6.2 on se · 2019-05-16 · wespac tilbury marine jetty project environmental assessment...

ENVIRONMENTAL ASSESSMENT CERTIFICATE APPLICATION

WesPac Tilbury Marine Jetty Project

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Environmental Assessment Certificate Application

Part B – Assessment of Environmental, Economic, Social, Heritage, and Health Effects

Section 6.2: Land and Marine Resource Use

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6.2 Land and Marine Resource Use Effects Assessment

This section presents existing conditions and results of the assessment of potential Project effects and cumulative

effects on Land and Marine Resource Use. The rationale for the selection of Land and Marine Resource use as a

Valued Component (VC) and assessment boundaries are also described. Assessment findings and results include

the identification of Project interactions and effects, proposed approaches to mitigation, characterization of residual

Project and cumulative effects, and determination of significance. Monitoring and follow-up programs to be

conducted with respect to Land and Marine Resource Use are also described.

This effects assessment of Land and Marine Resource use is linked to:

Noise VC - related to potential atmospheric noise as part of the environmental setting for land and marine

resource use;

Air Quality VC - related to potential change in air quality as part of the environmental setting for land and

marine resource;

River Processes PC - related to potential changes to local erosion and sediment patterns, riverbed levels,

and river currents;

Fish and Fish Habitat VC - related to potential effect on productivity and sustainability of harvestable fish

populations;

Marine Mammals VC - related to potential effect on productivity and sustainability of marine mammals;

Wildlife and Wildlife Habitat VC - related to potential effect on productivity and sustainability of coastal birds;

and

Visual Quality VC - related to potential change in visual quality as part of the environmental setting for land

and marine resource.

Results of the land and marine resource use assessment were incorporated into the following sections in the

Environmental Assessment Certificate (EAC) Application:

Socio-community (VC);

Visual Quality (VC); and

Current Use of Lands and Resources for Traditional Purposes (VC).

6.2.1 Context and Boundaries

6.2.1.1 Context

For the purpose of this assessment, Land and Marine Resource use is defined as the commercial and non-

commercial use of marine waters as well as nearby foreshore areas and land-based resources and amenities that

may be affected by the Project. The Project site is located within the City of Delta (Delta), on Tilbury Island on the

southern shoreline of the South Arm of the Fraser River. The Offshore Facilities portion of the Project is located





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on Crown lands in the water area in front of land owned by FortisBC Energy Inc. (FortisBC), Varsteel/Dominion

Pipe (Varsteel), and Fisheries and Oceans Canada (DFO). The Onshore Facilities portion of the Project is located

on easements and rights-of-way within the FortisBC property, located at 7651 Hopcott Road, in the Tilbury

Industrial Park.

The South Arm of the Fraser River is an important waterway for the Metro Vancouver Region, the province of

British Columbia (BC), and Canada, supporting port activity, marine transportation, foreshore industrial

development and use, commercial fisheries, and marine recreational uses. General land and resource use in

proximity to the Project include light industrial, heavy industrial, agricultural, and environmentally sensitive areas.

Land and marine resource uses are regulated through the federal and provincial legislation described below,

together with zoning bylaws, land use plans, or other regulations enacted further to such legislation.

6.2.1.1.1 Navigation, Marine Transportation, and Other Applicable Marine Legislation

The Vancouver Fraser Port Authority (VFPA) is the authority responsible for the operation and development of

the federal port lands at the Port of Vancouver, including the navigable waters, under the Canada Marine Act

(Government of Canada, 1998). The VFPA has jurisdiction over certain lands and waters east of the provincial

bed of the Fraser River, and various federal holdings in the South Arm of the Fraser River (the South Arm), and

is accountable to the federal Minister of Transport (PMV, 2014a).

The right of any individual to navigate a floating vessel for the purpose of transportation, recreation, or commerce

is protected by the Navigation Protection Act (Government of Canada, 1985c). Other legislation and maritime

requirements potentially applicable to Project-related vessel movements include the following:

The Canada Shipping Act (Government of Canada, 2001a) and its regulations, such as the Navigation Safety

Regulations, is the principal legislation governing marine safety and marine environmental protection.

The Marine Liability Act (Government of Canada, 2001b) makes the owners or operators of vessels liable

for that vessel and the specific consequences of its operation.

The Marine Transportation Security Act (Government of Canada, 1994a) applies to Canadian ships outside

Canadian waters and to all ships and marine facilities within Canadian waters. Additionally, this statute

provides the framework for Canadian government participation in various international conventions and

standards.

The Pacific Pilotage Authority was created as a Crown corporation under the Pilotage Act (Government of

Canada, 1985d). The principal mandate of the Pacific Pilotage Authority is to provide safe, reliable, and

efficient marine pilotage and related services in the Coastal waters of BC, including the Fraser River.

The Collision Regulations (Government of Canada, 2014) of the Canada Shipping Act outline the routing systems

in Canadian waters, including traffic separation schemes, two-way routes, recommended tracks, areas to be

avoided, inshore traffic zones, roundabouts, precautionary areas and deep-water routes. Per Rule 9 under

Schedule 1 of the Collision Regulations, which applies to the Fraser River, a vessel of less than 20 m, a sailing

vessel, or a vessel engaged in fishing shall also not impede passage in a narrow channel or fairway.





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The Canadian Coast Guard (CCG) is responsible for the screening of vessel traffic and regulating and managing

of vessel traffic for marine risk reduction under the Canada Shipping Act. The CCG, through the Marine

Communications and Traffic Services (MCTS) program, also supports vessel traffic movement and facilitates

communications between ships and land.

TERMPOL refers to the “Technical Review Process of Marine Terminal Systems and Transshipment Sites.”

TERMPOL focuses on assessing a ship’s intended route in waters that are under Canadian jurisdiction to its berth

at a proposed marine terminal or transshipment site (Transport Canada, 2014). To support Transport Canada’s

and VFPA’s review of the Project, a marine navigational risk assessment has been prepared on behalf of WesPac

Midstream–Vancouver LLC (WesPac) by Ausenco and Det Norske Veritas (USA), Inc. (DNV GL) in accordance

with TERMPOL Review Process guidelines but without formal participation in that program. The recently updated

River Transit, Site Plans and Technical Data, Maneuvering and Transhipment Risk Assessment is included as

Appendix 1.0-1 Navigation Study (Ausenco, 2018).

Under the Canada Marine Act, the VFPA is required to have a detailed land use plan. This land use plan needs to

contain objectives and policies for the physical development of real property and other assets it manages. The

VFPA’s Letters Patent identifies the uses that the VFPA may consider approving on its lands and waters (PMV,

2014a). As of January 2015, the Province resumed responsibility from VFPA for managing the use of waters and

foreshore lands associated with the bed of the Fraser River (PMV, n.d.). The BC Oil and Gas Commission (OGC)

authorizes use of Crown land for oil and gas purposes, and will be the agency that issues the tenure for the waterlot

for the Project.

6.2.1.1.2 Provincial and Local Government Land Use Designations, Planning, and Management

Crown land is land, including land covered by water (e.g., rivers, lakes, ocean seabed), that is owned by the

provincial or federal government. Crown land is allocated by the Province through the issuance of a tenure or a

grant to an individual or company which provides the individual or company with an interest in the land. The

Ministry of Forests, Lands, Natural Resource Operations and Rural Development (FLNR) administers the Land

Act (Government of BC, 1996a) which is the legal framework for regional land use plan implementation. The FLNR

is also responsible for the sale, lease, and licence of provincial Crown lands through land tenures granted for

specific purposes and periods of time (BC Assessment, n.d.) and stewardship of provincial Crown land and natural

resources. Tenures include leases, licences, rights-of-way, and permits and, for the purposes of this assessment,

include Crown land allocations such as reserves, withdrawals, notations, and transfers.

At the municipal level, governments are permitted under the Local Government Act (Government of BC, 2015) to

develop an Official Community Plan (OCP) that outlines the broad objectives and policies to guide planning and

land use management. Within an OCP, zonings, bylaws and development permits are the primary tools used to

regulate development of property on both public and private lands.





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6.2.1.1.3 Agricultural Land Reserve

The Agricultural Land Reserve is land protected for agricultural use under the provincial Agricultural Land

Commission Act (Government of BC, 2002). The Agricultural Land Commission (ALC), appointed by the BC

government, administers the Agricultural Land Reserve (ALR). Land designated as situated within ALR boundaries

can be used only for certain agriculture related purposes. The objectives of the ALR include preserving agricultural

land and encouraging and enabling farm businesses throughout BC (Agricultural Land Commission, 2014b,

2014a).

6.2.1.1.4 Commercial and Recreational Fishing and Guided Sport Fishing

The federal Fisheries Act (Government of Canada, 1985b) is the key piece of legislation responsible for regulating

commercial and recreational fishing in tidal waters, as well as salmon fishing in freshwater. DFO has overall

responsibility for administering the federal Fisheries Act and commercial, recreational, and Aboriginal (CRA)

fisheries in tidal waters, salmon fisheries in non-tidal waters, and fish habitat protection (FLNRO, n.d.-b).

The Province exercises delegated authority, under the federal Fisheries Act, for the management of non-salmon

freshwater fisheries. Non-salmon freshwater fishing is the responsibility of the Aquaculture and Commercial

Fisheries Branch, under the provincial Fisheries Act. Angling guides must be licensed by the Province and are

subject to provisions of the Wildlife Act (Government of BC, 1996d).

6.2.1.1.5 Other Outdoor Recreation Activities and Tourism

In BC, hunting is regulated through the Wildlife Act and administered by the Fish and Wildlife Branch of the Ministry

of Environment (ENV). A Fraser Valley Special Area Hunting Licence is required to hunt within Delta and the City

of Richmond (Richmond). A Provincial Hunting Licence is also required, as well as a federal Migratory Game Bird

Hunting Permit if migratory birds are hunted (MFLNRO, n.d.).

Municipal governments have the authority to regulate or prohibit the discharge of firearms within their jurisdiction

(MFLNRO, 2014). Delta’s Discharge of Firearms Regulation, Bylaw 2155, and Richmond’s Regulating the

Discharge of Firearms, Bylaw 4183, sets out the areas where hunting is allowed within their municipal boundaries

(City of Richmond, 1983; Corporation of Delta, 2014).

The Ministry of Jobs, Tourism and Skills Training is responsible for carrying out the duties and powers necessary

in relation to tourism policy, tourism services and infrastructure, industry support, and tourism marketing under the

Tourism Act (Government of BC, 1996c). The administration and allocation of Crown land for recreation uses,

resorts, and guided commercial recreation activities is managed by the FLNR, under the Land Act, as well as the

Ministry of Lands, Parks and Housing Act (Government of BC, 1996b) and related regulations.

Wildlife Management Areas (WMAs) are areas of land designated under the Wildlife Act for the benefit of regionally

to internationally significant fish and wildlife species or their habitats. WMAs are managed by FLNR primarily for

conservation of fish, wildlife, and their habitats, but other compatible land uses may be accommodated (FLNRO,

n.d.-a). New activities that involve the use of land or resources in a WMA require written permission from the

appropriate manager under the Wildlife Act.





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National Wildlife Areas (NWAs) are federally owned conservation areas created for conservation, research, and

interpretation of nationally significant habitats for animals or plants, and are established under the Canada Wildlife

Act (Government of Canada, 1985a). Migratory Bird Sanctuaries are prescribed in the Migratory Bird Sanctuary

Regulations (Government of Canada, 1994b), under the Migratory Birds Convention Act (Government of Canada,

1994c). The regulations prescribe rules and prohibitions regarding the taking, injuring, destruction, or molestation

of migratory birds or their nests or eggs in the sanctuaries. Managed by Environment and Climate Change Canada

(ECCC), hunting of listed species is not permitted in any Migratory Bird Sanctuary (Environment Canada, 2013).

6.2.1.1.6 Aboriginal Peoples

The Tsawwassen First Nation Final Agreement (TFNFA) is the Tsawwassen First Nation’s treaty and land claim

agreement with the provincial and federal governments. The agreement came into effect on April 3, 2009.

Tsawwassen’s Fishing Right within the Tsawwassen Fishing Area is specified in the TFNFA. The Local

Assessment Area (LAA) falls within the Tsawwassen Fishing Area. The Tsawwassen Fishing Right is exercised

by Tsawwassen members through the Tsawwassen Fisheries, Wildlife, Migratory Birds, and Renewable

Resources Act (Tsawwassen First Nation, 2009). The Tsawwassen Harvest Agreement (THA) is a separate

agreement from the TFNFA and outlines the right and authority to fish for commercial purposes (Tsawwassen

First Nation, 2010).

The values, traditions, and cultural practices of Aboriginal people are expressed in land use planning for their

communities and lands. This may take the form of Aboriginal Land Use Plans or Comprehensive Community

Plans. No Aboriginal Land Use Plans or Comprehensive Community Plans were identified related to the Project

area.

6.2.1.2 Valued Components

The process for identifying and selecting VCs followed the British Columbia Environmental Assessment Office’s

(BCEAO’s) Guideline for the Selection of Valued Components and Assessment of Potential Effects (BCEAO,

2013a) as outlined in Section 3.1, Issues Scoping and Selection of Valued Components. Valued components

were identified based on an understanding of the Project, input from consultation, requirements set out in the

Application Information Requirements (AIR), and experience with other marine infrastructure projects in BC.

Concerns of stakeholders and First Nations regarding potential Project effects on Land and Marine Resource Use

were identified through Project consultations. Where available, traditional use information was applied to the

selection of VCs. The VCs and the rationale for their selection are presented in Section 6.2.1.2.

Land and Marine Resource Use was selected as a VC because the South Arm of the Fraser River, and specifically

the waters where the Project is located and where Project construction and operational marine vessels would

transit, is a key commercial transportation corridor, supporting deep-sea and domestic navigation in designated

channels as well as throughout the waterway. The portion of the South Arm of the Fraser River where the Project

is located also supports a range of other marine use activities, including Aboriginal commercial and non-

commercial fishing, commercial shipping, barging and towing, other commercial industrial uses such as log storage

and handling, commercial and recreational fisheries, and other marine recreation. The foreshore and land area

surrounding the Project site is designated as an area intended for port services and light and heavy industrial use,





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with the majority of properties surrounding the Project being industrial and privately owned. No residents are

located in close proximity to the Project, but a small number of permanent residents are located between 750 m

and 1 km away. Tsawwassen First Nation and Musqueam Indian Band have communities near to the Project, and

a number of Aboriginal groups have established or asserted traditional territories that overlap the Project site (as

described in Section 6.3, Current Use of Lands and Resources for Traditional Purposes).

Maintaining land and marine access and use, and access to and availability of amenities and resources that

support commercial and recreational use in the South Arm of the Fraser River, foreshore, and adjacent land areas,

is important to provincial and federal economies, regulatory agencies, Aboriginal groups, businesses, and the

general public. Project-related activities, including construction and operation of a jetty and shipping of LNG on

the Fraser River, could potentially affect navigation and navigability, land use designations policies and objectives,

and access to and use of land and marine areas for commercial and non-commercial land and marine resource

use, and/or a could change to the quality of the land and marine based environmental setting for commercial

and recreational opportunities. Key pathways and potential Project effects were confirmed through consultation to

date with Aboriginal groups, user groups, local communities, local governments, and regulatory agencies, and

consideration of best practices in Environmental Assessment (EA) of Project effects on Current Use of Land and

Resources for Traditional Purposes as described in Section 6.3.

CEAA 2012 Sections 5(1)(c)(i) and (iii) and 5(2)(b)(i) are relevant to Land and Marine Resource Use as changes

to navigation and access are linked to marine use conditions and marine use of traditional resources of Aboriginal

peoples and to public stakeholders. CEAA 2012 Section 5(2)(a) is also relevant to Land and Marine Resource Use

as the Fraser River is listed as a navigable water under the Navigation Protection Act and under the jurisdiction of

Transport Canada. This includes potential project-related changes to the Project area—including access to the

Fraser River—which has the potential to impact the marine use conditions of people using the river as a resource.

6.2.1.2.1 Subcomponents

Three subcomponents of Land and Marine Resource Use were used to structure and streamline the assessment.

These subcomponents are the main categories of land and marine resource use undertaken in the vicinity of the

Project. While these subcomponents share certain attributes (e.g., similar spatial areas), they are sufficiently

different in other attributes to warrant considering them as subcomponents. For example, commercial and

recreational fish harvesting is dependent upon the availability of fish species, while commercial marine

transportation and marine industrial uses are dependent upon access to and use of shore-based features and

amenities such as marine terminals.

The subcomponents chosen for Land and Marine Resource Use and the rationale for their selection are presented

in Table 6.2-1. The original VC subcomponents of commercial land and marine resource use, and non-commercial

land and marine resource use, as specified in Section 6.2.1 of the AIR have been renamed to commercial and

non-commercial marine use and commercial and non-commercial land use, to support grouping of land uses and

marine uses that experience similar Project effect pathways. The indicators, measurement parameters, and

proposed assessment methods as specified in the AIR have been retained and are reflected under the revised

subcomponents of Land and Marine Resource Use existing conditions and Project effects sections.





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The commercial and non-commercial marine use subcomponent addresses Project effects on Aboriginal groups

with known commercial and non-commercial marine use interests and activities including commercial fishing.

Potential Project effects on Aboriginal economic opportunity and other food, social, and ceremonial fisheries are

assessed in Section 6.3, Current Use of Lands and Resources for Traditional Purposes. A number of

Aboriginal groups engage in other marine use activities of traditional and cultural importance, Project effects on

these activities are also assessed in Section 6.3.

Table 6.2-1: Subcomponents for Land and Marine Resource Use

Subcomponent Representative of Rationale for Selection

Navigation

• Commercial and non-commercial marine vessel navigational use and navigability

The Project occurs in an area used extensively for shipping and other marine activities via deep-sea, domestic, and local shipping channels Project construction, operation, and decommissioning activities including associated marine vessel movements could interfere with navigation

Commercial and non-commercial marine resource use

• Commercial marine transportation and foreshore industrial use

• Commercial fishing

• Guided sport fishing and marine tourism

• Non-commercial recreational marine use (e.g., recreational fishing, boating)

Project construction, operation, and decommissioning activities could displace and affect commercial and non-commercial marine area use and access, fish presence and availability for commercial, guided sport and recreational fishing, and marine tourism, guided sport fishing and non-commercial marine recreational environmental setting

Commercial and non-commercial land resource use

• Land-based commercial use (industrial, agricultural)

• Residences and public facilities

• Non-commercial recreational land use (e.g., hunting, trails, bird

watching)

Project construction and operation activities could displace and affect commercial and non-commercial land area use and access and land-based recreational environmental setting

6.2.1.2.2 Indicators

Project effects on key indicators of access and use are assessed through measurable parameters that generally

identify land and marine resource use areas’ size, locations, access routes to use areas, and use characteristics

(e.g., use type, frequency) within the vicinity of the Project. Project effects on the key indicators of commercial and

recreational fish harvesting levels are assessed through measurable parameters that identify harvest landings and

revenues by fishery and by fishery management areas that are overlapped by the Project area. Project effects on

the key indicators of changes to land and marine recreational setting take into consideration changes to noise, air

quality, and visual quality environment at key recreational use areas as a result of the Project. The indicators and

measurable parameters chosen for Land and Marine Resource Use and the rationale for their selection are

presented in Table 6.2-2.





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Table 6.2-2: Indicators for Assessment of the Land and Marine Resource Use Valued Component

Subcomponent Indicator Measurable Parameters Rationale for Selection

Navigation Change in navigational use and navigability

• Navigational channel location, size

• Vessel traffic activity (volume by type)

• Navigational practice, access and aids (as determined through regulations)

• Navigational hazards (type, location andscale) and interference

• River channel navigation conditions (sedimentation, current and waves)

• Compatibility with all land and marine uses that are adjacent or proximal to the Project site.

Offshore construction activities, construction and operational marine vessel traffic, Offshore Facilities operations, marine security area and navigational controls could affect navigation

Project operations including marine vessel traffic and presence of permanent Offshore Facilities could affect navigation

Commercial and non-commercial marine resource use

Change in commercial marine transportation and foreshore industrial area use and access

• Commercial transportation vessel types, number, routes

• Foreshore industrial activity, and area use (type, location, access)

Offshore construction activities, and operations, marine vessel traffic, Offshore Facilities operations, marine security area, and navigational controls could temporarily displace and affect commercial marine transportation and/or foreshore industrial area access and use

Change in

commercial and

recreational

fishing, guided

sport fishing,

marine tourism,

and recreational

boating area use

and access

Change in

resource

availability (fish,

marine mammals,

birds)

Commercial Fishing

• Harvest area size, location, and access

• Number and type of fishing licences, vessel numbers, and boat days

• Availability of commercial fishery resources

• Harvest catch landings (volume kg) and revenues

Recreational Fishing

• Recreational fishing locations and access

• Availability of recreational fishery resources

• Recreational fishing effort (boat numbers, estimation of visitation/level of use)

Guided Sport Fishing and Marine Tourism

• Guided sport fishing and marine tourism locations and access routes

Offshore construction activities and operations, marine vessel traffic, Offshore Facilities operations, marine security area, and navigational controls could displace commercial fishing, recreational fishing, guided sport fishing, marine tourism, and/or recreational boating area access and use, and/or affect availability of commercially and recreationally harvested fish and presence of marine mammals and birds for marine tourism wildlife viewing





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Subcomponent Indicator Measurable Parameters Rationale for Selection

• Business activity (trips/client days, revenues)(a)

• Availability/abundance of fishery resources (sport fishing) and marine mammals (whale watching tours)

Recreational boating

• Location and access

• Estimation of visitation/level of use

Change in guided

sport fishing,

marine tourism,

recreational

fishing, and

recreational

boating

environmental

setting

• Noise levels, air quality, visual quality environmental conditions

Offshore construction activities, construction and operations marine vessel traffic, Offshore Facilities operations, marine security area, and navigational controls could affect sport fishing, marine tourism, recreational fishing, recreational boating, and the environmental setting for marine-based activities.

Commercial and non-commercial land resource use

Compliance with land use ownership, plans, designations, and policies

• Conformance with regional and local government land use designations, plans, objectives and policies

Project to be consistent with land use plans, policies, and objectives, and require re-zoning or other adjustments

Change in land-based commercial access and area use, and non-commercial recreational access and area use(b)

• Land-based commercial activity type, location, access, use levels

• Land-based recreation activity type, location, access, use levels

Onshore construction and operational activities could displace land-based commercial and recreational access and area use

Change in land-based recreational environmental setting(c)

• Noise levels, air quality, and visual quality environmental conditions

Onshore and offshore construction and operational activities could affect the environmental setting for land-based recreation.

(a) Business information provided based on availability. (b) Potential effects of Project associated road traffic on non-recreational (e.g., residences, public facilities) land-based receptors is assessed in Section 6.1, Socio-community. (c) Potential nuisance effects to residents and users of land based public facilities from Project-related noise and light are assessed in

Section 6.1, Socio-community. VC = Valued Component.





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6.2.1.3 Assessment Boundaries

This section describes the methods used in identifying spatial, temporal, administrative, and technical boundaries

for the assessment of Land and Marine Resource Use.

6.2.1.3.1 Spatial Boundaries

The LAA and Regional Assessment Area (RAA) for Land and Marine Resource Use are defined in Table 6.2-3

and shown in Figure 6.2-1.

The LAA was established to encompass the areas within which the Project is expected to interact with, and

potentially affect, Land and Marine Resource Use. In determining LAA boundaries, consideration was given to the

nature and characteristics of the land and marine resource uses and potential different effects pathways and

reflects the maximum extent of potential adverse direct and indirect effects of the Project that are reasonably

expected to occur. Reflecting the different potential effects pathways for marine-based and land-based activities,

an LAA was defined in relation to each of the subcomponents: a “Navigation LAA” for the navigation

subcomponent, a “Marine Use LAA” for the commercial and non-commercial marine resource use subcomponent,

and a “Land Use LAA” for the commercial and non-commercial land resource use subcomponent. The Navigation

LAA consists of the entire marine area of the South Arm of the Fraser River from Fraser Surrey Docks (FSD)

downstream to Pilot Area 1 including the Sand Heads pilot boarding station. The Marine Use LAA consists of the

entire marine area of the South Arm of the Fraser River from FSD downstream to Sand Heads Lightstation. The

Marine Use LAA boundaries between the lightstation and the mouth of the river channel include the shipping lanes

and a 1 km buffer on either side. The Land Use LAA consists of the landbase within a buffer of 2 km from the

Project site boundary and a 50 m buffer along the foreshore of the South Arm of the Fraser River from FSD

downstream to the mouth of the South Arm of the Fraser River, to encompass land-based trails and other

recreational amenities that could experience Project effects from LNG marine shipping during operations.

The LAA also considers the spatial extent of the potential Project effects on existing and future commercial and

non-commercial marine and land use activities and interests, including those of Aboriginal groups and those

outlined in VFPA planning objectives for VFPA jurisdictional boundaries (PMV, 2014a). Collectively, the LAAs are

located within:

Planning Area 7 (Fraser River North and South Arms); and

Planning Area 5 (Fraser River Central).

The RAA was established to provide a regional context for the assessment of Project effects, and to encompass

the area within which the residual effects of the Project on Land and Marine Resource Use are likely to combine

with the effects of other projects and activities to result in a cumulative effect. For all subcomponents, the RAA

and the cumulative effects assessment area is defined as the same area as the LAAs, as the LAAs provide a

sufficient regional context and no cumulative effects from other projects are anticipated beyond these boundaries.





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Table 6.2-3: Spatial Boundary Definitions for the Land and Marine Resource Use Valued Component

Spatial Boundary Description of Assessment Area

Land and Marine Resource Use

Local Assessment Area (LAA)

Navigation LAA—consists of the entire marine area of the South Arm of the Fraser River from FSD downstream to Pilot Area 1

Marine Use LAA—consists of the entire marine area of the South Arm of the Fraser River from FSD downstream to Sands Head

Land Use LAA—consists of the Project site and a 2 km buffer on land from the Project site boundary, as well as 50 m buffer along the shore of the South Arm of the Fraser River from FSD downstream to mouth of the South Arm of the Fraser River

Regional Assessment Area (RAA)

Same as extent as the LAA

Cumulative Effects Assessment Area

Same as RAA and LAA

FSD = Fraser Surrey Docks.

6.2.1.3.2 Temporal Boundaries

Temporal characteristics of the Project’s construction, operation, and decommissioning phases are defined in

Section 1.0, Project Description. In summary, the temporal boundaries established for the assessment of

Project effects on Land and Marine Resource Use encompass these Project phases:

Construction — 2019 to 2023 (just over three years);

Operation — 2023 to 2053 (30 years minimum); and

Decommissioning — 2053 or later (1 year).

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LOCAL AND REGIONAL ASSESSMENT AREAS FOR LAND ANDMARINE RESOURCE USE

TILBURY MARINE JETTYDELTA, B.C.

1. INDIAN RESERVES, TSAWWASSEN FIRST NATION LANDS AND MUNICIPALBOUNDARIES OBTAINED BY B.C. MINISTRY OF FORESTS, LANDS AND NATURALRESOURCE OPERATIONS.2. RAILWAY, WATER, FOREST, PARKS, WATERCOURSE, WATERBODY AND RESIDENTIALAREA DATA OBTAINED FROM CANVEC © DEPARTMENT OF NATURAL RESOURCESCANADA. ALL RIGHTS RESERVED.3. SOUTH ARM MARSHES WILDLIFE MANAGEMENT AREA OBTAINED FROM BCMCA.4. IMAGERY OBTAINED FROM BING MAPS FOR ARCGIS PUBLISHED BY MICROSOFTCORPORATION, REDMOND, WA, MAY 2009. TOPO BASEMAP © ESRI AND ITSLICENSORS. ALL RIGHTS RESERVED.PROJECTION: UTM ZONE 10; DATUM: NAD 83

WESPAC MIDSTREAM - VANCOUVER LLC





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6.2.1.3.3 Administrative Boundaries

DFO’s reporting structures for harvest and vessel activity data present certain limitations for analyzing historical

commercial and recreational fish harvesting activity within the Marine Use LAA. DFO fish harvesting data are

publicly reported at the Pacific Fishery Management Area (PFMA) and PFMA sub-area levels, as well as Licence

Areas which are composed of a combination of management areas and/or sub-areas. A portion of PFMA 29

overlaps the Marine Use LAA and includes areas of commercial fish harvesting extending beyond the lower Fraser

River. Salmon Gillnet E and Salmon Seine B Management Areas are larger Licence Areas that overlap the Marine

Use LAA.

