Direction générale de Québec et de l’Est Bureau de la coordination du Nord-du-Québec
Environmental and social impact assessment of the extension of Route 167 North to the Otish Mountains.
VOLUME 1 MAIN REPORT MTQ file n°: 7203-09-AC01 O / FILE : 58093
Consortium Direction générale de Québec et de l’Est Bureau de la coordination du Nord-du-Québec
Environmental and social impact assessment of the extension of Route 167 North to the Otish Mountains.
VOLUME 1 MAIN REPORT
MTQ file n°: 7203-09-AC01 O / File : 58093
December 2010
Consortium
161, rue Henderson Chibougamau (Quebec) G8P 2J5 T 418 748-4253 F 418 748-4273
ERRATUM
Work Team
Ministère des Transports, bureau de la coordination du Nord-du-Québec
Add : Denis Roy, Archaeologist
Section 2.2.2.2
The first sentence must be replaced by:
The Albanel-Témiscamie-Otish National Park project is intended to develop and protect the natural, cultural and historical heritage of this area located at the heart of the boreal forest.
Section 3.3.3.3
In the second paragraph, “ Longnose sucker ” must be replaced by “White sucker”.
Table 3.5
Note 1 in column title “Contaminants 1 ” is removed.
Note 2 must be replaced by: (2): The mention “R: Not completed” means…
Table 3.6
Note 1 in the column title “Contaminants 1 ” is removed as well as the corresponding note at the end of the table.
(1): Some information about this site is not presented because it may be protected under the Act respecting access to documents held by public bodies and the protection of personal information.
Table 3.18
Sander vitreum must be replaced by Sander vitreus
Catostomus commersoni must be replaced by Catostomus commersonii
Semotilus margarita must be replaced by Margariscus margarita
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - a - Environmental and social impact assessment Section 3.2.4.3
Groundwater quality The second sentence must be replaced by the following:
In fact, according to the criteria of the Soil Protection and Rehabilitation of Contaminated Sites Policy, only one sample showed a concentration in copper higher than the criteria (Golder Associates, 2009a).
Section 3.4.2.2
The first sentence must be replaced by the following:
More than 13% of the population works in this sector, or nearly three times the percentage of the population in Québec overall working in the primary sector (4%).
Table 3.51 “Hécia Lake” must be replaced by “Hécla Lake”
Section 6.3.4.1
The last sentence of the second paragraph must be replaced by the following: Only 3.7% of the wetlands in the study area will actually be affected by the project.
Section 6.3.7.1
Presence of a construction site; construction activities The following mitigation measure: “Perform the work during low-flow periods, while respecting the restricted dates identified to protect ichthyological fauna (September 15th to June 15th)” must be replaced by:
“Perform the work during low-flow periods, while respecting the restricted dates identified to protect ichthyological fauna that are specified in the “Guide d’aménagement des ponts et ponceaux dans le milieu forestier pour la région Nord-du-Québec » (MRN, 1997)”.
Table 6.9 The total “44” must be replaced by “45”. Table 6.9 Annual economic and tax benefits attributable to Route 167 annual maintenance and repair work Type of benefits Direct Indirect Total Jobs (full-time equivalents) 37 8 44 45
Section 7.4.1
The elements mentioned below should have been preceded by letters:
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - b - 58093 - December 2010 a. “Health and quality of life”: People, human health and improved quality of life are at the centre of sustainable development concerns. People are entitled to a healthy and productive life in harmony with nature; b. “Social equity and solidarity”: Development must be undertaken in a spirit of intra- and inter-generational equity and social ethics and solidarity; c. “Environmental protection”: To achieve sustainable development, environmental protection must constitute an integral part of the development process; d. “Economic efficiency”: The economy of Québec and its regions must be effective, geared toward innovation and economic prosperity that is conducive to social progress and respectful of the environment; e. “Participation and commitment”: The participation and commitment of citizens and groups of citizens are needed to define a concerted vision of development and to ensure its environmental, social and economic sustainability; f. “Access to knowledge”: Measures that promote to education, access to information and research must be encouraged in order to stimulate innovation, raise awareness and ensure effective public participation in the implementation of sustainable development; g. “Subsidiarity”: Powers and responsibilities must be delegated to the appropriate level of authority. Decision-making centres should be adequately distributed and as close as possible to the citizens and communities concerned; h. “Inter-governmental partnership and cooperation”: Governments must collaborate to ensure that development is sustainable from an environmental, social and economic standpoint. The external impact of actions in a given territory must be taken into consideration; i. “Prevention”: In the presence of a known risk, preventive, mitigating and corrective actions must be taken, with priority given to actions at the source; j. “Precaution”: When there are threats of serious or irreversible damage, lack of full scientific certainty must not be used as a reason for postponing the adoption of effective measures to prevent environmental degradation; k. “Protection of cultural heritage”: The cultural heritage, made up of property, places, landscapes, traditions and knowledge, reflects the identity of a society. It passes on the values of a society from generation to generation, and the preservation of this heritage fosters the sustainability of development. Cultural heritage components must be identified, protected and enhanced, taking their intrinsic rarity and fragility characteristics into account; l. “Biodiversity preservation”: Biological diversity offers incalculable advantages and must be preserved for the benefit of present and future generations. The protection of species, ecosystems and the natural processes that maintain life is essential if quality of human life is to be maintained; m. “Respect for ecosystem carrying capacity”: Human activities must be respectful of the carrying capacity of ecosystems and ensure their perenniality; n. “Responsible production and consumption”: Production and consumption patterns must be changed in order for them to be more viable and more socially and environmentally responsible, through an ecoefficient approach that avoids waste and optimizes the use of resources, among others; o. “Polluter pays”: Those who generate pollution or whose actions otherwise degrade the environment must bear their share of the cost of measures to prevent, reduce, control and mitigate environmental damage as well as to pollution control;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - c - Environmental and social impact assessment p. “Internalization of costs”: The value of goods and services must reflect all the costs they generate for society during their whole life cycle, from their design to their final consumption and disposal.”
References
The following reference must be replaced by the one following:
Genivar. 2009. Prolongement de la route 167 - données complémentaires 2009. Rapport de Genivar au ministère des Transports du Québec. Genivar Société en commandite. 24 p. et annexes. Genivar. 2009. Prolongement de la route 167 - données d’inventaire 2009. Rapport de Genivar au ministère des Transports du Québec. Genivar Société en commandite. 34 p. et annexes.
The following reference must be replaced by the one following:
Ministère des Ressources naturelles (MRN). 1997. [online]. http://www.mrnf.gouv.qc.ca/publication/forets/entreprises/amenagements-ponts.pdf
Ministère des Ressources naturelles (MRN). 1997. [online]. http://www.mrnf.gouv.qc.ca/publications/forets/entreprises/amenagement_ponts.pdf
Appendix 2
These name species (Betula minor, Betula nana, Betula papyrifera, Betula Pumila var. glandulifera) must be replaced by “Betula pumila var. glandulifera”.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - d - 58093 - December 2010 IF THERE IS A DISCREPANCY BETWEEN THE ENGLISH VERSION AND THE FRENCH VERSION OF THIS REPORT, THE FRENCH VERSION WILL PREVAIL
Work Team Ministère des Transports, bureau de la coordination du Nord-du-Québec Denis Blais, Director Denis Audette, Biologist, M. Env. Annick Poirier, Technician Nicolas Martel, Biologist, M. Sc.
Roche-SNC-Lavalin Consortium Claude Lavallée, Eng., Project Manager Jacqueline Roy, Biologist, M. Sc., PMP, Project Manager – Environment Alexandre Dufour, ing. André Caron, Eng., M. Sc. André Lemieux, Eng. Anne-Marie Leclerc, Geomorphologist, M. Sc. Ariane Côté, Geographer, M.Sc. Caroline-Anne Perreault, Socio-Economic Analyst, M. Sc. Catherine Vallières, Biologist, M. Sc. Christian Fortin, Biologist, M. Sc. Christine Martineau, Biologist, M. Sc. Daniel Gamache, Geomorphologist, M. Sc. Daniel Plourde, Geographer David Gélinas, Eng. Denis Bouchard, Biologist, M. Sc. Éric Giroux, Eng., M. Sc. Étienne Levesque, Eng., M. Sc. François Jutras, Eng. Gilles Boivin, Eng. Hélène Sénéchal, Biologist, M. Sc. Jean Paquin, Forest Eng. Jean-François Boutet, Eng.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - i - Environmental and social impact assessment Julie Forget, M. Sc., Eng. Martin Meunier, M. Sc., Eng. Martin Stapinsky, Geologist, Ph. D. Maxime Léveillé, Biologist, M. Sc. Sébastien Amodeo, Biologist, M. Sc. Simon Thibault, Biologist, M. Sc. Vincent Létourneau, Biologist, B. Sc. Vital Boulé, Biologist, M. Sc., PMP
Alain Chouinard, Geomatics Technologist Brigitte Dutil, Natural Science Technician Catherine Julien, Geomatics Technologist Geneviève D’Anjou, Wildlife Resources Technician Jean-Michel Samson, Technician Marie-Ève Côté, Geomatics Technologist Michel Hamel, Senior Technician Rino Fortin, Senior Technician Yves Racine, Cartographer
Charlaine Gingras, Administrative Assistant Julie Bérubé, Administrative Assistant Laurence Hurson, Administrative Assistant Nadine Pagé, Administrative Assistant
Cree Regional Admnistration David Denton, Archeologist, Project Manager Jean-Yves Pintal, Archeologist Francis Marcoux, Archeologist John Bosum, Ethnologist
We would like to thank Kevin Neeposh for his continuous assistance during this project, as well as the tallymen and their family for the valuable information provided.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - ii - December 2010 - 58093 Table of Contents
Work Team ...... i
Table of Contents ...... iii
List of Tables ...... xi
List of Figures ...... xiv
List of Maps ...... xiv
List of Photography ...... xv
List of Appendices (Volume 2) ...... xviii
Volume 3 – Map Appendices ...... xix
1. Introduction ...... 1 1.1 Objective and methodology ...... 1 1.2 Scope of study ...... 1
2. Purpose of project ...... 3 2.1 Context ...... 3 2.1.1 Access to the territory ...... 3 2.1.2 Regional planning and the transportation network ...... 3 2.2 Project justification ...... 4 2.2.1 Mining opportunities ...... 4 2.2.1.1 Renard diamond project ...... 5 2.2.1.2 Matoush uranium project ...... 8 2.2.1.3 Lac MacLeod copper-molybdenum project ...... 11 2.2.1.4 Eastmain and Ruby Hill gold project ...... 11 2.2.1.5 Lavoie uranium project ...... 11 2.2.1.6 Importance of an access road for mining exploration and operation ...... 12 2.2.2 Tourism and Recreation Opportunities ...... 13 2.2.2.1 Lacs-Albanel-Mistassini-Waconichi Wildlife Reserve and outfitters ...... 13 2.2.2.2 Albanel-Témiscamie-Otish National Park ...... 13 2.2.2.3 Importance of an access road for recreation and tourism development ...... 14 2.2.3 Forestry opportunities ...... 17 2.2.3.1 Harvesting of forestry resources in the region ...... 17 2.2.3.2 Importance of an access road for logging operations ...... 18
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - iii - Environmental and social impact assessment 2.2.4 Wind power generation opportunities ...... 21 2.2.4.1 Wind power projects in the Otish Mountains region...... 21 2.2.4.2 Importance of an access road to enhance wind power generation opportunities ...... 21 2.3 Other justifications ...... 21 2.4 Alternatives to the project ...... 22
3. Description of the environment ...... 27 3.1 Study area boundaries ...... 27 3.2 Physical Environment ...... 27 3.2.1 Geology, Geomorphology and Topography ...... 27 3.2.1.1 Methodological Approach ...... 27 3.2.1.2 Regional Context ...... 27 3.2.1.3 Detailed Description ...... 30 3.2.2 Hydrogeology ...... 33 3.2.2.1 Methodological Approach ...... 33 3.2.2.2 Regional Context ...... 33 3.2.2.3 Detailed Description ...... 34 3.2.3 Water Quality ...... 37 3.2.3.1 Methodology ...... 37 3.2.3.2 Regional Context ...... 38 3.2.3.3 Detailed Description ...... 41 3.2.4 Soil and Groundwater Quality (Potentially Contaminated Sites and Contamination Potential) ...... 46 3.2.4.1 Methodology ...... 46 3.2.4.2 Regional Context ...... 46 3.2.4.3 Detailed Description ...... 47 3.3 Biological Environment ...... 54 3.3.1 Vegetation ...... 54 3.3.1.1 Terrestrial Vegetation ...... 54 3.3.1.2 Wetlands ...... 57 3.3.1.3 Special status species ...... 60 3.3.2 Herpetofauna ...... 61 3.3.2.1 Methodology ...... 61 3.3.2.2 Regional context ...... 63 3.3.2.3 Detailed description ...... 64 3.3.2.4 Species of special status ...... 68
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - iv - December 2010 - 58093 3.3.3 Ichthyological fauna ...... 69 3.3.3.1 Methodology ...... 69 3.3.3.2 Regional context ...... 73 3.3.3.3 Detailed description ...... 79 3.3.3.4 Species of special status ...... 93 3.3.4 Furbearing animals ...... 94 3.3.4.1 Methodology and regional context ...... 94 3.3.4.2 Detailed description ...... 95 3.3.4.3 Special status species ...... 97 3.3.5 Micromammals ...... 100 3.3.5.1 Methodology ...... 100 3.3.5.2 Regional Context ...... 101 3.3.5.3 Detailed Description ...... 101 3.3.5.4 Special Status Species ...... 102 3.3.6 Large Mammals ...... 105 3.3.6.1 Methodology ...... 105 3.3.6.2 Regional Context ...... 106 3.3.6.3 Detailed Description ...... 107 3.3.6.4 Special Status Species ...... 109 3.3.7 Waterfowl and other aquatic birds ...... 112 3.3.7.1 Methodology ...... 112 3.3.7.2 Regional context ...... 113 3.3.7.3 Detailed Description ...... 113 3.3.7.4 Special status species ...... 117 3.3.8 Birds of Prey ...... 117 3.3.8.1 Methodology ...... 117 3.3.8.2 Regional Context ...... 119 3.3.8.3 Detailed Description ...... 119 3.3.8.4 Special status species ...... 120 3.3.9 Forest Birds ...... 121 3.3.9.1 Methodology ...... 121 3.3.9.2 Regional Context ...... 125 3.3.9.3 Detailed description ...... 126 3.3.9.4 Special Status Species ...... 134 3.4 Social environment ...... 135 3.4.1 Social profile ...... 138
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - v - Environmental and social impact assessment 3.4.1.1 Background of the Communities ...... 138 3.4.1.2 Governance ...... 141 3.4.1.3 Social status and quality of life in the communities ...... 144 3.4.1.4 Public social infrastructures ...... 151 3.4.1.5 Community relations ...... 153 3.4.1.6 Regional development – public initiatives ...... 155 3.4.2 Economic situation ...... 156 3.4.2.1 Community economic profiles ...... 156 3.4.2.2 Economic structure ...... 164 3.4.2.3 Economic infrastructure ...... 166 3.4.2.4 Cost of living ...... 168 3.4.2.5 Current economic development ...... 168 3.4.3 Land use by the Crees of Mistissini ...... 172 3.4.3.1 Methodological approach ...... 172 3.4.3.2 General land use characteristics ...... 172 3.4.3.3 Trapline use along the proposed route ...... 176 3.4.4 Land use by other users ...... 177 3.4.4.1 Logging ...... 177 3.4.4.2 Recreation and tourism activities ...... 178 3.4.4.3 Mining activities ...... 180 3.4.5 Archaeology ...... 181 3.4.5.1 Methodology ...... 181 3.4.5.2 Geographic area ...... 183 3.4.6 Noise ...... 188 3.4.6.1 Methodology ...... 188 3.4.6.2 Detailed Description ...... 189 3.4.7 Visual Environment ...... 189 3.4.7.1 Methodology ...... 189 3.4.7.2 Regional Landscape ...... 190 3.4.7.3 Assessment of visual components ...... 190 3.4.7.4 Synthesis of the Visual Environment Analysis...... 195
4. Comparative analysis of variants ...... 205 4.1 Compared variants ...... 205 4.1.1 Alignments proposed by Genivar (2009) ...... 205 4.1.2 Alignment proposed by Poly-Géo inc. (2009) ...... 205
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - vi - December 2010 - 58093 4.1.3 Alignments under review ...... 205 4.2 Comparative analysis ...... 206 4.2.1 Methodology ...... 206 4.2.2 Analysis and recommendations ...... 206 4.3 Optimal alignment ...... 210
5. Selected project description ...... 211 5.1 Engineering characteristics ...... 211 5.2 Future of the winter road and existing access/side roads ...... 215 5.3 Expected users and types of vehicles ...... 215 5.4 Location of temporary and permanent camps ...... 215 5.5 Waste management ...... 216 5.6 Safety standards ...... 216 5.7 Road construction ...... 216 5.8 Drainage ...... 217 5.8.1 Culverts ...... 217 5.8.2 Bridges ...... 219 5.8.3 Ditches ...... 220 5.9 Borrow pits ...... 220 5.10 Road maintenance...... 222 5.11 Construction schedule and project costs ...... 222 5.12 Access controls ...... 222
6. Impact Analysis and Assessment ...... 223 6.1 Environmental issues ...... 223 6.1.1 Preserving the integrity of aquatic ecosystems ...... 223 6.1.2 Preserving the integrity of forest ecosystems and wetlands ...... 223 6.1.2.1 Preservation of the Woodland caribou ...... 224 6.1.2.2 The barrier effect and wildlife habitat fragmentation ...... 224 6.1.2.3 Wetland preservation ...... 224 6.1.3 Providing improved access to the territory ...... 224 6.1.4 Improving the region’s economic development outlook ...... 225 6.2 Methodology ...... 225 6.2.1 General ...... 225 6.2.1.1 Types of impacts ...... 225 6.2.1.2 Determining the significance of an impacts ...... 226
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - vii - Environmental and social impact assessment 6.2.1.3 Mitigation, compensation and enhancement of impacts, residual impacts ...... 227 6.2.2 Building the interactions matrix ...... 227 6.2.2.1 Identification of impact sources ...... 228 6.2.2.2 Interactions matrix ...... 230 6.3 Impacts and mitigation measures ...... 230 6.3.1 Soils (erosion, contamination, sediment transport) ...... 231 6.3.1.1 Impacts during the construction phase ...... 231 6.3.1.2 Impacts during the operations phase ...... 236 6.3.2 Water Quality ...... 238 6.3.2.1 Impacts during the construction phase ...... 238 6.3.2.2 Impacts during the operation phase ...... 245 6.3.3 Terrestrial Vegetation ...... 247 6.3.3.1 Impacts during the Construction Phase ...... 247 6.3.3.2 Impacts during the Operation Phase ...... 247 6.3.4 Wetlands ...... 248 6.3.4.1 Impacts during the Construction Phase ...... 249 6.3.4.2 Impacts during the Operation Phase ...... 250 6.3.5 Special Status Plant Species ...... 250 6.3.5.1 Impacts during the Construction Phase ...... 250 6.3.5.2 Impacts during the Operation Phase ...... 251 6.3.6 Herpetofauna ...... 251 6.3.6.1 Impacts during the Construction Phase ...... 251 6.3.6.2 Impacts during the Operation Phase ...... 252 6.3.7 Ichthyological fauna ...... 253 6.3.7.1 Impacts during the construction phase ...... 253 6.3.7.2 Impacts during the operation phase ...... 263 6.3.8 Furbearing animals ...... 266 6.3.8.1 Impacts during the construction phase ...... 266 6.3.8.2 Impacts during the operations phase ...... 267 6.3.9 Small Mammals ...... 270 6.3.9.1 Impacts during the Construction Phase ...... 270 6.3.9.2 Impacts during the Operation Phase ...... 271 6.3.10 Large Mammals ...... 271 6.3.10.1 Impacts during the Construction Phase ...... 271 6.3.10.2 Impacts during the Operation Phase ...... 273
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - viii - December 2010 - 58093 6.3.11 Waterfowl and other aquatic birds ...... 278 6.3.11.1 Impacts during the construction phase ...... 278 6.3.11.2 Impacts during the operation phase ...... 279 6.3.12 Birds of prey ...... 280 6.3.12.1 Impacts during the construction phase ...... 280 6.3.12.2 Impacts during the operation phase ...... 281 6.3.13 Forest Birds ...... 282 6.3.13.1 Impacts during the construction phase ...... 282 6.3.13.2 Impacts during the operation phase ...... 283 6.3.14 Social Context ...... 291 6.3.14.1 Impacts during the construction phase ...... 291 6.3.14.2 Impacts during the operation phase ...... 293 6.3.15 Economy ...... 295 6.3.15.1 Impacts during the construction phase ...... 295 6.3.15.2 Impacts during the operation phase ...... 298 6.3.16 Land Use by the Crees of Mistissini ...... 299 6.3.16.1 Impacts during the Construction Phase ...... 299 6.3.16.2 Impacts during the Operation Phase ...... 303 6.3.17 Land Use by Other Users ...... 305 6.3.17.1 Impacts during the Construction Phase ...... 305 6.3.17.2 Impacts during the Operation Phase ...... 306 6.3.18 Archaeology ...... 307 6.3.18.1 Impacts during the construction phase ...... 307 6.3.18.2 Impacts during the operation phase ...... 308 6.3.19 Noise conditions ...... 308 6.3.19.1 Impacts during the construction phase ...... 308 6.3.19.2 Impacts during the operation phase ...... 309 6.3.20 Visual Environment ...... 309 6.3.20.1 Impacts during the construction phase ...... 309 6.3.20.2 Impacts during the operation phase ...... 311 6.4 Cumulative effects ...... 312 6.4.1 Delimitation of the study area ...... 312 6.4.2 Projects and activities considered ...... 312 6.4.2.1 Past and present projects and activities ...... 312 6.4.2.2 Future projects and activities ...... 312 6.4.3 Valued Components ...... 313
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - ix - Environmental and social impact assessment 6.4.4 Cumulative Effects ...... 314 6.4.4.1 Wetlands ...... 314 6.4.4.2 Woodland Caribou ...... 315 6.4.4.3 Moose ...... 315 6.4.4.4 Employment and use of the land by the Crees ...... 316 6.5 Statement of impacts and mitigation measures ...... 317
7. Emergency response plan and surveillance and monitoring programs ...... 319 7.1 Emergency response plan ...... 319 7.1.1 Through construction phase ...... 319 7.1.2 Through operation phase ...... 320 7.1.2.1 Minor event management ...... 320 7.1.2.2 Major event management with a command post ...... 320 7.1.2.3 Major event management with a coordination centre ...... 321 7.1.2.4 Other accident prevention tools ...... 321 7.1.3 Environmental effects on the project ...... 323 7.2 Environmental surveillance program ...... 324 7.2.1 Preparation of plans and specifications ...... 336 7.2.2 Construction...... 336 7.2.3 MTQ Surveillance principles ...... 336 7.3 Environmental monitoring program ...... 337 7.3.1 Special status plant species ...... 337 7.3.2 Fish habitat compensation program ...... 337 7.3.3 Woodland caribou ...... 338 7.4 Social management plan ...... 338 7.4.1 Corporate social responsibility of the organization ...... 338 7.4.2 Specific social responsibility objectives ...... 340 7.4.3 Implementation of the social management plan ...... 340 7.4.4 Communities of interest and operational monitoring committee ...... 341
