens (approximately 320 km south-southeast), both in Washington State. Other volcanoes near the Project
area are those in the volcanic belts of Garibaldi (approximately 80 km north), Wells Gray (approximately 400 km
northeast), and the Chilcotin Plateau (approximately 450 km north-northwest). These volcanoes are considered
dormant, with the most recent eruption in these belts occurring at Mount Meager in the Garibaldi belt approximately
2,350 years ago.
An eruption of an active or currently dormant volcano could generate ash that could lower visibility for navigation
of Project-related vessels.
Tsunami and Mass Wasting Events
The Metro Vancouver area is exposed to a greater risk by a potential local landslide-generated tsunami, which
could be caused by a massive submarine landslide at the foreslope of the Fraser River delta into the deep waters
of the Strait of Georgia. The foreslope of the Fraser River delta consists of unconsolidated sediments and is known
to be unstable (Rabinovich et al., 2003; Leonard et al., 2012). The effects of a tsunami on the Fraser River delta
is predicted to be low, with waves not exceeding 2 m in Tsawwassen, which suggests more limited effects farther
up-river at the Project site along Tilbury Island. Small slides of the unconsolidated materials in the Fraser River
delta are relatively common. These slides are shallow-seated, move down gradually over a period of hours, and
therefore would not result in tsunami waves.
At the Project site, densification would also be carried out in the foreshore area and the river dike will be stabilized
as part of the planned improvement. Consequently, these design mitigation measures would increase slope
stability of the dike and the Project’s foreshore area.
Summary of Monitoring and Follow-up Programs
The EAC Application recommends that monitoring and follow-up programs be implemented prior to and during
Project construction, operation, and decommissioning. Monitoring and follow-up programs for each of the affected
VCs include:
River Process: Annual Sounding surveys and Analysis of Reach-wide Bathymetry Data
Fish and Fish Habitat: Monitoring and Habitat Plan
Marine Mammals: Monitoring Plan
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Water Quality Monitoring
Air Quality Monitoring
Vegetation: Invasive Plant Species Monitoring and Wetland Mitigation Plan
Wildlife and Wildlife Habitat: Wildlife Management Plan
Land and Marine Resource Use: Monitoring
Visual Quality: Monitoring
Heritage Resources: Archaeological Impact Assessment
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Summary of Statutory Requirements under CEAA 2012
Table 0.4-4 provides a summary of Project-related environmental effects as defined in subsections 5(1), 5(2), and 19(1) of CEAA 2012.
Table 0.4-4: Summary of Environmental Effects
Subject Potential Changes
5(1)(a) a change that may be caused to the following components of the environment that are within the legislative authority of Parliament
(i) fish and fish habitat as defined in subsection 2(1) of the Fisheries Act,
Reduction in fish and marine mammal habitat
Reduction in fish and marine mammal abundance
Disturbance to fish and marine mammals
Mortality to fish and marine mammals
Reduction in benthic communities as food sources
(ii) aquatic species as defined in subsection 2(1) of the Species at Risk Act,
Reduction in fish and marine mammal abundance
Disturbance to fish and marine mammals
Loss of marine plants
(iii) migratory birds as defined in subsection 2(1) of the Migratory Birds Convention Act, 1994, and
Reduction in habitat suitability due to noise and light
Increases in migratory bird mortality from collisions
5(1)(b) a change that may be caused to the environment that would occur
▪ (i) on federal lands,
▪ (ii) in a province other than the one in which the act or thing is done or where the physical activity, the designated project or the project is being carried out, or
▪ (iii) outside Canada
The Project is entirely located within the province of British Columbia and does not occur on federal lands; therefore, with the application of applicable mitigation measures, no residual adverse effects to federal lands are expected as outlined in Section 4.1 River Processes, Section 4.5 Noise, Section 4.6 Water Quality, Section 4.7 Vegetation, and Section 4.8 Wildlife and Wildlife Habitat.
Where residual effects are determined to be greater than negligible, the construction and operation of the Project may change the environment within federal lands, by having an effect on the following VCs:
▪ Section 4.3 Marine Mammals ▪ Section 4.4.1 Air Quality
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Subject Potential Changes
5(1)(c) with respect to Aboriginal peoples, an effect occurring in Canada of any change that may be caused to the environment on
(i) health and socio-economic conditions, Health effects resulting from changing Air Quality related to SO2 concentrations, NO2 concentrations, PM2.5 concentrations, PM10 concentrations, DPM emissions.
Health effects related to exposure to NO2, benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde
Health effects related to changes in noise levels
Health effects related to changes in nighttime light levels
Health effects related to changes in water quality
Economy increases from employment
Increased demand on community infrastructure
Increased road traffic during construction and operations
(ii) physical and cultural heritage, Potential effects to archaeological sites
Potential effects to historical sites
Potential effects to sites and places with connection to cultural practices and traditions
(iii) the current use of lands and resources for traditional purposes, or
Access and navigation from changes in river processes and project related vessels
Changes in productivity, abundance, and presence of preferred resources including marine mammals, fish, and birds
Quality of preferred resources
(iv) any structure, site or thing that is of historical, archaeological, paleontological or architectural significance.