The PFMA sub-areas are sufficiently small that LAA harvesting activity can be reasonably determined from

reviewing data reported at this level (Figure 6.1-7 illustrates the extent of the PFMA sub-areas). The Marine Use

LAA overlaps with the following PFMA sub-areas:

Part (35%) of PFMA Sub-area 29-13, located in South Arm of the Fraser River, from the tip of Annacis Island

westward;

All of PFMA Sub-area 29-14, located downstream of Sub-area 29-13 on the South Arm of the Fraser River,

from Reifel Island upstream to Deas Slough; and

Part (21.2%) of PFMA Sub-area 29-9, located downstream of Sub-areas 29-13 and 29-14 to the mouth of

the Fraser River South Arm).

Although the boundaries for these PFMA sub-areas collectively do not directly coincide with the Marine Use LAA

boundaries, they portray general existing conditions for commercial fish harvesting activity within the LAA; the

exception is harvesting activity in Sub-area 29-9, which is predominately outside of the Marine Use LAA.

Recreational fishing data from DFO are only available for a large area, larger than the sub-areas for commercial

fishing, and primarily reflect self-directed recreational fishing.

Wildlife Management Units (WMUs) are defined within BC for the purposes of administering the BC Wildlife Act

and BC hunting regulations. The LAAs for land-based and marine-based recreation fall within WMU 2-4, which

includes Delta, Richmond, Surrey, Langley, Abbotsford, and Chilliwack, and harvesting data are reported for the

whole WMU. As a result, there are limits for interpreting existing conditions related to hunting in the Land Use LAA

and Marine Use LAA. It is expected that general hunting patterns for WMU 2-4, as shown by the data (i.e., changes

over time and key species), will be generally indicative of hunting patterns in the Land Use LAA.

The existing conditions data describe the baseline situation within the selected LAAs at specific periods of time

based on the current period of available data reporting. Where available and relevant, historical trend data are

presented to describe change over time with respect to a specific indicator. For example, commercial salmon log

book data are provided for a 10-year period. This study incorporates recent and relevant available datasets to

describe existing conditions and support the analysis of potential effects on Land and Marine Resource Use.





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6.2.1.3.4 Technical Boundaries

Technical boundaries refer to the constraints imposed on an EA by limitations in the ability to predict the effects of

a project, such as limitations in information, data analysis, and data interpretation relative to a particular VC. The

prediction of effects on Land and Marine Resource Use depends on the technical boundaries of the VC

assessments on which the Land and Marine Use assessment depends (i.e., those identified in Section 4.2, Fish

and Fish Habitat; Section 4.5, Noise; Section 4.4, Air Quality; Section 4.1, River Processes; Section 4.3,

Marine Mammals; Section 4.8, Wildlife and Wildlife Habitat; and Section 6.4, Visual Quality). Technical

boundaries outlined in Section 4.2, Fish and Fish Habitat; Section 4.3, Marine Mammals; Section 4.8, Wildlife

and Wildlife Habitat; and Section 6.4, Visual Quality were taken into account in the analysis of Land and Marine

Use. No technical boundaries were identified in Section 4.5, Noise; and Section 4.1, River Processes.

Marine vessel traffic in the Navigation and Marine Use LAAs includes commercial and recreational fishing vessels,

commercial transportation (including deep sea vessels, cargo and passenger ferries, dredgers, barges, and tugs),

and recreational vessels. Ships and vessel traffic services use the automatic identification system (AIS) to identify

and locate vessels by electronically exchanging data with other nearby ships and AIS base stations. While the

purpose of these communications is primarily for vessel traffic control, collision avoidance, and other maritime

safety and security applications, the aggregate data of vessel traffic also provide a detailed history of vessel traffic

movements that can be used in determining patterns of vessel movement and establishing numbers of vessels in

traffic lanes, port areas, and regions by vessel type.

Vessel movement data may not fully account for all vessel traffic through the LAA, however, as it is not mandatory

for commercial vessels under 20 m in length or pleasure crafts under 30 m to either participate in CCG vessel

traffic services (VTS)1 or install and use an AIS. As a result, these small vessels have not been captured in vessel

movement data. Information on small vessel movement is based on interview and analysis of other available

information.

DFO does not make collected harvest activity data publicly available when fewer than three vessels are active in

a PFMA sub-area in a given year and uses different methods to collect catch value and effort data, depending on

fishery and data type. All harvesting activity data were derived from commercial licences and from commercial

catch and value data drawn from log books and fish slips. Fish slips tend to routinely underestimate catch levels

but are the primary source of information on catch value (PMV, 2015b).

Publicly available data on guided sport fishing, marine tourism operations, and non-commercial recreational

activities and use characteristics are limited within the Land and Marine Use LAAs. Information on these aspects

was supplemented with information obtained from interviews, spatial analyses, and site observation.

1 VTS is provided using strategically positioned radar towers capable of monitoring all traffic, with varying navigational capabilities, along defined stretches of the river.





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6.2.2 Existing Conditions

6.2.2.1 Information Sources

A review of existing information was conducted to support the characterization of existing conditions for Land and

Marine Resource Use, these included the following sources:

Provincial, regional, and local government land use designations and Land Use Plans as a source of

information on current land use designations and land use regulations;

DFO commercial harvest data and Fisheries Management Plans as a source of information on trends licences

counts, harvest landings, and revenues for Fraser River commercial, and recreational fisheries as well as

commercial fishing;

Transportation Safety Board’s marine investigation reports;

Current and previous EAs and their supporting documents, including the Vancouver Airport Fuel Delivery

Project (Moffat and Nichol, 2012a, 2012b), George Massey Tunnel Replacement Project (Ministry of

Transportation and Infrastructure, 2016), and the Roberts Bank Terminal 2 Project (PMV, 2015a);

VFPA’s commissioned Fraser River Tanker Traffic Study (DNV, 2012);

TERMPOL equivalent surveys and navigation studies (Ausenco, 2015, 2018; DNV GL, 2015);

Port of Vancouver statistics and Port Information Guide practices and procedures (VFPA, 2017, 2018b);

Commercial tenures and parks and protected areas from DataBC databases;

Crown land tenure and ownership data from BC ParcelMap, BC Land Title and Survey, Crown Land Registry

databases, and the City of Delta’s DeltaMap and City of Richmond’s Interactive Map (RIM) online mapping

tools;

Recreational hunting data and regulations from FLNRO;

Recreational information from British Columbia Marine Conservation Analysis (BCMCA) Atlas, DeltaMap

(e.g., routes, anchorages, boat launches), RIM, and Metro Vancouver online mapping tools;

Commercial operator, community, and user group websites as a source for qualitative information on

commercial and recreational use areas and activities by type of use; and

Aboriginal group reports and websites.

Specific information and data sources are listed in Section 16.0, References.

Further information on commercial and non-commercial land and marine resource uses not available through

secondary sources was obtained through Project site visits and interviews with DFO, representatives from the

commercial and recreational fish harvesting sectors, commercial marine shipping and transportation sector, and

recreational user groups with known commercial and non-commercial uses and interests in the Land Use and

Marine Use LAAs. Relevant information on non-commercial land and marine resource use gathered through





16

Project consultation meetings was also considered and integrated in the existing conditions and effects

assessment sections of this assessment.

The above information was supplemented by additional commercial and non-commercial land and marine

resource use information requested and received through other VC-specific consultation with Aboriginal groups.

Aboriginal groups were contacted via email to confirm their desired approach to data collection, such as an in-

person meeting or phone interview, and approval to use information prepared for other recent EAs. Information

provided by Aboriginal groups gathered through these communications is integrated in the existing conditions and

effects assessment sections of this assessment. Aboriginal perspectives on potential Project effects, as expressed

during the consultation process, are presented in Part C: Aboriginal Consultation. Part C also provides a

detailed description of marine use for traditional purposes in the Fraser River for each of the Schedule B Aboriginal

groups.

Information and data sources used to complete the Land and Marine Resource Use assessment are summarized in Table 6.2-4. Table 6.2-4: Studies and Information to Support the Land and Marine Resource Use Assessment

Study Name Study Purpose Study Available At

Baseline study desktop review

Review of available published sources, to develop Land and Marine Resource Use existing conditions in the LAA

Section 6.2.2.1.1

Site visit

Site visit conducted of the immediate Project site, and of the broader land and marine based LAA to further identify and confirm land and marine resource use areas, use activity, and amenities in relation to the Project.

Information incorporated into Section 6.2.2.1.1

Information interviews

In person and phone-based interviews conducted with key interviewees to obtain information on the historical, present, and future commercial land and marine resource uses of the area. Interviewees were selected based on their use of the area and their knowledge of different factors or variables that influence use patterns. Individuals who were interviewed or provided data for this report included representatives from the commercial fish and seafood harvesting sector, the commercial shipping and transportation sector, DFO, recreational user groups, emergency support organizations, CCG, and marine eco-tour operators

Information incorporated into Section 6.2.2.1.1

Project-specific reports

prepared and provided

by Aboriginal groups

Review of available information provided by Aboriginal groups for the Project pertaining to commercial and non-commercial land and marine uses

Section 6.3 Current Use of Resources for Traditional Purposes

Further data collection and verification with Aboriginal groups on commercial and non-commercial marine use

Information provided by Aboriginal groups in response to questions regarding Aboriginal commercial and non-

commercial non-traditional use in the LAA

Information incorporated into Section 1.2.2.3.5 and

Part C: Aboriginal Consultation

LAA = Local Assessment Area; DFO = Fisheries and Oceans Canada; CCG = Canadian Coast Guard





17

Sufficient information was deemed to be available from the references listed above to describe existing conditions

and support the assessment of the potential effects of the Project on land and marine resource use. Secondary

information from current data sources were collected, and supplemented with information obtained from

interviews, spatial analyses, and site observation to clarify data and information and address information gaps.

Technical boundaries and data limitations are presented and described in Section 6.2.1.3.4. Section 6.2.3.5

characterizes the level of uncertainty in analysis which is, in part, associated with availability and accuracy of

baseline data.

6.2.2.1.1 Traditional Use and Traditional Ecological Knowledge Incorporation

Information on traditional use and traditional ecological knowledge (TU/TEK) (and community-based knowledge

pertaining to non-traditional commercial and non-commercial land and marine use was gathered from Project-

specific studies undertaken by Aboriginal Groups and from publicly-available sources.

TU/TEK sources were reviewed for information that could contribute to an understanding of non-traditional

commercial and non-commercial land and marine resource use. The main sources of this information included:

An expert report produced on behalf of Tsleil-Waututh Nation, in relation to the Project (Morin, 2016)

An expert report produced on behalf of Kwantlen First Nation, in relation to the Project (Jones & McLaren,

2016)

Comments produced on behalf of Métis Nation British Columbia, in response to the Draft Aboriginal

Consultation Report (Gall, 2016)

xʷməθkʷəy̓əm Musqueam Indian Band Knowledge and Use Study: WesPac Midstream’s Proposed LNG

Marine Jetty Project, prepared by Jordan Tam, Rachel Olson and Firelight Research Inc. with the Musqueam

Indian Band (Tam, J. et al., 2018).

Impacts of marine vessel traffic on access to fishing opportunities of the Musqueam Indian Band, prepared

by M. Nelitz, H. Stimson, C. Semmens, B. Ma, and D. Robinson for the Musqueam Indian Band (Nelitz, M et

al., Stimson, Semmens, Ma, & Robinson, 2018)

Other documents and export reports prepared for other projects in the vicinity of the Project site including the

George Massey Tunnel replacement project (Charlie, 2015; Kennedy, 2015; Tam, J. et al., 2018) and the

Pattullo Bridge replacement project (Marshall, 2017) that included existing conditions and project effects

information on First Nations non-traditional commercial and non-commercial marine use

TU/TEK information, as obtained through consultation with Aboriginal groups and through other sources provided

information on traditional use and concerns related to land and marine resource use by Aboriginal Groups within

the LAA. Information on TU/TEK pertaining to current use of lands and resources for traditional purposes is

included in Section 6.3 Current Use of Lands and Resources for Traditional Purposes in this application.





18

6.2.2.2 Description of Existing Conditions

6.2.2.2.1 Regional Overview

The Project is located on Tilbury Island along the edge of the South Arm of the Fraser River in Metro Vancouver.

Metro Vancouver is a major urban centre located in the Lower Mainland area of southwest BC. This area has a

long history of human occupation and use by Aboriginal peoples that reside at and accessed resources along the

Fraser River (see Section 6.3, Current Use of Lands and Resources for Traditional Purposes; Section 7.1,

Heritage Background; and Section 7.2, Heritage Resources). Aboriginal groups have identified the importance

of the Fraser River for historical and current resource use, transportation, and cultural identity and values

connections.

Over the past 200 years, the Lower Mainland area has become a centre of agriculture, forestry, fishing, and other

commercial activity, with these industries relying on the Fraser River waterway as a transportation corridor and

adjacent lands for industrial operations. More recently within the past 20 years, growth along the Lower Fraser

has focused in industrial use, urban and rural residential development, and transportation infrastructure

development. Water and road transportation infrastructure have grown in response to the expansion of trade and

urban development contributing to development and activity on the Lower Fraser River. In recent years, the

demand for land to support residential development in the region has increasingly put pressure on access to and

availability of industrial land along the Lower Fraser River (Richmond Chamber of Commerce, 2014).

The land use pattern of the RAA has been heavily modified for rural, urban, and industrial activities within the

Richmond, Delta, Vancouver, and Burnaby. Urban and suburban land uses are focused near the downtown cores

and waterfront areas (e.g., Richmond City Centre, Ladner Village). Rural areas extend across the eastern and

southern portions of Lulu Island and cover most of Westham Island and Delta. Relatively large natural areas also

remain in the form of parks and conservations areas (e.g., South Arm Marshes, Burns Bog, Deas Island Regional

Park).

Today, the Lower Fraser River is an important waterway for the Metro Vancouver region, the province of BC, and

Canada, supporting port activity, marine transportation, nearby land development and use, commercial fisheries

and marine recreational uses. The Port of Vancouver is one of the largest ports by export tonnage in North

America, and a major North America gateway for Asia-Pacific trading, with Port operations and infrastructure along

the Lower Fraser River accounting for a significant portion of current port tonnage and jobs. Facilities along the

Lower Fraser River move numerous shipments of goods and bulk commodities to and from BC for distribution

across Canada and internationally (PMV, 2014a). The Lower Fraser River is also a vital transportation corridor for

the movement of forestry-related material with lengths of the shoreline between the Georgia Strait and Mission

used for log booming. Similarly, aggregates are an important material shipped into the Lower Fraser River, being

an essential component for the manufacturing of concrete and road construction, and important for much of the

construction undertaken in Metro Vancouver and the Fraser Valley (Richmond Chamber of Commerce, 2014).

Commercial fisheries are a key part of the economic importance of the Lower Fraser as the river and its tributaries

are home to one of the most productive commercial salmon fisheries in the world. The Lower Fraser River is also

home to white sturgeon (Acipenser transmontanus), a species that attracts significant sport fishing interest. Within

the Lower Fraser, Steveston Harbour is a key hub for the commercial fishing industry of BC coast, hosting the

largest number of Small Craft Harbours (SCHs) in the region and a number of commercial and recreational fishing

vessels. Both commercial fisheries and sport fishing are contributors to economic activity along the river.





19

The waters and the shores of the Lower Fraser also provide recreational boating and fishing opportunities for the

population of Metro Vancouver and visitors, with opportunities for recreational boating and fishing being

concentrated near Steveston Harbour, and in the South Arm Marshes and Deas Slough areas. A number of

marinas and docks are located on the Lower Fraser River to support pleasure craft moorage.

Planned port, land, and infrastructure development will continue to place demands on the Lower Fraser River

waterway and adjacent lands for a range of uses. The Port of Vancouver’s development strategy includes

identification and development of terminal sites, supporting terminal activity, ensuring existence of sufficient

infrastructure to support the movement of goods to and from the terminal, and addressing the scarcity of

developable areas adjacent to the Fraser River (PMV, 2014a). Presently, the Lower Mainland is home to over

50% of BC’s population, with several communities and residential neighborhoods located on adjacent lands of the

Lower Fraser River (Richmond Chamber of Commerce, 2014). Between 2018 and 2041, Metro Vancouver is

expected to grow from 817,000 to 3.45 million people (BC Stats, 2017). Projected population growth in Metro

Vancouver, and associated residential development, will further contribute to marine use activity.

6.2.2.2.2 Navigation

6.2.2.2.2.1 Navigation Channel and River Conditions

The approach to the Fraser River is through the Strait of Georgia, which is an active shipping area with numerous

deep-sea shipping vessels and a large amount of domestic tug and barge activity. The mouth of the South Arm of

the Fraser River (also known as the main channel) adjoins the Strait of Georgia at Sand Heads near the outer end

of Steveston Jetty, approximately 20.4 km from the Project site (refer to Figure 6.2-2). This is the entrance to the

South Arm’s deep-sea shipping channel and main deep-sea shipping route used by deep-sea shipping vessels,

tugs, barges, commercial fishing boats, and pleasure crafts. The deep-sea shipping channel is approximately 35

km long, extending from Sand Heads (km 0) to New Westminster (km 35) with a width that allows for a two-way

navigable route (inbound and outbound) width of approximately 200 m. A safety zone of approximately 61 m on

both sides of the route is also imposed to maintain a clear area in both directions (Ausenco, 2018).

Within the Lower Fraser River, the deep-sea shipping channel is connected to several domestic navigation

channels and local navigation channels. Local navigation channels provide access to fishing vessels, tugs and

barges, and commercial and pleasure boating traffic and within the Marine Us LAA, they include Ladner Reach,

Sea Reach, Shelter Channel, Canoe Pass, Cannery Channel, Deas Slough, and Gunderson Slough (PMV, 2008).

Domestic navigation channels are maintained to provide access for international and domestic shipping activity

and the barge and tug-and-tow industry and within the Marine Use LAA include the Annacis Channel (PMV, 2008).

Based on the World Association for Waterborne Transport Infrastructure (PIANC) standards, the maximum size

of vessels that can transit the Fraser River South Arm are:

Maximum length overall of 295 m and moulded breadth of 33 m; and

Maximum length overall of 250 m and moulded breadth of 38 m.





20

Vessels exceeding the limits described above may be able to transit the deep-sea shipping channel upon request

to the VFPA, and approval may be granted on a case by case basis, following consultation with Pacific Pilotage

Authority and Fraser River Pilots (VFPA, 2018b).

Conditions for navigation within the South Arm of the Fraser River are influenced by a number of hydrodynamic

and meteorological factors, including:

Water levels are affected by tidal effects from the Strait of Georgia and freshwater discharge from inland

sources (water levels are lowest between January and March). When necessary, deep-draft ships navigate

the Fraser River with tidal assist, taking advantage of high tide periods to enhance the available water depths

within a daily transit window. Without the use of the tidal assist, the low water navigable depth is

approximately 9.5 m, which would restrict vessel drafts to approximately a maximum draught of 8 m.

Intrusion of saline water from the ocean into the Fraser River affects the density of water and vessel

buoyance. In conditions of high salinity, the draft of a vessel is reduced allowing the vessel to have increased

under keel clearance (UKC) compared with conditions of low salinity. This buoyancy effect can reach as far

as 29 km from the mouth of the Fraser River and is considered when determining maximum vessel draft

limitations.

River bed levels where annual and notable discharges of water, such as during the spring freshet, are

accompanied by a deposition of sand and silt into the Lower Fraser River channels. The deep-sea shipping

channels between Sand Heads and New Westminster are dredged regularly as part of maintenance to deal

with this natural infilling.

Wind and fog also affect navigation. Wind patterns occurring in the Lower Fraser River are generally from the

southeast, east, and northeast, with wind speeds typically less than 10 m per second (19 knots). Maximum hourly

wind speeds of 31 m per second (26.2 knots) have been recorded at Sand Heads. Fog occasionally occurs along

the Strait of Georgia and the Fraser River during the cooler months (i.e., September to March), reducing visibility

to 1 km for approximately 20 days per year in the coastal areas (DFO, 2006)2.

2 There is no stated limitation on visibility for making a transit in the Fraser River by Vancouver Fraser Port Authority.

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22

6.2.2.2.2.2 Marine Vessel Types and Number

A variety of vessel types transit and utilize the South Arm of the Fraser River within the Marine Use LAA including:

General cargo vessels (breakbulk)—deep-sea vessels that carry bulk and odd-sized cargo. The use of

cranes on these ships is common to lift the cargo into and out of holds used for stowing cargo.

Bulk cargo vessels—deep-sea vessels that carry loose bulk commodity materials such as coal, grain, or

ore.

Container cargo vessels—deep-sea vessels that are outfitted to carry intermodal steel box containers that

integrate with onshore semi-trucks or rail cars. These containers can carry wide variety of goods.

Cargo ferries (automobile)—vessels used for transporting general freight products, consumer goods, and

regulated commodities between terminals. Typically, these are roll-on/roll-off vessels designed to carry

wheeled cargo, such as automobiles, trucks, or trailers.

Tugs—vessels used to maneuver other vessels that either should not or cannot move themselves. They are

typically used for towing floating material such as, logs and barges carrying containers, or bulk commodities

as well as docking and undocking ships.

Dredgers—vessels used for excavation and disposal of bottom sediments.

Passenger vessels—primarily seasonal vessels designed to carry passengers for recreational voyages.

These vessels may also include commercial water taxis and ferries.

Pleasure craft—primarily seasonal vessels that include sailing yachts, motor yachts, and sports fishing boats

used for recreational purposes.

Government vessels—include CCG and government survey ships as well as larger frigates and destroyers.

Service vessels—include pilot vessels, Search and Rescue (SAR), pollution control vessels, military

operations, law enforcement, navigational aid, port tender, and salvage/rescue vessels.

Commercial fishing vessels—include purse seine, gillnet and troll:

▪ Purse seiners are the largest commercial fishing vessels that utilize a large hydraulic boom to deploy a

large wall of netting that is pursed (closed) underneath and brings it back into the vessel on a large take-

up drum.

▪ Gillnets are smaller commercial fishing vessels that extend vertical nets in a straight line designed to

entangle fish.

▪ Trollers fit long lines with leaders and lures that are paid out and trolled behind the vessel.

In 2012, the VFPA Fraser River Tanker Traffic Study (DNV, 2012) reported volume of vessel traffic for the South

Arm of the Fraser River from Sands Head to New Westminster (which includes the LAA) for the one-year period

ending July 2011. Table 6.2-5 summarizes the results, both upstream and downstream, for each route segment

by vessel type. The segment at Gravesend Reach represents the portion of the South Arm where the Project is

located. The total estimated vessel movements (up and down river) is fairly uniform between Steveston Bend and

Gravesend Reach and decreases with distance upstream towards FSD and beyond. Five locations were identified

as destination or origin for deep water vessels: Fraser Wharves, Fraser Richmond Terminals, LaFarge Cement

Plant, Annacis Auto Terminal, and FSD. The annual transits in the Gravesend Reach segment of the river are just

over 7,000 in each direction, indicating this is an origin and destination point within the South Arm of the Fraser

River.



Part B – Assessment of Environmental, Economic, Social, Heritage and Health Effects


23

Table 6.2-5: Estimated Traffic Volume by Type and Route from July 2010 to June 2011

Main Channel Reach

Steveston Bend Steveston Cut Woodward Reach/No. 5 Road Gravesend Reach Purfleet Point St. Mungo’s Bend Annieville Channel Fraser Surrey

Docks / Annacis

Route Segment Number (a) (upriver/downriver)

(2.2, 12.2) (1.1, 11.1) (1.2, 11.2) (1.3, 11.3) (1.4, 11.4) (1.5, 11.5) (1.6, 11.6) (1.7, 11.7)

Description From the end of Steveston

Reach to the tidal area near

Garry Point

From the tidal area near Garry

Point to the southwest tip of Kirkland Island

From the southwest tip of Kirkland Island to the

northeast end of Deas Island

From the northeast of

Deas Island to the middle of Tilbury Island

From the middle of

Tilbury Island to the

southwest end of Annacis

Island

From the southwest end of Annacis Island to the Alex Fraser Bridge Crossing

From the Alex Fraser Bridge

Crossing to the entrance to Gunderson

Slough

From Gunderson

Slough to the northeast tip of Annacis Island

Deep Water Vessel 1,076 1,076 1,076 1,076 862 862 862 862

Cargo Ferry 4,576 4,576 4,576 4,576 0 0 0 0

Dredger 716 698 668 1,100 440 114 54 62

Fishing 134 134 50 28 28 20 18 50

Military Ops 6 0 0 0 0 0 0 0

Passenger 76 48 48 20 22 20 20 20

Pilot Vessel 4 4 2 2 2 0 0 0

Pleasure 52 34 102 30 56 18 52 122

Sailing Vessel 4 2 4 0 2 0 0 0

SAR 134 148 130 76 72 46 54 50

Tug 5,208 5,276 6,046 7,424 6,886 6,080 5,976 64,10

Unspecified 8 4 4 4 4 4 4 130

Total 11,994 12,000 12,706 14,336 8,374 7,164 7,040 7,706

Source: summarized AIS Base Data –Upriver and Down River Traffic (DNV, 2012)

Note: The segment at Gravesend Reach (grey shaded column) represents the portion of the South Arm where the Project is located.

(a) Route segment numbers used in the Fraser River Tanker Traffic Study.

SAR = Search and Rescue; AIS = automatic identification system





24

Figure 6.2-3 indicates that tugs and cargo ferries made up most of the total marine vessel volume (52%) within

Gravesend Reach during this reporting year, and cargo ferries (32%) and deep water vessels (8%) comprised

majority of the remaining volume.

Figure 6.2-3: Portion of Vessel Traffic by Vessel Type

Source: (DNV, 2012)

SAR = Search and Rescue.

The Origin, Destination and Marine Traffic Volume Survey (TERMPOL 3.2) presents more recent current and

projected marine vessel traffic for the Project Area (DNV GL, 2015). Cross-Section 6 (Fraser River Entrance) and

Cross-Section 7 (Entrance to WesPac Tilbury Terminal) of this survey represent the portion of the shipping route

where the Project and the Marine Use LAA are located (refer to Figure 6.2-2).

Estimated traffic in 2018 is based on a growth rate factor as percent per year for each vessel type. Between 2013

and 2018, tugs and cargo vessels are predicted to have the highest increase growth rate compared to other

vessels, with the number of tug transits predicted to increase by 6% in Cross-Section 6 and 5.7% in Cross-Section

7 (Figure 6.2-4). The increase rate for tugs reflect the jet fuel tank barges traffic to and from the Vancouver Airport

Fuel Facilities Corporation (VAFFC) jet fuel facility (DNV GL, 2015). The number of fishing and pleasure vessel

transits was not predicted to change.