Références ...... 343
List of persons and organisms consulted ...... 371
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - x - December 2010 - 58093 List of Tables Table 2.1 Exploration activities in the Otish Mountains region in 2009...... 6 Table 3.1 Water quality in watercourses and a pond located along the planned alignment of Route 167 ...... 39 Table 3.2 Descriptive statistics of continuous temperature measurements made in nine watercourses to be crossed by the future Route 167 ...... 39 Table 3.3 Descriptive statistics of water quality of 16 lakes located within a radius of about 15 km from Lagopede camp and sampled in September 2002, July 2003 and/or August 2004 ...... 42 Table 3.4 Descriptive statistics of water quality in 5 watercourses located within a radius of about 15 km from Lagopede camp and sampled in September 2002 and July 200343 Table 3.5 Information on contaminated sites in the James Bay Regional County Municipality reported to MDDEP ...... 48 Table 3.6 Inventory of soil and industrial waste disposal sites (James Bay RCM) ...... 50 Table 3.7 Groundwater quality based on parameters analyzed for three samples, Matoush Property ...... 51 Table 3.8 Groundwater quality based on parameters analyzed on five samples, Renard Property ...... 53 Table 3.9 Surface area and distribution of forest stands and other environmental components in the study area ...... 55 Table 3.10 Frequency of observations and presence indicators for herpetofaunal species observed in the study area (n=25 stations) ...... 65 Table 3.11 Presence of amphibians and reptiles, by latitude (n=25 stations) ...... 67 Table 3.12 Presence of amphibians and reptiles, by altitude (n=25 stations) ...... 67 Table 3.13 Number of stations by wetland type where amphibians and reptiles were observed at least once (n=24 stations)...... 68 Table 3.15 Degree of passability of obstacles (Source: Boudreault, 1984) ...... 70 Table 3.14 Characteristics of potential spawning sites used by ichthyological fauna ...... 71 Table 3.16 Number of watercourses characterized (fish habitat and experimental fishing) as part of the characterization of the ichthyological fauna, by watershed ...... 74 Table 3.17 Habitat quality at the sites crossed by the proposed route ...... 75 Table 3.18 Fish species captured by watershed ...... 78 Table 3.19 Overview of characteristics and habitat quality of watercourses surveyed at the crossing sites ...... 91 Table 3.20 Furbearing animals and other small mammals potentially present in the study area ...... 94 Table 3.21 Number of raw furs sold for UGAF 91 for 2004/2005 to 2008/2009 seasons (Gouvernement du Québec, 2010)1 ...... 95 Table 3.22 Number of furs reported for traplines M-11, M-16, M-17C, M-24A, M-36, M-37 and M-42 for the 2004/2005 to 2008/2009 seasons (MRNF, 2010b)1 ...... 96
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - xi - Environmental and social impact assessment Table 3.23 List of furbearing animals and other small mammals potentially found in the study area ...... 98 Table 3.24 Small mammals species and numbers captured, by survey station ...... 102 Table 3.25 Small mammal species whose presence is confirmed in the broader area of the project ...... 103 Table 3.26 Climatic conditions during the Woodland caribou and Moose aerial survey carried out in March 2010 ...... 108 Table 3.27 Location of large fauna sightings during biophysical surveys (spring and summer 2010) ...... 109 Table 3.28 Phenological Index of the main waterfowl species observed during the inventory in the study zone (May 27 to 30, 2010) ...... 114 Table 3.29 Total number of birds and of breeding birds, and density of waterfowl breeding pairs observed in the study area (May 27 to 30, 2010) ...... 116 Table 3.30 Abundance of waterfowl breeding pairs per habitat type in the study area (May 27 to 30, 2010) ...... 117 Table 3.31 Number of occupied nesting sites, and number of birds of prey breeding pairs (confirmed and potential) observed in the study area in 2010 ...... 120 Table 3.32 Distribution of listening stations throughout the study area, by main habitat type 122 Table 3.33 Constancy of occurrence of forest bird species observed constantly in the 0-50 m section of the listening stations in the study area’s main habitats ...... 127 Table 3.34 Species richness and index of average density per hectare (± standard error) of breeding pairs of forest birds, per habitat1 ...... 129 Table 3.35 Specific Density Index1 (± standard error) of forest bird breeding pairs per habitat ...... 131 Table 3.36 Population and growth of study area, 2001–06 ...... 145 Table 3.37 Distribution of the population by age in the study area ...... 146 Table 3.38 Interregional migration, Nord-du-Québec, 1991–1996, 1996–2001 and 2001-2006 ...... 146 Table 3.39 Number of in-migrants/out-migrants to/from the three main areas of origin/ destination in Nord-du-Québec, 2008–09 ...... 147 Table 3.40 Average household size for each community, 2001–2006 ...... 147 Table 3.41 Level of education among the population aged 15 years and older in the study area, 2006 ...... 149 Table 3.42 Level and growth of household and individual income (median)...... 157 Table 3.43 Composition of Income and Changes in the Study Area, 2001–06 ...... 159 Table 3.44 Participation and unemployment rates, and trend in the study area ...... 160 Table 3.45 Labour replacement index – 2006 ...... 161 Table 3.46 Percentage of active population by occupation, 2001 and 2006 (%) ...... 163 Table 3.47 Distribution of active population by industry, 2001 and 2006 (%) ...... 165 Table 3.48 Assessment Criteria for Archaeological Potential (Table adapted from Gauvin and Duguay, 1981) ...... 182
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - xii - December 2010 - 58093 Table 3.49 Known archaeological sites within a 5-km band on either side of the study area . 187 Table 3.50 List of potential archaeological areas ...... 191 Table 3.51 Description of landscape units ...... 197 Table 3.52 Visual environment value index ...... 203 Table 4.1 Advantages and disadvantages of alignment alternatives ...... 209 Table 5.1 Geometric design criteria ...... 211 Table 5.2 Location of the parking areas requested by the tallymen ...... 212 Table 5.3 Locations where the slope profile will be reduced to 3:1 ...... 215 Table 5.4 Bridge locations and characteristics ...... 220 Table 5.5 Construction cost estimates ...... 222 Table 6.1 Determination of the impact significance ...... 228 Table 6.2 Area of forest stands and other environmental components affected by the project ...... 248 Table 6.3b Estimates of habitat loss due to backfilling in certain waterbodies ...... 257 Table 6.3a Calculation of fish habitat losses at the watercrossing sites by the road ...... 259 Table 6.4 Compensation options for the loss of fish habitat ...... 264 Table 6.5 Estimated numbers of waterfowl breeding pairs affected by habitat losses related to the road project ...... 281 Table 6.6 Estimated number of forest bird breeding pairs affected by habitat losses related to the use of borrow pits ...... 285 Table 6.7 Estimated number of forest bird breeding pairs affected by permanent habitat losses related to the presence of the road ...... 289 Table 6.8 Direct, indirect and induced economic benefits ...... 295 Table 6.9 Annual economic and tax benefits attributable to Route 167 annual maintenance and repair work ...... 299 Table 6.10 Encroachment of the proposed alignment on Mistissini Cree traplines ...... 300 Table 6.11 Predicted noise levels at two sensitive locations in the study area ...... 309 Table 7.1 List of mitigation measures to be monitored during the work ...... 325
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - xiii - Environmental and social impact assessment List of Figures Figure 3.1 Patterns of temperature variations measured in nine watercourses located within the alignment of the future road to the Otish Mountains ...... 40 Figure 3.2 Relative abundance of watercourses crossed by the proposed route, classified by bankfull width ...... 74 Figure 5.1 Standard cross-section with gravel parking area ...... 212 Figure 5.2 Standard cross-section at culvert installation ...... 213 Figure 5.3 Standard cross-section - consolidation by surcharge on organic soil ...... 213 Figure 5.4 Standard cross-section at bridge approaches (60 m stretch of pavement on either side of bridge) ...... 214 Figure 5.5 Standard cross-section – rock excavation...... 214 Figure 6.1 Biophysical and social impact interaction and identification matrix ...... 233 Figure 6.2 Statement of residual impacts on the biophysical and social environments...... 318 Figure 7.1 Risk Management Process ...... 322
List of Maps Map 2.1 Active mining properties and principal mining exploration projects to the north east of Lake Mistassini ...... 9 Map 2.2 Potential of the study area for recreation and tourism ...... 15 Map 2.3 Potential of the study area for logging ...... 19 Map 2.4 Potential of the study area for wind power generation ...... 25 Map 3.1 Geological provinces and regional geological formations ...... 31 Map 3.7 Local study area for human environment ...... 139 Map 3.8 Regional study area for human environment ...... 140 Map 3.9 Area transportation infrastructures ...... 154 Map 3.10 Traplines ...... 173 Map 4.1 Location of the optimal alignment and alignment options ...... 207 Map 6.1 Location of MTQ permanent camps ...... 301
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - xiv - December 2010 - 58093 List of Photography Photo 1 Sandy drifts surrounding Hécla Lake, west of km 200+000 (June 2010) ...... 29 Photo 2 Topography of crests and hills of glacial origin at km 84+100 (June 2010) ...... 29 Photo 3 The winter road viewed towards the north at km 154+600 of the planned road, in a valley of the Otish Mountains (June 2010) ...... 29 Photo 4 Glacial boulders: quartzite or quartz sandstone with pink-coloured bedding (June 2010) ...... 29 Photo 5 Rogen moraine (to the right) intersected by water, in the surroundings of the winter road, at km 110+390 (June 2010) ...... 29 Photo 6 Two eskers separating watercourses (from right to left), west of km 160 (June 2010) ...... 29 Photo 7 Open black spruce-moss stand (St-11; km 109) (July 8, 2010) ...... 58 Photo 8 Black spruce-lichen stand (Station 19; km 58) (July 9, 2010) ...... 58 Photo 9 Jack pine stand (St-30; km 197) (July 13, 2010) ...... 58 Photo 10 Mixed stand with coniferous species predominant (St-24; km 17) (July 11, 2010) . 58 Photo 11 Three to five-year burned area (St-28; km 175) (July 13, 2010) ...... 58 Photo 12 Dry barrens (St-35; km 237) (July 14, 2010) ...... 58 Photo 13 String bog (St-15); km 89) (July 9, 2010) ...... 62 Photo 14 Fen (St-22; km 36) (July 10, 2010) ...... 62 Photo 15 Wetland (St-10; km 109) (July 8, 2010) ...... 62 Photo 16 Swamp, marsh and grass bed, Leran Creek (St-31; km 202) (July 14, 2010) ...... 62 Photo 17 False mountain willow habitat (km 0.5) (July 15, 2010) ...... 62 Photo 18 Adult American toad (k m180+700) (May 31, 2010) ...... 66 Photo 19 Juvenile Blue-spotted salamander (km 0+300) (June 3, 2010) ...... 66 Photo 20 Adult Common garter snake (km 31+600) (June 1, 2010) ...... 66 Photo 21 Adult Mink frog (km 64+900) (May 29, 2010) ...... 66 Photo 22 Yellow-spotted salamander egg masses (km 64+900) (May 29, 2010) ...... 66 Photo 23 Survey station H3 (km 64+900) (May 29, 2010)...... 66 Photo 24 Channel-type flow facies (km 36+353) (June 11, 2010) ...... 80 Photo 25 Watercourse with organic matter substrate (km 19+840) (June 8, 2010) ...... 80 Photo 26 Largest stream in the watershed (km 24+846) (July 4, 2010) ...... 80 Photo 27 Beaver dam (km 24+846) (July 4, 2010) ...... 80 Photo 28 Watercourse with organic matter substrate (km 9+694) (June 28, 2010) ...... 82 Photo 29 Channel-type flow facies (km 39+654) (July 3, 2010) ...... 82 Photo 30 Sill type flow facies (km 27+331) (June 10, 2010) ...... 82 Photo 31 Stream flowing into a lake (km 69+223) (July 2, 2010) ...... 82 Photo 32 Pool located downstream a rapid, Takwa River (km 81+195) (July 1, 2010) ...... 84
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - xv - Environmental and social impact assessment Photo 33 Channel-type facies with sandy substrate (km 76+813) (June 8, 2010) ...... 84 Photo 34 Gravel area upstream of the crossing location (km 116+371) (June 30, 2010) ...... 84 Photo 35 Watercourse section with heterogeneous flow facies (km 114+420) (June 28, 2010) ...... 84 Photo 36 Obstacle downstream the study area (km 142+453) (June 14, 2010)...... 87 Photo 37 Creek flowing over boulder substrate (km 129+748) (June 22, 2010) ...... 87 Photo 38 Gravelly section of waterway downstream the crossing (km 154+780) (June 19, 2010) ...... 87 Photo 39 Aquatic vegetation covering the substrate in the south channel of the Tichégami River (km 142+159) (June 15, 2010) ...... 87 Photo 40 Pool below a rapid in the north channel of the Tichégami River (km 149 +396) (June 14, 2010) ...... 87 Photo 41 Waterfall downstream the study area, in the north channel of the Tichégami River (km 149+396) (June 13, 2010) ...... 87 Photo 42 Aerial view of the Eastmain River crossing site (km 184+038) (June 22, 2010) ..... 89 Photo 43 Underwater photo of a walleye in Grand Portage Creek (km 210+611) (June 19, 2010) ...... 89 Photo 44 Aerial view of the Léran Creek crossing site (top of photo) (km 201+011) (June 17, 2010) ...... 89 Photo 45 Northern pike, walleye and whitefish caught in Léran Creek (km 201+011) (June 17, 2010) ...... 89 Photo 46 Pool located just downstream the road crossing site (km 158+246) (June 12, 2010) ...... 89 Photo 47 Pool and potential walleye spawning site (km 204+508) (June 16, 2010) ...... 89 Photo 48 Aerial view of the Nerveuse River study area (km 222+540) (June 20, 2010) ...... 92 Photo 49 Misask River crossing site (km 231+200) (June 20, 2010) ...... 92 Photo 50 Lake trout caught in the Misask River (km 231+200) (June 21, 2010) ...... 92 Photo 51 Channel-type facies with a rock and organic matter substrate (km 236+145) (June 13, 2010) ...... 92 Photo 52 Bedrock, boulder and pebble substrate (km 220+927) (June 21, 2010) ...... 92 Photo 53 Lake located upstream from a creek (km 216+761) (June 23, 2010) ...... 92 Photo 54 River otter trail in the snow (March 21, 2010) ...... 99 Photo 55 Bark stripped by porcupines (km 35+950) (June 4, 2010) ...... 99 Photo 56 Canadian Lynx droppings on a gravel road (km 0+300) (June 3, 2010) ...... 99 Photo 57 Two gray wolves along the winter road (km 100) (May 28, 2010) ...... 99 Photo 58 Gray wolf track in mud along the winter road (km 149+400) (June 5, 2010) ...... 99 Photo 59 Winter view of a burn (March 16, 2010) ...... 99 Photo 60 Potential Rock vole habitat (km 154+500) (May 28, 2010) ...... 104 Photo 61 Potential Southern bog lemming habitat (km 130+850) (May 28, 2010) ...... 104
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - xvi - December 2010 - 58093 Photo 62 Pit-trap (May 2010) ...... 104 Photo 63 Victor traps (km 154+500) (May 31, 2010) ...... 104 Photo 64 Setting the traps (km 154+500) (May 28, 2010) ...... 104 Photo 65 Southern bog lemming habitat (km 123+200) (March 23, 2010) ...... 104 Photo 66 Moose wintering ground X01 (km 164) (March 19, 2010) ...... 111 Photo 67 Caribou wintering ground Z01 (km 190) (March 19, 2010) ...... 111 Photo 68 Caribou in transit TZ01 (km 131) (March 19, 2010) ...... 111 Photo 69 Wolf and caribou tracks (km 200) (March 19, 2010) ...... 111 Photo 70 Woodland caribou on the edge of a bog (summer 2010) ...... 111 Photo 71 Black bear observed along the winter road (summer 2010) ...... 111 Photo 72 Clutch of Green-winged teals (km 89) (July 4, 2010) ...... 115 Photo 73 Clutch of Bonaparte gulls (km 62) (June 28, 2010) ...... 115 Photo 74 Pair of Surf scoters (km 211) (May 28, 2010) ...... 115 Photo 75 Osprey nest (km 129) (May 31, 2010) ...... 115 Photo 76 Cliffs (km 155) (July 13, 2010) ...... 115 Photo 77 Bohemian waxwing nest (km 240 – Camp Lagopède) (June 20, 2010) ...... 115 Photo 78 Man-made environment (km 240) (June 25, 2010) ...... 130 Photo 79 Dry barren (km 193) (June 21, 2010) ...... 130 Photo 80 Conifer-dominant mixedwood stand (km 9) (June 17, 2010) ...... 130 Photo 81 Open Bog (km 203)(June 21, 2010) ...... 130 Photo 82 Swamp (km 162) (June 23, 2010) ...... 130 Photo 83 Dense spruce-moss stand (km 14) (June 18, 2010) ...... 130 Photo 84 Open spruce-lichen stand (km 28) (June 18, 2010) ...... 136 Photo 85 Coniferous regeneration (km 194) (June 20, 2010)...... 136 Photo 86 Recent burn (km 143) (June 24, 2010) ...... 136 Photo 87 Spruce grouse droppings (Km 9) (June 17, 2010) ...... 136 Photo 88 Male Spruce grouse (Km 240) (June 20, 2010) ...... 136 Photo 89 Willow ptarmigan habitat (km 152) (June 22, 2010) ...... 136 Photo 90 Ptarmigan sp. in winter (km 240, Camp Lagopède) (March 18, 2010) ...... 137 Photo 91 Rusty Blackbird nest (km 240) (June 20, 2010) ...... 137 Photo 92 Watercourse obstructed by a wooden bridge (Site no C-1) (July 4, 2010) ...... 265 Photo 93 Downstream waterfall out of a culvert placed too high (Site no C-17) (July 6, 2010) ...... 265 Photo 94 Improperly installed culvert (Site no C-9) (July 6, 2010) ...... 265 Photo 95 Culvert undersized for the width of the watercourse (Site no C-12) (July 6, 2010) 265 Photo 96 Watercourse flowing across the winter road (Site no C-18) (July 6, 2010) ...... 265
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - xvii - Environmental and social impact assessment Photo 97 Road fill materials between two lakes (Site no C-4) (July 6, 2010) ...... 265
List of Appendices (Volume 2) Appendix 1 Directive of the Ministry of Sustainable Development, Environmental and Parks Appendix 2 Vegetation Appendix 3 Herpetofauna Appendix 3A Fieldwork Datasheets Appendix 3B Letter - Atlas des amphibiens et des reptiles du Québec Appendix 3C Herpetofauna Database Appendix 4 Ichtyofauna Appendix 4A Fieldwork Datasheet with Photos (crossing sites) Appendix 4B Database – Characterization of Surface Water Appendix 4C Experimental Fishing Datasheet Appendix 5 Mircromammals Appendix 5A Fieldwork Datasheets Appendix 5B Databse - Micromammals Appendix 6 Large Mammals Appendix 6A Fieldwork Datasheet Appendix 6B Raw Data (flight conditions) Appendix 6C Raw Data (obervations) Appendix 7 Waterflow and other Water Birds; Birds of Prey; Forest Birds Appendix 7A Fieldwork Datasheet Appendix 7B Codification Criteria of Waterflow Observations in term of Indicated Breeding Pair Appendix 7C Breeding Evidence Codes Appendix 7D Data from EPOQ and SOS-POP Database Appendix 7E Weather Conditions during the Avifaune Survey Appendix 7F Bird Species Present in the Study Area Appendix 7G Observations of Bird Tallied during the 2010 Fieldwork Campaign Appendix 7H Location of Bird of Prey Nests Tallied during the Fieldwork Campaigns Appendix 7I Coordinates of Forest Bird Listening Stations Appendix 7J Summary of Tetraonidae Observations Appendix 7K Evaluation Criteria for Bird Breeding Couple Appendix 8 Economical and Social Profile Appendix 8A Questionnaire Used for Stakeholder Meetings Appendix 8B Report on the Consultations with Key Stakeholders
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - xviii - December 2010 - 58093 Appendix 8C Definitions of Experienced Workforce Appendix 8D Inventory of Comax Businesses Appendix 9 Cree Land Use Appendix 9A Questionnaire Used for Meetings with Tallymen Appendix 9B Report on the Consultations with Tallymen Appendix 10 Visual Environment Appendix 11 Emergency Reponse Plan Appendix 11A Alert Procedure Appendix 11B Cadre ministériel de gestion du monitoring du réseau routier Appendix 11C Emergency Response Plan - Example Appendix 12 Technical Aspects Appendix 12A Culvert Design Criteria for Fish Passage Appendix 12B Bridges Appendix 13 Environmental Management of Construction Sites (MTQ, 2008)
Volume 3 – Map Appendices Map 3.2 Surficial deposits, materials and landforms Map 3.3 Vegetation Map 3.4 Ichthyological Fauna Map 3.5 Wildlife Survey Stations Map 3.6 Woodland Caribou, Moose and Grey Wolf Observations Map 3.11 Cree Land use Map 3.12 Archeology Map 3.13 Visual Environment Map 4.2 Alignment alternatives Map 5.1 Borrow Pits (12 km southeast of km 0) Map 5.2 Borrow Pits D22 Map 5.3 Borrow Pits D22, D25 and D30 Map 5.4 Borrow Pits D40 and D43 Map 5.5 Borrow Pits D43 and D48-49 Map 5.6 Borrow Pits D75, D78-80 and D82 Map 5.7 Borrow Pits D88, D89-92, D91 and D94 Map 5.8 Borrow Pits D94 and D95-100 Map 5.9 Borrow Pits D111-125 Map 5.10 Borrow Pits D111-125
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - xix - Environmental and social impact assessment Map 5.11 Borrow Pits D138-143 Map 5.12 Borrow Pits D138-143 Map 5.13 Borrow Pits D150 and D152 Map 5.14 Borrow Pits D157-163 and D164-170 Map 5.15 Borrow Pits D164-170 Map 5.16 Borrow Pits D174-175 and D178-179 Map 5.17 Borrow Pits D190 Map 5.18 Borrow Pits D200-201 and D209 Map 5.19 Borrow Pits D215 Map 5.20 Borrow Pits D212-213 and D215 Map 5.21 Borrow Pits D225 and D227 Map 5.22 Borrow Pits D230 and D233 Map 5.23 Borrow Pits D233 Map 5.24 Borrow Pits D243
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - xx - December 2010 - 58093 1. Introduction Within the scope of the project to extend Route 167 North to the Otish Mountains, the Québec Ministry of Transportation (Ministère des Transports du Québec; hereinafter, MTQ) retained the Roche-SNC-Lavalin Consortium to conduct the environmental and social impact assessment of the corridor to the Renard mining property owned by the Stornoway Diamond Corporation, approximately 200 air-km to the north-northeast. This report constitutes the environmental and social impact assessment required by the Québec Department of Sustainable Development, Environment and Parks (Ministère du Développement durable, de l’Environnement et des Parcs; hereinafter, MDDEP) by authority of the Environment Quality Act (R.S.Q., c. Q-2). The project is located entirely in the territory governed by the James Bay and Northern Québec Agreement (JBNQA; Category II and III lands of the Mistissini community); therefore, the procedures required by the JBNQA are applicable. As well, article 5 of the Canadian Environmental Assessment Act mandates an environmental assessment of the project because Fisheries and Oceans Canada may be requested to issue a permit or grant an authorization under paragraph 35(2) of the Fisheries Act, and Transport Canada may be required to grant an authorization under article 5 of the Navigable Waters Protection Act. A comprehensive study is required for this project as stipulates in section 29(b) of the Canadian Environmental Assessment Act’s “Regulations Prescribing Those Projects and Classes for Which a Comprehensive Study is Required”, because the project involves the construction of an all-season road more than 50 km in length located in a new right of way.