Paleontological resources
Archaeological resources
Historical resources
5(2)(a) a change, other than those referred to in paragraphs (1)(a) and (b), that may be caused to the environment and that is directly linked or necessarily incidental to a federal authority’s exercise of a power or performance of a duty or function that would permit the carrying out, in whole or in part, of the physical activity, the designated project or the project
Fisheries Act Environmental changes to fish and fish habitat
Navigation Protection Act Project changes that restrict navigation
Canadian Environmental Protection Act Potential environmental effects associated with disposal of dredge marine sediments at sea
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Subject Potential Changes
5(2)(b) an effect, other than those referred to in paragraph (1)(c), of any change referred to in paragraph (a) on
(i) health and socio-economic conditions, Health effects resulting from changing Air Quality related to SO2 concentrations, NO2 concentrations, PM2.5 concentrations, PM10 concentrations, DPM emissions
Health effects related to exposure to NO2, benzo(a)pyrene, cyclopenta(c,d)pyrene and 2,5-dimethylbenzaldehyde
Health effects related to changes in noise levels
Health effects related to changes in nighttime light levels
Health effects related to changes in water quality
Economy increases from employment
Increased demands on community infrastructure
Increased road traffic during construction and operations
(ii) physical and cultural heritage, or Archaeological sites
Historical sites
Sites and places with connection to cultural practices and traditions
Access and navigation from changes in river processes and project related vessels
(iii) any structure, site or thing that is of historical, archaeological, paleontological or architectural significance.
Paleontological resources
Archaeological resources
Historical resources
Project-related residual adverse effects on VCs under federal jurisdiction were assessed to be not significant with the implementation of identified mitigation
measures.
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Aboriginal Interests
During Initial Engagement and pre-Application Consultation, WesPac requested information from each Aboriginal
group on the nature and scope of their Aboriginal Interests, which is defined as asserted or determined Aboriginal
rights, including Aboriginal title, and Treaty rights, and how the Project may affect these Aboriginal Interests.
Mitigation measures identified for VCs presented in Part B of the Application were reviewed in Part C for their
effectiveness at also addressing potential Project-related effects on the exercise of Aboriginal Interests. These
mitigation measures are expected to be effective at avoiding, reducing, or otherwise managing potential adverse
Project-related effects on the exercise of Aboriginal Interests.
Ongoing consultation between WesPac and Schedule B Aboriginal groups is proposed during Application Review
and following issuance of an EAC, should the Project be approved. Although Project-related effects are unlikely
to result in a significant adverse effect on Aboriginal groups’ other traditional and cultural interests or on Aboriginal
title, WesPac has committed to ongoing consultations with the Schedule B and C Aboriginal groups.
Prior to construction, WesPac will prepare a CEMP to provide guidance on actions and activities that will be carried
out during construction of the Project, and to identify measures to reduce the risk of occurrence of incidents that
could affect the environment and reduce effects that are unavoidable. The CEMP and its component plans will
include measures designed to be effective at avoiding, reducing, or otherwise managing potential adverse effects
of the Project on the exercise of Aboriginal Interests during Project construction.
Prior to commencement of operation of the Project, WesPac will prepare an OEMP that will describe the
environmental management measures and best management practices that will be in place throughout Project
operation, and will address operation and maintenance activities that may adversely affect environmental, social,
economic, heritage, or health components. Similar to the CEMP, the OEMP will include component plans to
address activity-specific mitigation measures. The OEMP and its component plans will be designed to be effective
at avoiding, reducing, or otherwise managing potential adverse effects of the Project on the exercise of Aboriginal
Interests during Project operation.
To facilitate the inclusion of Aboriginal Interests’ considerations of Schedule B Aboriginal groups into the effective
management of potential Project construction and operation effects, WesPac will consult with affected Schedule
B Aboriginal groups when developing plans to be included within the CEMP and OEMP. WesPac will also consult
affected Schedule B Aboriginal groups on the development of monitoring and follow-up programs to facilitate
consideration and inclusion of their Aboriginal Interests.
After consideration of the measures linked or interrelated with the VC and PC assessments, including the CEMP,
OEMP, and Environmental Monitoring Plan relevant to those assessments, and including consultation with
Schedule B Aboriginal groups during their development and implementation, no additional mitigation measures
are required to avoid a significant adverse effect on Aboriginal Interests.
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Conclusion
The proposed Project will allow for transfer of LNG from Fortis’ existing LNG facility to barges and ocean-going
vessels serving local and export markets. The environmental assessment undertaken for the Project identified
environmental and socio-community resources that may potentially be affected by the Project. Where applicable,
the engineering design concept for the Project has been adapted and refined to mitigate potential adverse effects
to valuable components. Additional mitigation measures during detailed Project design, construction, and
operation are proposed to further avoid and/or minimize potential adverse effects. Project-related residual adverse
effects on VCs were assessed to be not significant with the implementation of mitigation measures.
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