Deep Water Vessel7.51%

Cargo Ferry31.92%

Dredger7.67%

Fishing0.20%

Military Ops0.00%

Passenger0.14%

Pilot Vessel0.01%

Pleasure0.21%

Sailing Vessel0.00% SAR

0.53%

Tug51.79%

Unspecified0.03%





25

Figure 6.2-4: Predicted Marine Traffic

Source: (Ausenco, 2018; DNV GL, 2015)

6.2.2.2.2.3 Navigation Access, Aids, and Regulation

The navigation channel between Sand Heads and New Westminster is marked with fixed and floating navigation

aids (i.e., range lights with leading beacons) established by the CCG to help identify the navigation channel for

both inbound and outbound transits. The use of navigation marks and buoys is in accordance with the International

Conventions on Buoyage, and the Canadian Hydrographic Service regularly publishes hydrographic charts that

indicate navigational aids and channels (CHS, 2012). A summary of the existing navigation aids within the Marine

Use LAA identified from Sand Heads to the Project site includes:

Sand Heads Reach—marked by lights and day beacons3 (Buoys S1 to S8)

Steveston Bend—marked by lighted buoys (Buoys S8 to S14)

Steveston Cut—marked by lights and day beacons (Buoys S14 to S21)

Woodward Reach/No.5 Road—marked by lights and day beacons (Buoy S21 to southwest tip of Deas

Island at Buoy S23)

Gravesend Reach—marked by lights and day beacons (Buoy S25 to S30).

Purfleet Point —marked by lights and day beacons (Bouy S31-34)

(To see the location of Reaches and Navigation Aids refer to Figure 6.2-2)

3 Unlighted aids used primarily to assist the mariner during daylight hours.

0%

10%

20%

30%

40%

50%7530

31472696

1171 576 74067 56

7986

33082834

1231576 778

70 56 18

Marine Traffic in the Fraser River Entrance

2013 Traffic Predicted 2018 Traffic

0%

10%

20%

30%

40%

50% 11265

3112

920 124250 671 23 26

11912 3271

967 1305

50705

24 26 18

Marine Traffic in the Entrance of WesPac Tilbury Terminal

2013 Traffic Predicted 2018 Traffic





26

Permanent anchorage is prohibited along the Fraser River within the Marine Use LAA. Short-term anchorage

requires prior notification and permission of the Port Harbour Master, and designated anchorages will be assigned

by the Port Operations centre based on availability (VFPA, 2018b).

The CCG provides VTS through several MCTS centres, which communicate with vessels and monitor ship traffic

using radio communication, radar detection, and AIS. The Victoria MCTS centre, located on Vancouver Island,

provides Coast Guard Radio and VTS coverage to all southern inside waters between Juan de Fuca Strait to the

south, Ballenas Island to the north, and the Fraser River (CCG, 2015). The communication system between

vessels and Victoria MCTS is based on a verbal reporting system via marine radio communications. Ships

operating in Canadian waters must participate in VTS if they meet the designated requirements.4 Smaller vessels

are not actively tracked unless there is the potential for interference with other vessel traffic (DNV, 2012). Presently,

the Fraser River has no land-based radar coverage to assist in tracking vessel movements on the river. As traffic

increases on the Fraser River, radar tracking on the river could further support marine transportation safety

(Ausenco, 2018).

The VTS regulations require ships to maintain a listening watch on designated marine VHF radio channels and

report at specific determined calling-in-points to manage traffic both at harbour and at sea (Government of Canada,

2001c). Ships are required to provide specific information and receive information pertaining to other marine traffic,

navigational safety, and weather. The CCG also issues Notices to Shipping through the MCTS to broadcast alerts

and inform mariners about hazards to navigation and other important information (CCG, 2011).

The VFPA has developed a set of localized practices and procedures, pursuant to Section 56 of the Canada

Marine Act , to promote safe and efficient navigation within the waters of the Port of Vancouver, including the

South Arm of the Fraser River. Policies and procedures are identified to control aspect of navigation, safety and

security, communications, operations, and services. Relative to navigation, procedures address aspects of vessel

size, transit speeds, right of way, passing arrangements, towing, docking, anchorage, hazards, and

communications (PMV, 2016a). These practices and procedures apply to all vessels in the Port of Vancouver,

including deep-sea and small craft vessels.

Under the Pilotage Act, vessels greater than 350gross tons and pleasure crafts greater than 500 gross tons, are

required to utilize the services of a Fraser River pilot when transiting within the Fraser River. When loaded, vessels

are required to have two pilots. Compulsory pilotage does not apply to government vessels, ferries, or United

States government ships under 10,000 gross tons. In British Columbia coastal waters, BC Coast Pilots are

provided by the British Columbia Coast Pilots and the Fraser River Pilots under license from the Pacific Pilotage

Authority (DNV GL, 2015). The pilot role is to advise vessel masters on safe navigation and oversee safe conduct

of the vessel while in pilotage waters. The Sand Heads Pilot Station provides a location for vessels to take on a

Fraser River pilot before entering the South Arm. Pilotage techniques involve independent input regarding the

vessels’ movement and may include the use of navigational equipment (e.g., radar, GPS, Personal Pilotage Unit)

to aid in safe navigation.

4 Ships required to participate in VTS include every ship 20 m or more in length; every ship engaged in towing or pushing any vessel or object, other than fishing gear, where the combined length of the ship and any vessel or object towed or pushed by the ship is 45 m or more in length; or the length of the vessel or object being towed or pushed by the ship is 20 m or more in length. Exceptions include a ship towing or pushing inside a log booming ground, a pleasure yacht less than 30 m in length, and fishing vessels less than 24 m in length and not more than 150 gross tonnes.

http://laws-lois.justice.gc.ca/eng/acts/C-6.7/page-20.html#h-23

http://laws-lois.justice.gc.ca/eng/acts/C-6.7/page-20.html#h-23





27

Tugs provide a range of services in navigable waters, including vessel escorting, harbour assist during berthing

and deberthing, and a variety of operational and safety management provisions. Vessel assist tug requirements

for specific classes of ships in areas within VFPA jurisdiction, including the Fraser River, are specified in the Port

Information Guide (VFPA, 2018b). All vessels calling on existing marine terminal facilities, including the proposed

Project’s terminals, require tug assistance while berthing or departing to achieve recommended turning

dimensions(Ausenco, 2018). There may be a discretionary need by the ship’s master and the pilot for tug assist

when conditions approach operational limits (i.e., reduced visibility). Generally barge shipments require tug

assistance for all movements in the within the Fraser River.

6.2.2.2.2.4 Navigational Hazards and Interference

The CCG Service, Canadian Lifeboat Institution (CLI), and Royal Canadian Marine Search and Rescue (RCM-

SAR) all provide local emergency preparedness and response arrangements within the Marine Use LAA. The

CCG Service has a national SAR program that includes coordinating and conducting SAR operations for maritime

emergency situations within Canadian areas of federal responsibility. A CCG station at Sea Island in Richmond

has hovercraft and rescue divers available (CCG, 2018). The CCG Auxiliary provides augmented support through

volunteer membership and availability of secondary vessels (CCG, 2018). RCM-SAR is a volunteer organization

that operates 40 marine rescue stations on the BC coast, including Station 10 in Steveston. The CLI is a volunteer

organization that provides supplemental vessels and trained crew to existing marine safety and SAR services.

This includes escort services for vessels transiting the Lower Fraser River, particularly during poor visibility or

when there is concentration of fishing vessels present related to fisheries openings. In 2014, the CLI provided

fishery patrol for the sockeye openings that included 265 hours of patrol and 105 commercial escorts (CLI, 2015).

The present air draft5 in the deep-sea shipping channel in the Southern Arm of the Fraser River is unlimited until

Purfleet Point, located 15 km upstream of the Project site, where overhead power cables have vertical clearance

of 54 m (DNV, 2012).

There are eight submerged pipelines, three abandoned submerged cables, and one tunnel crossing (George

Massey Tunnel, 3.5 km downstream from the Project site6) located beneath the deep-sea channel. The clearance

or water depth of the George Massey Tunnel at the local low water level is 11.9 m, which is within the minimum

draft of deep-sea vessels (DNV, 2012). Submerged crossings are protected and marked by the appropriate

navigational signs.

The South Arm of the Fraser River is used for log operations including log boom transport, storage and log barge

loading at FSD located at the northwest end of the Marine Use LAA (Figure 6.2-2). Departing log barges or log

booms may use the deep-sea channels in the South Arm of the Fraser River. The VPFA requires that a Notice to

Shipping be requested through the MCTS in advance of the log loading, to aid in safe navigation (VFPA 2017).

A relatively small number of commercial fishing vessels operate in the Marine Use LAA throughout the year, and

use gillnets, which may be set across the channel (refer to Section 6.2.2.2.3.3, Commercial Fishing for details).

The period of frequent activity is typically from June to November, with a period of intense activity from late July to

August. Gillnets, which could be extended up to 375 m long, are supported by small floats that may not be visible.

5 Lowest point of an overhead crossing

6 The George Massey Tunnel is currently the subject of study by the BC Government as part of the George Massey Tunnel Replacement Project





28

Fishers are required to haul in their nets to allow passage of an approaching vessel. Navigation on the Lower

Fraser River is generally unencumbered by fishing activities, as currently DFO commercial fishing openings occur

on less than 14 days per year, generally between July and September. During opening times, all commercial traffic

operations are broadcast on the VFPA communication channel, providing warning to fishers of ship movements

along the Fraser River (VFPA, 2018). The DFO’s Fisheries Management Branch also provides fishery opening

and closure information and Victoria MCTS announces Fraser River salmon fishery information on its continuous

marine broadcast service for safety and marine traffic management purposes (DFO, 2004). Volunteer lifeboat

services provide additional support for early warning of transiting vessels to help clear fishing vessels and netting

to prevent damage and injury, especially during periods of intense activity and/or poor visibility (CLI, 2016).

The Transportation Safety Board of Canada has mandatory reporting requirements for marine accidents or

incidents.7 Figure 6.2-5 presents historical marine accident information from 2006 to 2014. The frequency of

serious navigational accidents in the Fraser River was determined to be low during this period, with the most

frequent incidents and accidents related to fishing vessels and tug and barge operations. Only two of the reported

accidents during this period involved deep water vessels. Grounding is historically the most common form of

accidents to occur. The Transport Canada Incident Report database indicated two additional grounding incidents

in the South Arm of the Fraser River since 2011—one in 2003 and one in 2014—which did not involve injury or

pollution and involved only minor vessel damage.

Figure 6.2-5: Marine Accidents and Incidents in the South Arm of the Fraser River

Source: DNV, 2012; Transportation Safety Board, 2018

7 Under the provisions of the Canadian Transportation Accident Investigation and Safety Board Act, the Canada Shipping Act, and the Canada Labour Code Part II,

0

2

4

6

8

10

12

14

2006 2007 2008 2009 2010 2011 2012 2013 2014

Accidents and Incidents in the South Arm of Fraser River (2006-2014)

Others

Tug, Tug & Barge

Passenger

Fishing Vessels

Dredger

Cargo Ferry

Deep Water Vessel





29

Tsawwassen First Nation reports that Tsawwassen fishing vessels are frequently involved in near miss incidents

on the Fraser River, particularity with deep-sea vessels (Tsawwassen First Nation, 2018, pers. comm.).

Tsawwassen First Nation notes that the risk of collision is higher during chum season due to reduced daylight

hours and increased fog (Tsawwassen First Nation, 2018, pers. comm.).

Musqueam Nation has also documented an increase in the number of collisions between Musqueam vessels and

other river users, including industrial and recreational vessels (Musqueam First Nation, 2018, pers. comm). The

Musqueam Fisheries Department tracks collisions that affect their community and have noted an approximately

15% increase in collisions in the Fraser River over the past 5 to 10 years. While encounters with recreational

pleasure craft are more common, incidents with commercial vessels have also increased despite a decrease in

the number of Musqueam vessels on the water over the same 5- to 10-year period. Reported contributing factors

include the larger sizes of commercial vessels and the shore and waterfront developments that have made it

harder to manoeuvre away from large vessels (Musqueam First Nation, 2018, pers. comm).

6.2.2.2.3 Commercial and Non-commercial Marine Use

6.2.2.2.3.1 Use Designations, Zoning, and Tenures

While this section is focused on commercial and non-commercial marine use, information on ownership,

designations, and tenures is presented for both marine and land uses.

The Offshore Facilities portion of the Project is within Crown lands in the Fraser River and in front of property

owned privately by FortisBC and Varsteel. The VFPA manages lands that overlap the Marine Use LAA for different

purposes that include major marine terminals and public recreation8, and maintains navigational jurisdiction in the

waters that overlap the Marine Use LAA. The Marine Use LAA is located within VFPA Planning Area 7 (Fraser

River North and South Arms) and Planning Area 5 (Fraser River Central). Planning Area 7 extends from the North

Arm Jetty and Sturgeon Bank to the north end of Boundary Road in New Westminster, and from the Sand Heads

to just east of Tilbury Island. Planning Area 5, which is upstream from Planning Area 7, extends from approximately

3 km southwest of the Alex Fraser Bridge to 1 km west of the Queensborough Bridge, and is the main area of port

activity on the Fraser River as it includes Fraser Surry Docks and Annacis Island (PMV, 2014a) (Figure 6.2-6).

According to the VFPA development plan for Planning Area 7, future use of lands is likely to be similar to current

uses. However, in support of Canada’s trade growth, more intensive future use of sites on the South Arm of the

Fraser River is anticipated.

VFPA zoning classifications that overlap the portion of the Marine Use LAA in proximity to the Project site include

(refer to Figure 6.2-6):

Port Terminal—Port Terminal areas are primarily designated for deep-sea and marine terminals that handle

a variety of commodities, including autos, breakbulk, dry bulk, liquid bulk and containers, as well as cruise

passengers. This includes primary uses that support shipping, transportation of goods and passengers,

handling of goods, and other uses. Ancillary uses may include offices, storage areas, caretaker facilities,

utilities, parking, and other uses required to support the primary use (PMV, 2014a). 90.82 ha of Port Terminal

land use zone designation overlap with the Land Use LAA.

8 Tenure for public and recreational uses may be restricted to certain locations.





30

Industrial—Industrial areas are primarily designated for light to heavy industrial activities in support of port

operations and marine support services, including shipping, transportation and the handling of goods, and in

some cases including the manufacturing of goods. Primary uses may include intermodal yards, container

storage facilities, transloading facilities, ship repair, and barge moorage activities. Ancillary uses may include

offices, storage areas, caretaker facilities, utilities, parking, and other uses required to support the primary

use (PMV, 2014a). 181.58 ha of Industrial land use zone designation overlap with the Land Use LAA.

Conservation—Conservation areas are primarily designated for habitat conservation, enhancement,

restoration, banking, and similar uses, and may be publicly accessible. These areas are generally not

intended for development. 1.76 ha of Conservation land use zone designation overlap with the Land Use

LAA.

The majority of the Project site was previously leased from the provincial government by Weyerhaeuser Company

Limited (Weyerhaeuser), where it operated its Northwest Hardwood Mill, which included a marine jetty and was

active until 2011 (Colliers International, 2010). This waterlot lease was recently transferred to Varsteel.

Within the Marine Use LAA, waterlots and foreshore tenures generally include commercial and industrial tenures

near Steveston, Deas Slough, Ladner Harbour, and Canoe Pass currently used for activities such as mooring

barges. General tenure areas within the Marine Use LAA include:

A Section 17 Designated Use Area Reserve/Notation tenure covering nearly the entire North Arm and an

area of the South Arm from the northern tip of Tilbury Island to vicinity of Sand Heads (4,403.4 ha). The

purpose of the tenure is industrial (MFLNRO, 2017c).

A Notation of Interest9 covering a 3,996 ha area of the South Arm of the Fraser River. The purpose of the

tenure is industrial use (MFLNRO, 2017c).

Specific marine tenures located near the Project site (i.e., within approximately 2 km upstream and downstream)

are shown in Figure 6.2-6 and include:

A Reserve10/Notation tenure covering 20.27 ha of the marine area in front of the Project site and belonging

to WesPac.Reserve/Notation covering 81.9 ha approximately 870 m downstream of the Project site, a portion

of which is located within the marine use LAA. The purpose of the tenure is for environment, conservation,

and recreation reserve.

A Licence of Occupation tenure covering 3.5 ha of the marine area approximately 320 m downstream of the

Project site. The purpose of this tenure is commercial use.

9 Notation of Interest is established by the Authorizing Agency in recognition of an interest in Crown land by a provincial or federal ministry or agency. It is not an authorization under the Land Act but rather a notation to identify a feature or concern (Government of BC, 2011).

10 A Reserve is established by the authority of the Lieutenant Governor in Council through an Order In Council to reserve Crown land from disposition in recognition of a specific public interest, value or attribute. Of the administrative tools available under the Land Act, an Order In Council reserve provides the strongest indication of government’s intention and it is used to safeguard an acknowledged public interest or concern (Government of BC, 2011).





31

Two Licence of Occupation tenures covering 1.19 and 5.36 ha of the marine area approximately 760 m

upstream of the Project site. The purpose of these tenures is industrial use.

A Licence of Occupation tenure covering 1.24 ha approximately 2 km upstream of the project. The purpose

of this tenure is industrial use.

A Reserve/Notation for transportation purposes approximately 2.8 km downstream of the Project Site. The

sub-purpose of the tenure is roadway

A Statutory Right of Way covering 1.8 ha approximately 1.6 km upstream of the Project site. The purpose is

utility.

A Licence of Occupation tenure for utility purposes covering 0.4 ha approximately 1.8 km upstream of the

Project site. The tenure’s sub-purpose is water line.

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33

6.2.2.2.3.2 Commercial Marine Transportation

Commercial shipping is a key marine use activity in the Lower Fraser River. Port infrastructure and transportation

activity forms a majority of the operations of the Port of Vancouver, which is Canada’s largest and most diversified

port by tonnage. The Port of Vancouver handled approximately 142 million tonnes of bulk and container cargoes

in 2017, an increase of +5% from 2016 (ACPA, 2015; VFPA, 2017). Vessel activity includes both international

shipping traffic and local transits between BC ports. Vessels engaged in international trade call on the Port

terminals inbound or outbound to destinations including several Asia Pacific countries such as Japan, China, and

India, and the Americans including the US, Mexico, and Brazil (PMV, 2014b). In 2017, 3,219 foreign deep water

vessel arrivals, 2,575 cargo vessels (bulk, container, and automobile cargo), 260 tankers, 240 passenger ships

and 144 miscellaneous vessels were reported (VFPA, 2017). Primary commodities include coal (27%); forest

products (19%); grain and specialty crops and feed (17%); and chemicals, metals and minerals (12%) (PMV,

2014b). In 2012, the Lower Fraser River accounted for nearly one-quarter of the total cargo tonnage handled by

the Port of Vancouver. Cargo shipments through the river ports have grown substantially, reaching 27.5 million

tonnes (Richmond Chamber of Commerce, 2014).

Common vessel types used for commercial shipping and transportation in the South Arm of the Fraser River

include automobile cargo, bulk and container cargo vessels, tugs and barges, and freight vessels. Section

1.2.2.2.2 provides details on vessel types and characteristics. In the South Arm, automobile cargo vessels are

destined for Fraser Wharves or Annacis Island terminals as these specialize in automotive cargo (Figure 6.2-7).

These terminals handle the majority of Asian manufactures import for Canadian markets as well as additional

cargo, such as heavy rolling machinery and equipment (BCIT, 2007; PMV, 2016b). Breakbulk cargo vessels carry

loads such as forest products, steel, and machinery and are typically destined for the FSD terminal located in

Surrey (refer to Figure 6.2-7). This is a multi-purpose marine terminal handling containers and general cargo

commodities, logs, steel, bulk agricultural products, machinery, and other items (PMV, 2016b). Container vessels

are destined for FSD as well, with regular service to and from ports in Asia, Europe, Latin America, and Oceania.

Container shipping supports a number of transload, cross-docking, and warehousing facilities such as Coast 2000

Terminals within the Project Land Use LAA (PMV, 2016b) (Refer to Figure 6.2-7).

The Seaspan Ferry Terminal, located approximately 200 m to the northeast upstream of the Project boundary,

provides charter marine transportation services and is the key destinations for tug and barge and short sea

shipping11 freight cargo in the South Arm (Figure 6.2-7). The terminal has working berths capable of handling truck,

trailer, or rail traffic (Seaspan Ferries, n.d.-b).

Seapsan Ferries marine activity occurs in 9.91 ha of foreshore area adjacent to the Project offshore footprint,

which is classified as Transportation Terminal land use (refer to Figures 6.2-6 and 6.2-7). From the Tilbury

Terminal, Seaspan Ferries has 28 weekly rounds-trips destined for Nanaimo and 24 weekly round-trips destined

for Swartz Bay (Seaspan Ferries, 2018). The Seaspan Ferries’ fleet operating from Tilbury Terminal includes the

Carrier Princess and Princess Superior (both with capacity of 38 trailers), Seaspan Challenger/Coastal Spirit

(capacity of 48 trailers), Seaspan Greg (capacity of 26 trailers), and the charter tug Arctic Taglu/Georgia Link

(capacity of 34 trailers) (Seaspan Ferries, n.d.-a). Seaspan also provides tug-related ship docking services to the

Port of Vancouver (Seaspan Ferries, n.d.-b). The terminal on Tilbury Island is capable of handling truck or rail

traffic, as well as layovers of Seaspan fleet vessels. These services provide flexible and quick transport for

11 The movement of cargo by water over relatively short distances, excluding trans-oceanic voyages; for the region, this activity includes both domestic and trans-border (US) traffic





34

commodities such as foodstuffs or consumer goods, as well as backhaul opportunities for commodities such as

forest products (Metro Vancouver, 2015).

Domestic drybulk goods such as aggregate and cement are also commonly shipped to the Lehigh Hanson Cement

plant on Tilbury Island and the LaFarge Cement Plant in Richmond (refer to Figure 6.2-7). These aggregates

originate at major mining operations (primarily Sechelt and Texada Island) and travel by tug and barge (Metro

Vancouver, 2015)

BC Ferries vessels also transit the South Arm occasionally to reach the BC Ferries Deas Pacific Marine near the

George Massey Tunnel site (refer to Figure 6.2-7). This terminal is used for repair and service of BC Ferries

operating fleet vessels as well as storage and retirement of surplus ferries (DNV GL, 2015).

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1. INDIAN RESERVES, TSAWWASSEN FIRST NATION LANDS AND MUNICIPAL BOUNDARIESOBTAINED BY B.C. MINISTRY OF FORESTS, LANDS AND NATURAL RESOURCE OPERATIONS.2. RAILWAY, WATER, FOREST, PARKS, WATERCOURSE, WATERBODY AND RESIDENTIAL AREA DATAOBTAINED FROM CANVEC © DEPARTMENT OF NATURAL RESOURCES CANADA. ALL RIGHTSRESERVED.3. SOUTH ARM MARSHES WILDLIFE MANAGEMENT AREA OBTAINED FROM BCMCA.4. IMAGERY OBTAINED FROM BING MAPS FOR ARCGIS PUBLISHED BY MICROSOFT CORPORATION,REDMOND, WA, MAY 2009. TOPO BASEMAP © ESRI AND ITS LICENSORS. ALL RIGHTS RESERVED.5. LAND OWNERSHIP AND TENURE OBTAINED FROM THE GOVERNMENT OF BRITISH COLUMBIA6. AGRICULTURAL LAND RESERVE DATA OBTAINED FROM THE AGRICULTURAL LAND COMMISSION7. FISHERIES MANAGEMENT AREAS OBTAINED FROM THE DEPARTMENT OF FISHERIES ANDOCEANSPROJECTION: UTM ZONE 10; DATUM: NAD 83


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36

6.2.2.2.3.3 Commercial Fishing

Small Craft Harbours (SCH) are a DFO program that operates and maintains a national system of harbours in

support of the commercial fishing industry by providing harvesters, and other harbour users, with safe and

accessible facilities. Nine of the 10 federal government SCHs located on the Lower Fraser River. Three of these

are located within the Marine Use LAA, including the Steveston (Gulf or Georgia) and Steveston (Paramount)

SCHs managed by the Steveston Harbour Authority, and the Ladner SCH managed by the Ladner Harbour

Authority (DFO, 2014b).

Steveston Harbour is home to more than 350 commercial fishing vessels and is the largest commercial fishing

harbours in Canada (refer to Figure 6.2-7). Approximately 30 million lbs to 65 million lbs (13.6 million kg to

29.5 million kg) of fish and seafood are unloaded at Steveston annually (Richmond Review, n.d.). The Ladner SCH

(refer to Figure 6.2-7) is also used primarily by commercial fishing vessels, as well as vessels involved in Aboriginal

food, social, and ceremonial (FSC) fisheries (DFO, 2015c; HAABC, 2009).

The commercial salmon fishery is the main fishery in the Marine Use LAA. Sockeye salmon (Oncorhychus nerka)

is generally the main species harvested due to their abundance most years. Other species of salmon fished in the

Lower Fraser River include chum, chinook, and pink salmon (Oncorhynchus keta, Oncorhychus tshawytscha, and

Oncorhynchus gorbuscha). Catch levels vary from year to year due to the species’ spawning and growth cycles

and other factors (PMV, 2015a). Commercial fish harvesters in the salmon fishery use three gear types: seine net,

gillnet, and troll gear, each type subject to a different licensing system and management areas.

The Marine Use LAA is located within DFO’s Salmon Gillnet Management Area E, Salmon Seine Management

Area B, and Salmon Troll Management Area H, all of which include geographic areas that extent beyond the

marine-based LAA (DFO, 2018b). Salmon Seine Management Area B operates under a transferable quota

system, while Salmon Gillnet Management Area E and Salmon Troll Management Area H are competitive fisheries

in which the overall harvest is primarily controlled through short openings (Nelson, 2013). Table 6.2-6 summarizes

the number of salmon fishery licences in these three salmon management areas.

Table 6.2-6: Pacific Region Salmon Fishery Licences

Salmon Fishery Licence Area Pacific Fishery Management Area (PFMA) Number of Licences

Salmon Seine Management Area B PFMAs 11 to 29, and 121 169

Salmon Gillnet Management Area E PFMAs 16 to 22, 28, 29 and 121 386

Salmon Troll Management Area H PFMAs 12 to 19, 28 and 29 78

Source: DFO, 2017c, 2017d, 2017e

The portion of the Fraser River located within PFMA 29 is the primary harvesting area in Salmon Gillnet

Management Area E, with fishing activity focused in-river and at the mouth of the South Arm (PMV, 2015a). PFMA

29 includes the tidal portions of the Fraser River (Government of Canada, 2007). The tidal waters of the Fraser

River extend downstream of the Canadian Pacific Railway (CPR) bridge in Mission and the CPR Bridge in Pitt

River, and out to the mouth at the Strait of Georgia. This area includes the extent of the Marine Use LAA in PFMA

29 (DFO, 2015b). In the Marine Use LAA, sockeye and chum salmon are caught primarily with gillnet gear, while

seine net vessels target pink salmon. In PFMA 29, salmon harvesting by licensed vessels equipped with troll gear





37

is very low compared to harvesting by gillnet and seine net vessels, typically accounting for no more than 3.0% of

the total harvest (DFO, 2014a). Troll vessels seek salmon in the deeper waters of PFMA 29, which are outside the

Marine Use LAA.

The number of vessels harvesting within certain area of a PFMA reflect both trends in salmon runs and perceptions

by fishers about salmon harvesting opportunities versus opportunities elsewhere in their licence area. Annual

salmon gillnet boat days (defined as any portion of a day on which a boat has gone out to fish) for PFMA 29 were

reported as 173 boat days in 2013, 3023 boat days in 2014, 407 boat days in 2015, and 377 boat days in 2016

(DFO, 2018b). In comparison, annual salmon seine net boat days for this same period ranged from a low of 9 boat

days in 2015 to 192 boat days in 2014, and for salmon troll boats, 0 boat days in 2016, and 351 boat days in 2014.