1.1 Objective and methodology The primary objective of this report is to identify the optimal location of the future road and to determine its technical, socio-economic and environmental acceptability, as per the directive of the MDDEP issued in April 2010 (Appendix 1, Volume 2). The document is therefore designed as a tool to assist the MTQ in integrating social and environmental considerations into the project planning and in informing the public of the potential impacts of the project. The methodology chosen to achieve this objective is as follows: The inventory and analysis of the components characterizing the area affected by the project to document the current conditions; The evaluation of the capacity of the environment to support the project and the degree of compatibility of the environmental components with the project as conceived, so that corridor options may be established; The comparison and evaluation of the corridor options in terms of the environmental, social and techno-economic issues they raise, to identify the optimal alignment; The identification and assessment of environmental impacts of the selected alignment and the development of mitigation measures designed to optimize the integration of the project.
1.2 Scope of study This report contains seven chapters. Chapter 2 presents the purpose and context of the project and Chapter 3 describes the study area and its physical, biological and social components. Follow Chapter 4 which provides a comparative analysis of the options that resulted in the selection of the optimal alignment, and chapter 5 that gives a detailed technical description of the selected alignment. Chapter 6 provides an analysis and evaluation of the potential impacts of the project on the physical, biological, and social components described in chapter 3 and outlines the methodological approach used to achieve the objectives of the report.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 1 - Environmental and social impact assessment Finally, chapter 7 presents the emergency measures plan and the surveillance and monitoring programs that will be established during implementation of the project. The report includes a bibliography of documents consulted, appendices I to XII (Volume 2) and a cartography appendix (Volume 3) containing maps of the area components inventoried in the study, the corridor options and the proposed alignment.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 2 - December 2010 - 58093 2. Purpose of project
2.1 Context
2.1.1 Access to the territory At this time, only one road provides access to the study area. Heading north from Chibougamau, Route 167 (permanent road) provides year-round access to the village of Mistissini on to the northeastern shores of Lake Albanel and the mouth of the Témiscamie River. North of the Témiscamie River, a winter road extends Route 167 for approximately 140 km, providing access to the southern portion of the study area. It reaches as far as the former Eastmain Mine camp, with a fork leading to the Strateco (Matoush) camp at km 131. Currently, the majority of the mining properties explored in the area are accessible only by air; however, within the scope for the Renard (Stornoway), Matoush (Strateco) and Lake Macleod (Western Troy) projects, each of the exploration companies planned independently to establish either a temporary or a permanent road to provide land access to their property. In 2006, the James Bay Joint Action Mining Committee (Table jamésienne de concertation minière – TJCM) proposed the alternative of a permanent multi-service or multi-resource road to service the mining exploration projects northeast of Lake Mistissini and, specifically, the project of the Stornoway-SOQUEM partnership to develop the Renard property. The Northern Québec Steering Committee (Bureau de la Coordination du Nord-du-Québec – BCNQ) of the MTQ then became involved to avoid duplication of infrastructure projects, and the mining companies working in the area all supported the idea of a permanent road to encourage the development of mining, tourism, wind power generation and logging industries.
2.1.2 Regional planning and the transportation network The project to extend Route 167 North to the Otish Mountains is part of the Plan Nord and the Nord-du-Québec Transportation Strategy (Stratégie de transport du Nord-du-Québec). It is also taking into account in various other planning initiatives such as the Territorial Sustainability Plan (Plan territorial de mobilité durable – PTMD) and the Public Land Allocation Plan (Plan d’affectation des terres publiques – PATP) for the James Bay territory. The Plan Nord is a development project initiated to make Québec more prosperous, stimulate economic development and to promote private sector investment (Gouvernement du Québec, 2009). Transportation infrastructure is an essential asset in the vast development potential of Nord-du- Québec, and the Otish Mountains road connection is one of the first components of this comprehensive development initiative. In particular, it will optimize access to resources and contribute to community development. The Nord-du-Québec Transportation Strategy prepared by the BCNQ and adopted by the MTQ in February 2008 targets the achievement or support of five strategic goals: Transportation safety; User mobility comparable to that of other northern communities; Cost of living reduction for residents; Support of the local and provincial economies; Maximization of economic impacts and sustainable solutions. In June 2010 the MTQ initiated the implementation of its territorial sustainable mobility plans, which are in fact second-generation transportation plans. These plans are based on a “corridor approach,”
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 3 - Environmental and social impact assessment an integrated global planning approach for the movement of people and goods between two given points (origin-destination), designed to ensure coherence of all initiatives to maximize efficiency and sustainability. Within the scope of this plan, the MTQ favours the extension of the existing transportation corridor to achieve harmonious development of the James Bay area. There are currently two primary access corridors, one passing through Matagami and extending as far as Radisson (Route de la Baie-James), the other passing through Chibougamau and extending to Némiscau (Route du Nord). The extension of Route 167 does not constitute a new point of entry but rather a branch to the northeast of the existing Chibougamau corridor that will support the multi-purpose development of this vast territory. The extension of the existing Route 167 corridor is also a key strategic component of the public land development plan (plan d’affectation des terres publiques, PATP) for the Baie James area, currently in its planning stage.This is reflective of the government commitment to bring this project to life. Finally, the government intent to pursue the extension of Route 167 northward was confirmed in the 2009-2010 budget speech by the allocation of substantial funding for its construction (MRNF, 2010a).
2.2 Project justification The extension of Route 167 North to the Otish Mountains is supported by both the James Bay and Cree populations for the development of the territory and its natural resources. The vast territory that will become accessible by this road affords not only mining resource opportunities but also opportunities for recreation, tourism, logging and wind power generation. Indeed, it has been shown that various projects in these sectors could materialize in the foreseeable future if this road link is established. In 2007, the James Bay regional council of elected officials published a report titled « Évaluation du potentiel économique dans le secteur des Monts Otish » (CREBJ, 2007), prepared under the direction of a task force comprising various members of the Chibougamau business community. The report presented general information illustrating the scope of opportunities for the development of the territory with regard to various sectors of activity. In 2009, the MTQ retained a consulting firm to conduct a detailed analysis of anticipated projects and to review the relevant economic issues (Genivar, 2009). An update of this analysis was conducted within the scope of the present impact assessment. The following pages present an overview of the various opportunities and specify, where appropriate, the role that improved access to the territory will play in the development of these opportunities.
2.2.1 Mining opportunities The mineral resources of the territory northeast of Lake Mistassini remained unexplored and underestimated until the recent and sudden attention on the Otish Mountains area, partly as a result of exploration successes and partly as a result of the current state of the industry: First, the important discovery of diamond indicators by Ashton-SOQUEM on the Renard property in 2001 brought substantial attention from a number of prospectors and businesses and resulted in the acquisition of many mining claims. According to the MRNF, the region to the northeast of Lake Mistassini (Renard sector and Téchigami/Beaver Lake sector) may offer the best diamond prospecting potential in Québec, followed by the Torngat Mountains (Nunavik), the James Bay area and the Témiscamingue Region; Secondly, the increase in the price of uranium up to US$72 per pound on the cash market (Spot market, January 2007), sparked heightened interest in the Québec mining community for uranium, after 22 years of relative inactivity. As well, the frequent comparison of the potential of
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 4 - December 2010 - 58093 the Otish Mountains area to the Arthabaska area of Saskatchewan (one-third of the world’s supply) has bolstered interest in the area and the eagerness of exploration companies. Several mining exploration companies subsequently spread across the sector in search of the resource. Since then, substantial investments in exploration have confirmed the presence of valuable mineral resources. An inventory of projects has confirmed the diversity of this potential. In addition to diamonds (Renard; Téchigami/ Beaver Lake) and uranium, many other minerals, including gold, copper, zinc and magnesium, are present. In 2009, the MRNF inventoried 18 companies active in the area stretching from the northeast of Lake Mistassini to the La Grande complex reservoirs and the Trans-Taiga Road, some of which were involved in more than one project (Table 2.1; Map 2.1). A total of 18 exploration projects were under way. Uranium (U) represents the most sought after resource, followed by gold (Au). As shown in Table 2.1, these projects are at various stages of completion. Some of the projects show such promising results that one or more exploration initiatives are expected to follow. The more advanced among them, i.e., that could reach the extraction stage in the foreseeable future, are described in further detail below.
2.2.1.1 Renard diamond project The Renard diamond project, which encompasses the Renard kimberlite pipes and the Lynx-Hibou kimberlite dykes network, is the product of an equal partnership between Stornoway Diamond Corporation (formerly Ashton Mining) and the SOQUEM, a subsidiary of the Société générale de financement (SGF). Located on the Foxtrot property, this project instigated the Otish Mountains mining rush and the proposal to extend Route 167 northward. The Renard diamond mine project is located some 420 km from Chibougamau and is currently accessible only by air. Exploration activities are directed from Camp Lagopede, located on the northern shore of Kaakus Kaanipaahaapisk Lake (Lagopede Lake). On May 5, 2010, Stornoway announced the filing of a technical report compliant with National Instrument 43-101 giving the update of the preliminary project evaluation (Scott Wilson RPA, 2010a). The report revealed that the resources were three times greater (30 Mct); that it would conceivably be profitable to operate a diamond mine over the long term at Renard; and that the life expectancy of a future mine could extend from seven to 25 years. Stornoway estimates that up to $500 M in capital investment would be needed and that the mine would create 600 jobs during construction and 300 during its subsequent operation. Using an actualization rate of 8 %, it is estimated that the net present value of the Renard project before-tax in 2010 is $885 M (Stornoway, 2010). Considering the quantity of mineral resources, the significant reliability of the cost estimates and the strength of the preliminary economic data, Stornoway now plans to proceed with an exhaustive feasibility study and impact assessment so that it will be in a position to decide on the implementation of production an environmental social plans before the end of 2011.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 5 - Environmental and social impact assessment Table 2.1 Exploration activities in the Otish Mountains area in 2009
Company Project Resource Work Advancement No. MRNF 2009 2009 No. MRNF Near the corridor (< 25 km) – more advanced projects Western Troy Capital Resources inc. MacLeod Lake Copper (Cu), Gold (Au), Silver (Data 2008) TE, D(6 :1279) 00 1 (Ag), Molybdenum (Mo) Stornoway Diamonds Corporation/ Renard Diamond Re, FM, TE, D(32:16506) 61 1 SOQUEM 65 Strateco Resources inc. Matoush Uranium (U) Re, B, Pg, D(44:26144), Dci(x:526) 1 Near the corridor (< 25 km) – less advanced projects 62 Eastmain Resources Inc. Eastmain Mine Gold (Au), Silver (Ag) S, G, Gs(sl), Pr 4 Other projects either side of the corridor 63 Cameco Corporation Otish South Uranium (U) GpEm, GpMa, Pg, D(8:2430) 5 64 Explorations Ditem inc. Otish Uranium Uranium (U) S 4 66 Strateco Resources inc. Éclat Uranium (U) S (11:4375) 3 67 Strateco Resources inc. / Majescor Mistassini Uranium (U) GpEm(A), GpMa(A), Pg, D(7:786) 3 Resources inc. 68 Strateco Resources inc. / Pacific Bay Pacific Bay Uranium (U) Pg, D(12:3721) 3 Minerals Ltd 69 Exploration Dios inc. Hotish Uranium (U), Diamond, rare S, G, Gs(sl), GpMa(G), GpRa(G,A), Pr 4 earth elements (REE) 70 Virginia Energy Resources Inc. / Big Strategis Uranium (U) Gs(sl), GpMa(G), Pg 5 Red Diamond Corporation 71 Virginia Energy Resources Inc. / Otish Uranium Uranium (U) S, Gs(sl), Gs(sl), GpMa(G), Pg, T 4 Xemplar Energy Corporation 72 Abitex Resources inc. Epsilon Uranium (U), Gold (Au), Silver S, G, GpMa(A), GpRa(A), Pr, T 4 (Ag), Lead (Pb) 73 Abitex Resources inc. / Areva Lavoie Uranium (U) GpMa(A), D(41:4862) 5 Québec inc. / SOQUEM INC. Projects north of the Foxtrot property (Renard Project) 111 Exploration Midland inc. / Mines Galinée Copper (Cu), Zinc (Zn), Gold S, G, Gs(t), GpEl(G), GpEm(G), Pr, T 4 Agnico-Eagle Itd (Au), Silver (Ag) Source :MRNF,2010c trenching and stripping; geochemical survey; GpRa(G,A) radiometric survey; electromagnetic survey; Legend of Abreviation 4 market study; State ofadvancement 1 ExplorationMidlandinc./Mines 112 114 Sirios Resources inc. SiriosResources VirginiaMinesinc. 114 113 No. MRNF 2009 Agnico-Eagle Itd Agnico-Eagle Itd G – geological mapping; –geological Pg : B :
TE –unspecified prospectingandgeologicalwork; GpMa 1 –bulk sampling; opn rjc eore Work Company Project Resource –Sampling(SEb–T); –Feasibility-market studies / Technical evaluation (FM –TE); –technicalevaluation. –magnetometric survey; – ground/aerial radiometric survey; –ground/aerialradiometric Gp – geophysical survey; Dci(#h:m) aal Copper (Cu), Zinc(Zn), Gold LaSalle Noella-Nichicun Noella-Nichicun Escale 5 – Prospecting(GPgPr – Gp –Gc) – reverse circulation drilling; –reversecirculation –aerialmagnetometricsurvey; GpMa(A) GpEl(G) Gs(l) Pr –Lake sediments geochemical survey; –prospectingwork;S(32:16506); –groundelectricsurvey; (Au), Silver (Ag) (Ag) Silver (Au), Gold (Au) Gold (Au) D(#h:m) 2 –Preliminaryestimates (MT –Re); –Diamonddrilling(numberofholes:totalmeters); GpMa(G) GpEm –electromagneticsampling; Re –ground magnetometric survey;GpRa(A) –reserve andresourceevaluation; Gs(sl) ,G st,GE() pmG,P,T 4 Pr,T GpEm(G), S, G,Gs(t),GpEl(G), G, Pr S, Gs(sl), Pr S, Gs(sl),Pr – Soils geochemical survey; –Soilsgeochemical 3 – Surveys –technicalreports; GpEm(G) FM –ground S –sampling – feasibilityand/or Gs(t) –aerial –Till T – 5 4 Advancement 2.2.1.2 Matoush uranium project The Matoush uranium project is being developed by Strateco Resources Inc. This company is focusing primarily on the exploration of uranium mining properties with the goal of developing commercial production. Matoush appears to be the flagship property in the company’s development plan. Located in the Otish Mountains, approximately 275 km northeast of Chibougamau, the project includes the Matoush, Matoush Extension, Eclat and Pacific Bay properties. Covering 23 km along a north–south axis, it includes 590 mining claims over an area of 31,213 ha. The site is accessible by air, either helicopter or float plane from the float plane base in Temsicamie, and by the winter road that passes approximately 6 km west of the property. Before the 2009 exploration campaign, the winter road was improved over 142 km to enable access to the camp and delivery of materials and fuel during the months of January, February and March. In September 2009, Scott Wilson RPA updated the estimate of uranium reserves. Using a cut-off grade of 0.10 % U3O8, the indicated uranium reserves are estimated at 436,000 tonnes, with an assay grade of 0.78 % U3O8 containing 7.46 Mlb U3O8. The inferred mineral reserves are estimated at 1.16 Mt at an assay grade of 0.50 % U3O8 containing 12.78 Mlb U3O8. In April 2010, Strateco published an opportunity assessment based on the indicated and inferred resources in compliance with National Instrument 43-101 (Scott Wilson RPA, 2010b). The update of the economic value estimates of the Matoush property shows greater economic sustainability than the initial opportunity analysis; however, there is still no certainty that the development of the reserves, production and economic forecasts on which the report is based, could be implemented1. Nevertheless, because of the immense potential of its Matoush project, Strateco is currently planning commercial production toward the end of 2013 or early 2014. Based on current reserve estimates and considering an extraction rate of 500 to 700 tonnes per day, the project is expected to be in operation for seven years. Using an actualization rate of 8 %, the net present value of the project before taxes was estimated in 2010 at $324 M (Scott Wilson RPA, 2010b). Strateco filed an environmental and social impact assessment for an underground exploration project in November 2009. This advanced exploration program is designed to define the mineral resource with greater precision and to determine the feasibility of a uranium mine. The main infrastructure of the project includes a 2,405-m ramp extending 300 m in depth, in addition to temporary facilities at the surface. The environmental impact assessment and review process undertaken by the provincial and federal review committees established under the James Bay and Northern Québec Agreement is currently under way. The transformation of the existing winter road into an all-season road was also included in the Strateco project; however, because the design standards and alignment of this road were different from those presented by the MTQ, and to avoid the construction of two parallel roads, Strateco and the MTQ have entered into an agreement to build one single road. To meet Strateco's needs, the MTQ agreed to accelerate the authorization procedures of the Route 167 extension and begin construction as soon as possible.
1 This preliminary report is based in part on inferred resources and these are considered too speculative to have sufficient economic consideration for characterization as mineral reserves.
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2.2.1.3 Lac MacLeod copper-molybdenum project The MacLeod Lake copper-molybdenum project is being developed by Western Troy Capital Resources Inc. and the property is located approximately 275 km northeast of Chibougamau. The property extends over 13 km on a north-south axis and a width of about 5 km. It includes 604 claims in four groups, for a total of 18,628 ha. The winter road passes 40 km east of the property. Within the scope of preliminary studies, Western Troy plans to build an all-season single-lane road with a controlled access from the existing road, which leads to the northwest corner of the property. This access road will cover approximately 70 km, joining up with the existing road about 103 km north of Témiscamie. At the conclusion of the economic assessment published in April 2008, the company determined that only an open-pit mine had sufficient economic potential (Scott Wilson RPA, 2008). At an annual rate of 2.1 Mt, the extraction operations were forecasted to last nine years. Using an actualization rate of 8 %, the present net value of the MacLeod project before taxes was estimated in 2008 at $182.2 M (Scott Wilson RPA, 2008). Providing that the road extension to the Otish Mountains is completed and that the company has obtained approvals to proceed with a hydroelectric facility on the Eastmain River near the mining operations, Western Troy executives believe that construction of the mining infrastructure could begin in 2012 or 2013 (Western Troy, 2010).
2.2.1.4 Eastmain and Ruby Hill gold project The Eastmain property, which includes the old Eastmain gold mine and two groups of claims called Ruby Hill East and West, is located approximately 320 km northeast of Chibougamau. The project is being developed by Eastmain Resources Inc. The property includes 224 claims covering a total area of 11,667 ha divided in two groups. It is accessible by a winter road extending 160 km from Témiscamie and by air using either a float plane or the landing strip located near the old mine. As indicated in the 2004 annual report of Ressources Campbell, the Eastmain gold deposit is believed to hold 255,750 ounces of gold and 4.1 Mlb of copper, including a measured reserve of 91,500 t of gold ore at 0.268 ounces per tonne and indicated reserves of 786,600 t of gold at 0.294 oz/t (Eastmain Resources, 2010). These historical estimates may not be reliable and may not comply with National Instrument 43-101. For 2010, Eastmain Resources has allocated an exploration budget of $3 M, focused on drilling under the Eastmain deposit and elsewhere on the property. The gold deposit potentially extends both along its principal axis and in depth and in the stratographically adjacent horizons above the main mine.
2.2.1.5 Lavoie uranium project Ressources Abitex inc. is currently exploring the Lavoie property located 350 km northeast of Chibougamau. The Lavoie property is the object of an acquisition agreement and partnership between Abitex and the equal co-owners Areva Resources Canada and SOQUEM Inc. Abitex is entitled to acquire a 50 % interest in the property if it completes a prefeasibility study before the end of 2011. The property includes 15 contiguous claims covering 780 ha. It is currently accessible only by air. The winter road to the former Eastmain mine passes at 75 km to the west and the all-season logging road ends approximately 135 km from the property.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 11 - Environmental and social impact assessment The Lavoie deposit is one of the three major indicators of uranium located in the Otish Mountains region. As indicated by resource estimates for the Lavoie gold project in a report published in 2010 (InnovExplo, 2010) and compliant with National Instrument 43-101, and based on a cut-off grade of less than 0.10 % U3O8 and on a minimum true thickness of 1.5 m, the site holds indicated mineral resources of 391,000 t at an assay grade of 0.45 % eU3O8 (U3O8 equivalent) containing 3.91 Mlb U3O8, and inferred mineral resources of 749,000 t at an assay grade of 0.56 % eU3O8 containing 9.26 Mlb U3O8. Over the last two years, Abitex has more than doubled the historical resources of the Lavoie property. The whole resource is located within a maximum depth of 160 m from the surface along a 1.5-km axis, which suggests a potential for open-pit extraction. In 2010, in order to proceed with the project and accelerate its progress, Abitex plans to complete additional drilling needed to increase and improve the resources and to prepare an opportunity assessment.
2.2.1.6 Importance of an access road for mining exploration and operation The current mining exploration activities in the area northeast of Lake Mistassini, in particular in the Otish Mountains area, are undertaken using various airborne transportation services (plane, helicopter) to move personnel (mobilization, demobilization), to set up camps and keep them supplied with perishables, material, fuel and equipment, and to ensure the safety of personnel (e.g., medical evacuation, forest fires, etc.). In the absence of ground transportation, the use of air transport presents various logistical challenges (availability, seasonality, flight conditions, etc.) in addition to high costs for the exploration companies. According to Patrick Houle, resident geologist with the Mine Department of MRNF in Chibougamau, the portion of budget allocated to transportation in the Nord-du-Québec region is typically in the range of 30 % to 35 %, which drops by half when ground transportation is available (Genivar, 2009). Mr. Houle concluded that: “The advantages of road access are numerous: You can bring in equipment, set up camp more easily and ensure a supply line. That’s vital, when it's possible […] the Toilus mine located more than 150 km from Chibougamau would never have existed without the Route du Nord: In our view, for many reasons, a road is a benediction for economic development” (Harvey, 2005 - TRANSLATION). Even if exploration for minerals can be undertaken without road access, the same do not apply to extraction. Transportation needs grow dramatically at the extraction stage, in particular for: Delivering supplies such as fuel, explosives, maintenance material and spare parts, food and other consumer goods for the workers' service and accommodation facilities; Moving personnel; Shipping of outgoing products. The cost of transportation in the implementation plans of any of the three most advanced mining projects in the Otish Mountains area has been assessed to date only at the preliminary stage, and it is therefore difficult to establish the magnitude of this cost at this time. In 2008, however, within the scope of the preliminary evaluation of its Renard diamond project, Stornoway estimated that if the road leading to the Otish Mountains was not ready when construction started, additional capital expenditures of approximately $39 M would be required to build a winter road and other seasonal access facilities2 (Stornoway, 2010). The annual maintenance
2 Stornoway plans to build a landing strip for the transportation of personnel and certain equipment during the construction of the mining facility and for as long as the facility is accessible only by winter road. During the extraction phase of the mine, the landing strip will be maintained for emergencies and other occasional flights.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 12 - December 2010 - 58093 costs and the logistical challenges associated with mining operations would result in operating cost increases of approximately $4.49 per tonne for as long as the operation uses the winter road. Based on an annual projection of 1.8 million tonnes, this would represent additional costs of $8,082,000 per year. Regarding the impact of transportation costs on project profitability, Western Troy Capital Resources stated the following in 2006: “The construction of a road to the Otish Mountains would be an economic advantage for our molybdenum/copper project at MacLeod Lake. At present our project is located 165 km from the closest all season road. If the new road was to be built on the alignment of the existing winter road which leads to the old Eastmain mine, it would bring us to within 40 km of the MacLeod Lake project, considerably reducing the estimates of capital expenditures and operating costs for mining operation at MacLeod Lake” (Western Troy, 2006 - TRANSLATION). “If an all season road was built as far as the Eastmain mine, it is very probable that our project could become economically viable [...]. However, if Western Troy was required to absorb the cost of building an all season road from Témiscamie, the investment required would make the project unprofitable” (CREBJ, 2007 - TRANSLATION)
2.2.2 Tourism and Recreation Opportunities The potential of the study area for recreation and tourism depends primarily on the development of commercial hunting and fishing activities, eco-tourism and First Nation tourism. The availability of such services is currently limited to the Albanel-Mistassini-Waconichi Wildlife Reserve and a few outfitters in the Lake Mistassini area (Map 2.2); however, the Québec government has proposed the establishment of Albanel-Témiscamie-Otish National Park (proposed name) in partnership with the Cree Nation of Mistissini (Map 2.2).
2.2.2.1 Lacs-Albanel-Mistassini-Waconichi Wildlife Reserve and outfitters The Lacs-Albanel-Mistassini-Waconichi Wildlife Reserve is managed and operated jointly by the Cree Nation of Mistissini and outdoor recreation facility management of Québec (Société des établissements de plein air du Québec – SÉPAQ). It is the largest wildlife reserve in Québec and includes the province's largest waterbodies: Lake Albanel and Lake Mistassini. Once an important territory for the fur trade, where First Nations traded beaver pelts for firearms and food, this vast wilderness has been declared a reserve to ensure its conservation. There are three outfitters in the territory: The Pourvoirie Aigle pêcheur is located on Guillaume Couture Island in the centre of Lake Mistassini, about 50 km from Mistissini village (20 minutes by float plane). It boasts a large lodge, five cabins that accommodate four adults each, and sanitary facilities. The outfitter offers exceptional fishing opportunities (brook trout, lake trout, walleye, pike) over an exclusive territory of 2,326 km². Visitors can choose between American and European plans at the lodge or accommodation in satellite camps; The Lake Mistassini Outfitters Association; The Pluto Lake Camp is operated by the Pourvoirie Mirage and located in the southern foothills of the Otish Mountains; the outfitter offers fishing packages.
2.2.2.2 Albanel-Témiscamie-Otish National Park The Albanel-Témiscamie-Otish National Park project is intended to develop and protect the natural, cultural and historical heritage of this exceptional part of the boreal forest. Covering an area of more than 11,000 km², it will be the largest national park in Québec. The park will ensure the protection of Lake Albanel and Lake Mistassini in their entirety, as well as their shores. It will include the Rupert River corridor from its source in Lake Mistassini as far as
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 13 - Environmental and social impact assessment Bellinger Lake, including île Peuverau and île de l’Est. The Témiscamie River corridor will also be included, beginning at its source in the Otish Mountains to protect a large part of its watershed, as well as the historical canoe route from Lac à l’Eau Froide to Témiscamie Lake and down to its discharge at Lake Albanel. The inclusion of the Otish Mountains will protect virtually the whole mountain range and its northern edge bordering the Eastmain River plain. Naococane Lake and its hundreds of islands will also be protected. A substantial portion of the Albanel-Mistassini-Waconichi Wildlife Reserve will be converted to park status. The reminder of the reserve will serve as a buffer zone where complementary activities or services will be possible. The historical and cultural heritage protected by the establishment of this national park is as important as the natural heritage, since it represents a period extending from prehistoric times to the fur trade. Park zoning will focus on conservation. It will be a community-occupied park with zones designated for services, light use (zone d’ambiance), conservation, strict conservation and sacred areas. As mentioned in the preliminary master plan (MDDEP, 2005), only Route 167 would lead to the proposed park from Chibougamau to Mistissini village and then on a gravel surface to Lake Albanel. The Rupert River area, as well as the heart of the Otish Mountains range and Naococane Lake would be accessible only by air. In winter, the only way to reach the more isolated parts of the park would be by bus airplane on skis. According to BCDM (2007), annual visitation of the park could reach 2,540 visitors by year five.
2.2.2.3 Importance of an access road for recreation and tourism development The regional development plan regarding wildlife resources for the Nord-du-Québec region (Plan de développement régional associé aux ressources fauniques du Nord-du-Québec) (FAPAQ, 2003) indicated that accessibility and transportation were one of the three primary issues needing resolution before wildlife resources could be managed and activities developed. Despite a broad network of logging roads, certain high-potential areas such as the northeast of the Albanel-Mistassini-Waconichi Wildlife Reserve are not yet accessible. Furthermore, although air travel is the most effective way to access the area and to move around over large distances, its associated costs are almost prohibitive for developing exceptional sites and activities related to wildlife resources in this part of Québec. It appears that the development of this economic sector infrastructure would greatly benefit from the availability of an access road to the Otish Mountains, just as in the territories along the roads to James Bay, namely the Trans-Taiga Road and the Route du Nord. Fishermen and hunters would be able to access numerous waterbodies and hunting territories that are now difficult to reach. A potentially lucrative industry could be built based on consolidation of the existing outfitters or the addition of new ones. The interim master plan for Albanel-Témiscamie-Otish National Park raises access, use and security issues linked to the challenges of ground transportation. The plan accounts for the extension of Route 167 to the Otish Mountains, running primarily parallel to the Temsicamie River, which will provide access to the southwest sector of the Otish Mountains and make the opportunities for canoe-camping more affordable. The road would also open up possibilities for park services and activities. The public hearing on this development project showed a strong consensus in favour of the extension of the road (BAPE, 2006); for example:
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For representatives of the MDDEP), the road’s location close to the Témiscamie River will make the opportunities for canoe-camping more affordable and provide access to the southwest sector of the Otish Mountains. In addition, it will open up new possibilities for services and activities within the proposed park; For the Cree Nation council of Mistissini, the road is an opportunity to support the eco tourism potential of the proposed park and the potential for socio-economic development of the communities of the region, both the Cree and the James Bay communities (BAPE, 2006); For the Chibougamau Economic and Tourism Commission, the road is essential to enable visitors to gain access to the proposed park. The public hearings reveal the unanimous trans-sectoral and inter-communal support to the Route 167 extension project. The Cree community, the James Bay community, elected officials, and representatives of various socio-economic sectors – everyone concerned about the park and attending the hearings – were also in favour of extending a road to the southwest sector of the Otish Mountains.
2.2.3 Forestry opportunities
2.2.3.1 Harvesting of forestry resources in the region The forestry resources with potential harvesting possibilities are located in the southern portion of the territory that would be served by the extension of Route 167 North to the Otish Mountains. This region has two distinct forestry management units (Unité d’aménagement forestier, UAF): UAF 026-61, a territory of 349,305 ha north of Chibougamau on both sides of Lake Mistassini, and UAF 026-62, which covers 548,620 ha to the east of Lake Mistassini (Map 2.3). Based on the update of forestry allocations on December 9, 2009 (MRNF, 2009), the primary beneficiaries of the harvesting possibilities in the two units are: For UAF 026-61: − Barrette-Chapais ltée (27,700 m3 SEPM)3; − Bois KMS ltée (200 m3 jack pine); − Corporation forestière Eenatuk (Mistissini; 59,800 m3 SEPM); − Papiers de publication Kruger inc. (Trois-Rivières; 20,900 m3 SEPM); − Les Chantiers de Chibougamau ltée (89,400 m3 SEPM). For UAF 026-62: − Les Entreprises Alain Maltais inc. (50 m³ hardwood deciduous, 50 m³ poplar); − Bois KMS ltée (100 m³ jack pine); − Corporation forestière Eenatuk (Mistissini, 65,200 m³ SEPM); − Papiers de publication Kruger inc. (Trois-Rivières; 12,600 m³ SEPM); − Les Chantiers de Chibougamau ltée (61,700 m³ SEPM). The two forestry management units are currently accessible by Route 167 and a quite elaborate network of logging roads of various classes that were developed over the years by forestry companies that were operating in the area such as Chantiers Chibougamau.
3 SEPM: balsam, spruce, jack pine and larch (sapin, épinettes, pin gris et mélèzes).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 17 - Environmental and social impact assessment The northern portion of UAF 026-61 coincides with the northern limit of forests available for allocation (2002 revision). The government currently prohibits all commercial harvesting beyond this limit. Currently, it is not expected that the lands available for commercial logging could or would be expanded in the foreseeable future. To the contrary, the harvesting possibilities in the northern Québec region have been reduced4 by more than a quarter in the last assessment prepared by the Chief Forester’s Bureau.
2.2.3.2 Importance of an access road for logging operations Even without detailed information on the merchantable wood volume on the territory that could become accessible by the extension of Route 167, it is reasonable to believe that a new road in this area would also be beneficial to the forestry industry. Furthermore, certain businesses have already expressed their interest in the volumes of wood that could become available in this territory; in particular, Chantiers Chibougamau, which presented a brief during the public hearing on the Albanel-Témiscamie-Otish National Park, recommending to plan an access to forested productive area located to the northwest of Lake Mistassini within the context of implementing an extension of Route 167. The distance between the merchantable volume and sawmills would limit the number of potential takers for the forestry contracts that could be granted by the Québec government. These contractors would potentially include Chantiers Chibougamau, Barette-Chapais ltée and the Cree forestry company Eenatuk (Mistissini) (Genivar, 2009). On the other hand, there are numerous constraints that require resolution independently of the present project before logging could be implemented to the northeast of Lake Mistassini. The main constraints are the following: Status quo regarding the northern limit of allocated logging rights; Chapter 3 of the Agreement concerning a new relationship between Le gouvernement du Québec and the Crees of Québec (Paix des Braves Agreement); more specifically the references to the boundaries of the territory governed by this agreement and the specific requirements applying to the forestry regime; Creation of the Albanel-Témiscamie-Otish National Park and the need to reach an agreement with the MDDEP prior to allow access to forest management unit UAF 26-61 from the future road, via a logging road crossing lands designated for inclusion within the park's boundaries; The Canadian Boreal Forest Agreement (CBFA), signed in May 2010 by 21 member companies of the Forest Products Association of Canada and nine leading environmental organizations. This agreement includes the suspension of logging operations over millions of hectares of boreal forest that make up the most part of the caribou habitat. Although the company holding the forest management rights to UAF 26-61 and UAF 26-62 (Chantiers Chibougamau) and the main beneficiaries of potential logging operations in these forest management units did not sign the CBFA, market forces and competition in the forest industry could essentially compel these companies to respect the main conservation objectives of the agreement in years to come.
4 Particularly, because of the exclusion of some 10,800 ha of the Albanel-Témiscamie-Otish Park from the calculation of the annual allowable cut for 2008-2013.
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2.2.4 Wind power generation opportunities The territory concerned by the Route 167 extension project has significant potential for wind energy production. The inventory of wind energy potential developed in 2005 and published by the MRNF indicated the presence of wind energy resource with interesting characteristics. According to available assessments, wind conditions in an area north of Lake Mistassini would be amenable to the establishment of a wind farm (Map 2.4). Studies of wind characteristics for the area document winds sufficient to drive windmills placed 80 metres off the ground at speeds as great as nine metres per second. To quantify wind energy production capacity, towers have been installed at different locations throughout the Otish Mountains, including one very close to promising mining claims.
2.2.4.1 Wind power projects in the Otish Mountains region To date, no project has been yet submitted to Hydro-Québec for this area. The only two wind power projects in the James Bay territory are located southeast of Lake Mistassini (Eenou Windcorp inc., unknown power capacity) and next to the Chisasibi Cree village (Yudinn, 204 MW). However, in December 2009, Eeyou Power Management inc. and Genivar Limited partnership signed a three-year partnership agreement to pool their expertise to develop renewable energy projects, including wind farms and small hydro generation facilities in Eeyou Istchee, the Land of the Cree.
2.2.4.2 Importance of an access road to enhance wind power generation opportunities The development of a wind farm is not feasible without access to road infrastructure. Without rail or sea access, road access is the only solution for transportation of component parts for wind power structures, from suppliers to points of shipping, because air transport over long distances requires special heavy hauler planes, which is not economically viable. The three components of wind farms that are most difficult to transport are: The tower, whose steel or concrete sections are large in diameter, in addition to their weight and length; The nacelle (casing), which is relatively light but voluminous when it is a single casting; The blades, which are light but very long and voluminous. According to different documents on wind farm projects currently in progress in Québec, it is estimated that each windmill requires between 32 and 35 truck loads. The transportation of workers, machinery needed for construction and assembly, equipment for installation of the set-up transformer station, and granular materials required for foundation and road building also have to be considered. Finally, the presence of an access road in the area could also be used to install an electric power line connection between wind farms and the Hydro-Québec grid and then to consumer markets.
2.3 Other justifications The territory to the northeast of Lake Mistassini is part of the Mistissini community territory, which is subdivided into numerous traplines. Access to these lands is difficult, particularly when travel by snowmobile is not possible. Increased accessibility to their traplines is a valuable benefit for tallymen and for the members of the Mistissini Cree Nation in general.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 21 - Environmental and social impact assessment At the public hearings on the Eastmain 1-A, Sarcelle and Rupert deviation hydroelectric project, Chief Longchap stated the following: “The construction of reservoirs requires the construction of roads. The Caniapiscau reservoir entailed construction of roads from west to east. The territories of Mistissini were opened up, but for many years the territories remained inaccessible for the Mistissini hunters. That situation changed, to some degree, with construction of the Route du Nord. However, affordable access to the territory remains one of the great challenges for the Mistissini people.” Although these comments were made in a different context, they remind us that mobility throughout the territory is more and more costly and that, in a way, the absence of roads threatens the traditional lifestyle of the Cree; for example, for the trap lines located near the Renard project, a flight from the float plane base at Témiscamie (flight time 1.5 hours) costs about $2,600, while a flight from Mistissini (2.5 hours) costs about $3,300. Consequently, the concerns of the Cree users of the region with regard to the extension project of Route 167 align with those of the mining, recreation, tourism, logging and other industries.
2.4 Alternatives to the project Given the isolation and remoteness of the area, there are few alternatives to the extension of Route 167. In the event that the project does not move forward, the promoters of the various mining, recreation, tourism, logging and power generation projects would be required to establish their own infrastructure, by road or by air, separately or together with other promoters in needs of improving access to the region. To provide access to the Renard diamond mine project site, other options were considered but ultimately excluded: Construction of an access road over 70 km from the end of the Abitibi-Bowater logging road, which currently extends 350 km north of Dolbeau-Mistassini, as proposed by the Maria-Chapdelaine RCM. However, this 70-km addition would provide access only to a latitude equivalent of km 50 of the proposed project (just north of Lake Albanel); Construction of a road access over 160 km southward from the Trans-Taiga Road, with the starting point located approximately mid-way between the La Grande-4 and Laforge-1 dams as proposed by Stornoway for the establishment of a temporary winter road; Construction of various landing strips throughout the territory. Although they were of a certain interest, these options had various drawbacks: In the Maria-Chapdelaine RCM project, there is a potential conflict with compliance with the Canadian Boreal Forest Agreement (CBFA) and with the crossing of the Témiscamie River, which is at the heart of the proposed Albanel-Témiscamie-Otish National Park. As well, there is the additional cost of improving and maintaining a 350-km logging road to reach only the latitude equivalent of km 50 of the proposed road (just north of Lake Albanel). From that point, a 200-km road would still need to be built to access the Renard diamond mine site; A road southward from the Trans-Taiga Road would require a much longer route from Chibougamau to the Renard diamond mine site, stretching over 1,100 km using Route 167, the Route du Nord, the James Bay Road and then the Trans-Taiga Road, compared with the proposed road, which covers a total of 420 km; The multiplication of access infrastructures, roads and airports across the territory; The non-viability of relying solely on air access, in particular in the case of mining projects;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 22 - December 2010 - 58093 The fact that these options do not take advantage of an existing corridor, namely the winter road leading to the former Eastmain mine; The overall inadequacy of access to the entire territory located northeast of Lake Mistassini; They would provide only an incomplete response to the expectations of the local and regional communities, both Cree and James Bay populations. In the event of a slowdown in the development or operation of the mining projects, the MTQ could extend the construction schedule without actually stopping the road construction work, since the road extension project is significant for all other potential projects and resources in the region.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 23 - Environmental and social impact assessment
3. Description of the environment
3.1 Study area boundaries As shown in the maps describing environmental conditions, the study area has been delineated in a way to include the valued environmental components and to show the direct and indirect effects of the selected project. Generally, the study area boundaries follow a 300 m wide strip of land on both sides of the selected alignment. However, for certain components, such as land use, this strip of land is widened to 500 m, and sometimes more. The borrow pits, although generally located beyond the 300 m strip, are also included in the study area. Finally, certain components having a more regional scope are described on the basis of their established administrative boundaries.
3.2 Physical Environment
3.2.1 Geology, Geomorphology and Topography
3.2.1.1 Methodological Approach The elements included in this section come from the available geological and geomorphological scientific documentation, from studies carried out as part of mining projects in the Otish Mountains area (Strateco Resources, 2009a), as well as from the mapping of surficial deposits performed by Poly-Géo (Hardy, 2009) for the MTQ as part of the project. This information was in part validated by field observations made in June 2010.