DFO regulates openings for commercial fisheries by species. As an example, in 2014 (which reflects a recent year

of high sockeye harvest in the Fraser River as outlined in Figure 6.2-8), the commercial sockeye salmon harvest

opening was from mid-July to mid-September, and the commercial chum harvest was open in mid-October. There

were no commercial harvest openings for Chinook salmon in 2014. Pink salmon only return to the Fraser River in

high volumes in odd-numbered years. As a result, there was no commercial harvest of pink salmon in 2014. In

years when pink salmon run in the Fraser River, the fishery tends to emerge near the end of August, peaking in

mid-September. Gillnet openings typically last between 12 and 24 hours, and harvesting is permitted at night. The

number of gillnet openings in a given year varies, with as many as 10 during a dominant salmon cycle year.12 The

federal government is proposing new plans to cut the chinook fishery in order to protect the primary food supply

of southern resident orca population. This may include limitations and closure from recreational finfish and

commercial salmon fisheries in certain areas including the mouth of the Fraser River (CBC News, 2018).

The annual sockeye salmon fishery harvest has varied significantly in recent decades as reflected in PFMA 29

harvest levels, which illustrate the collapse of sockeye stocks between 2007and 2009, and between 2012 and

2015, and harvest peaks in 2010, 2011, and 2014. The peak salmon harvest in PFMA 29 was 3.4 million pieces

in 2010 compared to 18,612 pieces in 2012, although the complete harvest in 2012 was part of a test fishery.13

Peak harvest years reflect strong sockeye salmon runs, while pink and chum salmon harvests make up a greater

proportion of the harvest in weak harvest years.

12 Refers to the year in the four-year cycle wherein the run size is persistently larger than the other cycle years.

13 Test fisheries are a program to calculate how many salmon return to a river each year. Results are used to determine how many fish can be caught (Hume, 2011).





38

Figure 6.2-8: Total Salmon Harvest for Pacific Fishery Management Area 29 for the 2005 to 2015

Source: (DFO, 2017f).

Within the Marine Use LAA, the extents of Salmon Gillnet Management Area E corresponds to PFMA Sub-areas

29-13, 29-14, and 29-9 (refer to Figure 6.2-7). Available DFO sub-area data on salmon gillnet harvest levels

indicate that:

In Sub-area 29-9, no harvesting was reported in 2005, 2008, and 2009, but approximately 20,830 kg of

sockeye, 2,333 kg of chum, 349 kg of chinook, and 332 kg of pink were recorded caught between 2003 and

2013 (DFO, 2015d).

In Sub-area 29-14, no harvesting was reported in 2008 and 2009, but approximately 17,629 kg of sockeye,

3467 kg of chum, 358 kg of pink, and 118 kg of chinook were recorded caught between 2003 and 2013 (DFO,

2015d).

In Sub-area 29-13, no harvesting was reported in 2007 and 2009, but a total of 44,387 kg of sockeye,

27,387 kg of chum, 5,729 kg of chinook, and 2,287 kg of pink salmon were recorded in the harvest between

2003 and 2013 (DFO, 2015d).

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39

While no salmon caught by seine net were reported in Sub-areas 29-9, 29-13, and 29-14 between 2006 and 2013,

experimental demonstration seine net fisheries for sockeye, pink, and chum were announced for the Lower Fraser

River. Demonstration fisheries operate with alternative types of gear, in-river locations, or other implementations.

All Area B licence holders are eligible, but regulatory controls limit participation by setting a maximum number of

vessels. Test fishery locations are generally outside of the shipping channel. Those located in or near the Marine

Use LAA include around Glenrose, and the George Massey Tunnel (DFO, 2015a).

Data on the value of salmon harvest are poorly reported by sub-area; however, information on the value of the

Fraser River commercial salmon fishery indicates that in 2014, the value of BC’s commercial salmon catch in

terms of payments to fishermen was $90 million, compared to a 10-year average of $43.5 million between 2005

and 2014. This represented 27% of the overall value of the provincial wild fisheries commercial catch of

$334 million for 2014 (other major wild fisheries being shellfish, halibut, herring roe, and groundfish). The Fraser

River District accounted for 24% of the 2014 value of BC’s commercial salmon catch, the rest of the South Coast

accounted for 52%, and the North Coast District, north of Vancouver Island, accounted for the balance of 24%

(DFO, 2016).

As with annual catch, salmon catch value is highly variable, depending mainly on sockeye salmon returns in each

year and on fisheries openings, which in turn depend on migration patterns and fisheries management strategies.

In 2014, the latest year with complete data available, the sockeye catch accounted for over 96% of the Fraser

River District salmon catch in terms of value (i.e., $21.0 million out of $21.7 million). By comparison, for all of BC,

the sockeye catch accounted for 73% of the value of the 2014 BC salmon catch. Between 2002 and 2012, the

commercial salmon harvest in PFMA 29 ranged from $255,995 in 2007 to the highest recorded value of $18.1

million in 2010, when the sockeye salmon run peaked. A combined value of $115,911 was recorded for the salmon

catch in Sub-areas 29-9, 29-13, and 29-14 in 2010, which was the highest combined annual value for the period

between 2006 and 2015. The combined harvest of sub-areas 29-9, 2 29-13 and 29-14 have comprised a small

proportion (i.e., less than 2% per year) of PFMA 29 salmon harvest (Table 6.2-7)

Table 6.2-7: Harvest Values for Pacific Fishery Management Area 29 Sub-areas Overlapped by Local Assessment Area

PFMA 29 Sub-

area

2006 2007 2008 2009 2010

2011 2012 2013 2014 2015

29-9 $13,139 -- -- -- $10,179 $11,477 -- -- -- --

29-13 $55,481 -- -- -- $95,603 $22,207 -- -- -- --

29-14 $20,804 -- -- -- $10,209 $36,160 - -- -- --

Total of 3 sub-areas $89,424 -- -- -- $115,911 $ 69844 -- -- -- --

Total PFMA 29(a) $4,948,003 $255,995 $445,216 $370,979 $18,171,014 $3,259,706 $482,574 $186,000 $21,686,710 $304,198

Source: DFO, 2014a

(a) Inclusive of all PFMA sub-areas including 29-3, 29-4, 29-6, 29-7. 29-8, 29-9, 29-11, 29-13, 29-14, 29-15, 29-16, 29-17.

PFMA = Pacific Fishery Management Area; -- = no data available





40

6.2.2.2.3.4 Aboriginal Commercial and Economic Opportunity Fisheries

Within the Marine Use LAA, Aboriginal Groups have several avenues to commercially harvest salmon or otherwise

benefit economically from salmon fishing through different DFO licensing structures, including:

Communal commercial licences (FA licences);

Negotiated Economic Opportunity (EO) Fisheries through Aboriginal Fisheries Strategy agreements (DFO,

2018c);14 and

Regular Category A licences (limited entry and vessel based).

The following Aboriginal groups currently hold communal commercial fisheries licences permitting the harvesting

of salmon for commercial purposes in the Fraser River:

Tsawwassen First Nation (Salmon Gillnet Management Area E);

Tsleil-Waututh Nation (Salmon Gillnet Management Areas D and E);

Hul’qumi’num Fisheries Society (partnership between Lyackson, Stz’uminus, Halalt, Penelakut, and Lake

Cowichan) (Salmon Gillnet Management Area E);

Cowichan Tribes (Salmon Seine Net Management Area B, Salmon Gillnet Management Area E); and

Salish Seas LP (partnership between Musqueam, Tsleil-Waututh, and Tla’amin) (Salmon Gillnet

Management Area E).

The following Aboriginal groups currently have Treaty agreements or negotiated agreements that permit the sale

of domestic or FSC fish:

Tsawwassen First Nation (fished in the Tsawwassen Fishing Area); and

Musqueam Nation (fished downstream of the Port Mann Bridge and into the Strait of Georgia).

Individual members of Aboriginal Groups may hold commercial fisheries licences (i.e., A Licences) that are

separate from communal licence holdings and can be fished in the Fraser River. The following Aboriginal Groups

have identified members who hold commercial fishing licences valid in Marine Use LAA:

Tsawwassen First Nation (Salmon Gillnet Management Area E);

Musqueam Nation (Salmon Gillnet Management Area E);

14 A number of First Nations have negotiated agreements with the DFO to transfer some of their FSC allocation to an Economic Opportunity

(EO) Licence, which allows for the sale of fish. The transfer of fish from FSC to EO licences is at the discretion of each individual Nation pursuant to such agreements and is subject to conservation needs and agreed upon monitoring, enforcement, and management regimes.





41

Penelakut First Nation (Salmon Gillnet Management Area E, Salmon Seine Net Management Area B, Salmon

Troll Management Area H); and

Kwantlen First Nation (Salmon Gillnet Management Area E).

DFO provides data for salmon catch by species related to EO licences in the lower Fraser River. Table 6.2-8

shows the EO harvest catch below the Port Mann Bridge between 2007 and 2017. The species and number of

pieces sold by Aboriginal groups vary substantially each year based on abundance of species and licences granted

by DFO. The majority of EO catch downstream of the Port Mann was by Musqueam Nation and Tsawwassen First

Nation.

Table 6.2-8: First Nations Economic Opportunity Catch (pieces) below Port Mann Bridge, 2007 to 2017

Species 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Sockeye -- -- 12 230,639 22,556 -- 2 217,807 -- -- --

Chinook 2 -- 107 664 672 4 11 1,395 4 - 12,695

Chum 19,949 -- 10,758 16 4,836 6,168 18,981 13,441 22,373 28,170 --

Coho 201 -- 146 18 35 50 11 33 90 40 81

Pink -- -- 38,808 -- 88,923 -- 82,058 4 450 -- --

Total 22,159 -- 51,840 233,347 119,033 8,234 103,076 234,694 24,932 30,226 14,793

Source: DFO, 2018a.

-- = no data available.

Timing of the EO openings depends on when each species is migrating through the river, with openings generally

falling into the following periods:

Sockeye salmon: August to September;

Chinook: September to October;

Pink salmon: September to October (odd numbered years only); and

Chum salmon: October to November.

The following subsections present commercial and EO fish harvesting data by Aboriginal group.





42

Musqueam First Nation

Under Musqueam’s comprehensive fishing agreement with DFO, Musqueam can transfer FSC fish and seafood

allocations that are harvested under their FSC communal licences to an EO licence. Musqueam can harvest

salmon in the Fraser River from the power lines at the Port Mann Bridge downstream to the mouth of the river

using drift nets (gillnets), including within the LAA. These fish can be sold on the open market. Musqueam’s Fishing

Department determines which percentage of the FSC allocation is transferred to EO each year depending on the

size of the run for each species (Musqueam First Nation, 2018, pers. comm).

In addition to the communally held EO fisheries, 10 Musqueam members hold 35 individual commercial licences

for various species (The Firelight Group, 2017). An estimated 75% of these licences are for salmon and would be

used in the Fraser River (Musqueam First Nation, 2018, pers. comm).

The present Musqueam fishing fleet has approximately 50 to 60 vessels, but included more than 120 vessels at

its peak in the early 2000s (Musqueam First Nation, 2018, pers. comm). Most of the fishing fleet is moored in

Steveston, approximately 10 vessels are moored in Ladner, and 10 are moored on Musqueam lands. In a strong

fishing season, numerous (approximately 15 vessels or more) can be added to the fleet. The decline in the number

of vessels actively participating in the Musqueam fishery is linked to the decline in fish stocks in the Fraser River

(Musqueam First Nation, 2018, pers. comm).

Higher levels of marine traffic in the Fraser River have been recorded in recent years. The increases in marine

traffic volumes have reportedly affected commercial harvesters in that their gillnets cannot remain in the water for

the same amount of time and must be moved to give way to other industrial marine users (Musqueam First Nation,

2018, pers. comm). Given that the commercial fishers can legally fish in the Fraser River for only very short

periods—as little as four hours in some cases—the time spent moving nets in addition to many factors such as

tidal conditions lessen the narrow temporal window in which fish can be harvested.

Tsawwassen First Nation

Under the Tsawwassen First Nation Final Agreement (TFNFA) and Tsawwassen Harvest Agreement (THA), the

Tsawwassen First Nation can operate a commercial fishery in the Tsawwassen Fishing Area, which includes the

portion of the Fraser River up to the Port Mann Bridge (Tsawwassen First Nation, 2017). Under the THA, each

year, DFO issues licences for the Tsawwassen commercial allocation of sockeye, chum, and pink salmon.

Tsawwassen’s allocation varies year to year with the Canadian Commercial Total Allowable Catch for Sockeye

and Pink and the Terminal Commercial Catch for Chum (Blakley et al., 2016). Salmon are harvested using either

drift nets or set nets (i.e., gillnets15). Table 6.2-9 shows the annual harvest under the THA from 2011 to 2015,

including the wide variability in Tsawwassen’s allocation, total harvest, and sale of salmon by species. In some

years, Tsawwassen’s full allocation was not harvested during the THA fishery. In some cases, allocations were

transferred to other Aboriginal fisheries up river. In 2015, the 1,922 unharvested chum from Tsawwassen’s

allocation were transferred to the Harrison Fisheries Authority (Sts’ailes and Scowlitz) and were caught in full

(Blakley et al., 2016). Unharvested pink and chum salmon from the 2013 THA allocation were transferred to the

15 Drift nets are gillnets that are free floating in the water and not attached to the shore in any manner, operated from a boat. Set nets are gillnets that are either tied to the shore at one end and anchored to the river at the other end or anchored in the river at both ends or tied to the shore at one end and a net pole at the other (Blakley et. al., 2016).





43

Sto:lo First Nation (Blakley et. al., 2014). Similarly, in 2015, no THA licences for pink salmon were allocated to

Tsawwassen; instead, the allocation was transferred to the Chehalis First Nation (Blakley et al., 2016).

Table 6.2-9: Tsawwassen Treaty Harvest Agreement Reported Harvest

2011 2012 2013 2014 2015

Allocation • 7,262 sockeye

• 64,780 pink

• 4,220 chum

• 12,029 chum • 103,500 pink

• 8,998 chum

• 75,581 sockeye

• 7,967 chum

• 9,714 chum

Harvest • 5,337 sockeye

• 45,271 pink

• 2,243 chum

• 1,720 chum • 16,082 pink

• 5,934 chum

• 79,574 sockeye

• 4,967 chum

• 7,792 chum

Sold • 1,590 sockeye

• 44,449 pink

• 2,194 chum

• 171 chum • 16,072 pink

• 5,653 chum

• 65,154 sockeye

• 4,914 chum

• 7,707 chum

Source: Blakley et. al., 2012, 2013, 2014, 2015, 2016

In addition to their allocation through the THA, Tsawwassen First Nation has purchased commercial salmon

licences with funds allocated through the TFNFA. To date, Tsawwassen has purchased four commercial salmon

licences for Salmon Gillnet Area E and intends to purchase more through this fund (Tsawwassen First Nation,

2018, pers. comm.).

Several individual commercial licences are held by Tsawwassen members. As these licences are privately held,

they are not tracked as part of the Tsawwassen community holding; however, Tsawwassen have indicated that

two Tsawwassen members hold Salmon Gillnet Area E licences (Tsawwassen First Nation, 2018, pers. comm.).

Tsawwassen indicates that over the past 5 to 10 years, preferred harvesting areas within the south arm of the

Fraser River has moved upriver, closer to New Westminster. This change in attributed to increased vessel traffic

on the Fraser River as well as accretions at Canoe Pass (Tsawwassen First Nation, 2018, pers. comm.).

Tsawwassen has also noted a reduction in fishing opportunities due to lower run sizes (Tsawwassen First Nation,

2018, pers. comm.). Most of the community’s commercial fishing now takes place on a four-year cycle based on

the dominant salmon run years, with minimal harvesting taking place outside of this cycle. The decline in salmon

has resulted in an increased reliance on commercial crab harvesting (Tsawwassen First Nation, 2018, pers.

comm.).

The number of vessels participating in Tsawwassen’s commercial harvest varies from year to year depending on

the run size. In 2014, 27 vessels participated in salmon harvest (Tsawwassen First Nation, 2018, pers. comm.).

The primary marinas used by the commercial fleet are the Ladner Harbour and Steveston Harbour with some

members using the Captain’s Cove Marina for temporary moorage. Boat launches used by the commercial fleet

include Bridgeview Marine, Wellington Point, Captain’s Cover Marina, and Steveston Harbour (Tsawwassen First

Nation, 2018, pers. comm.).





44

Cowichan Tribes

Cowichan Tribes hold two commercial salmon licences that can be fished in the LAA, a Seine Net Management

Area B licence, and a Salmon Gillnet Management Area E licence (Fisheries and Oceans Canada, 2018). The

seine net licence is primarily fished in the Strait of Georgia; however, if commercial harvesting there is

unsuccessful, the licence is fished at mouth of the South Arm of the Fraser River near the Sand Heads Lighthouse

(Cowichan Tribes, 2018, pers. comm.). Gillnet fishing in the LAA takes place at the mouth of the South Arm of the

Fraser near Steveston and Westham Island, near Wellington Point, and adjacent to the Project area. Cowichan

Tribes fishing vessels launch from marinas in Ladysmith and French Creek on Vancouver Island and travel across

the Strait of Georgia to reach the Fraser River (Cowichan Tribes, 2018, pers. comm.). Cowichan Tribes indicate

that over the past 10 years, commercial fishery openings have continued to decrease in length as overall stocks

have decreased and that the South Arm of the Fraser River is a highly competitive area for commercial salmon

harvesting (Cowichan Tribes, 2018, pers. comm.).

Tsleil-Waututh Nation

The Tsleil-Waututh Nation has two Area E Communal Commercial fishing licences that can be fished in the LAA

(Fisheries and Oceans Canada, 2018). In addition, through the Allocation Transfer Program, Tsleil-Waututh holds

communal commercial salmon gillnet licences for Area D and Area E (BC Ministry of Transportation, 2016).

Hul’qumi’num Fisheries Society

The Hul’qumi’num Fisheries Society (HFLP) is a limited partnership held between the Lyackson, Stz’uminus,

Halalt, Penelakut, and Lake Cowichan First Nations (HFLP, n.d.b). HFLP holds 22 commercial licences and two

quotas under the Total Allowable Catch for seven different species, including five Area E gillnet licences that can

be fished in the LAA (HFLP, n.d.a). HFLP has two vessels, the Inlet Spirt, which is based in Croften, BC, and used

for prawn and crab harvesting, and the Lil’Jimmy based in Ladysmith, BC, used for gillnetting.

Salish Seas Limited Partnership

Salish Seas Limited Partnership (Salish Seas) is an Aboriginal commercial fishing business owned in partnership

by the Musqueam, Tsleil-Waututh, and Tla’amin Nations. Salish Seas holds commercial licences or quotas to

target halibut, sablefish, prawn, crab, salmon, and herring, including two Area E salmon gillnet licences that can

be fished in the Marine Use LAA (Musqueam First Nation, 2018, pers. comm.). Salish Seas leases its licences to

commercial harvesters through a competitive bid process, with priority given to members of the Musqueam, Tsleil-

Waututh, and Tla’amin Nations (Musqueam First Nation, 2018, pers. comm.). In addition to leasing commercial

licences, Salish Seas also has a vessel equipped to harvest prawn, halibut, sable fish, and tuna (Musqueam First

Nation, 2018, pers. comm.).

For further details regarding Aboriginal fisheries see Part C: Aboriginal Consultation of the Application.





45

6.2.2.2.3.5 Guided Sport Fishing and Marine Tourism

The Fraser River is identified as a destination sport fishery, and there are many sport fishing guides that offer their

services along the river (Forbes, 2015; STS Fishing Guides, 2015). Salmon is the key targeted species for guided

sport fishing in the Lower Mainland, but guided sport fishers also target sturgeon (catch and release), steelhead,

and trout on the Fraser River (STS Fishing Guides, 2015; Tourism Chilliwack, 2014).

Guides typically use public boat launches and may either meet their clients at these sites or transport them to the

launch site from other locations. Most guided sport fishing boats are jet boats approximately 6 to 7.5 meter long

that can accommodate up to four anglers. They are craft designed for stability in the Fraser’s strong current and

speed to cover several miles between fishing locations necessary to find fish (Forbes, 2015).

Guided sport fishing occurs year-round on the Fraser River (STS Fishing Guides, 2015), but generally the peak

season occurs June through September, dependent on conditions of the salmon runs. Mid-July to mid-September

is the busiest period, especially early August when the Fraser River sockeye salmon runs peak (PMV, 2015a).

Fishing guides operate both full-time and part-time, with many of the part-time guides working in partnership with

full-time guides (Forbes, 2015).

Guided sport fishing in the Fraser River was identified as concentrated upstream of the Project, east of Abbotsford

(BC Sport Fishing Group, 2013; PMV, 2015a). Many guiding businesses specialize in sturgeon fishing in areas of

the Fraser River, particularly near Hope and the Fraser Canyon (BC Sport Fishing Group, 2013; PMV, 2015b).

Guided fishing charters do operate from Steveston and may operate seasonally along the South Arm of the Fraser

River or near the mouth as well (Tourism Richmond, 2018). Guided fishing operators will also conduct trips outside

the Fraser River, such as Vancouver Harbour, around the North Shore of Vancouver, Bowen Island and Howe

Sound, the Gulf Islands, and other rivers and lakes in the Fraser Valley (BC Sport Fishing Group, 2013; PMV,

2015a).

Much of the water-based tourism in the Marine Use LAA is focused near the mouth of the Fraser River near

Steveston or Ladner. Steveston Seabreeze Adventures and Steveston EcoTours conduct tours focusing on

California and Steller sea lions (Zalophus californicanus, Eumetopias jubatus), which appear from April to May at

the Sand Heads Lighthouse (Steveston EcoTours, 2014; Steveston Seabreeze Adventures, 2014) (refer to Figure

6.2-9). Bird watching tours are also presented by Steveston Seabreeze Adventures along the South Arm coastline,

and include the George C. Reifel Migratory Bird Sanctuary situated on Westham Island (Steveston Seabreeze

Adventures, 2014) (Figure 6.2-9). Steveston Ecotours offers the Fraser River Discovery Tour, which explores the

channels of the Fraser River estuary and includes the Ladner Houseboat Village, vessels moored at Britannia

Shipyards, fish boats returning with their harvest, and Steveston’s last working fish plant (Steveston EcoTours,

2014).

Kaymaran Adventure Tours also operates out of Steveston and provides guided kayaking through the Fraser River

(refer to Figure 6.2-9). Tours are conducted every Saturday and Sunday afternoon from spring until fall (Kaymaran

Adventure Tours, 2010b). Kaymaran Adventure Tours also offers corporate tours and school and youth programs,

which are focused on the South Arm Marshes (Kaymaran Adventure Tours, 2010a; Kaymaran Adventure Tours,

2010c). Paddlewheel riverboat tours occur on Sundays along the Fraser River between New Westminster and

Steveston (Paddle Wheeler Riverboat Tours, 2013).

Paddlewheeler Riverboat Tours operates a number of tours in the Fraser River using a 100-passenger

paddlewheel replica, the MV Native. Tours are scheduled regularly during the season from May to October and





46

feature round-trips from Steveston Harbour to New Westminster, Fort Langley, and the Pitt Lake area;

other educational tours showcase the industry of the Fraser River (Paddle Wheeler Riverboat Tours, 2018)

(Figure 6.2-9).

Tsawwassen First Nation note that some of the members use their fishing vessels for tourism opportunities such

as wildlife tour guides or fishing charters. This work is believed to occur on a casual basis and would supplement

other work (Tsawwassen First Nation, 2018, pers. comm.).

6.2.2.2.3.6 Recreational Fishing and Boating

The Fraser River tidal water area provides many fishing opportunities for angling enthusiasts and is popular for

recreational fishing, particularly since this activity can be carried out from the shoreline and from boats. Popular

areas for recreational fishing in the Marine Use LAA near Delta include Deas Island Park and the South Arm

Marshes (figure 6.2-9). The Dow Delta Bar Fishing Park, located at the eastern tip of Tilbury Island, is also used

for recreational bar fishing (Moffat and Nichol, 2012a) (Figure 6.2-9). Near Richmond, recreational fishing is

popular along Dyke Road at the No. 2 Road and No. 3 Road fishing piers, and between the southern ends of No. 4

and No. 5 Road (Hsu, 2014; Richmond, 2015) (Figure 6.2-9). The shores of Garry Point Park, and of Steveston

Harbour are also popular locations (Forbes, 2015; Moffat and Nichol, 2012a) (Figure 6.2-9). The area from Canoe

Passage to the entrance of the South Arm of the Fraser River (i.e., Sand Heads) and within the South Arm Marshes

are popular with recreational boat anglers, and it is also reported that during heavy Fraser River sockeye runs, an

estimated 200 to 300 recreational anglers may use this area (Golder, 2016b; PMV, 2015a). The area from Deas

Island Park and the Port Mann Bridge is a primarily industrial and commercial area of the Fraser River, and is

reported to be unappealing for anglers with limited public access to the shoreline and due in part to strong currents,

substantial commercial traffic, and the wide range of alternative, more desirable fishing areas in the Lower Fraser

River (Forbes, 2015).

Major recreational fish species include salmon, trout, and sturgeon. Five of the six Pacific salmon species are

recreationally fished in the Fraser River and of the salmon species, sockeye and coho (Oncorhynchus kisutch) are

reported to be the most popular within the Fraser River, although chum is reported to be increasing in popularity

(Forbes, 2015). Other species, such as peamouth chub (Mylocheilus caurinus; minnow family), northern

pikeminnow (Ptychocheilus oregonensis), and largescale sucker (Catostomus macrocheilus) are abundant

between April and September but are either too small or of poor eating quality to be major recreational fisheries

(Fishing with Rod, 2016).

The provincial government sets specific fishing regulations and catch quotas for freshwater recreational fisheries

(MFLNRO, 2018). The management of salmon fisheries in BC, both tidal and freshwater, is the responsibility of

DFO, which provides specific recreational fishing licences and regulations for management of in-river salmon

fisheries on the Fraser River. The combined daily limit for salmon range between two and four fish per day per

angler16 (DFO, 2015b) and with catch and release regulations on all species except chum and chinook and

hatchery marked coho. The recreational fishery for trout is open year round where wild trout and hatchery trout

may be retained (DFO, 2017a). Given the low returns of Fraser River Sockeye between 2007 and 2009, no directed

recreational or commercial fisheries were permitted in those years. Currently, fishing for Sockeye is not permitted

16 For Coho salmon only, hatchery fish may be retained in the tidal portion of the Fraser River until mid-October.





47

until further notice (DFO, 2017a). In 2015, due to drought conditions, fishing for salmon in the tidal waters of the

Fraser River was prohibited between July 13 and July 31 (DFO, 2015f). Between September 13 to October 6,

2017, the daily limit for chinook and chum was four, but no retention of coho or pink was permitted and no fishing

for sockeye salmon was permitted (DFO, 2017b). Between October 7 and December 31, 2017, the daily limit for

chinook and chum was 4, the daily limit for coho was 2 hatchery marked only and no retention of sockeye or pink

was permitted (DFO, 2017b). Decisions are made to open and close fisheries all year long which are broadcast

through Fishery Notices.

Peak fishing season is between July and early September, although fishing does occur year-round. During odd

years, the pink salmon fishery is highly active in September (Hsu, 2014). The recreational fishery for Sturgeon and

wild trout is open year round (DFO, 2015e) but regulated to catch and release. Levels of recreational fishing activity

are also reported to be higher on weekends compared to weekdays (PMV, 2015a). In the tidal Fraser River, fishing

for salmon is only permitted from one hour before sunrise to one after sunset each day.

A 201017 study of Recreational Fishing in Canada estimated that tidal recreational fishing in BC involved 228,162

active anglers and an average annual effort of nine fishing days per angler. Results of the study suggests that the

trend in recreational fishing activity in coastal BC is declining from earlier years, but that the people who remain

active in recreational fishing appear to be applying the same average amount of effort (DFO, 2010).