3.2.1.2 Regional Context
Glacial, Late-Glacial and Deglaciation Stages The last glacial period that covered Northern America is called the Wisconsin Glaciation, because of the maximum southern margin of the glacier that reached the latitude of the American state of this name about 18,000 years ago. The glacier that covered the Québec territory during this glaciation is called the Laurentide Ice Sheet. In the study area, the glacier melting stage ended about 7,000 years ago, which makes it the last area to have been freed of ice in Québec (Hébert, 2006). By comparison, the St. Lawrence Valley was freed of ice about 12,000 years ago and was simultaneously invaded by the Champlain Sea, between the Upper St. Lawrence Estuary and Kingston, Ontario. The Golthwait Sea had already invaded the St. Lawrence Valley downstream from the upper estuary about 14,000 years before present. In the Lake Mistassini and Otish Mountains region, the last glacial period was marked by different Laurentide Ice Sheet flow-direction sequences, as indicated by the striated rocks of the Canadian Shield eroded by glacier flow. Hence, the region between Lake Albanel and the Otish Mountains would have been subject to a southeastwardly flow followed by a later south-southwestwardly flow (Veillette, 2004). North of the Otish Mountains, the flow direction is rather towards the southwest. Consequently, the deposits left by the glacier in the study area are mostly oriented in the south southwest and southwest direction. In its movement, the glacier carried boulders over a distance sometimes more than 500 km. In fact, stromatolitic dolomite boulders most likely coming from the Lake Albanel area have been found as far as the Tadoussac and Montmagny areas (Dionne, 1986). With the glacial retreat, the proglacial Lake Ojibway would have invaded the Lakes Mistassini and Albanel region. Lake Albanel would have flowed into Hudson Bay between 7,900 and 7,700 years
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 27 - Environmental and social impact assessment ago, i.e. before the region was completely deglaciated. The glacial Lake Mistassini would have immediately replaced it in the Waconichi, Albanel and Mistassini lake watersheds. This waterbody would then have followed the glacier retreat up to a maximum elevation of 403 m. The glacier retreat has been estimated, for this period, at about 220 to 260 m per year. Several indications, such as the rarity of ancient shoreline traces, suggest that this lacustrine episode was fairly short. The present level of Lakes Mistassini and Albanel, i.e. approximately 375 m, would therefore have been reached very rapidly (Denton and Pintal, 2002). No other pro- or post glacial lakes or seas had invaded the territory north of Lake Mistassini. More southerly, the postglacial Laflamme Sea had already gradually invaded the Saguenay Fjord, then the Lac-Saint-Jean region, and receded around 10,000 years ago. In summary, glacier melting in the Otish Mountains area took place when the Earth’s crust of the southern part of Québec had already largely adjusted to the ice sheet retreat, resulting ipso facto in the more or less gradual retreat of the large post-glacial seas (Champlain, Golthwait and Laflamme).
Topography The planned Route 167 alignment generally lies at an elevation of about 400 to 500 m above mean sea level, except for the portion to the south of the Otish Mountains, i.e. between km 100+000 and 143+000, which gradually rises to about 700 m. The topography of the study area may be divided into four distinct landform types, which are, in decreasing order of area, a landform of till crests and hills (glacial deposits) intersected by lakes and watercourses, a mountainous landform, a glaciofluvial flood plain landform and a glaciolacustrine landform. The landform of glaciolacustrine and fluvial plains and terraces is found in the southern portion of the alignment (i.e. between km 0+000 and 40+000), close to Lake Mistassini and Lake Albanel and Témiscamie River. This flatter area is nevertheless punctuated by hills forming countless islands in those lakes. The erosion of the Témiscamie River banks reveals the thickness of sand deposits in this area. Other drifts are found locally near the large rivers (Toco, Tichégami, Eastmain, Grand Portage Creek) and the lakes (Tillite and Hécla) alongside of which runs the planned road (Photo 1). Just a little further north stretches a landform of till crests and hills, which is by far the most extensive in the study area (Photo 2). These forms present differences of height generally lower than about 30 m. This landform is found to the south (km 40+000 to 143+000) and north (km 158+000 to 241+000) of the Otish Mountains hilly landform. Between km 143+000 and 158+000 (Photo 3), the planned route alignment intersects the Otish Mountains massif. This landform is characterized by mountains whose some sedimentary layers have been eroded, thus forming cuestas. A cuesta is a dissymmetrical form that presents, on one side, a slightly inclined plateau following the subhorizontal dip of the sedimentary layers and sills that compose it. The cuesta also presents, on the other side, a steep escarpment exposing sandstones and conglomerates alternating with softer layers. A river valley, such as that of the Tichégami River, often occupies the base of the cuestas’ escarpments. The Otish Mountains include several summits with an elevation of more than 1,000 m above mean sea level, including Mount Yapeitso, which culminates at an elevation of 1,135 m. However, the massifs that surround the planned road rarely exceed 795 m in elevation. This represents a difference in height of just over 250 m with the bed of the Tichégami River valley, which lies at approximately 530 m above mean sea level.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 28 - December 2010 - 58093 Photo 1 Sand deposits around Hecla Photo 2 Ridge and hill landforms of Lake - west of km 200+000 glacial origin - km 84+100 (June 2010) (June 2010)
Photo 3 Winter Road looking north at Photo 4 Glacial boulders: quartzite or km 154+600 of the proposed quartzous sandstone with pink road, in a valley in the Otish layering (June 2010) Mountains (June 2010)
Photo 5 Rogen moraine (right) Photo 6 Two eskers between water intersected with water, near bodies, from right to left in the the winter road, at photo, west of km 160 (June km 110+390 (June 2010) 2010)
3.2.1.3 Detailed Description
Geology The bedrock of the study area belongs to two geological provinces forming the Canadian Shield, i.e. the Superior Province and the Grenville Front, which is the margin of the Grenville Province. The two geological provinces are composed of igneous and metamorphic rocks. However, the Mistassini and Otish sedimentary basins, which unconformably overlain the Superior Province bedrock (Crevier, 1981), are made up of sedimentary rocks. Map 3.1 presents in detail the geological regions described below. Superior Province From the northern portion of Lake Albanel lies the Superior geological province (dating from the Archaean, i.e. between 4 and 2.5 billon years (Ga) ago), which extends over nearly one-third of the Québec area and over the largest portion of the study area. The oldest dated rocks in Québec (volcanic rocks dated 3.825 Ga) are found in the Superior Province (MRNF, 2010d). The lithology of this province includes volcanoclastic rocks with a shaly facies, quartzofeldspathic gneisses, granites and mafic (rich in iron and magnesium) and ultramafic rocks, intersected by metavolcanic and metasedimentary rocks (Beaudry and Prichonnet, 1995). These Archaean rocks include major fault systems developed under tectonic forces, which allowed the intrusion of younger rocks. Quartzites and cherts are found east of Lake Albanel and along the Témiscamie River (Bouchard, 1980). Actually, boulders of various dimensions, torn off from the bedrock by the glacier, are found in abundance in the till of this area (Photo 4). The Superior Province is adjacent to the Churchill Province (outside the study area) to the east and to the Grenville Province to the southeast. Otish and Mistassini Sedimentary Basins These basins are composed of sedimentary rocks of Paleoproterozoic age (between 2.5 and 1.6 Ga). The Mistassini basin has a north-northeast/south-southeast trending and consists mainly of rocks emplaced in a deep marine environment, at a period when an ocean covered the region. The carbonates (including dolomite) that compose these rocks are of chemical origin, i.e. they result from the disintegration of biogenic calcium carbonate. Shelf assemblages, such as conglomerates, sandstones, quartzites and iron formations (Hébert, 2006) are also present within this formation and were deposited at sea margins, in a shallow environment. The Otish basin rocks, oriented southwest-northeast and whose thickness is estimated at 1,100 m (Crevier, 1981), are made up of continental deposits of the fluvial and lacustrine types. These rocks consist mainly of sandstones, conglomerates and shales, with some layers of a very uniform dark red colour. The Otish basin comprises two formations, which are, from bottom to top, the Péribonka Formation and the Indicator Formation. The Indicator Formation is composed of sandstones, conglomerates and argilites, and the Péribonka Formation, of pink sandstone, argillaceous sandstone, conglomerates and stromatolitic dolomites. Stromatolites are organosedimentary structures made up of thin calcareous laminae resulting from the activity of aquatic cyanobacteria colonies (Hébert, 2006) in the littoral zone of warm seas.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 30 - December 2010 - 58093
Moreover, fault systems activated or reactivated during the Grenville Orogeny (between 1.6 Ga and 980 Ma) allowed the intrusion of gabbro dykes and sills within these folded sedimentary rocks (Crevier, 1981). Grenville Province In its first 50 km, the planned alignment runs along the Grenville Front up to the north of Lake Albanel. The Grenville Province dates from the Proterozoic (1.2 Ga to 0.950 Ga) and was thus formed subsequently to the formation of the Superior Province and the Otish and Mistassini basins. The Grenville Province is composed of the base of high mountains now eroded, which may have been as high as the Himalayas. This geological province is mainly composed of crystalline rocks formed at great depth, such as granites metamorphosed by tectonic pressure, i.e. orthogneisses. More precisely, the four major igneous-rock series typical of this province are the anorthositic, charnockitic, granodioritic-tonalitic and granitic series (MRNF, 2010d). These rocks sometimes come from island arcs or volcanic intrusions, the best known being the anorthosite intrusions (Corriveau et al., 2008). The Grenvillian rocks are known for their iron and ilmenite mines, for their industrial mineral potential and, to a lesser extent, their usual metals (MRNF, 2010d).
Geomorphology Dominant Glacial Forms The large sets of streamlined glacial deposits that cover the largest portion of the study area are oriented parallel to each other, in the south-southwest or southwest direction of glacier flow (Map 3.2, Volume 3). This is the case of drumlins and drumlinoids (swaths of small drumlins), which are made up of very heterogeneous lodgement till and are vaguely reminiscent of whale backs. In the Lake Albanel area and further to the north, there are drumlins of about 500 m in width and a few kilometres in length (sometimes from 1 to 5 km). These large glacial forms offer favourable landform and drainage conditions and explain why the planned alignment follows some of them in its first kilometres. In the northern part of the study area, drumlinoids are more frequent and of a smaller size, i.e. about 300 m in length by 50 to 100 m in width. The surroundings of km 170+000 offer a good example. There are also streamlined forms of the crag-and-tail type, which are elongated hills whose one extremity is formed by a rocky hummock, and the other, by an inclined till train. The till is composed of particles ranging from clay to boulders of metric size and its thickness may range from 1 m to several metres. Analyses of till samples collected in the surroundings of km 39+000, 64+000 and 67+000 show a composition of about 19 to 27% of silt and clay (Hardy, 2009). Nevertheless, the till in the region consists mainly of sandy matrix, with variable proportions of finer (silt and clay) and coarser (gravels, pebbles and boulders) particles (Bouchard, 1980). Ribbed or Rogen moraines (Photo 5), which are of a less regular form, also cover a large portion of the territory, representing one of the largest extents of this type in the world (Hébert, 2006). These disintegration moraines were left in place by the glacier during its melting. These moraines are composed of slightly washed till and show a height difference of between 10 and 20 m (Hardy, 2009). They form, at the kilometric scale, a tangle of small hills with flat and boulder-covered tops. A mosaic of small ponds, lakes and interconnected watercourses, whose network is particularly dense between km 110+000 and 140+000, most often occupies the depressions between these hills. Boulder fields are found in the depressions, resulting from washed glacial deposits whose fine particles have been evacuated. Bogs also occupy these low and poorly-drained areas. There are no large frontal morainic complexes, such as the Sakami Moraine, whose last remnants stretch up to the southwest area of Lake Mistassini.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 32 - December 2010 - 58093 Glaciofluvial and Fluvial Forms Glaciofluvial deposits, left in place by glacier meltwater, are mainly represented by eskers resulting from the accumulation of sand and gravel in rivers flowing on the top or beneath the glacier. The eskers (or their associated form of “esker strings”) have the form of sinuous and narrow cordons with fairly steep slopes (Photo 6). They may show several sediment beddings and cross-beddings that indicate the migration of deposition bars or a change in the sub-glacial river flow. In the study area, eskers are generally oriented parallel to the direction of glacier flow, i.e. south-southwest or southwest. The eskers represent a significant source of borrow materials. Their height varies from 2 to more than 30 m and their length may reach several kilometres, although present-day rivers sometimes truncate them. South of the Otish Mountains, the main eskers are found in the Takwa and Tichégami river valleys. They intersect with the planned road at km 111, 116, 119, 162 to 165, 187, 209 and 231. Kettles are frequent near eskers and river terraces in outwash plains, particularly at km 140 and 155 to 160. A kettle is a small lake of well-rounded form resulting from the late melting of an isolated ice block. In relatively flat terrains, meandering or wandering-style (a main channel with one or some secondary arms) watercourses are sometimes bordered by sandy, sandy silty or sandy gravelly river terraces corresponding to abandoned channels or ancient water levels. This is particularly the case of the Témiscamie River terraces (in the vicinity of km 35), where several bar deposits “fixed” by a woodland or by prairie-type plant communities may be observed. These elements are easily identifiable by their very flat topography. Drumlins, drumlinoids and ribbed moraines present washed slopes composed of large boulders resulting from a reworked till that resisted to the action of currents. The relatively small importance of flat sand deposits explains the near absence of eolian forms, such as dunes, whose formation depends on the availability of sand. Finally, organic deposits are abundant all along the planned road alignment. These bogs often have an elongated form oriented in the direction of the streamlined forms and Rogen moraines that control a large portion of the landscape. The depressions in rock are also favourable sites for the development of bogs, due to a poor drainage and very shallow aquifers. Bogs and other wetlands are described in Section 3.3.1.2.
3.2.2 Hydrogeology
3.2.2.1 Methodological Approach The analysis of the regional geological context in Section 3.2.1 makes it possible to identify and define the characteristics of the typical hydrogeological systems potentially present along the Route 167 alignment. Although the use of groundwater resources for potential supply purposes seems low in this area, it is possible that local specific conditions influence the ecological character of groundwater, given the vastness of the study area. However, few direct impacts on groundwater are anticipated, given the proposed infrastructure. For those reasons, the hydrogeological system study was carried out only on the basis of the available documentation (reports, maps and databases), and no field surveys were carried out. In addition to the other available documentation (See previous section), the consultation of a geological compilation for the James Bay territory (Dubé et al., 1976) made it possible to examine the detailed spatial distribution of geological formations.
3.2.2.2 Regional Context
Hydrogeological Systems in Bedrock The Route 167 alignment will run mainly through two main geological systems, the Superior Province, as well as a small portion of the Grenville Province to the south, both provinces being part
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 33 - Environmental and social impact assessment of the Canadian Shield (MRNF, 2010f). These consist mainly of metamorphic and igneous rocks. These latter rocks are made up of quartzofeldspathic gneiss, migmatite and more recent granitic intrusions, among others. These rocks were subjected to intense deformations and various degrees of metamorphism. Located at the southeast margin of the Superior Province, at the limit of the geological contact with the Grenville Province, the Otish basin lies in unconformity on the Archaean bedrock. This basin contains mainly clastic geological formations (conglomerates and sandstones) deposited in subhorizontal layers, particularly the Indicator and Péribonka formations (Chown and Caty, 1973; Genest, 1989). The Mistassini basin is located further north and contains carbonated units and terrigenous rocks, like conglomerates, sandstones, quartzites and iron formations (Hébert, 2006). Finally, ultramafic dykes and sills (gabbro) are also present in the area. An extensive fault system developed in rock formations after the Grenville Orogeny. The faults are mainly oriented in the northwest-southeast direction and are intersected, in some places, by other perpendicular faults. In general, the type de rock formations in the region shows poor hydrogeological properties. As a matter of fact, all these rocks possess a low primary porosity that does not allow the storage of large quantity of water. The hydrogeological characteristics are rather related to the secondary porosity of rock fractures. The density and connectivity of the fracture system may in some cases lead to the accumulation of significant quantities of water. However, the rock fracture patterns are generally aleatory across the territory and, therefore, detailed site-specific studies are required to evaluate the local groundwater resource development potential.
Hydrogeological Systems in Surficial Formations In the area under study, the surficial geological formations largely result from the last glaciation (Dubé et al., 1976; Prichonnet et al., 1984). Glacial and glaciofluvial deposits, as well as fluvial deposits, covered the area following the melting of glaciers. The dominant unit overlying the rock on the territory is made up of a compact lodgement till. The till is typically composed of heterogeneous rock materials of various grain-size compositions, i.e. clay, silt, sand and numerous boulders. Locally, the till has been subsequently reworked through washout, which resulted in the leaching of fine sediments and left a coarser matrix at several places. Glaciofluvial materials were deposited at the contact with glaciers and at their margins. Several narrow eskers are made up of sand and gravel, and outwash sediments are present in their surroundings. At some places along watercourses, it is possible to observe river terraces made up of sand, silt and gravel. They represent abandoned channels or ancient water levels. Organic deposits forming bogs are also found at several places on the territory. These bogs typically developed at the surface of not very permeable or poorly drained soils. Among these various surficial geological formations, only coarser granular deposits (sand and gravel), such as eskers and fluvial deposits, have interesting hydrogeological properties. As a matter of fact, the generally high primary porosity of these deposits makes it possible to store significant water volumes, potentially available for supply, provided that the deposits are sufficiently extended. Although the other silty or clayey deposits (till) may contain water, it would be very difficult to use this resource in a cost-effective manner.
3.2.2.3 Detailed Description
Aquifer Formations and Impervious Units The review of the available information on the region under study made it possible to identify some typical aquifer formations, as well as impervious units. A geological formation is considered to be an
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 34 - December 2010 - 58093 aquifer if it makes the use of groundwater resources possible, in a practical and cost-effective manner. This implies that the formation is sufficiently porous to contain water and permeable to allow easy extraction. A review of the MDDEP’s well and borehole database (“Système d’information hydrogéologique”) indicates the absence of intake structures (shallow wells, tube wells and drillings) along the alignment under study (MDDEP, 2010a). The presence of granular materials overlying the basement rock, which may constitute an interesting aquifer potential for the use of groundwater resources, has been identified at various places over the territory. For example, several eskers often contain coarse materials that were deposited following the melting of glacier and are sometimes deeply buried in fossil valleys carved in the rock and subsequently covered by other deposits. Coarse granular materials, such as sand and gravel, make possible the installation of wells capable of producing very high discharge, provided that these deposits have sufficient extent and thickness. However, although these deposits could be used for drinking water supply to camps along Route 167, none of these deposits seems to be used for this purpose. None of the other surficial deposits observed over the territory (bog and till) presents an interesting aquifer potential. Despite their poor hydrogeological properties, the rock formations identified in the area generally make the development of wells of smaller discharge possible. The productivity of these facilities is directly related to the presence of rock fractures and their hydraulic characteristics. The development potential is thus highly dependent upon the local hydrogeological conditions. There would currently be no wells installed in rock aquifers along the Route 167 planned alignment. The impervious till layer that covers the bedrock over a large portion of the territory provides a natural protection to the rock aquifer, where it has a significant thickness and has not been washed out. Because of its impervious nature, it rather plays the role of an aquitard in the regional hydrogeological system. According to the MDDEP’s classification system (MDDEP, 2010b), the aquifers potentially observed in granular formations and rock along the Route 167 alignment would be of Class IIB. These aquifers constitute potential water supply sources. However, there are no probable users in the short and medium terms, and the groundwater ecological value could only be determined on a case-by-case basis.
Groundwater Flow Given the absence of available data and the vastness of the territory under study, the regional groundwater flow direction is likely to be determined by the regional landscape and the associated drainage basins. In the northern portion of the study area, the regional groundwater flow is potentially westward, while the flow is probably south-westward in the southern portion of the study area, i.e. towards the Lakes Mistassini and Albanel. These lakes and several watercourses observed over the territory are most likely regional groundwater resurgence zones. Local groundwater flow directions are highly variable. Typically, they are much dependent upon the local landscape, particularly for the hydrogeological systems near the surface, and upon the fracture systems for water in the bedrock. It is not possible to evaluate these directions due to the extent of the study area. As required for specific issues that may be identified at some places along the road alignment, the flow components could be measured in detail through the installation of observation wells for the determination of water levels. As a matter of fact, the determination of groundwater flow direction makes it possible, for example, to evaluate the risk of potential contaminant migration in water.
Groundwater Vulnerability The evaluation of groundwater vulnerability to a potential contamination resulting from human activities carried out at the ground surface can lead to the implementation of water resource
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 35 - Environmental and social impact assessment protection measures, when required. One of the methodologies suggested by the MDDEP for evaluating groundwater vulnerability is the DRASTIC method (Rasmussen et al., 2006). The DRASTIC method is well documented and widely used to guide development activities and the protection of groundwater resources. The method makes it possible to obtain an aquifer vulnerability index according to physical parameters of the environment. These parameters form the seven letters of the English acronym DRASTIC, i.e. in order: D: Depth to water table; R: Recharge; A: Aquifer media; S: Soil media; T: Topography; I: Impact of the vadose zone; C: Hydraulic Conductivity. These seven parameters schematically divide a local hydrogeological unit into its main components, which act at various degrees upon the contaminant transportation and mitigation processes in the underground environment. A numerical value (parametric weight) comprised between 1 and 5 corresponds to the degree of influence of each parameter. A score ranging from 1 to 10 is given to each parameter, defined according to value ranges. The smallest score represents the conditions of lowest vulnerability to contamination. The DRASTIC vulnerability index (DI) is determined, for a given aquifer, by the sum of the products of the adjusted weights (p) by the corresponding score (c):
DI = DpDc + RpRc + ApAc + SpSc + TpTc + IpIc + CpCc The DRASTIC vulnerability index is a number whose value increases with the level of aquifer contamination risk. The calculation according to parametric weights and scores results in respective minimum and maximum values of 23 and 226, , whereas the smallest value represents a minimum vulnerability. The DRASTIC method is applied by estimating a value for each of the parameters for a whole aquifer. Since the hydrogeological properties are highly variable on the whole territory under review as part of this study, a preliminary overall evaluation of groundwater vulnerability was made based on regional data, according to the hydrogeological systems typically found over the territory. The aquifer formations in granular deposits (e.g. eskers and river terraces) will have a higher vulnerability index. As a matter of fact, these deposits are highly permeable and often lack overlying impermeable geomorphological units providing a natural protection that result in a higher DRASTIC Index. Conversely, rock aquifers over the territory are covered by till. The latter, because of its wide grain-size composition and its high compactness, limits the recharge of rock aquifers and infiltrations from the surface, which results in a lower DRASTIC Index. The till thus provides the rock aquifer with a natural protection against contaminants coming from the surface. Only potential sources of contamination related to road construction and operation are a priori likely to contaminate groundwater. However, the risk of contamination seems limited, since the vast majority of the territory is covered by till deposits that are not very permeable and lie over the rock aquifers. Thus, the hydrogeological conditions observed in the study area, the type of infrastructure involved (road) and the absence of groundwater users near the road alignment suggest that few impacts on the groundwater flow regime are anticipated.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 36 - December 2010 - 58093 3.2.3 Water Quality
3.2.3.1 Methodology In 2010, in situ water quality measurements (pH, conductivity, turbidity, temperature and dissolved oxygen) were taken between June 8 and July 6 at 38 fishing stations that were visited during the ichthyological fauna characterization surveys. These parameters were selected because they are good basic water quality descriptors for the ichthyological fauna as they can influence habitat quality for some salmonids sensitive to these parameters. The stations are distributed all along the planned alignment of Route 167 (Map 3.4, Volume 3) and correspond to future watercourse crossing sites. They are described in detail in Section 3.3.3. Only one of the visited stations was not a watercourse, but rather a pond (km 129+220). The measurements were made directly in the field with a pH metre (Hanna Instruments, HI-9024) combined with a pure water probe (HI-1053), an oxymeter (YSI-550A), a conductivity metre (Hanna Instruments, HI-9033) and a turbidimeter (Hanna Instrument, HI-93703-11). Nine probes recording water temperature at regular intervals (Alpha Mach Inc., IBcod 22L) were also deployed in the drainage network in order to gain a better appreciation of water temperature variability, which may potentially increase as a result of deforestation work or suspended solids increase. In order to complete the description provided by these measurements, existing regional water quality data were consulted. These data come from environmental studies conducted on the Renard (Amyot, 2002; Roche, 2003; 2005) and Matoush properties (Strateco Resources, 2009a). The Renard Property is located at the northern limit of the future Route 167. In 2003 and 2004, water quality analyses were made by Roche in waterbodies and watercourses distributed within a radius of about 15 km from the existing Lagopede camp. Water quality data were also collected in the same area during a preliminary environmental characterization program conducted in 2002 (Amyot, 2002). These results provide a general picture of water quality of the undisturbed aquatic environments in the northern section of the future Route 167, and include results of basic physicochemical analyses and analyses of nutrients, major ions, metals and organic parameters. Water samples were collected in 16 lakes and 5 watercourses in September 2002, July 2003 and August 2004. The parameters analyzed and the stations visited vary from one sampling campaign to the other. For example, nutrient measurements were made in 2002 (nitrites and nitrates) and 2003 (total phosphorus, nitrates and nitrites), but not in 2004. For these water quality data, descriptive statistics were calculated separately for lakes and watercourses. When different detection limits were used and no value above these limits had been measured, the highest detection value was applied to all data (e.g. 0.01 instead of 0.001) for statistical purposes. When different detection limits were used and values above the most sensitive detection limit had been obtained, the values equal to the least sensitive detection limit were discarded. When less than 25% of the values were below the detection limit, the mean and standard deviation were calculated by replacing the values below the detection limit by a value equal to half of this limit (Helsel and Hirsch, 2002). As for pH values, they were converted into H+ proton concentrations prior to calculating the mean and then reconverted into pH values. The Matoush Property is located about 6 km east of km 131. Water quality data are excerpted from the environmental impact assessment filed in 2009 (Strateco Resources, 2009a; 2009b). Water samples were collected within a radius of about 3 km from Camp Matoush, in twelve lakes and six tributaries between fall 2007 and summer 2009. The raw data collected as part of this study may be consulted in the Strateco Resources report (2009b). All these water quality data were compared to provincial and federal criteria and guidelines for the protection of aquatic life (CCME, 2007; MDDEP, 2008).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 37 - Environmental and social impact assessment 3.2.3.2 Regional Context According to in situ measurements made in 2010, watercourses located along the planned alignment of Route 167 are generally acidic and relatively well oxygenated, with low conductivity and turbidity (Table 3.1; Appendix 4a, Volume 2). The pH varies from 5.78 to 7.29, but only one of the visited watercourses has a pH over 7 (km 24+848). Lower pH values are mainly concentrated in the section of the alignment located between km 96+290 and 136+973. About one half of the watercourses have a pH that is below the federal and provincial criteria for the protection of aquatic life, which range from 6.5 to 9 (CCME, 2007; MDDEP, 2008). However, it must be stated that these criteria and guidelines are theoretical as they were developed from experimental tests conducted in laboratories on organisms adapted to specific conditions. In naturally acidic aquatic ecosystems, populations are adapted to these low pH conditions and these theoretical criteria and recommendations do not necessarily apply to them. Low pH values are often found in natural waters rich in dissolved organic matter (Wetzel, 2001). In the vicinity of the future road, the boreal forest and wetlands (swamps, bogs, etc.) are sources of organic matter whose degradation produces humic acids that lower water pH. Measured conductivity in watercourses has a median of 10.10 µS/cm and varies from 3.5 µS/cm to 89.40 µS/cm. Since water conductivity increases proportionally with dissolved solids concentration (McNeely et al., 1980), it can be inferred that the watercourses in the region have low dissolved solids concentrations. Conductivities above 20 µS/cm were exclusively observed in the first 70 km of the future road alignment, and the highest values were recorded at km 24+848 and 39+649, where the presence of beaver dams was noted. In Canada, the specific conductivity of natural surface waters ranges between 50 and 1500 µS/cm (McNeely et al., 1980). Measured turbidity values are very low and vary between 0 NTU and 3.35 NTU for a median of 1.35 NTU. Since most measurements were made during an extended period with no precipitation, turbidity values during flood periods cannot be determined. The clarity and limpidity of these waters are indicators of the absence of sediment transport in this region at the time of measurement. In most cases, dissolved oxygen concentrations do not represent a limiting factor for the aquatic fauna. The measured values vary between 4.5 and 12.70 mg/L, and the dissolved oxygen saturation, between 45.5% and 115.0 %. Only one of watercourses visited (km 39+649) presents dissolved oxygen concentrations below the provincial (MDDEP, 2008) and federal guidelines (CCME, 2007) for the cold water biota (waters containing one or several salmonid species) and the warm water biota. Fifteen other watercourses present dissolved oxygen concentrations below the federal guidelines relating to the first stages of the cold water biota’s life cycle (CCME, 2007), which is set out at 9.5 mg/L. It is interesting to note that beaver dams are present on watercourses whose oxygen concentrations are the lowest (km 39+649 and 24+848). As for the pond at km 129+220, its water is much more acidic (4.83) than of the watercourses. Bogs generally have acidic waters. The other measured parameters correspond to the range of values obtained in watercourses. According to the MDDEP (2008), a pH between 4.5 and 5.0 would most likely be harmful to salmonid eggs and fry, as well as to adults, particularly in soft waters containing low calcium, sodium and chloride concentrations. The results of temperature recordings performed in nine watercourses are presented in Figure 3.1 and in Table 3.2. In general, daily temperature variations are larger in small watercourses than in large ones. It is therefore not surprising that the highest maximum temperatures and lowest minimum temperatures were observed in small watercourses. This is explained by the fact that large watercourses have a higher thermal inertia than small watercourses because of their large volume of water. Consequently, large waterbodies and watercourses generally resist better to alterations of thermal conditions (hot or cold water inputs, increased exposure to solar radiation, etc.) than the small ones.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 38 - December 2010 - 58093 Table 3.1 Water quality in watercourses and a pond located along the planned alignment of Route 167
Small pond Watercourse (129+220)
25th 75th Measured Units N Min Med Max. Mean Std. Dev. percentile percentile value Parameter Temperature °C 38 6.00 13.40 15.30 16.70 19.30 14.68 3.05 21.40 pH pH unit 38 5.78 6.37 6.55 6.77 7.29 6.40 0.34 4.83 Turbidity NTU 38 0 0.77 1.35 1.87 3.35 1.36 0.80 2.15 Conductivity µc/cm 38 3.5 8.60 10.10 12.10 89.40 14.76 17.69 5.40 Dissolved oxygen mg/L 37 4.5 9.02 9.80 10.68 12.70 9.87 1.45 8.87 % dissolved oxyg % 37 45.5 91.75 98.50 104.25 115.00 96.43 12.60 99.80
Table 3.2 Descriptive statistics of continuous temperature measurements made in nine watercourses to be crossed by the future Route 167
Kilomet ric point Descript ive st at ist ics (name fo the No t es watercourse) Min T° Max T° Mean T° ΔoC N ΔoC 1 ΔoC Max j (oC) (oC) (oC) j Min j Mean 63+230 583 8.13 25.67 16.09 2.51 13.03 9.17 123+868 583 9.16 21.20 14.21 2.51 9.53 5.30 169+559 583 9.14 21.19 14.96 1.51 8.03 4.62 142+453 583 9.66 21.70 14.79 1.51 9.03 5.50 (Tichégami River) 210+611 583 12.70 21.23 16.34 2.00 6.01 3.47 (Grand Portage Creek) 81+195 583 11.67 21.19 16.62 1.00 4.51 2.90 (Takwa River) 201+011 Dry from 305 13.15 21.16 17.05 2.00 5.51 4.01 (Leran Creek) 24-06-2010 231+200 583 12.65 19.16 15.38 0.50 4.51 1.74 (Misask River) 184+038 Dry from 185 14.17 18.68 15.74 1.00 3.51 1.93 (Eastmain River) 19-06-2010
1 o Δ Cj : Daily temperature variation = maximum temperature day x minimum temperature day x No t e : Watercourses are approximately ranged from the smallest (at the top) to the largest (at the bottom) 1 ∆ºCd: Daily temperature variation = maximum temperature day x - minimum temperature day x Note: Watercourses are approximately ranged from the smallest (at the top) to the largest (at the bottom).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 39 - Environmental and social impact assessment
3.2.3.3 Detailed Description
Watercourses and waterbodies located at the northern limit of the alignment (Renard Property) Descriptive statistics of water quality data for the Renard Property are presented in Table 3.3 for lakes and in Table 3.4 for watercourses. The pH of lakes and watercourses of the Renard Property is acidic and varies between 4.5 and 6.5. It is on average more acidic in watercourses than in lakes. These values lie outside the range of pH values of the criteria set out by the MDDEP (2008) for the protection of aquatic life against chronic effects and by the CCME (2007). Moreover, about half of the values are below the Québec criterion for the protection of aquatic life against acute effects (pH=5). These low pH values are probably due to the presence of relatively high quantities of organic matter in the surface waters of the area. The conductivity of lakes and watercourses located on the Renard Property is low, varying from 7 to 22 µS/cm at the surface. These low conductivity values reflect the low total dissolved solids concentrations and ion concentrations (calcium, chlorides, sodium, sulphates, potassium, sulphides) that were measured in these aquatic environments. The concentrations of total dissolved solids vary from <10 to 50 mg/L and are indicators of soft, non-saline waters (McNeely et al., 1980). Low major ion concentrations are dominated by sulphate anion and sodium and calcium cations. These aquatic environments are thus not very mineralized. The discrepancy that seems to exist between total dissolved solids concentrations and major ion concentrations could be explained by the contribution of dissolved organic matter in the calculations of total dissolved solids. Considering the low measured ion concentrations the hardness of lakes in the region is, unsurprisingly, also low and typical of very soft waters (McNeely et al., 1980), and varies from <2 to 12 mg CaCO3/L. Hardness is an important factor influencing the toxicity of some metals. For example, the toxicity of cadmium, chrome, copper, lead, manganese, nickel and zinc becomes higher when hardness decreases (MDDEP, 2008). Alkalinity was measured in all watercourses, but only in one lake. The values obtained do not exceed 3 mg of CaCO3/L and the majority of these data are below the analytical detection limit. These very low alkalinity levels indicate a very high sensitivity of these environments to acidification, i.e. these would not have the capacity to neutralize acidic water inputs. The lethal effect of most acids begins to appear close to a pH of 4.5 and thus the alkalinity can be a very important factor in the preservation of life (Wetzel, 2001). Nitrogen concentrations are low in the lakes and watercourses of the region. As for total phosphorus concentrations, they are higher in watercourses than in lakes. In lakes, total phosphorus concentrations (0.04 and 0.05 mg/L) above the detection limit (<0.03 mg/L) were measured at only two stations, i.e. in an unnamed lake (0.04 mg/L) and in Lagopede Lake (0.05 mg/L). It should be noted that at the three other sampled stations in Lagopede Lake, phosphorus concentrations are below the analytical detection limit. The detection limit used for the total phosphorus analyses is too high to properly assess the trophic state of lakes on the Renard Property. However, the transparency measurements (2.05 to 4.10 m) made in some lakes would classify them as mesotrophic according to the MDDEP scale (2004). As for watercourses, they all have phosphorus concentrations (0.06 to 0.44 mg/L) exceeding the quality guideline that aims to limit excessive algae and aquatic plant growth in creeks and rivers (0.03 mg of P/L; MDDEP, 2008).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 41 - Environmental and social impact assessment Table 3.3 Descriptive statistics of water quality of 16 lakes located within a radius of about 15 km from Lagopede camp and sampled in September 2002, July 2003 and/or August 2004
Number 25th 75th Standard Parameter Units Minimum Median Maximum Mean of values percentile percentile deviation
Basic physico-chemical parameters
Alkalinity mg CaCO3 /L 4<2– <2– 2 – – Conductivity - Surface µS/cm 24 7 8 8.5 11 22 10 3.8 Conductivity - Bottom µS/cm 8 8 9.5 11 15 19 12.4 4.3 Dissolved inorganic carbon mg/L 14 <1 <1 <1 <1 1.8 – – Dissolved oxygen - Surface mg/L 10 9.39 9.8525 10.12 10.21 10.86 10.1 0.4 Dissolved oxygen - Bottom mg/L 8 3.43 7.57 8.97 10.075 10.76 8.4 2.4 Dissolved oxygen - Surface % 10 90.2 91.025 95.5 98.5 104.1 95 4.6 Dissolved oxygen - Bottom % 8 27.9 58.55 77.9 96.05 98.8 73 25.8 pH - Surface pH unit 28 4.75 5.295 5.6 5.67 6.53 5.3 0.4 pH - Bottom pH unit 8 4.47 4.615 4.805 5.1775 5.41 4.8 0.4 Suspended solids mg/L 28 <4 <4 <4 <4 6 – – Total dissolved solids mg/L 24 5 10 12 15 22 13 4.5
Total hardness mg CaCO3 /L 18 <2 2 3 4 10 4 2.4 Transparency m 7 2.05 2.8 3.25 3.45 4.1 3.13 0.7 Turbidity NTU 10 0.3 0.325 0.4 0.575 0.8 0.5 0.2 Nutrients Nitrates mg/L 14 <0.02 <0.02 <0.02 0.03 0.05 – – Nitrites mg/L 14 <0.001 0.001 0.001 0.001 0.001 0.00 0 Nitrites/nitrates mg N/L 2 0.11 – 0.115 – 0.12 0.12 0.007 Total phosphorus mg/L 14 <0.03 <0.03 <0.03 <0.03 0.05 – – Major ions Calcium mg/L 24 0.4 0.5 0.5 0.6 1 0.6 0.1 Chlorides mg/L 14 <2 <2 <2 <2 <2 – – Potassium mg/L 14 <0.1 <0.1 <0.1 0.175 0.2 – – Sodium mg/L 14 <0.4 <0.4 <0.4 0.4 0.7 – – Sulfates mg/L 16 <2 <2 <2 2 3 – –
Total sulphides mg H2S/L 2 <0.02 – <0.02 – <0.02 – – Metals Arsenic mg/L 28 <0.001 <0.001 <0.001 <0.001 <0.001 – – Cadmium mg/L 24 <0.0005 <0.0005 <0.0005 <0.0005 <0.0005 – – Chromium mg/L 26 <0.001 <0.001 <0.001 <0.001 0.03 – – Copper mg/L 24 <0.001 <0.001 <0.001 <0.001 0.002 – – Lead mg/L 24 <0.003 <0.003 <0.003 <0.003 <0.003 – – Iron mg/L 14 0.06 0.085 0.105 0.1375 0.29 0.12 0.06 Magnesium mg/L 24 0080.08 0.1425 0.205 0220.22 0290.29 0180.18 0060.06 Manganese mg/L 12 <0.01 <0.01 <0.01 0.02 0.03 – – Mercury mg/L 4 <0.0002 – <0.0002 – <0.0002 – – Nickel mg/L 24 <0.001 <0.001 <0.001 <0.001 0.002 – – Zinc mg/L 28 0.003 0.004 0.0055 0.007 0.015 0.006 0.003 Organic parameters Dissolved organic carbon (DOC) mg/L 14 3.4 3.85 4.55 4.75 11 4.7 1.9 Fulvic acid mg/L 14 <5 <5 <5 10 20 – – Humic acid mg/L 14 0 0 0 0 0 0 0
Sources: Amyot, G. 2002. Programme de caractérisation environnementale préliminaire –Projet d’exploration Propriété Foxtrot. SOQUEM Inc. Ashton Mining Canada. Roche. 2005. Environmental Baseline Study (2004) – Foxtrot Property. Prepared for Ashton Mining of Canada Inc. 44 pages + 12 appendices. Roche. 2003. Environmental Baseline Study – Foxtrot Property. Prepared for Ashton Mining of Canada Inc. 46 pages + 10 appendices. Table 3.4 Descriptive statistics of water quality of 5 watercourses located within a radius of about 15 km from Lagopede camp and sampled in September 2002 and July 2003
Number 25th 75th Standard Parameter Units Minimum Median Maximum Mean of values percentile percentile deviation
Basic physico-chemical parameters
Alkalinity mg CaCO3 /L 10 <2 <2 <2 2 3 – – Conductivity - Surface µS/cm 5 7 9 10 12 14 10 2.7 Conductivity - Bottom µS/cm – – – – – – – – Dissolved inorganic carbon mg/L 5 0.8 1 1.2 1.6 3.3 2 1.0 Dissolved oxygen - Surface mg/L – – – – – – – – Dissolved oxygen - Bottom mg/L – – – – – – – – Dissolved oxygen - Surface % – – – – – – – – Dissolved oxygen - Bottom % – – – – – – – – pH - Surface pH unit 15 4.5 4.7 5.2 5.5 5.6 5,0 0.4 pH - Bottom pH unit – – – – – – – – Suspended solids mg/L 15 <4 <4 <4 <4 <4 Total dissolved solids mg/L 5 <10 <10 20 22 50 20 18.4
Total hardness mg CaCO3 /L 15 <2 5.5 7 9 12 7 2.9 Transparency m – – – – – – – – Turbidity NTU – – – – – – – – Nutrients Nitrates mg/L 5 <0.02 <0.02 <0.02 <0.02 <0.02 – – Nitrites mg/L 5 <0.001 0.001 0.002 0.002 0.002 0.0015 0 Nitrites/nitrates mg N/L 5 0.11 0.12 0.12 0.12 0.13 0.12 0.007 Total phosphorus mg/L 5 0.06 0.13 0.13 0.16 0.44 0.18 0.148 Major ions Calcium mg/L 5 0.5 0.6 0.7 0.7 1 0.7 0.2 Chlorides mg/L 5 <2 <2 <2 <2 <2 – – Potassium mg/L 5 <0.1 <0.1 <0.1 <0.1 0.2 0.08 0.07 Sodium mg/L 5 <0.4 0.5 0.5 0.6 0.6 0.5 0.2 Sulphates mg/L 10 <2 <2 <2 <2 3 1.2 0.6
Total sulphides mg H2S/L 5 <0.02 <0.02 <0.02 <0.02 <0.02 – – Metals Arsenic mg/L 15 <0.001 <0.001 <0.001 <0.001 <0.001 – – Cadmium mg/L 15 <0.005 <0.005 <0.005 <0.005 <0.005 – – Chromium mg/L 15 <0.001 <0.001 <0.01 0.02 0.03 – – Copper mg/L 7 <0.001 <0.001 <0.001 0.0065 0.01 – – Iron mg/L 10 0.1 0.1325 0.15 0.24 0.35 0.19 0.08 Lead mg/L 15 <0.05 <0.05 <0.05 <0.05 <0.05 – – Magnesium mg/L 5 0.21 0.24 0.26 0.32 0.35 0.276 0.05770615 Manganese mg/L 5 <0.01 <0.01 <0.01 <0.01 <0.01 – – Mercury mg/L 10 <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 – – Nickel mg/L 15 <0.02 <0.02 <0.02 0.025 0.05 – – Zinc mg/L 15 <0.01 0.0065 0.01 0.01 0.02 0.0098 0.005 Organic parameters Dissolved organic carbon (DOC) mg/L 5 4.5 5.2 6.5 13.0 16 9.0 5.1 Fulvic acid mg/L5≤5 25 35 35 45 29 16.2 Humic acid mg/L 5 0 0 0 0 0 0 0.0
Sources: Amyot, G. 2002. Programme de caractérisation environnementale préliminaire – Projet d’exploration Propriété Foxtrot. SOQUEM Inc. Ashton Mining Canada. Roche. 2005. Environmental Baseline Study (2004) – Foxtrot Property. Prepared for Ashton Mining of Canada Inc. 44 pages + 12 appendices. Roche. 2003. Environmental Baseline Study – Foxtrot Property. Prepared for Ashton Mining of Canada Inc. 46 pages + 10 appendices. Phosphorus concentrations also exceed the quality guideline (0.02 mg of P/L) that applies to watercourses flowing into lakes whose environmental context is not problematic and that aims to avoid habitat alteration in these lakes, particularly by limiting algae and aquatic plant growth (MDDEP, 2008). However, these high phosphorus values in the Renard Property watercourses are surprising at this latitude, where human activities are almost inexistent, and additional measurements should be made to better ascertain the situation. The lakes and watercourses of the Renard Property area show very low suspended solids concentrations, with only one sample (6 mg/L) exceeding the analytical detection limit (<4 mg/L). Turbidity values measured in lakes in 2004 are also very low, varying between 0.3 and 0.8 NTU. The clarity and limpidity of these waters indicate the absence of sediment transport issue during the surveys made between July and September. These surveys corresponded to fair weather periods without precipitation. Metal concentrations are low in lakes and watercourses of the Renard Property. All of the concentration values obtained for arsenic, cadmium, lead and mercury did not exceed the analytical detection limits in lakes and watercourses. Nickel was neither detected at levels exceeding the detection limits in lakes, as is the case for manganese in watercourses. In more than half of the samples, chrome, copper, manganese and nickel concentrations are below the analytical detection limit. Metal toxicity varies depending, among other things, on hardness and organic matter concentration in water. This is why, in spite of their low concentrations, some detected metals sometimes exceed the provincial (MDDEP, 2008) and/or federal (CCME, 2007) water quality guidelines for the protection of aquatic life in some lakes and watercourses. Exceedances of established criteria were observed for chrome, copper and zinc in some lakes and watercourses, as well as for iron and nickel in watercourses (which holds true for 2002 and 2003 only, since the 2004 data cannot be interpreted due to the absence of hardness measurements). Rather high dissolved organic carbon (DOC) concentrations were measured in the lakes and watercourses of the Renard Property. DOC concentrations are generally higher in watercourses (4.5 to 16 mg/L) than in lakes (3.4 to 11 mg/L). Fulvic acids are also present in higher concentrations in watercourses (<5 to 45 mg/L) than in lakes (<5 à 20 mg/L). Fulvic acids are humic matter that are soluble at all pH values. Humic matter is a mixture of heterogeneous organic compounds largely coming from the microbial degradation of plant material (Wetzel, 2001). Humic substances contribute to surface water acidity when present in high concentrations in low ionic strength waters (Wetzel, 2001). Despite this contribution to water acidity, organic acids have a high capacity to buffer strong acid inputs and, therefore, to reduce resulting pH variations (Wetzel, 2001). However, strong acid inputs, for example H2SO4, can exceed the buffering capacity of organic acids, which results in a transition from an organic acid-dominated acidity to a strong acid-dominated acidity (Wetzel, 2001). A key characteristic of humic matter is their association with organic and inorganic compounds through adsorption or peptization. Consequently, humic matter can alter the availability of essential or toxic metals and of organic substances for the aquatic biota (Wetzel, 2001) and also affect many other environmental factors. Williamson et al. (1999) list some examples of this characteristic of DOC: Reduction of metal toxicity (Al and Cu) in fish; Mitigation of negative effects of low pH on organisms; Reduction of methylmercury (II) accumulation in fish through binding. As a result, in the actual environment, the presence of COD and fulvic acids could significantly contribute to reducing the toxicity of the metals present and the negative effects of acidic pH. Dissolved oxygen concentrations were measured at the surface of 10 lakes, including 8 lakes where measurements where also taken at the bottom. Dissolved oxygen concentrations at the surface vary
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 44 - December 2010 - 58093 from 9.4 to 10.9 mg/L, for a saturation varying from 90 to 104%. These values meet the provincial and federal guidelines for the cold water biota (MDDEP, 2008; CCME, 2007), with one exception where the oxygen concentration is slightly lower than the federal guideline of 9.5 mg of O2/L for the first life stages of cold water biota (CCME, 2007). Dissolved oxygen concentrations are generally lower at the bottom than at the lake surface and vary from 3.4 to 10.8 mg/L for a saturation ranging from 28 to 99%. The degradation of organic matter at the bottom of lakes can reduce the availability of dissolved oxygen concentrations, especially when exchanges with the surface are limited by the presence of a thermocline. In one of the lakes visited, the measured dissolved oxygen concentration does not meet the federal criterion of 6.5 mg/L for all life stages of cold water biota and, in four other lakes, the measured concentrations do not meet the recommended concentrations for the first life stages of cold water biota (9,5 mg/L; CCME, 2007). Finally, two lakes do not meet the provincial criterion for the protection of aquatic life (cold water biota) against chronic effects (MDDEP, 2008).