Recent provincial synopsis of freshwater fishing indicated that the average angler is fishing 13 days per year,

slightly higher than the national average, and catches two fish per day (MFLNRO, 2017b). Publicly available data

specific to the recreational catch in the Marine Use LAA portion of the Fraser River is limited. A 2009 study of

recreational fishing effort in PFMA 29 indicated that between 2000 and 2009, the average annual reported

recreational salmon catches ranged from 26 pieces (chum) to 1,230 pieces (sockeye) indicating inter-annual

variation in catch and/or reporting. The average annual effort for recreational salmon fisheries in PFMA 29,

reported as boat trips, ranged from 9,268 trips to 3,993 trips, and indicated a general decline in effort for

recreational salmon fishing between 2004 and 2009 (DFO, 2013). In 2011, the estimated Fraser River recreational

salmon harvest from Hope to the Alex Fraser Bridge was 151,000 pieces, which included 82,650 sockeye (55%),

83,650 pink salmon (35%), 14,000 chinook (9%), and 953 coho and chum salmon (1%) (DFO, 2012).

The waters around Steveston Harbour and Steveston Island, Westham Island, and South Arm Marshes WMA

have been identified as popular locations for kayaking, canoeing, and stand-up paddle boarding activities (PMV,

2015b). Water-skiing, power boating, kayaking, and canoeing are also reported to frequently occur in Deas Slough

and South Arm Marshes. Recreational boating occurs year round, with highest levels of activity occurring between

May and September with lowest levels of activity occurring December to February (PMV, 2015b). Recreational

boaters generally exit and enter the South Arm near Steveston owing to general ease of navigation, but

experienced recreational boaters may exit and enter the South Arm by Canoe Passage. It is reported that Canoe

Passage is becoming heavily silted since dredging ceased in the area (PMV, 2015a). Most recreational boaters

limit their movements to protect a local reaches of the South Arm. Crossings of the main shipping channel are not

common but do occur (Golder, 2016b).

Within the Marine Use LAA, boat ramps and marinas are located in both Delta and Richmond. Boat ramps in Delta

include the Wellington Point Park boat launch near the South Arm Marshes (popular with kayakers and canoeists),

17 2010 recorded a strong rebound in Fraser River sockeye run, unlike preceding years between 2007 and 2009.





48

the Ladner Harbour boat launch (popular with Seadooers, water-skiers, jet boats, kayakers, and canoeists), and

the Ferry Road boat launch near Captain’s Cove Marina (Corporation of Delta, 2016) (Figure 6.2-9). Boat ramps

in Richmond include a single lane ramp and nearby float accessible at the end of No. 2 Road, as well as the Fraser

River Port Authority launch in Steveston Harbour.

In the Deas Slough area there are two marines: Captains Cove Marina with approximate 350 slips as well as

boatyard services and amenities, and the River House Marina/Deas Island Yacht Club with 140 slips and a

restaurant. Several wharves and marinas are located in the Ladner Harbour Boat Basin, including the Ladner

Yacht Club which accommodates 100 vessels at their marina, and the Ladner Wharf (Elliott Street wharf) which

offers temporary moorage for recreational vessels and a float for paddle sport users (Corporation of Delta, 2015a).

Ladner Harbour is also home to the Ladner SCH, which provides moorage for commercial vessels and pleasure

and recreational craft (City of Delta, 2018a) (refer to Figure 6.2-9). Rivers Reach Marina is located in Canoe Pass

with moorage for pleasure boats and float homes. Shelter Island Marina & Boatyard is located near the southern

tip of Annacis Island and can accommodate up to 300 vessels and provides additional boatyard and ancillary

services (Shelter Island Marina & Boatyard Inc., 2015).

The Delta Deas Rowing Club is located in Deas Island Regional Park, where it occupies a boathouse and

maintains a float that provides public access to the Deas Slough (Figure 6.2-9). Rowing takes place in the Deas

Slough and out as far as Wellington Point Park. Regular club practices and three annual regattas are held at this

location, with the regattas attracting up to 1,000 attendees (Delta Deas Rowing Club, 2015; Golder, 2016a).

6.2.2.2.4 Commercial and Non-commercial Land Use

6.2.2.2.4.1 Land Ownership, Designations, Policies and Objectives

The Onshore Facilities portion of the Project is located on easements and rights-of-way within property owned

privately by FortisBC. The land stretches along the shoreline of Tilbury for approximately 690 m and covers an

area of 3,414 m2. Figure 6.2-6 illustrates provincial and federal Crown lands and tenures. No provincial Land and

Resources Management Plans overlap the Land Use and Marine Use LAAs.

The Project is located on Tilbury Island within Delta; however, the Land Use LAA overlaps with the municipal

boundaries of both Delta and Richmond. Richmond and Delta land use zoning designations are developed

throughout respective municipal planning processes, along with guidelines on permitted uses in each zone. The

Project’s Onshore Facilities (Fortis Property) are zoned for I7 (Special Industrial), which allows the manufacturing,

processing, finishing, and storage of natural gas (Corporation of Delta, n.d.-c). A total of 2.7 ha of the Project

boundary overlaps this I7 land use zone designation. The offshore portion of the Project boundary is currently

zoned as I5 (Water) which allows fishing, transportation, and log storage activities (Corporation of Delta, n.d.-b).

The remaining properties within the Land Use LAA on Tilbury Island are zoned as either I2 (Heavy Industrial) or

I2-I7 (Split Zone – Heavy Industrial and Special Industrial; refer to Figure 6.2-6). Permitted uses in I2 include

manufacturing and processing industries (excluding natural gas processing and other specific industries), kennels,

log storage, ship yards, fish processing, slaughtering of animals, and construction industries (Corporation of Delta,

n.d.-a). The properties within the Land Use LAA (i.e., portion that covers a 2 km boundary from the Project site)

not on Tilbury Island include mostly I2 (Heavy Industrial), I1 (Light Industrial), and A1 (Agricultural). Other zoning

designations within this portion of the Land Use LAA are I1-I2 (Split Zone – Road), I3-A1 (Split Zone – Extraction

Industrial and Agriculture), I2-A1 (Split Zone – Heavy Industrial and Agriculture), and I2-CD82 (Split Zone – Road),





49

as well as C5A (Limited Private Recreational) and Comprehensive Develop Zones (i.e., CD437, CD299, and

CD443), which are subject to general regulations and specific principal uses (e.g., Hazardous Waste Facility)

(Corporation of Delta, n.d.-a). Refer to Figure 6.2-6 for details.

Delta’s OCP states several objectives relevant to industrial lands, including but not limited to ensuring that industry

remains a strong and significant component of Delta’s economy and land use base, providing support for industrial

activities that generate economic benefits to the community, strengthening relationships among Delta’s industries

and other land uses while minimizing the potentially negative effects of industry on other land uses and the

environment, preserving and strengthening Delta’s waterfront and water-related industries, and encouraging

development that highlights the area as a regional leader in brownfield revitalization, sustainable development,

and eco-industrial business operation (Corporation of Delta, 2015b).

On the Richmond shoreline of the Fraser River across from the Project site, there is municipal Crown land

located between Dyke Road and the northern shoreline the covering 14.8 ha of the Land Use LAA approximately

750 m from the Project site (Figure 6.2-6).

6.2.2.2.4.2 Commercial Land Use

Industrial

The Project site is located in Delta’s Tilbury Industrial Area, an industrial business park that currently contains

industrial product, service and warehouse facilities ranging from aerospace and high-tech to manufacturing and

distribution (Delta Chamber of Commerce, 2015). Properties overlapped by the Project’s onshore boundary, and

almost all of the properties within the Land Use LAA on Tilbury Island, are classified as having Industrial land use

(Corporation of Delta, 2015b) (Figure 6.2-6). Properties within the Land Use LAA not on Tilbury Island include

Industrial, Agricultural, Road and Environmentally Sensitive Areas land use classes (Corporation of Delta, 2015b)

(Figure 6.2-6).

The existing FortisBC Tilbury LNG Liquefaction Plant (Tilbury LNG Plant) neighbours the Project to the northeast,

and the Varsteel facilities neighbour the Project to the southwest. Before being acquired by FortisBC (formerly

Terasen Gas), the Project site was used for the operation of Weyerhaeuser Company Limited’s Northwest

Hardwood Mill (WesPac Tilbury, n.d.). The Project offshore boundary overlaps with the former foreshore waterlot

held by Weyerhaeuser in support of the mill’s marine terminal operations (Colliers International, 2010). The original

Tilbury LNG Plant has been operational since 1971. Construction of a new storage tank and additional liquefaction

equipment started in October 2014 and is anticipated to be fully operational later in 2018 (FortisBC, 2018b, 2018a).

Varsteel purchased property on Tilbury Island for operating steel product distribution and storage in 2010 (Avison-

Young, 2010). New office and warehouse buildings were built on the 9.17 ha property in 2014. Dominion Pipe and

Piling is a division of Varsteel operating a large stocking inventory at this location.

In Richmond, the Land Use LAA overlaps 272.40 ha of the Fraser Richmond Port lands (Figure 6.2-6). This area

consists of industrial uses associated with Port operations and includes an intermodal and trans-loading facilities

(e.g., Coast 200 Terminal Ltd., Westran Portside Terminal Ltd., Western Canada Express) consisting of container

yards, warehouses, and a rail yard capable of supporting substantial growth in trade activity (VFPA, 2018a). The

Burlington Northern and Santa Fe Railway (BNSF) provides railway services to Tilbury Island at the Seaspan

Ferries terminal and Lehigh Hanson Cement plant. The Canadian National Railway (CNR) has trackage rights on

this line, but it no longer runs to this location, interchanging with BNSF in Vancouver instead. The CPR also has





50

trackage rights as Tilbury is its connection with the junction at New Westminster and the Southern Railway of

Vancouver Island via Seaspan barge (Wilbur Smith Assoc., 2002). Connections to CPR, CNR, BNSF, and

Southern Rail of BC are provided at Fraser Surrey Docks (Figure 6.2-9).

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1. INDIAN RESERVES, TSAWWASSEN FIRST NATION LANDS AND MUNICIPAL BOUNDARIESOBTAINED BY B.C. MINISTRY OF FORESTS, LANDS AND NATURAL RESOURCE OPERATIONS.2. RAILWAY, WATER, FOREST, PARKS, WATERCOURSE, WATERBODY AND RESIDENTIAL AREA DATAOBTAINED FROM CANVEC © DEPARTMENT OF NATURAL RESOURCES CANADA. ALL RIGHTSRESERVED.3. SOUTH ARM MARSHES WILDLIFE MANAGEMENT AREA OBTAINED FROM BCMCA.4. TOPO BASEMAP © ESRI AND ITS LICENSORS. ALL RIGHTS RESERVED.5. LAND OWNERSHIP AND TENURE OBTAINED FROM THE GOVERNMENT OF BRITISH COLUMBIA6. AGRICULTURAL LAND RESERVE DATA OBTAINED FROM THE AGRICULTURAL LAND COMMISSION7. FISHERIES MANAGEMENT AREAS OBTAINED FROM THE DEPARTMENT OF FISHERIES ANDOCEANSPROJECTION: UTM ZONE 10; DATUM: NAD 83






52

Agricultural

The Land Use LAA overlaps with 334.56 ha of ALR in Delta and 282.44 ha in Richmond (Figure 6.2-9). The closest

ALR land to the Project boundary is located to the south in Delta and is approximately 270 m away. In Delta,

agricultural lands within the Land Use LAA are primarily used for field vegetables and potatoes, and berry crop,

as well as some forage and pasture, livestock operations, greenhouses and nurseries, and cultivated and fallow

land. Livestock uses includes sheep/goats, poultry, llamas, alpacas, and exotic birds (Delta, 2002).

In Richmond, agricultural lands within the Land Use LAA are primarily used for blueberry crops, vegetable crops,

cranberry crops, some forage crops and greenhouse production. Vegetable crops include potatoes, cabbage, and

other fruits and vegetables. There are some areas that are used for livestock, such as poultry and dairy production,

as well as horse-related activity (Richmond, 2002).

6.2.2.2.4.3 Non-commercial Land Use

Hunting

Waterfowl were identified as the key species hunted in Delta and Richmond, both on land and on the water. Key

types of waterfowl included species of ducks, Canada geese (Branta canadensis), snow geese (Anser

caerulescens), and Brant geese (Branta bernicla). Within the LAAs, the western end of the South Arm Marshes

was identified as an important boat hunting area for snow geese, ducks, and Canada geese. Hunting also occurs

in the waters surrounding Westham Island, Kirkland, Gunn Island, and Rose Island (refer to Figure 6.2-9). All of

Westham Island is use for hunting (with the exception of the George C. Reifel Migratory Bird Sanctuary), and the

western foreshore area waters surrounding the island are a particularly heavily hunted area. The launch access

to these areas is from Canoe Passage or Ladner (Golder, 2016b; PMV, 2015a).

Although hunting is permitted from boats within the Marine Use LAA, some restrictions apply to areas around the

Reifel Bird Sanctuary and shooting towards shore is not permitted between the Massey Tunnel and Harlock Island

near Richmond (MFLNRO, 2014). The discharge of firearms in Delta is restricted to dyke and foreshore areas

during the periods of the year when hunting wildlife or waterfowl is authorized (MFLNRO, 2017a). Hunting inland

is only permitted with permission from the land holder on farmland located south of the Project in Delta (MFLNRO,

2014). Temporary hunting blinds for waterfowl are allowed in the South Arm Marshes WMA (MFLNRO, 2017a).

The provincial government sets specific hunting regulations including seasonal openings, access restrictions, and

bag limits for big game and game birds (Government of BC, 2018). Duck season and the initial opening for snow

geese season extends from approximately October to January. The second opening for snow geese season is

from around mid-February to early March. Brant season occurs within a brief 10-day opening in early March.

Canada geese have multiple openings between September and March. Peak hunting activity typically occurs at

the start and the end of the openings.

The South Arm Marshes WMA has been estimated to have as many as 60 hunters during high-use days and as

few as 10 hunters during lower-use days (PMV, 2015a).





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Parks and Trails

The Land Use LAA overlaps portions parks and protected areas within 2.0 km from the Project site. Deas Island

Regional Park is a 91 ha regional park overlapped by 9.44 ha of the Land Use LAA and bordering the Marine Use

LAA on the Fraser River (Refer to Figure 6.2-9). Popular recreational opportunities are available for walking,

boating, wildlife/nature viewing, and picnicking (Metro Vancouver, 2014). Park facilities include group camping

facility, a public boat launch with access to Deas Slough, the Delta Deas Rowing Club Boathouse, a wildlife viewing

tower, and approximately 5 km of trails. The park also includes opportunities for heritage appreciation at three

relocated historic buildings: Burrvilla, a stately Victorian home; Inverholme, a one-room schoolhouse; and the Delta

Agricultural Hall. Deas Island Regional Park records approximately 269,042 visits per year (2014 data) (MVRP,

2014).

A small portion (9.45 ha) of the 2,042 ha Burns Bog Ecological Conservation Area is overlapped by the Land Use

LAA (refer to Figure 6.2-9). The Burns Bog Conservation Area is a raised bog located near the mouth of the Fraser

River in Delta. The bog is an area of ecological significance as it supports distinctive bog vegetation communities

and recognized rare and endangered plant and wildlife species. In 2004, Burns Bog was purchased by a

partnership of the Province of British Columbia, Metro Vancouver (formerly the Greater Vancouver Regional

District), the City of Delta, and the Government of Canada to be protected as an Ecological Conservancy Area.

There is a conservation covenant placed on the property to ensure that the area is protected and managed

effectively as a natural ecosystem (Metro Vancouver, 2007). The priority in Burns Bog conservation area is

ecological conservation and, due to high sensitivity of bog vegetation to trampling, public access to this ecological

conservation area is restricted. However, Delta Nature Reserve, located at the border of Burns Bog, outside of the

LAA, can be visited through a boardwalk that passes through cedar forest inhabited by owls, hawks, and eagles

(City of Delta, 2018b). The Delta Nature Reserve is open to public year round and the wooden 2 km boardwalk

trail can be used by foot, bicycle, or wheelchair (Burns Bog Conservation Society, 2018).

The Dow Delta Bar Fishing Park is a small park located on the waterfront at the eastern end of Tilbury Island that

borders the Marine Use LAA on the Fraser River (Figure 6.2-9). This park includes shoreline access and provides

opportunities for recreational bar fishing. Westham Island was also identified as a popular location for family

outings for seasonal fruit gathering, such as strawberries and pumpkins (PMV, 2015b) (Figure 6.2-9).

Public access to the Tilbury Island shoreline is possible along an established but informal trail accessible from

MacDonald Road. The trail extends along the northern shore from the western point of Tilbury Island to the western

edge of the Varsteel property. This area of shoreline, however, is marshy and not generally suitable for recreational

use. No formal trail networks or other designated recreational areas (other than parks – see Section 6.3.5.4) were

identified within the Land Use LAA; however, portions of trails along the Fraser River shoreline provide viewing

opportunities of the Project site and the shipping route (i.e., Deas Island Regional Park, South Dyke trail, Garry

Point Park; refer to figure 6.2-9). Also, a short walkway exists in front of the Riverport residences that accesses

three viewing platforms with views towards the Project and along the Fraser River.





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Bird Watching

The route of the Pacific Flyway18 overlaps the Lower Fraser River, resulting in a number of bird-watching

opportunities in Delta and Richmond. No specific bird watching areas were identified within the Land Use LAA, but

the Marine Use LAA includes the Fraser River Estuary, which is internationally significant to shorebird populations

and is a designated Western Hemispheric Shorebird Reserve Network site (WHSRN site) (Western Hemispheric

Shorebird Reserve Network, 2009). The George C. Reifel Migratory Bird Sanctuary, Alaksen National Wildlife

Area, and South Arm Marshes, as well as Deas Island Regional Park and Brunswick Point, are located within or

adjacent to the Marine Use LAA and are popular destinations for bird-watching activity (PMV, 2015a) (Figure 6.2-

9). The bird species of interest in these areas include eagles, northern saw-whet owl (Aegolius acadicus), snow

goose, sandhill crane (Grus canadensis), black-crowned night-heron (Nycticorax nycticorax), and great blue heron

(Ardea herodias).

The George C. Reifel Refuge/National Migratory Bird Sanctuary is located on Westham Island at the westernmost

point of the South Arm and includes both land and marine areas (Figure 6.2-9). The sanctuary is managed by the

BC Waterfowl Society, which has approximately 2,000 members (Vancouver Airport Fuel Facilities Corporation,

n.d.). The Alaksen National Wildlife Area partially overlaps with the George C. Reifel Migratory Bird Sanctuary and

is also located on Westham Island. Covering 329 ha, the Alaksen National Wildlife Area is also designated as a

globally significant Important Bird Area (IBA) (Alaksen National Wildlife Area, 2015) (Figure 6.2-9). The South Arm

Marshes WMA is located within the Marine Use LAA, and includes seven main islands surrounded by both

freshwater and intertidal marshes (Vancouver Airport Fuel Facilities Corporation, n.d.) (Figure 6.2-9). Covering

937 ha, the South Arm Marshes WMA provides important nesting, feeding, loafing, and wintering/staging habitat

for waterfowl and other wetland-dependent species (Forests, Lands and Natural Resource Operations, n.d.).

6.2.3 Methodology for Assessment of Potential Project Effects

The assessment methodology used to assess the potential adverse effects of the Project has been outlined in

Section 3.0, Assessment Methodology. A summary of this assessment methodology as it relates to Land and

Marine Resource Use is provided below.

6.2.3.1 Potential Project Interactions

Construction, operation and decommissioning of the Project may affect Land and marine resource use within the

LAA. Potential interaction pathways between Project activities and phases on Land and Marine Resource Use

have been identified and are rated in Section 6.2.3.3. The potential interaction pathways were determined from a

review of information sources, including:

Project components and activities as documented in project description;

Knowledge of the existing conditions of the LAA;

Knowledge gained from other land and marine resource use studies and EAs in the LAA;

18 The Pacific Flyway is the major north–south migration route for migratory birds in North and South America.

https://www.ec.gc.ca/ap-pa/default.asp?lang=En&n=A368A503-1





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Review of VC and Intermediate Component (IC) assessments, which are considered pathways to support

Land and Marine Resource Use (i.e., Fish and Fish Habitat VC, Marine Mammals VC, Wildlife and Wildlife

Habitat VC, River Processes PC, Air Quality VC, Visual Quality VC, Noise VC) and

Information from engagement with Aboriginal groups, public stakeholders, and government agencies

Project interaction pathways that have been identified for land and marine resource use include:

Site preparation, dredging, in-river stabilization and land-based ground stabilization, construction of Onshore

Facilities, and marine transportation for construction materials during the construction phase

Berthing, marine shipping from the Project site, and maintaining marine security area during the operation

phase

Removal of associated Onshore Facilities and marine transportation of decommissioning materials and

equipment during the decommissioning phase.

The interaction ratings as follows have been applied:

Potential interaction—may result in a potential effect on Land and Marine Resource Use; these interactions

have been carried forward in the assessment.

Negligible interaction—neither detectable nor measurable and not anticipated to influence the short- or

long-term viability of the VC or subcomponent; these interactions have not been carried forward in the

assessment.

No interaction—these interactions have been justified but are not carried forward in the assessment.

Project interactions and the rationale for interaction rating are described in Table 6.2-10. To focus the assessment

on those interactions of greatest importance, interactions resulting in no effect or a negligible (undetectable or

unmeasurable) effect have not been carried forward for assessment.

6.2.3.2 Mitigation Measures

Mitigation measures that are expected to reduce or eliminate an adverse effect on Land and Marine Resource

Use, or enhance a beneficial effect, will be described. Mitigation measures may include monitoring to verify results

and standard mitigation measures such as Best Management Practices (BMPs), including changes to the means

in which the Project will be designed, constructed, operated, or decommissioned. Mitigation will also consider the

views of Aboriginal groups and key stakeholders.





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A hierarchical approach to mitigating potential Project-related effects employs strategies in the following order of

priority:

Avoidance—Measures to avoid potential effects to VCs are implemented during the planning stage of a

project, including considerations of overall design, route selections, and scheduling options.

Minimization—Where disturbances cannot be avoided through planning, measures are implemented to

minimize or reduce potential effects through the adoption of standard BMPs, construction/operation

environmental management plans (C/OEMPs), and site-specific environmental protection plans (EPPs).

Offsetting—Where on-site restoration or enhancement is not feasible, appropriate means to compensate or

offset adverse effects will be identified.

Effectiveness of mitigation measures to reduce or eliminate potential adverse effects are characterized using the

following criteria:

High effectiveness: the mitigation measure is expected, once implemented, to significantly improve or

eliminate the effect or improve the condition of the VC.

Moderate effectiveness: the mitigation measure is expected, once implemented, to moderately improve the

effect on a VC or moderately improve the condition of the VC.

Low effectiveness: the mitigation measure may provide no or little change in the effect on a VC, the

effectiveness of the mitigation measure is unknown or untested, or no improvement to the condition of the

VC.

Effectiveness of proposed mitigation has been considered in assessing the significance and likelihood of potential

residual effects.

6.2.3.3 Characterization of Potential Residual Project Effects

Residual effects are characterized using specific criteria for each VC as defined in the BCEAO’s VC selection

guideline (BCEAO, 2013b). Definitions for residual effects criteria, developed with specific reference to Land and

Marine Resource Use, are presented in Table 6.2-10. Effects that are negligible prior to mitigation measures are

not carried forward to the assessment of residual Project effects or cumulative effects.

Table 6.2-10: Criteria Used to Characterize Residual Effects on Land and Marine Resource Use

Criteria Description Definition

Magnitude Expected size or severity of the residual effect

Negligible—a change that is small such that it is not detectable nor measurable and would not noticeably affect the VC or a Subcomponent.

Low—a small but detectable change from baseline conditions that is within historic norms and within the system’s capacity to respond.

Moderate—a demonstrable change from baseline conditions that is within historic norms and within the system’s capacity to respond.

High—a demonstrable change from baseline conditions that is beyond historic norms and beyond the system’s capacity for effective response.





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Criteria Description Definition

Geographic Extent

Spatial scale over which the residual effect is expected to occur

Site-specific—effects limited to the Project site

LAA—effects limited to the LAA

RAA—effects extend to the RAA

Duration

Length of time over which the residual effect is expected to persist

Short-term—effects present during construction

Medium-term—effects present during 1) construction and operations; 2) construction, operations, and decommissioning; or 3) operations only

Long-term—effects present for beyond the life of the Project

Frequency How often the residual effect is expected to occur

Infrequent—effect occurs once or rarely over the specified duration

Frequent—effect occurs repeatedly over the specified duration

Continuous—effect occurs continuously over the specified duration

Timing(a)

Whether the period in which the residual effect occurs coincides with sensitive timing, periods or windows for the VC

Yes—effect could potentially coincide with commercial fishery openings

No—effect would not coincide with commercial fishery openings

Reversibility

Whether or not the residual effect can be reversed once the physical work or activity causing the effect ceases

Reversible—effect can be reversed Partially reversible – effect can be reversed partially Irreversible—effect is permanent

Context

Whether the VC is sensitive or resilient to Project-related stressors

Resilient—affected area, users and resources have capacity to respond to imposed adverse effects through combination of collaborative planning, arrangements and agreements, and/or compensation. Not resilient—inadequate capacity to effectively respond to imposed adverse effects due to constraints for establishing collaborative planning, arrangements and agreements, and/or compensation.

(a) Timing of residual effects rating criteria is only relevant for, and applied to, the commercial fishing subcomponent.

LAA = Local Assessment Area; RAA = Regional Assessment Area; VC = Valued Component

The EAC Application will assess the likelihood for all residual adverse effects using appropriate quantitative or

qualitative terms and sufficient description to understand how the conclusions were reached. Likelihood refers to

whether or not a residual effect is likely to occur (BCEAO, 2013b) and is an indication of the probability or certainty

of each residual effect. The analysis to determine the likelihood of a residual effect occurring is based on a review

of available information and professional judgement. When assessing likelihood, the following criteria have been

applied and are defined to clarify interpretations:

Low—Past experience and professional judgement indicates that a residual effect is unlikely but could occur.

Moderate—Past experience and professional judgement indicates that there is a moderate likelihood that a

residual effect could occur.

High—Past experience and professional judgement indicates that a residual effect is likely to occur.





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Characterization of likelihood was based on professional judgement considering the available qualitative and

quantitative data for each potential residual effect.

6.2.3.4 Determination of Significance

The determination of significance of potential residual effects for Land and Marine Resource Use was based on

the residual effects rating assigned, likelihood of a potential residual effect occurring, a review of background

information, consultation with government agencies and other experts, and professional judgement.

The determination of significance of residual Project effects on marine use was based on the residual effects

characteristics (specifically magnitude, geographical extent, and duration), as well as the social context within

which the effect is predicted to occur. Specifically:

Magnitude is an important factor in identifying the extent to which land and marine resource uses would

continue to be available.

Geographical extent is an important factor in identifying the area of land and marine resource use that would

be affected.

Duration is an important factor in identifying the length of time for which land and marine resource use would

be affected, and whether the change would be considered permanent.

Social context is important in relation to the future land and marine resource use environment and ability for

people and communities to adapt to changes (resiliency) through agreements, infrastructure, and land and

marine resource use opportunities.

The significance rating framework integrates a qualitative understanding of the land and marine resource use

context, including the resilience of commercial and non-commercial land and marine resource users and

operations to cope with potential Project-induced changes and effects. Each residual Project effect and

cumulative effect has been rated as negligible, not significant, or significant, as follows:

Negligible—Potential residual effects determined to be negligible are those that do not result in a measurable

change to identified indicators for Land and Marine Resource use.

Not significant—Potential residual effects determined to be not significant are those that result in a

measurable change but do not meet the definition of significant.