Watercourses and waterbodies located at the centre of the alignment (Matoush Property) As in the areas previously described, lake waters on the Matoush Property are generally acidic (pH of 4.6 à 5.4), very soft (hardness of less than 2.5 mg/L) and of low alkalinity (less than 2.5 mg/L of CaCO3). The conductivity values (1.6 to 12 µS/cm) and dissolved solids (11 to 39 mg/L) and major ion concentrations are also very low. The low alkalinity indicates a low buffering capacity and, therefore, a greater sensitivity to acidification. Creeks on the property show more acidic waters (3.9 to 5.0) than lakes, the majority of measures lying below the federal and provincial criteria (5.0 to 9.5). Conductivity values in creeks are very low and major ions are dominated by sodium and chlorides. Nutrient concentrations are low in lakes and creeks. The total Kjeldahl nitrogen concentrations in lakes vary between 0.1 and 0.5 mg/L, and total phosphorus concentrations are indicators of ultra-oligotrophic (<0.004 mg/L) to oligotrophic (0.004 to 0.01 mg/L) conditions. In lakes, suspended solids concentrations are below or very close to the detection limit. Dissolved oxygen concentrations below the provincial criterion for chronic effects were measured at the bottom of some of the lakes (MDDEP, 2008). However, in all creeks, dissolved oxygen concentrations meet the federal guideline of 9.5 mg/L of oxygen that is needed at the first life stages of cold water biota. The concentrations of most of the metals analyzed are found below the detection limits. However, aluminum, beryllium and lead concentrations exceed the federal and/or provincial guidelines for all of the sampled lakes. Mercury also exceeds the provincial guidelines in all of the lakes, except only one. Copper concentrations exceed the provincial guidelines in 3 lakes, whereas zinc, selenium and iron exceed the federal guideline in 1 or 2 lakes, depending on the parameter. In creeks, aluminum, iron, manganese and selenium are the only metals that were detected. The federal and/or provincial guidelines for aluminum, iron and selenium concentrations are exceeded in one or several of the creeks sampled. As for radionuclides, their concentrations were below or close to the detection limits and below the drinking water guidelines defined by the Federal-Provincial-Territorial Committee on Drinking Water (Health Canada).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 45 - Environmental and social impact assessment 3.2.4 Soil and Groundwater Quality (Potentially Contaminated Sites and Contamination Potential)
3.2.4.1 Methodology
Soil quality It is possible that existing contaminated materials along the planned alignment be reworked during the road construction. In order to implement the necessary preventive measures, if need be, the MDDEP’s GERLED databank was consulted to know the existence of such materials. The GERLED (“Groupe d’étude et de restauration des lieux d’élimination de déchets”, i.e. Waste Disposal Site Study and Rehabilitation Task Force) program allows the MDDEP to build an inventory of industrial waste disposal sites in Québec. The list of soil and industrial waste disposal sites enables the MDDEP to compile general and technical information on locations, characterized by the presence of: Industrial waste disposal sites (disposal sites that fill a natural depression, or basins developed with embankments or excavated into the ground); Former municipal landfills (only those that include a significant industrial component within the problematic of solid wastes); Pulp and paper residue disposal sites (only those that have received industrial wastes other than pulp and paper residues, as defined in the Regulation respecting pulp and paper mills); Mine tailings accumulation areas; Contaminated waste and soil landfills or confined disposal facilities (MDDEP, 2002). It is not a comprehensive inventory, but a compilation of cases brought to the MDDEP’s attention. Other sources, such as municipalities, may also have other information on this matter. In general, the sites inventoried must have shown, during their characterization, a soil contamination above criterion B of the Soil Protection and Contaminated Sites Rehabilitation Policy (MDDEP, 2002).
Groundwater quality The quality of groundwater could be directly or indirectly affected by the presence of the road. Information research on groundwater quality was made using existing documentation. In this regard, the results obtained during the hydrogeological study carried out on the Matoush Property in July 2008 (Golder Associates, 2009a; b) were used. It must be noted that this study was integrated into the environmental assessment of Strateco Resources. The results of the groundwater sampling carried out as part of an Environmental Baseline Study on the Renard site in July 2003 (Roche, 2003) were also consulted. Subsequently, land users were interviewed on their groundwater use, to evaluate the anticipated impacts on this resource. The tallymen and the managers of the Matoush and Lagopede mining camps were, therefore, consulted on this matter.
3.2.4.2 Regional Context The remote and relatively undisturbed status of the study area explains the limited number of potentially contaminated sites, the low probability of groundwater contamination and the number of potential groundwater users. Nevertheless, past or current mining operations in the region require infrastructures that may generate contaminants in the environment, such as mining operation machinery, waste rock management, camps (including water requirement, fuel storage and sanitary facilities), float plane bases, etc. In addition, the high natural mineralization of the bedrock and
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 46 - December 2010 - 58093 surficial deposits may generate, for some parameters, natural levels higher than the criteria set out in the Soil Protection and Contaminated Sites Rehabilitation Policy (MDDEP).
3.2.4.3 Detailed Description
Potential soil contamination The consultation of GERLED data banks lead to the localisation of eight inventoried contaminated sites on the territory of the James Bay Regional County Municipality (RCM). Table 3.5 presents the inventoried sites. None of these sites is located in the immediate vicinity of the planned road, most being located farther to the west or to the north. Actually, the closest site is located at the Air Roberval (formerly Propair) float plane company base known as the Témiscamie Base and located along the Témiscamie River, on Route 167, at about 5 km to the southwest of km 0 of the planned road. The Nord-du-Québec region also has mine tailings sites containing contaminated materials. The list relating to the James Bay RCM is presented in Table 3.6. None of these mine tailings sites is close to the study area. Finally, the different field campaigns conducted as part of this project identified the localisation of two sites that could present potentially contaminated soils. Actually, barrels of hydrocarbons are present at km 154, on the site of the former Aecon mining camp, as well as at km 106+500, close to a lake where there is a former float plane base.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 47 - Environmental and social impact assessment Table 3.5 Information on contaminated sites in the James Bay Regional County Municipality reported to MDDEP
Location/longitude Contaminants1 2 and latitude (dec. Rehabilitation status (R) and File name degrees, NAD83) quality of residual soils after Groundwater Soil rehabilitation (Q)
Nemiscau Airport Nemiscau Airport Benzene, ethylbenzene, Benzene, ethylbenzene, R: Completed in 2004 petroleum hydrocarbons (C petroleum hydrocarbons 10 Q: Not indicated to C50), nitrate/nitrite, (C10 to C50), toluene, toluene, xylenes (o,m,p) xylenes (o,m,p)
Nichicun Lake former 53,1972° N Aluminum (Al), benzene, Benzene, ethylbenzene, R: Not completed radio-meteorological benzo(a)pyrene, polycyclic aromatic 70,9083° O station polychlorinated biphenyls hydrocarbons*, petroleum (PCB), ethylbenzene, hydrocarbons (C to C ), 10 50 petroleum hydrocarbons (C10 toluene, xylenes (o,m,p), to C50), xylenes (o,m,p), zinc zinc (Zn) (Zn)
Nemiscau Camp Nemiscau Camp Petroleum hydrocarbons (C10 Petroleum hydrocarbons R: Completed in 2005 (James Bay) to C ) (C to C ) 50 10 50 Q: <= B 51,7034° N 76,0339° O
Eastmain-1 – 52,19° N Copper (Cu), nickel (Ni), zinc Copper (Cu), petroleum R: Completed in 2005 Temporary worksite (Zn) hydrocarbons (C to C ), 75,8973° O 10 50 Q: <= B (office, garage) molybdenum (Mo)
Hydro-Quebec LG-3 LG-3 (James Bay) Benzene, ethylbenzene, Benzene, ethylbenzene, R: Completed in 1999 Airport petroleum hydrocarbons (C used oils*, light 53,3418° N 10 Q: Range B-C to C ), toluene, xylenes hydrocarbons*, petroleum 50 76,1147° O (o,m,p) hydrocarbons (C10 to C50), toluene, xylenes (o,m,p)
Location/longitude Contaminants 2 and latitude (dec. Rehabilitation status (R) and File name degrees, NAD83) quality of residual soils after Groundwater Soil rehabilitation (Q)
Propair (Temiscamie 51,0069° N See Note 1 See Note 1 R: Not completed River float plane base) 72,9914° O
Eastmain truck stop at Km 381, James Petroleum hydrocarbons (C10 Benzene, ethylbenzene, R: Not completed km 381 of the Bay road to C50) polycyclic aromatic Matagami-LG2 road hydrocarbons *, petroleum 53,7942° N hydrocarbons (C10 to C50), 77,6275° O toluene, xylenes (o,m,p)
LA-2 Camp Service No information Benzene, ethylbenzene, Petroleum hydrocarbons R: Completed in 1997 station (Fontanges) petroleum hydrocarbons (C (C to C ), xylenes 10 10 50 Q: <= B to C50), naphtalene, toluene (o,m,p)
Source: Adapted from http://www.mddep.gouv.qc.ca/sol/terrains/terrains-contamines/resultats.asp. Information valid on March 22, 2010.
(1): Some information about this site is not presented because it may be protected under the Act respecting access to documents held by public bodies and the protection of personal information.
(2): The mention “R: Not necessary” means that it is not necessary to rehabilitate the site since a characterization study showed that the soil contamination level is conform considering its current use. For example, a contamination level in the B-C range is appropriate to an industrial use.
*: Contaminant not listed in the Policy on Soil Protection and Rehabilitation of Contaminated Sites.
Table 3.6 Inventory of soil and industrial waste disposal sites (James Bay RCM)
File name Contaminants 1 Waste type
Agnico-Eagle mine tailings site Available cyanide (CN-), metals* Mine tailings (Joutel) Chesbar mine tailings site Iron (Fe)* Mine tailings Coniagas mine tailings site Metals* Mine tailings Geant Dormant mine tailings site Available cyanide (CN-), metals* Mine tailings Joe Mann mine tailings site Metals* Mine tailings Lac Bachelor mine tailings site Available cyanide (CN-), metals* Mine tailings Lac Rose mine tailings site Mercury (Hg) Mine tailings Poirier mine tailings site Metals* Mine tailings Selbaie mine tailings site Metals* Mine tailings Troilus mine tailings site Copper (Cu), available cyanide (CN-) Mine tailings
Source: Adapted from http://www.mddep.gouv.qc.ca/sol/residus_ind/resultats.asp (1): Some information about this site is not presented because it may be protected under the Act respecting access to documents held by public bodies and the protection of personal information. *: Contaminant not listed in the Soil Protection and Contaminated Sites Rehabilitation Policy.
Groundwater quality Results of the sampling made on the Matoush Property show that groundwater contains low major ion and inorganic compound concentrations (Table 3.7). In fact, according to the criteria of the Soil Protection and Rehabilitation of Contaminated Sites Policy, only one sample showed a higher copper concentration (Golder Associates, 2009a). When detected, the other metals are found in low concentrations. However, some parameters present substantial differences between the three samples analysed. This is the case for aluminum and iron (for sample MT-07-74). Radionuclide concentrations do not vary much between samples, the lowest being for the thorium-232 (<0.01 Bq/L), and the highest, for lead-210 (0.73 to 0.9 Bq/L). The pH varies between 5.3 and 6.2. The results obtained as part of the sampling campaign carried out into five boreholes were compared to the criteria established by the Soil Protection and Rehabilitation of Contaminated Sites Policy (2001) (Table 3.8). All metals analyzed are found below the criteria for human consumption purposes and for resurgence into surface waters (Roche, 2003).
Groundwater use The tallymen consulted as part of the traditional knowledge inventory indicate that their needs are entirely satisfied by surface water, which they most often draw from lakes. Similarly, the Matoush and Lagopede mining camps draw water from an adjacent lake and use a filtration system (D. Joanisse, pers. comm., July 16, 2010; G. Lapointe, pers. comm., July 15, 2010). Moreover, drinking water consumed in these camps largely or totally comes from an outside source (bottled water). Thus, land users do not use groundwater for supply purposes, either for industrial or consumption purposes (Golder Associates, 2009a).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 50 - December 2010 - 58093 Table 3.7 Groundwater quality based on parameters analyzed for three samples, Matoush Property
MDDEP’s Samples criterion Well Well Well Parameters according to the MT-06-03 MT-07-54 MT-07-74 Policy1 07/15/2008 07/17/2008 07/22/2008 Metals (µg/L) Aluminum (Al) 750 36 130 54 Arsenic (As) 340 <2 <2 <2 Cadmium (Cd) 2.1 <1 <1 <1 Calcium (Ca) - 1800 910 1100 Chromium (Cr) - <30 <30 <30 Cobalt (Co) 500 <30 <30 <30 Copper (Cu) 7.3 <3 <3 19 Iron (Fe) - 1600 1500 <100 Lead (Pb) 34 <1 1 <1 Magnesium (Mg) - 410 230 450 Mercury (Hg) 0.13 <0.1 <0.1 <0.1 Molybdenum (Mo) 2000 <30 <30 <30 Nickel (Ni) 260 <10 <10 <10 Potassium (K) - 530 550 920 Selenium (Se) 20 <1 <1 <1 Sodium (Na) - 840 1000 830 Thallium (Tl) - <10 <10 <10 Titanium (Ti) - <50 <50 <50 Uranium (U) - <20 <20 <20 Zinc (Zn) 67 <3 <3 8 Inorganic compounds (mg/L)
Alkalinity (CaCo3 total) - 4 5 8 Ammoniacal nitrogen (N) 20 <0.02 0.04 0.02
Bicarbonates (HCO3 and CaCO₃) - 4 5 6 Carbonates - <2 <2 <2 Chloride (Cl) 860 0.24 0.67 0.21
Hardness (CaCO3) - 4.4 <1 2.9 Nitrates/nitrites - <2 <2 0.13
Sulphates (SO4) - 1.4 1 2.2 Total phosphorus (P) 3 0.31 0.04 0.23 Others (mg/L) Total Kjeldahl nitrogen - 0.7 <0.4 <0.4 Total organic carbon - 5.2 5.1 4 MDDEP’s Samples criterion Well Well Well Parameters according to the MT-06-03 MT-07-54 MT-07-74 Policy1 07/15/2008 07/17/2008 07/22/2008 Radioactivity (Bq/L) Plomb-210 - 0.8 0.9 0.73 Polonium-210 - 0.2 0.9 0.5 Radium-226 - 0.2 0.3 0.19 Thorium-228 - 0.3 0.3 0.2 Thorium-230 - 0.01 0.01 0.02 Thorium-232 - <0.01 <0.01 <0.01
Source: Golder Associates, 2009b. Appendix D. Table P-13.
1. Criterion according to the Soil Protection and Contaminated Sites Rehabilitation Policy (1999).
(-): No criterion
: Exceeds criterion
Table 3.8 Groundwater quality based on parameters analyzed on five samples, Renard Property
Station Criterion1 1 2 3 4 5 Parameters (mg/L) Human 07/30/03 07/30/03 07/30/03 07/30/03 07/30/03 Resurgence consumption Arsenic <0.001 <0.001 <0.001 <0.001 <0.001 0.025 0.34 Cadmium <0.0005 <0.0005 <0.0005 <0.0005 <0.0005 0.005 0.0021 Chromium <0.001 <0.001 <0.001 <0.001 <0.001 0.05 - Copper <0.001 0.001 0.005 0.001 0.001 1 0.0073 Lead <0.003 <0.003 <0.003 <0.003 <0.003 0.01 0.034 Magnesium 1.5 0.025 0.62 2.7 3.3 - - Nickel <0.001 <0.001 0.008 <0.001 <0.001 0.02 0.26 Sulphates 7 5 3 13 14 - - Total phosphorus (P) 0.21 <0.03 <0.03 0.09 0.07 - 3 Zinc 0.012 0.007 0.009 0.007 0.007 5 0.067 Source: Roche, 2003. Table 2. 1. According to the Soil Protection and Rehabilitation of Contaminated Sites Policy (2001).
3.3 Biological Environment
3.3.1 Vegetation
3.3.1.1 Terrestrial Vegetation
Methodology The vegetation mapping of the study area and potential borrow pits was carried out through photointerpretation. Various series of aerial photographs were used in order to cover the entire study area. Black and white 1998 aerial photographs at the 1:15,000 scale were used for the southern portion of the alignment (km 0 to km 35), black and white 1968 photographs at the 1:15,840 scale were used for the next section (km 35 to km 45), colour 2002 photographs at the 1:15,000 scale for the central portion of the alignment (km 45 to km 96), black and white 1968 photographs at scale 1:15 840 for km 96 to km 106, and black and white 1962 aerial photographs at the 1:31,680 scale for the northern portion of the alignment (from km 106 to km 240). The Québec Department of Natural Resources and Wildlife’s eco-forest mapping series, which covers the study area up to km 66 and the Earth Observation for Sustainable Development of Forest (EOSD) map series produced by the Canadian Forestry Service and the Canadian Space Agency (CFS, 2006) were used as a references for this work. This photointerpretation results were subsequently digitized for the production of the preliminary project map series. Field inventory work took place from July 6 to July 15, 2010, during which time the preliminary mapping was validated and corrected, as required, by way of helicopter overflights, which also served to assess the vegetation diversity in the study area and to position the inventory stations using a judgment sampling approach (Scherrer, 1984). At each inventory station, a survey of vegetation layers and species abundance were conducted, along with a description of abiotic parameters, such as deposit texture, drainage, stoniness, slope and exposure. The geographical coordinates of each station were noted with a GPS device. A series of photos was taken to complete the survey. Standard form templates had previously been developed to facilitate data collection and input. A total of 17 terrestrial vegetation inventory stations, distributed throughout the study area, were used (Map 3.3, Volume 3).
Regional Context The study area encompasses parts of two bioclimatic domains (Saucier et al., 2001). The southern portion, i.e. up to km 136, belongs to the western black-spruce moss domain, whereas the northern portion lies within the black spruce-lichen domain. The black spruce-moss domain occupies the northern limit of the continuous boreal forest. There, the forest landscape of this domain is quite uniform, as the forest cover is dominated by black spruce, forming numerous monospecific stands, occasionally associated with companion species, such as balsam fir and jack pine. Some deciduous trees, such as white birch, trembling aspen and, to a lesser extent, balsam poplar, also grow in this domain. The understories are covered by hypnaceous mosses and heath shrub plants, and infrequently, with certain herbaceous species. The black spruce-moss domain is divided into two subdomains. The fire cycle, which is the main component of the forest dynamics, is shorter in the west sub-domain, and balsam fir are less abundant. The black spruce-lichen stand occupies the taiga sub-zone within the boreal zone. This domain differs from the black spruce-moss stand by the low density of the forest canopy. The black spruce, whose propagation is facilitated by the severity of the climate and low precipitations, dots a surface generally covered by a carpet of lichen. In the study area, balsam fir and jack pine reach the
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 54 - December 2010 - 58093 northern limit of their distribution range. Here again, fire is the main component of the forest dynamics.