Significant—Potential residual effects are considered significant if it is high in magnitude, long-term or

permanent in duration, and of any geographic extent, whereby the effect would cause the capacity of affected

land and marine resource users and the marine use environment in the LAA to be exceeded on an ongoing

and consistent basis, with available system resources unlikely to respond in a timely manner.





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6.2.3.5 Confidence and Risk

The level of confidence for each predicted residual Project effect has been discussed to characterize the level of

uncertainty associated with both the significance and likelihood determinations. Level of confidence is based on

expert professional judgement. All assumptions and are based on the following criteria:

Low—judgement hampered by incomplete understanding of cause-effect relationships or lack of data.

Moderate—reasonable understanding of cause-effect relationships and adequate data.

High—good understanding of cause-effect relationships and ample data.

Factors affecting confidence in the predictions made in the Land and Marine Resource Use assessment include

the following:

Availability and accuracy of baseline data (e.g., availability of spatial and quantitative data of marine vessel

numbers using the Project area);

Level of understanding of the drivers of change in indicators and associated effects on assessment endpoints;

and

Certainty associated with the effectiveness of proposed impact management measures.

6.2.4 Assessment of Potential Project Effects

6.2.4.1 Project Interactions

This section considers potential Project effects on land and marine resource use in relation to the indicators and

measurable parameters listed in Table 6.2-2. Potential interactions between Project components and activities and

Land and Marine Resource Use during the construction, operation, and decommissioning phases of the Project

are identified in Table 6.2-11.

Table 6.2-11: Potential Project Interactions with Land and Marine Resource Use

Project Phase and Activities

Interaction Nature of Interaction and Rationale for

Interaction Rating

CONSTRUCTION

Navigation

Site preparation and removal of existing marine infrastructure

Dredging of dredge area

Potential interaction

Construction-related marine vessel movements, construction of Offshore Facilities, and maintenance of the marine security area could affect navigation of commercial and non-commercial marine vessels.





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Interaction Rating

In-river ground stabilization and piling works

Construction of associated

Offshore Facilities

Marine transportation of construction materials and equipment

No interaction

Changes to local erosion and sediment patterns, riverbed levels, and velocities of river currents from dredging and propeller wash during construction (as identified in Section 4.2, Fish and Fish Habitat) would be within baseline variation and result in no effects on

navigation

Land-based ground stabilization and piling works

Construction of associated Onshore Facilities

Road transportation of construction materials and equipment

Shoreline enhancement of previously disturbed areas

No interaction These activities are not expected to interact with navigation

Commercial and Non-commercial Marine Use




Construction of associated Offshore Facilities

Marine transportation of construction materials and equipment


Project construction activities could temporarily displace and affect area use and access for:

• Commercial marine transportation and foreshore activities



• Recreational fishing

• Recreational boating

Negligible interaction

Negligible residual effect in productivity and sustainability of harvestable fish populations (as identified in Section 4.2, Fish and Fish Habitat) would result in a negligible Project effect on availability and presence of harvestable commercial, recreational and guided sport fish, and on commercial harvest landings and revenues

No interaction

No residual Project effect on productivity and sustainability of marine mammals (as identified in Section 4.3) and coastal birds (as identified in Section 4.8, Wildlife and Wildlife Habitat) would result in no effects on availability and presence of marine mammals and coastal birds for marine tourism viewing


Negligible residual effect on air quality (as identified in Section 4.4) and on atmospheric noise (as identified in Section 4.5), and a low residual effect to visual quality (as identified in Section 6.4) from construction-related features, equipment, and activities would result in a negligible effect to the commercial and non-commercial marine based guided sport fishing, marine tourism,

recreational fishing, and boating environmental setting





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Interaction Rating


Construction of associated Onshore Facilities

Road transportation of construction materials and

equipment

Shoreline enhancement of previously disturbed areas

No interaction These activities are not expected to interact with commercial and non-commercial marine use

Commercial and Non-Commercial Land Use

Construction of Onshore Facilities


Road transportation of construction materials and equipment

No interaction The Project is consistent with land use designations, plans, objectives and policies, and zoning

requirements.

No interaction Land-based construction activities will occur in an existing privately owned industrial site with no public access, and will not affect land-based commercial and

non-commercial area use or access





Construction of associated

Offshore Facilities

Construction of Onshore Facilities

Marine transportation of construction materials and

equipment


Negligible residual effect on air quality (as identified in Section 4.4) and atmospheric noise (as identified in Section 4.5), and a low residual effect to visual quality (as identified in Section 6.4) from construction-related features, equipment, and activities, would result in a negligible effect to the non-commercial land-based

recreational environmental setting

Shoreline enhancement of previously disturbed shoreline

No interaction These activities are not expected to interact with commercial and non-commercial land use





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Interaction Rating

OPERATION

Navigation

LNG carrier/barge loading

Berthing/Departure of vessels

Marine shipping from the Project site to Sand Heads

Maintenance dredging

Maintaining marine security area


Berthing and departing vessels, LNG carrier transiting, and transiting of dredgers to and from site during operation could affect navigational use and navigability of commercial and non-commercial marine vessels

No interaction

Changes to local erosion and sediment patterns, riverbed levels, and river currents from maintenance dredging and propeller wash during operations (as identified in Section 4.2, Fish and Fish Habitat) would be within baseline variation and result in no effects on navigation

Accidents and malfunctions during operation

Potential Interaction See Section 9.0, Accidents and Malfunctions




Marine shipping from the

Project site to Sand Heads



Potential Interaction

Vessel berthing/departure and marine shipping could temporarily restrict access to and use of:

• Commercial marine transportation and foreshore activity





Negligible Interaction

Negligible residual effect in productivity and sustainability of harvestable fish populations (as identified in Section 4.2, Fish and Fish Habitat) would result in negligible effect on availability and presence of harvestable commercial and recreational and guided sport fish, and on landings and commercial harvest revenues.

No Interaction

No change in productivity and sustainability of marine mammals (as identified in Section 4.3) and coastal birds (as identified in Section 4.8, Wildlife and Wildlife Habitat) during operation would result in no Project effects on availability and presence of marine mammals and coastal birds for marine tourism viewing


Negligible change in and air quality (as identified in Section 4.4) and atmospheric noise (as identified in Section 4.5) during operation, and a low residual effect to visual quality (as outlined in Section 6.4) from the visibility of vessel berthing/departure and marine shipping activities would result in a negligible effect on recreational fishing, guided sport fishing, marine tourism, and recreational boating environmental setting

Accidents and Malfunctions during operation

Potential interaction See Section 9.0 (Accidents and Malfunctions)





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Interaction Rating

Commercial and Non-commercial Land Use



Marine shipping from the

Project site to Sand Heads


No interaction Project operations will occur in an existing privately owned industrial site with no public access, and will not affect land-based commercial and non-commercial area use or access


Negligible residual effect in air quality (as outlined in Section 4.4) and atmospheric noise (as outlined in Section 4.5) during operations and low residual effect to visual quality (as outlined in Section 6.4) from the visibility of vessel berthing and departure and marine shipping activities would result in a negligible effect on the non-commercial land-based recreational environmental setting


Accidents and malfunctions during operations


DECOMMISSIONING

Navigation

Removal of associated Offshore Facilities

Marine transportation of decommissioning materials

and equipment

No interaction Project decommissioning activities would not affect navigational use and navigability of commercial and non-commercial marine vessels

Removal of associated Onshore Facilities

No interaction These activities are not expected to interact with navigation



Marine transportation of decommissioning materials and equipment


Project decommissioning activities could temporarily displace and affect area use and access for:

• Commercial marine transportation and foreshore use





Negligible interaction Negligible residual effect on productivity and sustainability of harvestable fish populations (as presented in Section 4.3) during decommissioning would result in a negligible effect on availability and presence of harvestable commercial, recreational and guided sport fish, and on landings and commercial harvest revenues

No interaction No change in productivity and sustainability of marine mammals (as presented in Section 4.3) and coastal birds (as presented in Section 4.8, Wildlife and Wildlife Habitat) during decommissioning would result in no effect on availability and presence of marine mammals and coastal birds for marine tourism viewing





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Interaction Rating


Negligible residual effect on air quality (as presented in Section 4.4), atmospheric noise (as presented in Section 4.5), and visual quality (as presented in Section 6.4) from decommissioning activities would result in a negligible effect on recreational fishing, guided sport fishing, marine tourism, and recreational boating environmental setting


No interaction These activities are not expected to interact with commercial and non-commercial marine use

Commercial and Non-commercial Land Use



Marine transportation of decommissioning materials

and equipment


Note: Potential Project Interaction ratings: no interaction; negligible interaction; potential interaction. LNG = liquefied natural gas

6.2.4.2 Rationale for No or Negligible Project Effects

The rationale for potential interactions identified as having no interaction or negligible interaction on Land and

Marine Resource Use from either 1) a direct Project effect or 2) an indirect Project effect due to change in and

Project effect on another VC (e.g., River Processes PC, Fish and Fish Habitat VC, Marine Mammals VC, Wildlife

and Wildlife Habitat VC, Noise VC, Air Quality VC, Visual Quality VC) are discussed below. Project construction,

operation, and decommissioning activities that are not expected to interact with, or have a direct or indirect effect

on the navigation, commercial and non-commercial marine use, and commercial and non-commercial land use

subcomponents, as outlined in Table 6.2-11, are not discussed.

6.2.4.2.1 Navigation

6.2.4.2.1.1 No Effect on Navigation from Change in River Processes

Change in river currents and changes in geomorphology from changes in patterns of local and regional erosion

and sedimentation could potentially affect navigation. In-river structures including piles and platforms have the

potential to result in local changes in river currents and sedimentation commencing during construction and

continuing into operations (Section 4.1 River Processes), with the magnitude of change in river current speed

identified as being with baseline variation and low in magnitude.

Similarly, changes in local geomorphology and patterns of erosion are expected to be within existing baseline

variation of bed changes within Gravesend Reach and within the LAA which range from plus or minus several

metres evident between different years. Morphological changes regionally were not considered to have a





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detectable impact on the sediment budget downstream. Negligible residual effects on change in river processes

are anticipated during decommissioning.

As the Project is not expected to affect the River Processes PC beyond the baseline variation for river currents,

sediment processes, and geomorphology, Project indirect effects to navigation from changes in river processes

are not anticipated. Proposed management plans as described in Section 14.0 Management Plans (i.e., Erosion

and Sediment Control Management Plan, Dredging Management Plan, Scour Protection Plan) provide mitigation

measures and guidance to address the potential for erosion, accidental discharge of deleterious materials, and to

avoid or minimize re-suspension of riverbed sediments during construction and operation.

6.2.4.2.2 Commercial and Non-commercial Marine Use

6.2.4.2.2.1 Negligible Effect on Commercial, Recreational, and Guided Sport Fishing from Changes in Productivity and Sustainability of Harvested Fish Species

Project residual effects on the Fish and Fish Habitat VC could affect commercial and recreational fishing and

guided sport fishing harvest activity, and harvest levels. Salmon fisheries are present in the South Arm of the

Fraser River. As described in Section 4.2, Fish and Fish Habitat, potential residual effects on the Fish and

Fish Habitat VC from Project activities during the construction, operation, and/or decommissioning phases

are:

Potential change to habitat quality and function through disturbance during dredging activities, non-dredging

construction activities, or vessel activity during berthing and departures;

Direct loss of habitat through the construction of the aquatic facilities; and

Potential for direct mortality or behavioral changes in fish through disturbance during dredging activities, non-

dredging construction activities, or vessel activity during berthing and departures.

With proposed mitigation measures as described in Section 4.2.4, residual project effects on habitat quality and

function, direct loss of habitat and direct mortality, or behaviour changes in fish (including harvestable salmon

species) are identified as negligible, whereby effects which are so small that they are neither detectable nor

measurable and are not anticipated to influence the short- or long-term viability of fish populations during

construction, operation, and decommissioning. As the viability of fish populations including harvestable salmon

populations is not expected to be measurably affected by the Project, Project-related effects on availability of

harvestable adult salmon species for commercial, recreational, and guided sport fishing in the LAA are considered

to be negligible. This potential effect is not carried forward for further assessment.

6.2.4.2.2.2 No Effect on Marine Tourism from Changes in Productivity, Abundance, and Presence of Marine Mammals and Coastal Birds

Project effects on productivity, abundance, and presence of marine mammals and coastal birds could affect marine

tourism activities including whale watching and bird watching in the LAA. For there to be a measurable change in

marine mammals and coastal birds that would affect the number of sightings by marine tourism operators in the





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LAA, there would need to be population effects on key species of interest (as discussed in Section 6.2.2, Existing

Conditions).

As indicated Section 4.3.4.4, Residual Project Effects (Marine Mammals), potential residual effects on the

Marine Mammals VC from Project activities during construction, operation, and/or decommissioning phases are:

Injury from underwater noise (impact pile driving);

Behavioural disturbance from underwater noise (vibro-densification, impact pile driving noise, dredging and vessel traffic); and

Injury or mortality from vessel strikes.

As described in Section 4.3.4.5, Determination of Significance of Residual Adverse Effects (Marine

Mammals), the Project is not predicted to result in residual effects on marine mammals and not exceed the

ecological thresholds or compromise the resilience of the regional marine mammal populations. The Project

will not adversely affect the population survival, recovery or viability of marine mammals within the LAA during

construction, operations and decommissioning – including these relevant for marine whale watching tourism

(e.g., sea lions, porpoises, whales).

As indicated in Section 4.8.4.4, Residual Project Effects (Wildlife and Wildlife Habitat), potential effects

on bird species representative of bird species that use aquatic (instream), intertidal/marsh/mudflat habitat, and

riparian habitat, including water birds and migratory species that are important for bird viewing tours (e.g.,

great blue heron, passerines, black crowned night-heron) include:

Habitat loss from vegetation clearing and construction of jetty footings;

Mortality from habitat clearing, and bird interactions with infrastructure, including collisions as a result of disorientation from artificial light; and

Barriers to bird movement.

With proposed mitigation measures for the Wildlife and Wildlife Habitat VC, as described in Section 4.8.4.3,

the Project is not expected to result in adverse residual effects to bird populations during construction,

operation, or decommissioning—including those popular for eco-tourism and recreational bird viewing.

As marine mammal and bird populations are not expected to be affected by the Project, the abundance and

presence of these species within the LAA, and marine mammals and bird sightings for marine tour operators would

not be affected. This potential effect is not carried forward for further assessment.

6.2.4.2.2.3 Negligible Effect on Recreational Fishing, Guided Sport Fishing, Marine Tourism, and Recreational Boating Environmental Setting from Changes in Air Quality, Atmospheric Noise, and Visual Quality

Air Quality

Residual Project effects on air quality (as assessed in Section 4.4 Air Quality) could affect the non-commercial

marine recreation environmental setting for recreational fishing, guided sport fishing, marine tourism, and

recreational boating. Project related effects on air quality during construction, operation and decommissioning

were evaluated and key findings of the air quality assessment show that Project activities during Operation (both





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Normal Operation scenario and Dredger Operation scenario) will potentially increase ambient air quality

concentrations from combustion exhaust from marine vessels and fugitive emissions from the pipeline system.

Predicted changes in air quality were compared to Metro Vancouver Ambient Air Quality Objectives or BC Ministry

of Environment and Climate Change Strategy Ambient Air Quality Objectives for potential exceedance.

Residual effects during Project Operation for 1-hour NO2 concentrations are predicted from an increase that

exceeds air quality objective for a short duration (a maximum of six hours per year for the Normal Operation

scenario and for a maximum of two hours per year in the Dredger Operation scenario with dredging activities

occurring at the Project for a maximum period of two weeks per year). The area of exceedance of the 1-hour NO2

objective for Operations is predominantly over the Fraser River and slightly impinges onto land on the north bank

of the Fraser River north of the Project Site Boundary (see Figure A-4.4.1-12). Residual effects during Project

Operation for an increase in SO2, CO, PM2.5 and PM10 concentrations are predicted to be negligible and below

the Metro Vancouver and BC objectives for both the Project Normal Operation and Dredger Operation Scenarios

at all discrete receptor locations used for the air quality assessment, and marine use areas within the marine use

LAA. Negligible residual Project effects on air quality are expected to result in a negligible effect on non-commercial

marine recreation environmental setting for recreational fishing, guided sport fishing, marine tourism, and

recreational boating.

This potential effect is not carried forward for further assessment.

Atmospheric Noise

Residual Project effects on atmospheric noise and noise nuisance (as assessed in Section 4.5, Noise) could

affect the commercial and non-commercial marine recreation environmental setting including guided sport fishing

(mainly occurring upstream of the Project as well as past the mouth of the river), mammal and bird watching tours,

kayaking and paddlewheeling tours, recreational fishing at Deas Island Park, fishing piers along Dyke Road, Garry

Point Park and Steveston harbour, and Tsawwassen Firs Nation’s marine based tourism which include recreational

fishing.

According to Health Canada, the use of percent highly annoyed (%HA) is a suitable means of assessing noise

annoyance effects, and Health Canada suggests that mitigation measures should be proposed if a change in %HA

is greater than 6.5% between Project and baseline noise environments. As presented in Section 4.5, Noise,

calculation of predicted change in %HA was conducted for four sensitive receptor sites. Receptor 3 (R3; site

representing First Nations Village of Tl'uqtinus, located 300 m north of the Project boundary, and 156 m from the

channel boundary navigational channel) and Receptor 4 (R4; a residence located 1,300 m southwest of the Project

boundary, and within 300 m of navigational channel and proposed shipping route for LNG vessels) were selected

as a representative site for consideration of change in atmospheric noise on marine recreational use environmental

setting, given their proximity to the navigation channel and marine areas where recreational marine users would

be located. Changes in noise levels at these sites were modelled for three construction activities (dredging,

construction of the temporary berth, and construction of the permanent berth) and three operational activities (LNG

barge loading at the Floating Temporary Bunker Berth [FTBB]; LNG carrier berthing at permanent berth, and

maintenance dredging). Decommissioning activities associated with the Project are expected to generate noise at

similar to or less than the levels predicted for construction; therefore, noise levels for this stage of the Project were

not assessed separately.





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Construction of the FTBB and permanent berth phases were predicted to result in a change in %HA above 6.5%

at R3 (7.0%HA for construction of the FTBB and 7.7%HA for construction of the permanent berth). All other

construction and operational activities where predicted to be below the 6.5% for both receptor sites. With

mitigation, the magnitude rating for Project-related noise was predicted to be negligible for all construction and

operation activities at these sites, with the exception of the construction of the FTBB and construction of the

permanent berth at R3 which was identified as moderate effect (i.e., change in %HA of greater or equal to 10%).

Perceived change in noise levels (and in turn change in %HA) experienced by recreational marine users transiting

the Project site are expected to be representative of changes predicted at R3 and R4 sites; however, marine users

transiting the Project site would come closer to construction noise sources than these sites, and in this context,

the perceived change in noise levels would be higher. However, as 1) there limited sustained recreational marine

uses in the marine portion of the noise LAA with marine uses generally consisting of transiting to areas up- and

downstream and 2) perceived nuisance effects from Project construction or operational noise within the immediate

Project area would be experienced temporarily, and within a small (localized) portion of the overall marine

recreational use LAA, residual Project effects on atmospheric noise within the marine portion of the 1.5 km area

from the Project boundary are expected to result in a negligible effect on the recreational fishing, guided sport

fishing, marine tourism, and recreational boating environmental setting.

Temporary change in noise levels during operations would also occur from LNG marine shipping transiting within

from the Project site from Sand Heads. As indicated in Figures 4.5.5., 4.5.6, 4.5.7, and 4.5.8, predicted changes

in noise levels from LNG carrier movements during various operational phases range from 50 to 55 A-weighted

decibel (dBA) (within the immediate area of the navigational channels where LNG carriers would be transiting) to

35 dBA in marine areas outside of the navigational channel closer to shore. Recreational and marine tourism

vessels either transiting or undertaking recreational activities within the LAA at the same location and time as the

LNG carrier transiting would experience perceived changes in noise levels as LNG vessels transit past; however,

perceived changes in noise levels would be temporary and localized in nature. As a result, changes in noise levels

from LNG marine shipping from the Project site to Sand Heads are anticipated to have a negligible effect on

recreational fishing, guided sport fishing, marine tourism, and recreational boating environmental setting.


Visual Quality

Residual Project effects on the Visual Quality VC could affect the marine use environmental setting during

construction, operation, and decommissioning. Recreational and marine tourism activities that could be affected

include guided sport fishing (mainly occurring upstream of the Project as well as past the mouth of the river),

mammal and bird watching tours, kayaking and paddlewheel tours, shoreline-based recreational fishing at Deas

Island Park, and fishing piers along Dyke Road and at Garry Point Park and Steveston Harbour, as well as

Tsawwassen First Nation’s marine-based tourism, which includes recreational fishing.

Construction of Onshore Facilities and Offshore Facilities will involve the removal of existing marine infrastructure

as well as the introduction of temporary laydown areas, site office and amenities, and construction equipment and

materials (i.e., barges, dredgers, crane barges). Construction of the jetty structure will involve the progressive

introduction of access trestles, loading platforms, berthing dolphins, and mooring dolphins. The construction of the

Onshore Facilities will involve the progressive introduction of the LNG transfer pipeline and the pipe rack system.





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These activities would result in a temporary increase in the visibility of construction-related features and activities,

and the progressive introduction of marine industrial infrastructure along the foreshore of the Fraser River which

has the potential to change the visual character of the landscape setting within the immediate area of the Project

site. Considering the scale of the construction-related features, most construction activities and equipment would

likely be visible only to viewers adjacent to the work sites (i.e., transiting marine users). The potential effects from

the construction of these components will persist into the operation phase.

As presented in Section 6.4, Visual Quality, change to the Visual Quality VC during operation from current

viewing conditions was determined through visibility analysis of Project components, including their visual contrast

with the existing visual character and the resulting visual impact to viewers from key viewpoints. The full

development of Onshore Facilities and Offshore facilities, the presence of LNG carrier vessels and barges at the

Project site during loading and berthing/departure, and marine shipping from the Project site to Sand Heads will

increase the visibility of the marine industrial infrastructure and activity along the Fraser River, which has the

potential to change the visual character of the landscape setting within the marine use LAA. With mitigation, the

magnitude rating for Project-related residual effects on visual quality during operations was predicted to be low

(i.e., a small change to existing visual quality that is not uncharacteristic of the existing visual character within the

LAA) for most key viewpoints related to activities at the Project site (i.e., vessel berthing/departure and loading)

and marine shipping activities along the Fraser River. Most of the key viewpoints are located within the Fraser

River or along the foreshore of the Fraser River (see Appendix 6.4-1). Two key viewpoints located along the

foreshore of the Fraser River were identified as experiencing moderate residual effect (i.e., a noticeable and

distinct change to existing visual quality that may not be considered uncharacteristic of the existing visual character

within the LAA).

During decommissioning, LNG carrier and barge shipping will cease, and Onshore Facilities and Offshore Facilities

will be removed. Similar to construction, these activities will result in a temporary increase in the visibility of

construction-related features (i.e., barges, crane barges) and the reduction of the marine industrial infrastructure

along the foreshore of the Fraser River, which has the potential to change the visual character of the landscape

setting within the LAA.

As presented in Section 6.4, Visual Quality, residual effects to the Visual Quality VC from construction and

decommissioning activities were considered to be temporary and will be fully mitigated after the conclusion of

construction and decommissioning activities. During operation, a low magnitude residual effect to the Visual

Quality VC will be longer term and represent a small visual change to the existing visual quality with the introduction

of elements that are not uncharacteristic of the existing visual character within the marine use LAA, including the

existing environmental setting for commercial and non-commercial marine-based recreation. Based on these

results, indirect Project effects on recreational fishing, guided sport fishing, marine tourism, and recreational

boating environmental setting from changes in visual quality during construction, operation, and decommissioning

are anticipated to be negligible.






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6.2.4.2.3 Commercial and Non-commercial Land Use

6.2.4.2.3.1 Project is Consistent with Land Use Designations, Plans, Objectives, Policies, and Zoning Requirements

The Project is located in the Tilbury industrial business park, which currently contains industrial product, service

and warehouse facilities. The Onshore Facilities portion of the Project is located on easements and rights-of-way

within property owned privately by FortisBC and the Offshore Facilities portion of the Project is within Crown lands

in the Fraser River. The lands overlapped by the Project’s onshore boundary and almost all of the properties within

the Land Use LAA are classified as “Industrial” land use in the land use plans and zonings of municipalities of

Delta and Richmond as well as in the VFPA’s Land Use Plan. Accordingly, the Project is in consistence with the

established land use plans, objectives, policies, and zoning requirements. This potential effect is not carried

forward for further assessment.

As indicated in Section 6.2.1.1, the offshore portion of the Project boundary is currently zoned as I5 (Water), which

allows fishing, transportation, and log storage activities (Corporation of Delta, n.d.-b). The future waterlot for the

Project will be created by the OGC, then be rezoned by Delta.

6.2.4.2.3.2 No Effect on Commercial Industrial and Non-commercial Land Access and Area Use

Project effects on land access and area use were assessed through measurable parameters including identifying

land use areas, size, locations, access routes to use areas, and use characteristics. The portion of the Land Use

LAA that could potentially experience access and area use effects during Project construction, operation, and

decommissioning is the area within the 2 km buffer around the Project boundary.

The land-based portion of the Project covers approximately 2.1 ha. The Onshore Facilities will be constructed in

an existing privately owned industrial site with no public access. There is no authorized non-commercial (i.e.,

recreational) land use in the land-based portion of the Project site nor within 2.0 km of the land-based portion of

the Project site. The Project will not displace any existing land-based commercial or non-commercial activity nor

result in land-based public access restrictions during construction, operation, and decommissioning activities.

There will be no acquisition of access roads or new road development for construction, operation, or

decommissioning activities. As indicated in the Socio-community VC assessment (Section 6.1), road traffic

supporting delivery of goods and materials and workers to and from the Project site during construction, operations,

decommissioning would have a negligible effect on the nearby River Road traffic counts, and road capacity, and

a negligible effect on access to or use of industrial and non-commercial sites’ existing onshore facilities within the

LAA.

A negligible Project effect is anticipated on commercial and non-commercial land access and area use, and this

potential effect is not carried forward for further assessment.





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6.2.4.2.3.3 Negligible Effect on Land-Based Recreation Environmental Setting from Changes in Air Quality, Atmospheric Noise, and Visual Quality

Air Quality

Residual Project effects on air quality (as assessed in Section 4.4 Air Quality) could affect land-based

recreational environmental setting. Project related effects on air quality during construction, operation and

decommissioning were evaluated. As indicated in Section 6.2.4.2.2.3.1, findings of the air quality assessment

show that Project activities during Operation (both Normal Operation scenario and Dredger Operation scenario)

will potentially increase ambient air quality concentrations from combustion exhaust from marine vessels and

fugitive emissions from the pipeline system.

Residual effects during Project Operation for 1-hour NO2 concentrations are predicted from an increase that

exceeds air quality objective for a short duration (a maximum of six hours per year for the Normal Operation

scenario and for a maximum of two hours per year in the Dredger Operation scenario with dredging activities

occurring at the Project for a maximum period of two weeks per year). The area of exceedance of the 1-hour NO2

objective in the Normal Operation case slightly overlaps onto land on the north bank of the Fraser River

approximately 100 m directly north of the Project Site Boundary. One discrete air quality receptor located 50 m

from the Project Site Boundary on the north bank of the Fraser River is predicted to experience exceedance of the

1-hour NO2 objective. The receptor site is not related to any formal land-based recreational area. The maximum

concentration predicted at all discrete air quality receptor locations were below the 1-hour NO2 objective for the

Dredger Operation scenario. Concentrations predicted for annual NO2 were shown to be well below the Metro

Vancouver air quality objectives at all discrete receptor locations. Residual effects during Project Operation for an

increase in SO2, CO, PM2.5 and PM10 concentration are predicted to be negligible and below the Metro

Vancouver and BC objectives for both the Project Normal Operation and Dredger Operation Scenarios at all

discrete receptors including land-based recreational use areas and receptors in the land use LAA. Negligible

residual Project effects on air quality are expected to result in a negligible effect on the land-based recreational

environmental setting.


Atmospheric Noise

Residual Project effects on atmospheric noise and noise nuisance (as assessed in Section 4.5, Noise) could

affect the land-based recreation environmental setting within which recreational activities occur (nuisance effects

on residents, public facilities, and First Nations traditional use areas from change in Project-related noise levels

are assessed in Section 6.1, Socio-community and Section 6.3, Current Use of Land and Resources for

Traditional Purposes). The land base in proximity to the Project is developed industrial with the exception of

small portion of the trail in Deas Island Park, a short walkway trail in front of the Riverport residential area, and an

informal walking trail at Tilbury Island. No other land-based commercial or non-commercial recreational use area

or amenities are located within the 2 km buffer around the project boundary portion of Land Use LAA. A number

of shoreline recreational trails are located outside the 2 km buffer portion of the Land Use LAA, downstream of the

Project to the mouth of the Fraser River. Users of these trails could experience change in noise levels from LNG

marine shipping.





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Receptor R4 (as described in Section 4.5, Noise), was selected as a representative site for consideration of

change in atmospheric noise on land recreational use areas, as this site is located 1,300 m southwest of the

Project boundary adjacent to Riverport apartments where the short recreational walkway with three viewing

platforms exists. Predicted noise levels at R4 during construction and operation are estimated to be below the 6.5

HA% threshold. Predicted changes in noise levels (and %HA assessment results) at R4 are assumed to be similar

for the area where the walkway trail in front of Riverport residential area is located, as well as trails within the 2 km

buffer portion of the Land Use LAA (e.g., Deas Island Park). Changes in Noise from Project construction and

operation activities that would occur within the 2 km buffer area of the Land Use LAA are anticipated to have a

negligible effect on the land-based recreation environmental setting in this area.

As presented in Section 4.5, Noise (Figures 4.5.5., 4.5.6, 4.5.7, and 4.5.8), predicted changes in noise levels

from LNG carrier movements are less than 35 dBA within onshore areas outside of the navigational channel,

downstream of the Project. As noise increases above 5 dBA are perceptible, land-based recreational users along

the shoreline downstream of the Project to the mouth of the Fraser River could temporarily experience perceived

changes in noise levels as LNG vessels transit; however, perceived changes would be temporary, short term, and

localized in nature as vessels transit past. As a result, changes in noise levels from LNG marine shipping occurring

between the Project sites to the mouth of the river are anticipated to have a negligible effect on the land-based

recreation environmental setting. This potential interaction was not carried forward for further assessment.

Visual Quality

Residual project effects on the Visual Quality VC could affect the land-based recreation environmental setting

during construction, operation, and decommissioning. Land-based recreation activities that could be affected

include a short walkway trail near the Riverport residential area and recreational trails and day use sites in Deas

Island Park. Details of the components and activities related to construction and decommissioning activities which

have the potential to change the visual character of the landscape setting within the LAA are described in Section

6.4.

During operation, the full development of Onshore Facilities and Offshore Facilities, the presence of LNG carrier

vessels and barges at the Project site during loading and berthing/departure, and vessel movement during marine

shipping from the Project site to Sand Heads will increase the visibility of the marine industrial infrastructure and

activity along the Fraser River, which has the potential to change the visual character of the landscape setting

within the LAA. As described in Section 6.4.4.6, with mitigation, the magnitude rating for Project-related residual

effects was predicted to be negligible or low for most of the key viewpoints, including those located along the

foreshore of the Fraser River (which are related to locations for land-based recreation activity such as Riverport

residential area, Deas Island Park, and Garry Point Park) (see Appendix 6.4-1). Two of these key viewpoints were

identified as experiencing a moderate residual effect.

As with marine-based recreational receptors, for land-based receptors, residual effects to the Visual Quality VC

from construction and decommissioning activities were considered to be temporary and will be fully mitigated after

the conclusion of construction and decommissioning activities. During operation, a low magnitude residual effect

to the Visual Quality VC will be longer term and represent a small visual change to the existing visual quality with

the introduction of elements that are not uncharacteristic with the existing visual character within the land use LAA

including the existing environmental setting for land-based recreation. Based on these results, Project effects on

the land-based recreational boating environmental setting from changes in visual quality during construction,

operation, and decommissioning are anticipated to be negligible.





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6.2.4.3 Potential Project Effects

6.2.4.3.1 Potential Effect 1 – Effect on Navigation

The assessment of Project effects on navigation considered changes to the following aspects:

Navigation use—including navigation channel location, route, and access; navigational aids

Navigability—including navigation hazards and interference

Potential Project effects involving marine vessels including potential allsion, ground, and collisions are addressed

in Section 9.0, Accidents and Malfunctions.

Project construction, operation, and decommissioning infrastructure and associated activities will not be located

within the navigational channels, nor will the Project effect changes to navigational channel location, routing, and

operations (e.g., no temporary restriction to portions of the navigational channels). However, 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 the in immediate Project area.

6.2.4.3.1.1 Transportation of Materials and Equipment and Marine Shipping

Transportation of materials and equipment during construction and decommissioning and marine shipping could

affect navigation within the LAA. The Marine Use LAA is navigated by commercial traffic including tugs and barges,

large commercial (cargo) vessels, and to a lesser extent commercial and recreational fishing and pleasure

recreational boating. A small number of tankers and commercial marine tourism and guided sport fishing operators

transit the area from upstream and downstream use locations and activities. As the Project area is heavily

industrial, the majority of existing vessels navigating in the immediate Project area are tugs, barges, and cargo

vessels.

During construction, the majority of construction materials and equipment, including pipe runs, trestles, and other

modules, will be transported to the Project site via transport barges, using the shipping routes in the South Arm of

the Fraser River. Dredgers will also transit to and from site and will be positioned in river for capital dredging.

Spud19 and support barges will transit to and from site and will be positioned in river to support removal of

abandoned marine infrastructure and FTBB platform and trestle, and support dredging activity. Crane and

equipment storage barges will support pile driving and ground stabilization works. Construction workers will

transport to site by car. Generally, contractors will mobilize construction-related marine vessels to site, conduct

general construction activities, and then demobilize once activities are completed. Approximate vessel movements

during construction include:

Three to four round trips for vessels supported work completed by primary marine contractors;

19 Spud barge is a type of barge that is moored by using through-deck pilings or steel shafts, which are commonly referred to as spuds.





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One to two round trips for dredging contractors;

One round trip for construction barges;

One round trip to support the construction of the FTBB; and

One round trip for two spud barges.

During decommissioning, marine vessel traffic volumes are anticipated to be minimal, and will involve one-time

towing of dismantled FTBB and pilings to a shipyard dry dock for storage or reuse. Adverse effects on navigation

from transportation of equipment and materials during decommissioning are considered to be negligible and are

not addressed further.

During operations, up to 68 LNG carrier vessels and up to 69 LNG bunker vessels calls are anticipated at the jetty

annually. The larger LNG carriers are expected to have an overall length of approximately 250 m and the smaller

carrier vessels are expected to have an overall length of approximately 120 m (Table 6.2-12).

Table 6.2-12: Specifications of Liquefied Natural Gas Vessels

Specification 7,500 LNG Barge ~100,000 m3 LNG Carrier

Overall Length (m) ~109 ~242

Overall Breadth (m) ~18 ~38

Source: (Ausenco, 2018) LNG = liquefied natural gas.

Anticipated maximum loaded draught for the largest LNG vessels is 11.5 m, which is within the maximum draft for

the Fraser River (i.e., 11.5 m on a 3.3 m tide at Sand Heads). Other operation-related vessels include tug boats,

patrol boats and other ancillary vessels (during LNG vessel berthing and berthing specifically), and regular

maintenance dredging of the berth pocket (after the annual freshet period) involving in river dredgers and

associated vessels.

During operation, LNG vessels will use the principal commercial shipping route, commencing at Buoy Juliet at the

entrance of Juan de Fuca Strait, continuing through Haro Strait, Boundary Pass, and the Strait of Georgia to the

entrance of the Fraser River. The route will continue up the Fraser River to the WesPac’s Tilbury Jetty. The Fairway

Buoy Pilot Station off Brotchie Ledge in Victoria would be the first pilot boarding location for the LNG vessels,

where vessels would take on a BC Coasts pilot, up to Sand Heads Pilot Station located at the entrance of the

Fraser River. At Sand Heads, the BC Coasts pilot would disembark and a Fraser River pilot, provided by Fraser

River Pilotage Authorities (FRPA) would board the vessels and continue to navigate the vessels to WesPac Tilbury

Terminal (Ausenco, 2018). On departure from Tilbury, the outbound transit of the river would similarly be handled

by a Fraser River pilot who will disembark at Sand Heads after handing over to the two BC Coast pilots. Cruising

LNG vessel speed in the Fraser River will be 9 knots for the ~100,000 m3 LNG carriers and 7 knots for 7,500 LNG

barges (Ausenco, 2018). At a vessel movement of 9 knots, the transit between Sand Heads pilot station and the

terminal will take approximately one to two hours (Ausenco, 2018).





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Three tethered escort tugs provided by a qualified tug operator will be present for Project LNG carrier vessels

transiting between Sand Heads and the terminal. Non-tethered escort tugs for the LNG barges will be equipped

for quick line attachment to the barges. Berthing and deberthing operations will also be performed with the

assistance of at least two tethered Azimuth Stem Drive tugs. In case of emergency (e.g., during adverse weather

conditions), additional terminal tugs, including tugs at Vito’s Dock (located 3.2 nautical miles [nm] from terminal)

and tugs at New Westminster (located 6.8 nm from terminal), will be on standby (Ausenco, 2018).

To support spatial analysis of berthing of the largest 250 m LNG carrier vessels. The distance between the edge

of the jetty and the outer limit of the southern shipping channel is approximately 335 m (and approximately 435 m

from the centre line of the shipping channel). The width of the Fraser River at this point is approximately 760 m.

The berthing and deberthing area would be situated fully within the marine security zone. LNG carriers will typically

approach the jetty keeping the berth on their starboard side, allowing approaching vessels to maintain their bows

upriver without turning, supporting maximum control and reduction of speed as the vessel approaches the jetty. A

smaller bunkering carrier vessel and larger LNG carrier vessel could be berthed at the jetty at same time, but only

one vessel at a time would load. Cargo transfer operation process (e.g., berthing and mooring, inspections, cool

down process, loading, and preparation to depart) is estimated to take approximately 12.3 hours for 7,500 LNG

barges and 22 hours for ~100,000 m3 carriers (Ausenco, 2018). On departure, vessels will be pulled off the berth

using tug assist. Berthing and deberthing for all size of carriers are anticipated to take less than one hour each.

Vessel turning within the navigational channels is anticipated to take approximately 10 minutes (at a typical vessel

turning 20 degrees per minute).

Project-related construction, operation, and decommissioning vessel operators will be required to comply with all

applicable regulations when transiting to and from site and berthing and deberthing. It is assumed that the Project

will conduct all marine transportation of equipment and materials during construction and of LNG during operations

in accordance with the requirements of the Canada Shipping Act and other relevant navigation regulations. Under

the Collision Regulations, vessels less than 20 m in length, including those engaged in fishing, must not impede

the passage of a vessel that can safely navigate only within a narrow channel or waterway (i.e., a vessel

constrained by draft in relation to available depth or width of navigable water). The operators of smaller vessels

that transit the LAA and navigate the same route at the same time as Project construction and operational vessels

will be expected to yield to larger and less-mobile construction marine vessels and LNG carrier vessels and barges.

During operation, turning of the larger carrier vessels within the navigational channels associated with berthing

and deberthing could intermittently restrict movement of larger non-Project related vessels (e.g., large cargo

vessels) in the alternate shipping lane for a short duration of 5 to 10 minutes.

6.2.4.3.1.2 Dredging of Dredge Area and Maintenance Dredging

Construction dredging is anticipated to be 50,000 m3, with an area of 17,000 m2 during construction of the floating

temporary bunker berth, and is anticipated to be 460,000 m3, with an area of 204,000 m2 during construction

Stages 1 and 2. The dredging associated with the FTBB will be performed at the same time as the dredging

associated with construction Stages 1 and 2, and will occur during August 2019. Assuming a dredging rate of

14,000 m3/day, construction dredging is anticipated to consume approximately 40 working days or approximately

55 calendar days per year during construction. As indicated in Figures 1.2 & 1.3 of section 1.0 dredging activity

would occur between the centre line of the shipping channel and outer limit of the southern shipping channel.





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During Project operations, periodic maintenance dredging may be necessary in deep water, to maintain a suitable

under keel clearance for larger vessels. It is estimated that annual maintenance dredging volume will be up to

125,000 m3/year. Assuming a dredging rate of 14,000 m3/day, annual maintenance dredging is anticipated to

consume approximately 9 working days or approximately 13 calendar days per year. This work would likely be

timed to coincide with the VFPA routine river maintenance dredging, be carried out in accordance with the VFPA’s

dredge policy and other regulatory requirements, and subject to terms and conditions of permits to be obtained by

WesPac.

With adherence to required regulations, Project effects on navigation from construction and operational dredging

are anticipated to be negligible.

6.2.4.3.1.3 Onshore Construction Activities and Marine Security Zone

During construction (including site preparation and removal of existing marine infrastructure, dredging, in-river

ground stabilization and piling works, and construction of Offshore Facilities), and into operation, a marine security

zone will be established around jetty operations and the Offshore Facilities, where only Project-related and

authorized vessel traffic will be permitted to enter this restricted area. This zone will include the area where marine

patrol boats will carry out their operations to maintain a cleared safe passage of berthing and deberthing LNG

vessels in the immediate jetty area and communicate berthing and deberthing activity to other nearby marine

vessels transiting or using the area.

The marine security zone will not traverse the main or secondary navigational channels. Subject to Transport

Canada approval, this marine security zone will be delineated by a regulated lighting system, in addition to flashing

lights at the loading dock, and lighting and signage on the trestles, moorings, and platforms. Marine users will be

required to maneuver around these localized restricted areas. Navigation in the navigation channels will not be

affected, but there may be some interference as non-Project-related vessels will require authorization to navigate

within the marine security zone. The exact spatial extent of the marine security zone will be determined through

the final design of the Project. During this process, consideration will be given to local river conditions and uses,

applicable marine regulatory BMP requirements, and input from Schedule B Aboriginal groups, marine users, and

the VFPA.

To address Project effects on navigation during construction and operation from transportation of materials and

equipment, marine shipping, onshore construction activities, and the marine security zone, operational procedures

and mitigation measures are required.

6.2.4.3.2 Potential Effect 2 – Effect on Commercial and Non-commercial Marine Area Use and Access

The assessment of potential effects of the Project on commercial and non-commercial marine area use and access

considered changes to the following aspects:

Use of and access to areas and amenities supporting commercial marine transportation and marine foreshore

industrial activity;

Use of and access to commercial and recreational fishing areas and amenities;





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Use of and access to guided sport fishing and marine tourism areas and amenities; and

Use of and access to recreational boating areas and amenities.

Similar to effects on navigation, marine transportation of materials and equipment during construction, marine

shipping during operation, marine construction and operational activities at site including dredging, and operations

of the marine security zone during could affect commercial and non-commercial marine area use and access

during construction and operation.

As described in Section 6.2.4.2.2.2, construction-related marine vessels transporting materials, abandoned

infrastructure, and equipment to and from the Project site would transit within the designated navigation channels

in the LAA up to the Project site, where they would undertake construction activities within various parts of the

Project offshore area. During operation, an average of one vessel every three days is anticipated to call in to the

jetty, along with various tugs and a security monitoring patrol boat. Based on 2018 projections of large vessel

traffic counts (i.e., cargo and tanker traffic) as described in Section 6.2.2, operational LNG carrier and barge

vessels for the Project could comprise an estimated 6.5% of all large vessel traffic transiting the Southern Arm of

the Fraser River up to the Project site.

Smaller commercial and recreational marine vessels transiting within the navigation channels in the LAA at the

same time as construction vessels and operational LNG carrier and bunkering vessels may need to occasionally

change speed or direction to yield to larger Project vessels, resulting in minor transit delays. During commercial

salmon openings, nets on commercial fishing vessels dropped within the navigational channels would need to be

removed from the navigation channels (per regulatory requirements) so as not to impede

construction/decommissioning and operational marine vessel traffic. During operations at the Project site, LNG

carrier movements may temporarily restrict area use and access by commercial and recreational vessels during

the less than 5- to 10-minute berthing and deberthing period.

The offshore Project infrastructure, consisting of the FTBB, permanent marine tandem jetty, and marine portion of

the LNG transfer system, would be approximately 1.3 ha in size. In-river Project infrastructure will not be located

within or affect privately held foreshore tenure areas as the Offshore Facilities portion of the Project is within Crown

lands in front of property owned privately by FortisBC and Varsteel. Access to and use of nearby foreshore tenured

areas will not be restricted from the marine Project footprint and implementation of the marine security zone. During

construction and operation, commercial or recreational vessels transiting or using the marine areas around the

immediate Project area, outside of the navigational channels, will be required to travel around in-river Project

infrastructure, the marine security zone, and in-river construction activity and equipment (e.g., dredgers) occurring

outside of the marine security zone. Transiting around these areas may slightly increase travel time, and vessels

will be required to change speed and direction to avoid parked or construction/decommissioning marine vessels,

and during operations berthing and deberthing LNG carriers. Effects on commercial and non-commercial marine

area use and access from construction and operational marine vessel traffic, in-river construction and operational

activities at the Project site, and the marine security zone would likely be higher during peak marine use periods,

such as commercial salmon fishery openings and peak marine tourism and recreational boating summer months.

However, access to or use of commercial and non-commercial marine areas, destinations, and amenities up and

down river from the Project will not be prevented given the navigational channel and river widths and the





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navigational requirements of the LNG carriers. Also, effects on commercial and non-commercial marine area use

and access are anticipated to be spatially and temporarily limited, given:

The small number of construction marine vessel movements and LNG carrier vessel movements per

week/annually;

The small size of the marine Project footprint and marine security zone relative to the commercial and non-

commercial use areas in the LAA;

The Project area is not generally or extensively used for sustained commercial or non-commercial

recreational marine uses (rather, used more for temporary commercial vessel transiting).

Given that Project footprint, berthing, and marine security zone areas are very small in relation to total harvesting

area under PFMA 29 licences (estimated to comprise less than 2% of PFMA Sub-area 29-13), and that the Project

area is not identified as high use commercially fish harvesting area (with higher harvesting activity occurring closer

to the mouth of the Fraser River), Project effects on commercial fish harvesting area use and access are not

anticipated to affect commercial fish harvest landings or revenues.

As commercial transportation, foreshore industrial use, commercial fishing, recreational fishing, and marine

tourism and non-commercial recreational marine uses and activities are understood to be similar for Aboriginal

and non-Aboriginal people in the LAA based in available existing conditions information (as reflected in Section

6.2.2), and as economic impacts to commercial harvesters holding commercial fishing licences are not anticipated

as a result of restricted access and area use, it is expected that the above Project effects on commercial and non-

commercial marine area use and access would equally apply to Aboriginal peoples engaging in commercial, and

non-commercial recreation marine-use activities in the LAA. However, Project construction and operational

activities, including associated marine vessel traffic could affect Aboriginal peoples who derive economic benefit

from engaging in commercial marine use activities in areas that overlap with the LAA. For further discussion of

potential Aboriginal group-specific effects on marine use for traditional purposes, including EO fisheries, refer to

Section 6.3, Current Use of Lands and Resources for Traditional Purposes, and Part C: Aboriginal

Consultation.

To address effects on commercial and non-commercial marine area access and use and limit disruption of marine

user’s activities, operational procedures and mitigation measures are required.

6.2.4.4 Mitigation Measures

Mitigation measures that are expected to reduce or eliminate an adverse effect, or enhance a positive effect, are

described below and summarized in Table 6.2-13. Mitigation measures include mitigation integrated into Project

design and specific mitigation identified for Land and Marine Resource Use.

Selection of mitigation measures for Land and Marine Resource Use was informed by:

A review of mitigation measures and follow-up programs undertaken for similar developments;





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Regulator, public, and Aboriginal groups input; and

Internal evaluation of technical and economic feasibility.

6.2.4.4.1 Project Design Mitigation

The following mitigation measures to address Project effects on navigation have been incorporated in the Project’s

design:

Navigational lighting and navigational aid requirements, including those for the marine security zone, subject

to Transportation Canada requirements.

Construction activities associated with a higher number of vessel movements and delivery of materials by

marine transportation will be timed to avoid commercial fishery openings, with openings generally occurring

during periods between July and October. As openings can be scheduled on short notice, information on the

timing of commercial fishery openings will be broadcast to the appropriate parties through mechanisms

outlined in the Marine Communication Plan (see below). The feasibility of adjusting construction vessel

movements and deliveries will be evaluated in the context of time sensitive construction schedules. This

mitigation is considered moderately effective as reducing the temporal overlap of construction activities that

generate higher construction vessel movements will reduce the potential for interactions between

construction vessels and commercial fish harvesters in the LAA, including Aboriginal commercial harvesters.

6.2.4.4.2 Specific Mitigation for Project Effects on Navigation

6.2.4.4.2.1 Mitigation Measure M6.2-1 Implementation of TERMPOL Recommendations

Upon an agreement with Transport Canada, WesPac will participate in Transport Canada’s voluntary shipping and

navigational risk assessment TERMPOL review process. The Project TERMPOL studies will be reviewed and

agreed upon by Transport Canada and include a systematic assessment of navigational safety and risk

management. Agreed-upon recommendations from potential forthcoming TERMPOL review process will be

integrated into the Project design and operating procedures, including those mitigation measures related to

navigation, passage planning, and marine vessel traffic management.

integration of TERMPOL recommendations into the Project design and operating procedures is anticipated to

have a moderate to high effectiveness in addressing Project effects on navigation.

6.2.4.4.2.2 Mitigation Measure M6.2-2 Compliance with Maritime Regulations and Legislation

The Project will conduct all Project shipping and transportation in accordance with requirements of the Canada

Shipping Act and other relevant legislation. This will include compliance with the following:

A Fraser River Coast pilot will be on board LNG carriers at all times throughout the passage from Sand Heads

to the Project site and for the return passage.





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LNG carrier passage within the South Arm of the Fraser River will be assisted by three tugboats, which will

also assist in alerting commercial and non-commercial marine users of approaching vessels.

During berthing, LNG carriers will turn and align with tugboat assistance in a designated turning area. Once

aligned, tugboats will assist LNG carriers with berthing. Final berthing procedures and provisions will be

determined by the escorting pilot. Specific stipulations for navigational safety and lighting requirements, along

with the addition of navigational aids will be developed with Transport Canada through the Navigational

Protection Program review process in accordance with the Navigation Protection Act.

Any transits in poor weather will be approved by BC Coast and Fraser River Coast pilots. Limits on weather

and conditions will be identified by TERMPOL and through consultation with Pacific Pilotage Authority (PPA).

During operations, LNG carrier passage up the Fraser River to Project site and during the return passage will

be monitored by Project personnel operating the control enclosure/jetty operator using AIS.

LNG carrier shipping activities will also comply with applicable national and international safety regulations that

have not been listed, such as requirements established by the International Maritime Organization. Where

applicable, consideration will also be given to best practice for the safe navigation of LNG vessels, including

PIANC.

Compliance with Maritime Regulations and Legislation is a regulatory requirement and its implementation to

shipping is anticipated to have a high effectiveness in addressing Project effects on navigation.

6.2.4.4.2.3 Mitigation Measure M6.2-3 Marine Access and Transportation Management Plan

A Marine Access and Transportation Management Plan (MATMP) will be developed and implemented in

accordance with TERMPOL recommendations. The MATMP will address construction, operation, and

decommissioning phases and will include a description of the activities and procedures to maintain commercial

and non-commercial vessel navigational passage, including but not limited to:

Construction:

▪ In-river construction and staging areas to be used;

▪ General location of points of access and barge loading areas;

▪ General locations of barges in the water during construction;

▪ Schedule of construction activities;

▪ Construction marine vessel transportation requirements, schedules, and routes;

▪ Marine security zone definition and implementation procedures, to maintain navigation and safety;

▪ Communication of construction works occurring within the Project area to marine users and regulators

via a Marine Communications Plan (as described below).





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Operation:

▪ LNG carrier vessel transiting information including routings, timing, frequency, and numbers

▪ Berthing procedures and provisions including communications to mariners

▪ Requirements for aids and navigational lights as per the Navigation Protection Program permitting

process

▪ Marine security zone definition, implementation, and patrolling procedures

▪ Requirements for Notices to Mariners and Notices to Shipping

Decommissioning:

▪ General locations of barges in the water during decommissioning;

▪ Schedule of decommissioning activities;

▪ Marine vessel transportation requirements, schedules, and routes;

▪ Marine security zone definition and implementation procedures, to maintain navigation and safety;

▪ Communication of decommissioning works occurring within the Project area to marine users and

regulators via a Marine Communications Plan (as described below).

As part of the MATMP, WesPac will consult with key marine user groups (e.g., commercial marine transport

operators, commercial fishers, marine tourism) to discuss strategies to minimize/manage the interaction of Project

construction and vessel traffic with user group activities, particularly during high season months. Review of the

MATMP including its implementation, may be required by the Navigation Protection Act, VFPA, and other

regulatory agencies as an ongoing condition of Project approval to ensure that navigation is not affected during

construction, operation and and decommissioning.

6.2.4.4.2.4 Mitigation Measure M6.2-4: Marine Communication Management Plan

A Marine Communications Plan (MCP) will be developed and implemented throughout construction to further avoid

and minimize adverse effects on marine users during construction and early stage of operations. The MCP will

meet the requirements of Transportation Canada’s Navigation Protection Program and will include, but not be

limited to, the following information of Project works that could affect marine navigation, marine access and use,

and communications:

Project description, including key design features, pier locations, and clearances;

Construction schedule, including location and timing of marine-based works and staging areas;

Marine construction methods, including type and location of marine equipment and construction marine

vessel transportation requirements;





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Timing and location of travel corridors (navigation channels) for marine vessels and equipment;

Any temporary restrictions on navigation, timing and location of marine access, and options for alternative

movement of marine vessels; and

Implementation of radio communications, navigational aids, and buoys.

The MCP will also include:

A description of commercial and non-commercial and Aboriginal marine uses and navigation in the Project

area that could be affected by the Project and mitigation measures to be implemented to address effects;

Procedures (e.g., posting notices, notice to mariners) to communicate the above Project works information

with commercial and recreational marine users and Aboriginal groups;

Navigation (e.g., aids, markers, signs, on-board communication, radar, and position systems required for

Project construction and LNG carrier vessels) and emergency preparedness procedures (e.g., emergency

phone line available to marine users in the event of a Project-related marine emergency) to be implemented

for the Project; and

Description of completed and planned consultation for development and implementation of the MCP in

accordance with navigation regulatory requirements and conditions of the EAC Application.

Input on MCP content and implementation will be obtained from key stakeholders and Schedule B Aboriginal

groups such as:

Council of Marine Carriers;

Fraser River pilots;

VFPA;

The Cities of Delta and Richmond;

Key construction contractor(s);

Commercial fishers’ associations;

Recreational marine user groups; and

Musqueam Indian Band, Tsawwassen First Nation, and other Schedule B Aboriginal groups.

The MCP will include a procedure for marine users and Aboriginal groups to consult with the Project developer

and operator regarding high use periods, to support marine vessel passage planning and scheduling.





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Collectively, the MATMP and the MCP are based on regulatory requirements, BMPs, and other project

experiences, and their implementation—along with adherence to regulatory requirements pertaining to shipping—

is anticipated to have a high effectiveness in addressing Project effects on navigation. WesPac has obtained

feedback from the VFPA on potential navigational hazards and impacts from the Project and appropriate mitigation

measures, which include those outlined above (Section 6.2.4.4.1). Based on these factors, with the above

mitigation, residual Project effects on navigation during construction, operations, and decommission are not

expected.

6.2.4.4.3 Specific Mitigation for Project Effects on Commercial and Non-commercial Marine Area Use and Access

The mitigation measures to address Project effects on navigation (as outlined in Section 6.2.4.4.2) will also

manage potential Project effects on commercial and non-commercial marine area access and use.

6.2.4.4.3.1 Proposed Mitigation Measure M6.2-5 Timing of Construction Activities to Avoid Commercial Salmon Fishery Openings

Construction activities including marine transportation of construction equipment and materials will be timed to

avoid commercial fishery openings where feasible, with openings generally occurring during periods between July

and October. As openings can be scheduled on short notice, information on timing of commercial fishery openings

will be broadcast to the appropriate parties through mechanisms outlined in the MCP. The feasibility of adjusting

construction activities will be evaluated in the context of time-sensitive construction schedules. This mitigation is

considered moderately effective. as reducing the temporal overlap of construction activities with commercial

salmon fishery openings will reduce the potential for interaction between construction activities and vessels and

commercial fish harvesters in the LAA, including Aboriginal commercial harvesters.

6.2.4.4.3.2 Project Mitigation Measure M6.2-6: Aboriginal Communications Plan

An Aboriginal Communications Plan (as described in Part E, Section 14) will be developed and implemented

during construction, early stages of operations, and during decommissioning to support maintenance of

commercial and recreational fishing activity and access and use opportunities for Aboriginal groups.

The proposed mitigation measures are expected to be moderately effective as they are common practice in the

marine terminal construction industry. With these mitigation measures in place, some residual effects on

commercial and non-commercial marine area use and access are expected to remain during Project construction

and operation, as commercial and non-commercial marine area displacement, access, and use effects from the

Project construction and operational activities cannot be fully mitigated.





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6.2.4.4.4 Summary of Mitigation Measures

A summary of mitigation measures to address adverse Project effects on Land and Marine Resource Use is

provided in Table 6.2-13.

Table 6.2-13: Summary of Mitigation Measures to Address Adverse Project Effects on Land and Marine Resource Use

Subcomponent Potential

Effect Applicable Phase(s)

Mitigation Measure Mitigation

ID # Effectiveness

Navigation Effect on navigation

Construction, operation, decommissioning

Implementation of TERMPOL recommendations

Compliance with maritime legislation and regulations

Marine Access and Transportation Management Plan

Marine Communications Plan

M6.2-1

M6.2-2

M6.2-3

M6.2-4

Moderate - High

High

High

High

Commercial and non-commercial marine use

Effect on commercial and non-commercial area use and access

Construction, operation, decommissioning

Implementation of TERMPOL recommendations

Compliance with maritime legislation and regulations

Marine Access and Transportation Management Plan

Marine Communications Plan

Timing of construction activities with commercial salmon fishery openings

Aboriginal Communications Plan

M6.2-1

M6.2-2

M6.2-3

M6.2-4

M6.2-5

M6.2-6

Moderate - High

High

High

High

Moderate

Moderate

VC = Valued Component; TERMPOL = Technical Review Process of Marine Terminal Systems and Transshipment Sites.





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6.2.4.5 Residual Project Effects

With implementation of mitigation measures discussed in Section 6.2.4.4, the following residual effects may occur:

Effects on commercial and non-commercial marine access and area use from marine transportation of

materials and equipment during construction; in-river construction activities at site, marine shipping during

operations, and operations of the marine security zone.

This section provides further characterization of the residual effects listed above following the application of

mitigation measures.

6.2.4.5.1 Residual Effect 1: Commercial and Non-commercial Marine Access and Area Use

With the above mitigation measures in place, there is the potential for residual effects on commercial and non-

commercial marine area use and access including commercial marine transportation, commercial and recreational

fishing, marine tourism, and recreational boating from transportation of materials and equipment during

construction, marine shipping during operations, in marine construction and operational activities at site and the

operation of the marine safety zone. Taking into consideration the proposed mitigation, the residual Project effects

are anticipated to be of low magnitude due to the following:

The number of construction marine vessel movements within the marine use LAA is very low relative to

the overall number of vessel movements occurring in this part of the Fraser River.

The number of operational marine vessels within the marine use LAA is low relative to the overall number

of vessel movements occurring within this part of the Fraser River (i.e., an average of two LNG carrier

vessel movements every three days).

The size of the Project boundary and marine security zone specifically is very small relative to the area

utilized by commercial and non-commercial marine users within the LAA.

Other than nearby commercial barge mooring activities, the Project site is not used for sustained marine

uses and is used mainly for marine vessel transiting. As such, Project construction and operational

activities near the Project site would potentially result in short-term interference with a small number of

commercial and recreational marine users transiting the area.

For construction and operation phases, the geographic extent of this effect is local, limited to the LAA. Duration of

the effect is medium term, as the effect would continue through construction and operation. The effect would be

continuous as Project site-specific construction activities, construction and operational marine shipping, and

operations of the marine safety zone would displace marine area use and access on an ongoing basis.

Implementation of Mitigation Measure 6.2-5 will help reduce, but may not totally remove, the temporal overlap of

construction activities with commercial salmon fishery openings. LNG vessel movements and site operations

would continue during commercial salmon fishery openings. The effect would be reversible once Project

operations cease. The context is rated as resilient, as the South Arm of the Lower Fraser River has accommodated

and continues to accommodate commercial and industrial vessel activity. The Project is located in a highly





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industrialized area whereby marine users are used to accommodating temporary in-river interferences and

industrial activities. Likelihood of this effect occurring is considered moderate to high, as construction and

operational activities would spatially and temporally interact with marine users.

It is expected that mitigation measures to address Project effects on commercial and non-commercial marine area

use and access would be equally effective in addressing Project effects on the general population and on

Aboriginal peoples engaging in these activities within the LAA. As such, it is expected that the characterization of

residual effects would apply equally to Aboriginal peoples engaging in commercial and non-commercial marine-

use activities in the LAA.

Summary of residual project effects are presented in Table 6.2-14.





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Table 6.2-14: Summary of Residual Project Effects for Land and Marine Resource Use

Project Phase: C = construction; O = operation; D = decommissioning, Direction: P = positive; N = negative Magnitude: N = negligible; L = low; M = moderate; H = high

Geographic Extent: LAA = Local Assessment Area; RAA = Regional Assessment Area; B= Beyond the RAA Duration: ST = short-term; MT = medium-term; LT = long-term; P = permanent Frequency: I = infrequent; F = frequent; CT = continuous

Timing: Y = effect coincides with commercial fishery openings; N = effect does not coincide with commercial fishery openings

Reversibility: RV = reversible; PRV = partially reversible; I = irreversible Context: R = resilient; NR = not resilient

VC = Valued Component

Subcomponent Potential Effect

Project Phase

Mit

igati

on

#

Dir

ecti

on

of

Eff

ect Residual Effects Characterization

Mag

nit

ud

e

Geo

gra

ph

ic E

xte

nt

Du

rati

on

Fre

qu

en

cy

Tim

ing

Reve

rsib

ilit

y

Co

nte

xt

Potential Adverse Residual

Effect (Y/N)

Commercial and non-commercial marine use

Commercial and non-commercial marine area use and access

C,O

M6.2-1

M6.2-2

M6.2-3

M6.2-4

M6.2-5

M6.2-6

N L LAA MT CT YY RV R Y





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6.2.4.6 Determination of Significance of Residual Adverse Effects

This section provides a determination of the significance of residual adverse effects on commercial and non-

commercial area use and access.

6.2.4.6.1 Significance Determination for Effects on Commercial and Non-commercial Marine Area Use and Access

As indicated in Section 6.2.3.4, a residual adverse effect on Land and Marine Resource use is considered

significant if it is high in magnitude, long-term or permanent in duration, and of any geographic extent, whereby

the effect would cause the capacity of affected land and marine users and the land and marine use environment

in the LAA to be exceeded on an ongoing and consistent basis, with available system resources unlikely to respond

in a timely manner. This significance rating framework integrates a qualitative understanding of the Land and

Marine Use context, including the resilience of commercial and non-commercial land and marine users and land

and marine use operations and activities to manage potential Project-induced changes and effects.

Based on the significance factor ratings and the considerations above, residual Project effects on commercial and

non-commercial marine area use and access are assessed to be not significant. The South Arm of the Fraser and

specifically the LAA is a highly industrialized and used area, whereby commercial and non-commercial users are

familiar with in-river construction and operational activities and associated marine transportation vessel transiting.

If residual effects occur, commercial and non-commercial marine use activities would continue to have access to

use areas within the LAA, and would experience temporary effects to access and use from the Project. Supporting

management plans as described in Section 6.2.4.4, along with marine systems (e.g., communication and

navigational aids), will further assist support users’ capacity to respond to effects as reflected by the low magnitude

of the predicted residual effects.

6.2.4.6.2 Confidence

Confidence and risk in the assessment of the significance and likelihood determinations is based on availability of

qualitative and quantitative data for the residual effect on commercial and non-commercial marine use, and

professional judgement. All assumptions have been identified in the assessment of effects. Factors affecting

confidence in the predictions made in the marine use assessment include the following:

Availability and accuracy of baseline data (e.g., availability of spatial and quantitative data of commercial and

vessel numbers using the Project area);

Level of understanding of the drivers of change in indicators and associated effects on assessment endpoints;

and

Certainty associated with the effectiveness of proposed impact management measures.





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The confidence in the predicted effects on commercial and non-commercial marine access and use is rated as

moderate, considering the availability of information defining the Project components and surrounding landscape

used for assessment, and the effectiveness of impact management measures based on accepted and proven

BMPs that have been applied to LNG jetty and terminal projects. There is also considerable knowledge from

publicly available sources about existing commercial and recreational marine use activities and uses within the

LAA. Spatial land and more specifically marine use features, access routes and modes, and planned marine use

developments and opportunities in the LAA are also well understood.

While there is high confidence in data from secondary sources, specific information on location, timing, and

frequency of recreational and commercial uses in the LAA, and in the immediate Project area specifically, is

somewhat limited and less certain. Some of the uncertainty in the assessment has been reduced by collecting

local and regional spatial and qualitative data to facilitate an understanding of the marine use context.

This information provides some numerical data about marine use activities, marine vessel numbers and types,

and fishing harvest levels. The results of engagement also provide information about how people are using the

South Arm of the Lower Fraser River and the Project area for commercial and non-commercial marine activities.

Stated levels of marine use activity by recreational user groups and Aboriginal groups at the broader level

(e.g., commercial harvesting activity within a PFMA) are assumed to be generally indicative of use patterns in the

LAA.

Uncertainty was also addressed by adopting a conservative approach in effects assessment assumptions.

For example, where participation levels, frequency, and exact location of marine use activities are uncertain, it has

been assumed that use activities at known designated marine use areas and amenities located within the Project

LAA would occur at some point during the Project and hence potentially interact with the Project. Adopting this

approach, the overall rating of residual effects on marine use relates to a general understanding about access and

use, and general use activity and opportunities in the LAA, rather than levels of participation within specific spatially

delineated marine use areas. With the above-described limitations, understanding Project effects on commercial

and non-commercial marine area use and access are deemed to be of the level that some general monitoring is

required through communication and engagement with marine user groups to confirm potential interactions with

commercial and non-commercial marine users and potential adaptive management support marine transportation

access planning and management as it pertains to the Project.

6.2.4.6.3 Summary of Residual Effects and Significance

The characterization of residual Project effects on commercial and non-commercial marine access and use is

summarized in Table 6.2-15.

Table 6.2-15: Summary of Significance Determination of Residual Effects on Land and Marine Resource Use

Residual Effect Significance (significant /

not significant)

Likelihood Determination (likely /

unlikely)

Level of Confidence (low / moderate / high)

Effect on commercial and non-commercial land and marine area use and access

Not significant Moderate-high Moderate





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6.2.5 Cumulative Effects Assessment

This section describes the assessment of potential cumulative effects on the commercial and non-commercial

marine use VC subcomponent. Cumulative effects result from interactions between residual Project effects and

the effects of all other reasonably foreseeable projects and activities. The effects of past and present projects and

activities are described in Section 6.2.2, Existing Conditions. The cumulative effects assessment follows the

same methodology for the characterization of residual effects and the determination of significance described in

Section 3.0, Assessment Methodology.

6.2.5.1 Other Certain and Reasonably Foreseeable Projects and Activities

The cumulative effects assessment examines the potential for interactions between adverse residual Project

effects and the effects of other certain and reasonably foreseeable projects and activities. A review of other certain

and reasonably foreseeable projects and activities identified and the rationales for their inclusion or exclusion in

the cumulative effects assessment for the commercial and non-commercial marine use subcomponent has been

provided in Table 6.2-16. Projects are only included in the cumulative effects assessment if they have a marine

component (including marine shipping) that spatially and temporally overlaps with the marine use LAA. The

location of reasonably foreseeable projects and activities is shown in Figure 3.0-3.

The effects of other existing projects and activities that have already been implemented (construction and

operation) are considered as part of the existing conditions for the VC, discussed in Section 6.2.2 (Existing

Conditions). Projects listed in Section 3.10 of the AIR that are currently operational and are considered in the Land

and Marine Resource Use existing conditions include:

FortisBC Tilbury LNG Plant;

Seaspan Ferries Corporation Tilbury Project;

Varsteel;

Lehigh Hanson Cement Plant;

Coast 2000 Terminals;

Fraser Wharves;

Vancouver International Airport;

Deltaport Terminal, Road, and Road Improvement Project; and

Lafarge Cement Plant.

Activities listed in Section 3.10 of the AIR that are currently undertaken in the Fraser River and are considered in

the Land and Marine Resource Use existing conditions include:

Dredging of the Fraser River main and secondary channels;

Fishing in the Fraser River; and

Seaspan Ferry operation.





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Table 6.2-16: Likely Cumulative Effects of Other Certain and Reasonably Foreseeable Projects and Activities on Commercial and Non-commercial Marine Use Subcomponent

Project / Activity Description Potential to Interact

Yes/No Rationale

Fraser Surrey Docks Direct Transfer Coal Facility Project

VFPA approved an amendment to the Fraser Surrey Docks Direct Transfer Coal Facility project permit. The amendment included changes to the approved loading infrastructure to allow coal to be loaded directly to ocean‐going vessels. Construction slated for August 2015 to September 2018. A lower number of vessels will call to the facility once it is operational.

No

Construction of this project is anticipated to finish before construction of the Project commences. The project is predicted to reduce marine traffic volume to the Fraser Surrey Docks Direct Transfer Coal Facility once operational.

FortisBC Tilbury LNG Plant Expansion Project

The operations of the FortisBC LNG Facility will include an additional 1.1 million gigajoules of LNG storage and 34,000 gigajoules of liquefaction capacity per day.

No There is no marine component to this project.

Pattullo Bridge Replacement Project

TransLink has initiated the planning and project development for a replacement bridge, described as a “new, four-lane bridge, primarily funded by user pricing. The replacement bridge will be designed in a manner so as not to foreclose the consideration to six lanes, subject to all-party agreement and Mayors' Council approval” (Translink, 2014).

Yes

There is no spatial overlap of the Pattullo Bridge Replacement Project area footprint with Project. However, there is spatial and temporal overlap of Pattullo Bridge Replacement Project marine shipping of construction materials and equipment within the marine use RAA.

Roberts Bank Terminal 2 Project

The Roberts Bank Terminal 2 Project is a proposed new three-berth container terminal at Roberts Bank in Delta, BC. The Project would provide 2.4 million TEUs (twenty-foot equivalent units) of container capacity and is needed to meet forecasted demand for trade of goods in containers.

No The Roberts Bank Terminal 2 Project is outside the marine use RAA.





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Yes/No Rationale

Vancouver Airport Fuel Facilities Corporation

The VAFFC Fuel Delivery Project comprises the construction of a marine terminal and fuel receiving facility on the north bank of the South Arm of the Fraser River and a 13 km underground pipeline to YVR. A barge could be expected to deliver fuel once every two weeks with an unloading time around 12 hours, while a Panamax class vessel could be expected once a month with an unloading time of between 24 to 36 hours.

Yes

There is no spatial overlap of the VAFFC Fuel Delivery Project area footprint with Project. However, there is spatial and temporal overlap with the Project as the operation of the VAFFC Fuel Delivery Project will barge of fuel once every two weeks within the marine use RAA

George Massey Tunnel Replacement Project

The existing tunnel is to be replaced on the Highway 99 corridor with a new 10-lane bridge. The new bridge will be constructed above the tunnel.

No

The George Massey Tunnel Replacement is currently on hold. As it is uncertain whether the Project will go forward, the project is not considered reasonably foreseeable.

VFPA Habitat Enhancement Program

The VFPA HEP is an initiative focused on creating and enhancing fish and wildlife habitat. The HEP is being undertaken independently from any specific development project; its goal is to enhance habitat values and balance a range of future potential development projects that may be required for VFPA operations. The following enhancement projects have been proposed within the Fraser River estuary:

Point Grey Tidal Marsh Project (Point Grey)

No This project is outside the marine use RAA.

South Arm Jetty Tidal Marsh Project (South Arm Jetty)

No

While this project is located within the marine RAA, it is located within tidal marshes and would not interact with vessel movements within the South Arm of the Fraser

Tsawwassen Eelgrass Project (Tsawwassen Eelgrass)

No This project is outside the marine use RAA.





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Yes/No Rationale

Seaspan Ferries Corporation Tilbury Terminal

Proposed expansion of the Tilbury Seaspan ferries jetty.

No

If there is overlap with this reasonably foreseeable development project and Project construction phases, there may be potential cumulative interaction with commercial and recreational marine access and use from Seaspan Ferries Tilbury Expansion construction, as well as operational marine vessel traffic.

However, as there is no proposed date of construction and no detail on the marine shipping requirements, this project is not considered reasonably foreseeable.

Trans Mountain Pipeline Expansion

Proposed expansion of the Trans Mountain 1,150 km pipeline between Strathcona County (near Edmonton), Alberta and Burnaby, BC. The proposed expansion, if approved, would create a twinned pipeline that would increase the nominal capacity of the system from 300,000 barrels per day, to 890,000 barrels per day.

No The Trans Mountain Pipeline Expansion is outside the marine use RAA.

Delta Link Business Park

Proposed construction of a business park to provide 139,355 square meter of new industrial facilities in Delta.

No There is no marine component to this project.

Deas Island BC Hydro Transmission Line

Proposed BC Hydro Transmission line crossing the Fraser River to relocate an existing line from the George Massey Tunnel.

No

The Deas Island BC Hydro Transmission Line is currently on hold. As it is uncertain whether the Project will go forward, the project is not considered reasonably foreseeable.

LNG = liquefied natural gas; RAA = Regional Assessment Area; TEU = twenty-foot equivalent units; VAFFC = Vancouver Airport Fuel Facilities Corporation; VFPA = Vancouver Fraser Port

Authority; HEP = Habitat Enhancement Program; YVR = Airport code for Vancouver International Airport.





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6.2.5.2 Potential Cumulative Effects

6.2.5.2.1 Potential Cumulative Effect 1: Effect on Commercial and Non-commercial Marine Access and Area Use

The VAFFC Fuel Delivery Project and Pattullo Bridget Replacement Projects have marine shipping requirements

that could cumulatively interact with marine shipping associated with Project construction and operation.

Cumulative this shipping activity could affect commercial and non-commercial marine access and area use.

The VAFFC Fuel Delivery Project is a new marine terminal designed to handle small barge and Panamax vessels.

This project, located across the Fraser River from the Project, is currently under construction and should be

operational before construction of the Project commences. Once operational, the VAFFC Fuel Delivery Project is

expected to receive one barge delivery of fuel every two weeks, with unloading time of 12 hours, as well as one

Panamax class vessel delivery expected a month with an unloading time of 24 to 36 hours (Vancouver Airport

Fuel Facilities Corporation, 2018).

The Pattullo Bridge Replacement project includes construction of a new span adjacent to the existing Pattullo

Bridge and eventual removal of the existing bridge structure. Construction of the Pattullo Bridge Replacement

Project will require a maximum of three vessel trips per week through the South Arm of the Fraser River to deliver

construction materials such as piles and aggregate and remove spoils from in-stream construction locations. A

higher number of barges and tugboats will be required over a 15-day period when the existing Pattullo Bridge is

removed. Construction is anticipated to take six years.

Smaller commercial and non-commercial recreational marine vessels transiting within the shipping channels in the

RAA at the same time as Project construction and operational vessels, and vessels associated with the VAFFC

Fuel Delivery Project and the Pattullo Bridge Replacement Project, may need to occasionally change speed or

direction to yield to larger vessels, resulting in minor transit delays. During commercial salmon openings, nets on

commercial fishing vessels dropped within the navigational channels would need to be removed from the

navigation channels (per regulatory requirements) so as not to impede marine vessel traffic associated with these

three projects. Similar to Project operations, movements of barges and Panamax vessels associated with the

VAFFC Fuel Delivery Project may temporarily restrict area use and access by commercial and recreational vessels

during the berthing and deberthing period.

Given that existing conditions pertaining to commercial and non-commercial marine uses and activities are

understood to be similar for Aboriginal and non-Aboriginal people in the marine use RAA, it is expected that the

above cumulative residual effects would equally apply to Aboriginal peoples engaging in commercial and non-

commercial marine-use activities in the RAA.

6.2.5.3 Mitigation Measures for Cumulative Effects

It is assumed that the Pattullo Bridge Replacement Project and the VAFFC Fuel Delivery Project would apply

mitigation measures similar to those of the Project to address Project effects on commercial and non-commercial

marine area use and access, including transportation management plans, marine communication plans, and

adhere to, and comply with relevant maritime legislation and regulations. These mitigation measures are based

on regulatory requirements, best management practices and other project experiences and are anticipated to have

a moderate effectiveness in addressing cumulative effects on commercial and recreational marine access and

use. .





95

With these mitigation measures in place, some residual cumulative effects on commercial and non-commercial

marine area use and access, are expected to remain as mitigation measures will minimize but not fully mitigate

cumulative effects on commercial and non-commercial marine use from marine vessel traffic.

6.2.5.4 Residual Cumulative Effects

This section provides a characterization of cumulative effects carried forward in the assessment following the

application of mitigation measures.

6.2.5.4.1 Residual Cumulative Effect 1: Commercial and Non-commercial Marine Access and Area Use

Residual cumulative effects were characterized in terms of the Land and Marine Resource Use specific residual

effects definitions in Section 6.2.4.5. The magnitude of residual cumulative effects on commercial and non-

commercial marine access and area use is anticipated to be low, as:

The collective number of vessels associated with the VAFFC Fuel Delivery Project and the Pattullo Bridge Replacement Project, in combination with the Project, is anticipated to be low relative to the overall marine vessel traffic on the lower portion of the South Arm of the Fraser River

The size of cumulatively affected marine use areas is anticipated to be small relative to the areas accessed and used by commercial and non-commercial users within the marine use RAA.

The marine use RAA has accommodated and continues to accommodate marine-based industrial development and activity, and this cumulative effect would be within historical norms and not compromise the ability for commercial and non-commercial marine activity to continue in the RAA.

The geographic extent is the RAA and the duration is medium term, as the cumulative effect would continue

through Project construction and operation. This cumulative effect would be continuous as cumulative vessel

traffic would displace marine area use and access on an ongoing basis when there is an interaction with Project

and other project marine vessels and marine uses. Cumulatively, there is the potential of some temporal overlap

of collective Project activities with commercial salmon fishery openings. The effect would be reversible when

the Project and the reasonably foreseeable development operations cease. The context is rated as resilient as

the cumulative effect would occur in an industrialized area where marine users are accustomed to

accommodating temporary in-river interferences and industrial activities. This likelihood of this effect occurring

is considered moderate to high as cumulative construction activities would spatially and temporally interact with

marine users.

It is expected that the characterization of residual cumulative effects as described would equally apply to

Aboriginal peoples engaging in commercial and non-commercial marine use activities in the RAA.

6.2.5.5 Summary of Residual Cumulative Effects

Table 6.2-17 summarizes the criteria rating for predicted residual cumulative effects.





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Table 6.2-17: Summary of Residual Cumulative Effects for Land and Marine Resource Use

Project Phase: C = construction; O = operation; D = decommissioning Direction: P = positive; N = negative

Magnitude: N = negligible; L = low; M = moderate; H = high Geographic Extent: LAA = Local Assessment Area; RAA = Regional Assessment Area; B = Beyond the RAA Duration: ST = short-term; MT = medium-term; LT = long-term; P = permanent

Frequency: I = infrequent; F = frequent; CT = continuous Timing: Y = effect coincides with commercial fishery openings; N = effect does not coincide with commercial fishery openings

Reversibility: RV = reversible; PRV = partially reversible; I = irreversible

Context: R = resilient; NR = not resilient

Subcomponent Potential Cumulative Effect

Contributing Projects or Activities

Project Phase

Mit

igati

on

#

Dir

ecti

on

of

Eff

ect

Cumulative Residual Effects Characterization

Mag

nit

ud

e

Geo

gra

ph

ic

Exte

nt

Du

rati

on

Fre

qu

en

cy

Tim

ing

Reve

rsib

ilit

y

Co

nte

xt

Potential Cumulative Residual Effect (Y/N)



VAFFC Fuel Delivery Project

Pattullo Bridge Replacement Project

C,O

M6.2-1

M6.2-2

M6.2-3

M6.2-4

M6.2-5

M6.2-6

N L RAA MT CT

Y RV R Y





97

6.2.5.6 Determination of Significance of Cumulative Residual Adverse Effects and Confidence

Based on the application of the same significance rating framework as described in Section 6.2.3.4, the residual

cumulative effect on commercial and non-commercial marine access and area use is identified as not significant.

Confidence in these predicted residual cumulative effects is rated as moderate based on some limitation of

availability of information defining other project activities. Uncertainty was addressed by adopting a conservative

approach in cumulative effects assessment assumptions (e.g., even a partial temporal overlap of a project

construction phase with the Project construction phase was identified as potentially contributing to a cumulative

effect) and through the identification of mitigation management measures that are based on accepted and proven

BMPs.

6.2.5.6.1 Summary of Residual Cumulative Effects and Significance

The determination of the significance of each residual cumulative effect is summarized in Table 6.2-18, along with

the likelihood of the residual effect occurring, and the level of confidence associated with the determinations of

both significance and likelihood.

Table 6.2-18: Summary of Significance Determination of Residual Cumulative Effects for Commercial and Non-commercial Marine Use

Residual Effect Significance (significant /

not significant)

Likelihood Determination (likely / unlikely)

Level of Confidence (low / moderate / high)


Not significant Moderate-High Moderate

6.2.6 Monitoring and Follow-Up Programs

Follow-up monitoring will be required to monitor compliance with requirements of the Canada Shipping Act and

other applicable regulations that address Project marine access and use issues. The approach of LNG carrier

vessels to the Project site will also be monitored by radio by personnel in the marine operations centre at the

Project site. Additional monitoring of vessels will also be conducted by MCTS and BC Coastal pilots.

Residual Project effects on commercial and non-commercial marine access and area use will be monitored

through the Project consultation and through the Marine Communications Plan whereby marine users can raise

concerns during construction and operations, provide input to address issues, and feedback on effectiveness of

mitigation. Consultation with Schedule B Aboriginal groups will be ongoing throughout the Project to allow

identification of ongoing concerns for Aboriginal groups.





98

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