Detailed Description This section presents a description of the forest stands inventoried in the study area. The key features of terrestrial vegetation surveys are described in detail in Appendix 2 (Volume 2). The vegetation mapping completed for the study area presents the distribution of the various forest stands present (Map 3.3, Volume 3). The compilation of the various forest stand surface areas, as well as the other environmental components is presented in Table 3.9. Table 3.9 Surface area and distribution of forest stands and other environmental components in the study area Component Surface area Proportion (%) (ha) Terrestrial environments 11,992.3 83.0 Coniferous stands 8,257.4 57.2 Dense black spruce-moss stand 711.9 4.9 Open black spruce-moss stand 3,613.0 25.0 Black spruce-lichen stand 2,950.1 20.4 Jack pine stand 982,4 6.8 Mixed stands with coniferous species predominant 137.6 1.0 Regeneration 2,396.9 16.6 Recent burned area 2,148,9 14.9 Coniferous regeneration 241.1 1.7 Deciduous regeneration 6.9 0.0 Dry barrens 949.9 6.6 Anthropogenic 202.3 1.4 Wetlands 1,642.6 11.4 Bogs 1,472.1 10.2 Open bog 1,071.9 7.4 Wooded bog 329.6 2.3 Open fen 70.6 0.5 Riparian Environments 170.5 1.2 Swamp 132.7 0.9 Marsh 8.4 0.1 Grass beds 29.4 0.2 Aquatic environments 842.7 5.8 Grand total 14,429.4 100.0 Coniferous stands
Black spruce-moss stand The black spruce-moss stand is the most common forest stand on sites with moderate drainage in the study area. The stand is dominated by black spruce in various degrees of coverage density, depending on locations. Site coverage is described as dense when the tree cover exceeds 50%, and open, when tree cover is of 25 to 50% (Photo 7). This type of stand will occasionally include some balsam fir. A black spruce-moss stand including scattered white spruce was observed in the Mount Norancon sector (km 30). The shrub layer of this forest stand is mainly composed of creeping snowberry and lowbush blueberry. It becomes more important on poorly-drained sites, which feature Labrador tea and leatherleaf. The herbaceous strata, generally poor, becomes slightly more significant in this type of environment. It is composed of bunchberry and yellow clintonia, with
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 55 - Environmental and social impact assessment cloudberry dominant in locations with high moisture. The important moss layer is dominated by Schreber’s moss in well-drained locations and by sphagnum in more humid locations. The black spruce-moss stand is a climatic forest mainly associated with fires of various frequency, intensity and extent. Black spruce communities are re-established after fire through seed propagation. In the study area, the black spruce-moss stand covers close to 30% of the total surface area. The open black spruce-moss stand is present throughout the study area, but is particularly abundant in the southern half. Dense black spruce-moss stands are found only in the southern portion of the study area. The oldest black spruce stand inventoried, estimated to be about 120 years old, was found at Mount Norancon.
Black spruce-lichen stand The black spruce-lichen stand occupies excessively drained soils of the black spruce-moss domain and moderately drained sites of the black spruce-lichen domain (Photo 8). The black spruce-lichen stand is an open forest occasionally featuring jack pine accompanied with an important shrub layer composed of heaths, including lowbush blueberry and Labrador tea, and a very sparse layer of grasses. The ground is covered by a layer of reindeer mosses with some Schreber’ moss. The floristic composition of the black spruce-lichen stand includes species adapted to recurrent fires, including heaths and lichens. The density differences that may be observed within this forest are related to the success of regeneration after fires that generate this bioclimatic community. The black spruce-lichen stand covers nearly 20% of the entire study area. Rather rare in the southern part, it becomes more frequent further north.
Jack pine stand The jack pine stand occupies quick drainage sites over a variety of deposits, from sandy fluvial terraces to coarse till (Photo 9). The flora covering the forest floor is not very diversified and is quite similar to that of the black spruce-lichen stand except, for instance, the presence of sheep-laurel in its shrub layer. It is generally an even-aged forest that comprised specimens that establish after a fire. In fact, the jack pine reproduces essentially through massive seed dispersal following a fire. The jack pine stand is a transition forest that appears after fire and generally evolves into a black spruce-jack pine stand or a black spruce stand. Often however, a too short interval between fire events will stifle this transition and bring its cyclic return. The jack pine stand, which is found at the northern extremity of the study area, is relatively not abundant and covers a total area of about 7%. Mixed stands
Mixed stands dominated by conifers species The black spruce-white birch stand was observed on some sites normally occupied by the black spruce-moss stand at the southern extremity of the study area (Photo 10). It is a dense forest of black spruce and white birch with balsam, and features an understory composed of bunchberry, wild lily-of-the-valley and yellow clintonia. Its moss layer, which is relatively important, mainly consists of Schreber’s moss and plume moss. In the absence of fires, it is a stable, climax forest. The mixed stand dominated by conifers species is quite rare in the study area, covering 1 % of the total surface area. Regeneration
Recent burns Recent burns generally include forests that burned in the last 15 years. They typically present a low heath scrubland, mainly composed of lowbush blueberry, Labrador tea and sheep-laurel, with a very
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 56 - December 2010 - 58093 low herbaceous cover (Photo 11). The moss layer is more or less important depending on the date and intensity of the fire event, and is mainly composed of the lichen Trapeliopsis granulosa and hair-cap moss, with reindeer lichens on more recently burned sites. From south to north, the most important recent burned areas crossed by the proposed road corridor extend between km 46 et 86 (less than 5 years), km 142 and 144 (10 to 15 years) and km 173 et 188 (less than 5 years). Recent burns cover about 15 % of the entire study area.
Coniferous regeneration This designation encompasses young forests where conifers dominate the canopy. These are usually old burned areas regenerated with conifers. In the long term, these sites should evolve towards the black spruce stand or the jack pine stand. The coniferous regeneration, which represents less than 2 % of total area, is seldom found in the study area. The few areas of coniferous regeneration found at the south end of the study area stemmed from past logging activities, while those found at the north end would be the result of fires.
Deciduous regeneration Deciduous regeneration, which is mainly composed of white birch, is very rare in the study area. It is found only in abandoned sections of the winter road between km 15 and 16. Dry barrens Dry barrens include sites where forest is absent or sparse, i.e. where forest cover is less than 25 % (Photo 12). It is covered by lichens, mainly reindeer lichens and heaths, including lowbush blueberry, Labrador tea and sheep-laurel. In dry areas, successive fire events may be responsible of a partial or total deforestation, transforming open black spruce stands into barren lands. This type of vegetation is more frequent in the northern half of the study area and represents 7 % of the total surface area.
3.3.1.2 Wetlands
Methodology Wetland mapping was carried out using the same methodological approach as for the terrestrial environments. The wetland vegetation inventory was carried out following the same strategy and at the same time as the terrestrial vegetation inventory. In bog environments, all types of biotopes were inventoried. On riparian sites, the inventories were made along a transect where each distinct plant formation was inventoried. The surveys included the identification of species present, a measurement of the width of each vegetation strip, along with a description of key environmental variables, including shoreline morphometry and stability, flow velocity, surface deposit texture and drainage characteristics. The geographical coordinates were noted with a GPS device, and photographs were taken at each station. The wetland vegetation inventory of the study area comprises a total de 18 stations (Map 3.3, Volume 3), including 11 bog stations and 7 riparian stations.
Regional context The wetland designation encompasses ombrotrophic bogs and fens, as well as riparian sites. The rolling terrain of the study area has giving rise to numerous bogs, with fens being a rare occurrence. The area features uniform, primarily wooded bogs, as well as string bogs and shore fens. For mapping purposes, open, herbaceous or shrubby bogs are distinguished from the wooded bogs. Only one fen was observed within the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 57 - Environmental and social impact assessment Photo 7 Open black spruce-moss stand Photo 8 Black Spruce-lichen stand (St-11; km 109) (July 8, 2010) (St-19; km 58) (July 9, 2010)
Photo 9 Jack pine stand Photo 10 Conifer-dominant mixed wood (St-30; km 197) (July 13, 2010) stand (St-24; km 17) (July 11, 2010)
Photo 11 Three to five year old burn Photo 12 Dry barren (St-35; km 237) (St-28; km 175) (July 13, 2010) (July 14, 2010)
The riparian system is divided into four physionomic classes, according to the Québec Wetland Classification System (Buteau et al., 1994) and the Canadian Wetland Classification System (National Wetlands Working Group, 1997). These classes are swamps (regularly flooded shrub and tree vegetation), marshes (regularly flooded grass vegetation), shorelines (plant cover lower than 30%) and shallow waters. The latter are wetlands characterized by the permanent presence of water and extend to the depth reached by the aquatic vegetation. However, by definition, aquatic vegetation is not necessarily present in shallow waters. As part of this study, only shallow waters with aquatic vegetation were mapped. Riparian environments develop along the shoreline of watercourses and waterbodies up to the level reached by the 2-year occurrence spring floods. The plant composition and extent of riparian wetlands are related to shore dynamics and exposure to wind and waves, the nature of substrate and flow velocity. In the study area, riparian sites are rather limited. They are found along the shorelines of some of the creeks and rivers crossed by the proposed road alignment, and along the shore of some lakes.
Detailed description The distribution of wetland classes throughout the study area is illustrated on the vegetation map (Map 3.3, Volume 3). Bogs The surveys used for the description of bog vegetation are shown in Appendix 2 (Volume 2). Most of the bogs of the study area form complexes composed of open bogs, string bogs (Photo 13) and ponds. From the outside in, bogs are typically characterized by a succession of plant communities, generally starting with a black spruce-sphagnum stand followed by a black spruce-heath-sphagnum stand, then shrubby or herbaceous formations dominated by heaths or sedges. The flat area of bogs is generally occupied by groupings of tufted club-rush and few-seeded sedge on Sphagnum balticum, and may feature hummocks covered by a low scrubland of leatherleaf and black spruce with cloudberry and tufted club-rush over Sphagnum fuscum, and ponds that include yellow cowlily, buckbean and mud sedge. Riparian bogs border numerous lakes of the study area. The outer edge is characterized by groupings of beaked sedge over sphagna transitioning to mud sedge on Cladopodiella fluitans toward the water edge. Only one true fen was inventoried in the study area, which is a uniform fen (Photo 14) located between km 36 et 37. This flat, open area is covered by starved sedge over amblystegiaceous moss with depressions occupied by a grouping of buckbean and mud sedge. This site is drained by a creek flowing into Lac des Potamots. A riparian bog covered by a low scrubland of sweet gale, shrubby cinquefoil and hairy-fruited sedge has taken root. Bogs are distributed throughout the study area, where they occupy nearly 10% of the total area (Tableau 3.9). The sections of the alignment that crossed significant bogs are located at km 49, km 89, km 136 to 137, km 170 and km 202 to 205 (Hecla Lake and Leran Creek). Riparian and aquatic vegetation The results of the surveys of riparian and aquatic plant communities are found in Appendix 2 (Volume 2). A certain number of creeks in the study area are bordered by swamps of various composition, including high shrub swamps with scrub birch, skunk currant and speckled alder, as well as low shrub swamps with scrub birch and broad-leaved meadowsweet (Photo 15). Low sweet gale shrub swamps were observed along the shores of some rivers and lakes.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 59 - Environmental and social impact assessment Marshes are rare in the study area. A small marsh with water sedge was observed on the shores of Lac des Potamots, and marshes with beaked sedge, inflated sedge and needle spike-rush were inventoried on the shores of Leran Creek (Photo 16). Grass beds are also a rare occurrence in the study area. They are present in some lakes of the study area and more rarely in watercourses. A submerged water milfoil bed was observed in a lake bordered by a shore fen. However, floating beds of yellow cowlily remain the most frequent in lakes. Floating beds of narrowleaf bur-reed and variable-leaved pondweed and yellow cowlily are present in calm waters of some watercourses. Riparian environments are rare in the study area, as they only occupy barely more than 1% of the total surface area (Table 3.9).
3.3.1.3 Special status species
Methodology An information request has been submitted to the Québec Natural Heritage Data Centre (Centre de données sur le patrimoine naturel du Québec, hereinafter CDPNQ) to obtain occurrences of threatened or vulnerable plant species inventoried in the study area. The list of species at risk in Canada (COSEWIC, 2010) was also consulted. These references were used to assist in identifying and localizing special status plant species. The information used in the identification of habitats associated with these species, their affinity for a given substrate and their ecology was obtained from the most recent edition of the list of threatened and vulnerable vascular plants in Québec (CDPNQ, 2008a). The habitats with a potential to shelter special status plants in the study area were visited during the terrestrial vegetation and wetland inventories. During vegetation inventories, special attention was paid to searching for these species, and specific floristic inventory itineraries were established and followed, especially between km 0 and 1, between km 9 and 11, around km 21, around km 27, between km 29 and 31, and around km 35. When a special status plant was found, a population characterization was conducted. This characterization included the recording of geographical coordinates with a GPS device, photographs, a description of the habitat, specimen counts, a survey of companion species and, where possible, the collection of control specimens. Specimen collection was always limited to materials necessary for identification purposes, and the utmost care was taken to avoid compromising the viability of the plant community in question. The collected materials were then pressed and dried, then submitted for verification and given to the Marie-Victorin Herbarium of the Vegetation Biology Research Institute of Université de Montréal.
Regional context The CDPNQ includes historical data on the presence of the slenderleaf sundew and false mountain willow in the study area. The slenderleaf sundew is a species susceptible of being designated as threatened or vulnerable in Québec. It is a grass species whose populations are deemed to be in decline. This plant has an affinity for calcicolous substrates and is found in fens. The false mountain willow is also a species susceptible of being designated as threatened or vulnerable in Québec. This shrub, whose populations are deemed to be stable, grows in swamps and on rocky shores in the Abitibi and James Bay lowlands and the Mistassini highlands.
Detailed description The slenderleaf sundew was not found at the estimated location of the 1974 occurrence position reported by the CDPNQ. This occurrence, whose specific position can only be estimated within a
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 60 - December 2010 - 58093 1.5 km radius, was documented as having been found in a bog located north of km 27 in the study area. It should be noted that the site visit established that this bog does not meet the definition of a fen and that it is rather a bog with open water. Based on the site visit, the slenderleaf sundew is deemed to be absent from the study area. About 50 false mountain willow individual specimens were counted on each side of Route 167, from km 0.5 up to the limit of the study area (Map 3.3, Volume 2). This population was discovered in 2004 (Blondeau, 2005). The false mountain willow grows along road edges in open land characterized by surface drained pebbly deposits (Photo 17). It is accompanied by the beaked willow (S. bebbiana) and the plane-leaved willow, as well as some grasses, including the alpine club-rush and the dwarf scouring rush. The CDPNQ has documented less than five occurrences of false mountain willow in Québec (CDPNQ, 2008b). All other occurrences of this species were documented in the Abitibi and James Bay Lowlands. Therefore, the study area’s false mountain willow population would be the easternmost documented location for this species in North America. This remains the only well-documented occurrence in Québec. The exhaustive list of vascular plants and mosses, lichens and liverworts documented in the study area during the inventories is provided in Appendix 2 (Volume 2). The false mountain willow is the only special status vascular plant inventoried by this study.
3.3.2 Herpetofauna
3.3.2.1 Methodology The objective of the surveys was to identify the species of amphibians and reptiles found in the study area, and in particular to verify the presence of the Boreal chorus frog, a species likely to be designated threatened or vulnerable in Québec. The survey took place from May 27 to June 5, 2010. This time of the year falls within the reproductive season of the Boreal chorus frog (Fortin et al., 2003; Ouellet et al., 2009) and allows for the observation of several other anuran species that reproduce early in the season. This period also facilitates the survey of the Yellow-spotted salamander through the search for egg masses that are present in the spring. Survey stations were selected based on the specialist’s expertise in order to represent the different parts of the study area and the various types of habitats usually associated with herpetofauna (wetlands and adjacent terrestrial habitats located within a 300 m radius from the edge of an aquatic site). The classifications of wetlands and terrestrial habitats used to characterize the survey stations correspond to those of Section 3.3.1. The 300 m radius represents the average size of the core terrestrial habitat of amphibians and reptiles as presented in Semlitsch and Bodie (2003). A total of twenty-five survey stations were visited within the study area (Map 3.5, Volume 3). The preferred approach as identified in Fortin and Ouellet (2005) was followed, consisting of three recognized and complementary survey methods: time-constrained visual surveys, species presence indicator surveys in wetlands, and anuran call surveys (Bonin et al., 1997). The time-constrained visual encounter surveys were completed within terrestrial habitats adjacent to wetlands and consisted of searching for salamanders and snakes under potential shelters (woody debris, rocks) for a period of at least 30 minutes. This method was used in stations where the targeted species (snakes, stream and woodland salamanders) were potentially present and where there were a large number of potential shelters. A wildlife management permit (permis de gestion de la faune) was obtained from the Québec Ministry of Natural Resources and Wildlife (ministère des Ressources naturelles et de la Faune) (permit #: 2010-04-30-125-10-G-F) prior to the survey.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 61 - Environmental and social impact assessment Photo 13 String bog Photo 14 Fen (St-15; km 89) (July 9, 2010) (St-22; km 36) (July 10, 2010)
Photo 15 Swamp (St-10; km 109) Photo 16 Leran Creek - swamp, marsh and (July 8, 2010) grass bed (St-31; km 202) (July 14, 2010)
Photo 17 False mountain willow habitat (km 0.5) (July 15, 2010)
Searches conducted within wetlands were focused on finding egg masses, larvae, as well as juvenile and adult amphibians, without any time limits. With respect to waterbodies, the entire accessible perimeter was surveyed. Larvae, juveniles and adults were captured using a hand net. The identification keys presented in Desroches and Rodrigue (2004) were used to verify observations when required. During the anuran call survey sessions, at least 10 minutes were spent actively listening for calls to the exclusion of all other activities. The abundance of Anurans at a given station was estimated using a semi-quantitatively method and an abundance rating (on a scale of 0 to 3) corresponding to the call intensity. The results from these surveys were probably underestimated as a result of the time of day of the sessions. Although anuran call intensity is usually at its highest in the evenings, surveys took place before 6 pm due to safety issues related to helicopter travel. Also, some Anurans were captured in pit traps used for the small mammal survey. These fortuitous observations, along with those made during other surveys (fish, birds, vegetation), were combined with the totals from the anuran survey. Two people participated in the surveys. Specimens captured alive were released following their identification. Each survey station was photographed and the following information was recorded (Appendix 3a, Volume 2): Geographic coordinates and altitude of the station (GPS, NAD83); Type of wetland; Type of terrestrial habitat; Type of waterbody or watercourse; Dominant or characteristic plant species; Air and water temperature; Level of cloud cover, precipitation and wind; Predators observed; Species of amphibians and reptiles observed as well as their developmental stage. For analysis purposes on wetlands, bogs and fens are grouped together as “bogs” whereas marshes and swamps are grouped under the heading “marsh-swamp”. Habitats identified as “shorelines” refer to streams and rivers. These groupings resulted in an increased sampling size, or number of stations per wetland category. In order to study the effects of latitude and altitude on species richness (number of species), the 25 stations were grouped into two latitude classes (the sectors to the south and to the north of km 135) and two altitude classes (<500 m and >500 m).
3.3.2.2 Regional context Very little is known about amphibians and reptiles in the area where the project will be implemented given that few herpetologists have worked there. A search of the Atlas des amphibiens et des reptiles du Québec (AARQ) database found only 14 mentions for the region located between Lake Albanel and the Otish Mountains, approximately between 71°15' O and 73°48' O and 50°52' N and 53°00' N (AARQ, 2010a; Appendix 3b, Volume 2). The following species have been observed in this sector: Blue-spotted salamander, Yellow-spotted salamander, American toad, Bullfrog, Green frog, Wood frog, and Common garter snake. All of the above mentions are located in the southern part of the study area, in and around Lakes Mistassini and Albanel. Several mentions, including those of the Bullfrog and Green frog, are very imprecise and date back several years. However, more recent surveys have been completed in or near the study area. Genivar (2009) reported the presence of four anuran species (American toad, Wood frog, Mink frog, Northern spring
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 63 - Environmental and social impact assessment peeper), using automatic counters positioned along the various potential road alignments identified in 2009. Gagnon (2010) completed a study of herpetofauna within the area of the proposed Albanel-Témiscamie-Otish National Park in July 2008. The species observed were the same as for the Genivar study (2009), with the addition of the Common garter snake. Strateco Resources (2009) reported observing four species in June 2008 as part of their impact assessment of the subterranean exploration program on the Matoush property: American toad, Wood frog, Mink frog and Northern spring peeper. This property is located approximately 6 km to the east of km 131 of the proposed road alignment.
3.3.2.3 Detailed description
Survey conditions Survey conditions were generally average (Appendix 3c, Volume 2), which probably limited the number of observations during certain site visits. The air temperature measured at 19 stations varied between 0 and 20.1°C (average of 14.1°C) whereas the water temperature measured at 14 stations fluctuated between 14.1 and 24.7°C (average of 18.4°C). Cloud cover was less than 80% during 52% of site visits while winds were calm or light 72% of the time. It is important to note that spring came very early in 2010. For example, no fresh Wood frog egg masses were observed during the course of the survey; only old egg masses were noted. However, fresh egg masses were observed for the Mink frog and Yellow-spotted salamander, indicating that the timing of the survey still allowed for the observation of these indicators.
Species and their distributions The anuran surveys conducted at the 25 stations as well as the fortuitous observations made in the course of other surveys resulted in the observation of eight species: four species of Anurans, three species of salamanders and one reptile species (Table 3.10; Photos 18-21). None of these species have any special protection status. The most frequently observed species were the Wood frog, the Northern spring peeper, the American toad and the Northern two-lined salamander. Their frequency of observation was 40%, 24%, 20% and 20%, respectively. The observation frequency of the Wood frog and the Blue-spotted salamander were underestimated during this survey as these species reproduce early in the spring before the survey began. However, the presence of these two species is often noted through the observation of their egg masses as well as their calls in the case of the Wood frog. Evidence of reproductive success (egg masses, larvae or tadpoles) in sampled wetlands confirmed the presence of the American toad, the Wood frog, the Mink frog and the Yellow-spotted salamander (Table 3.10). No turtles were observed during the survey nor reported as a result of interviews on the traditional knowledge. In fact, the northern distribution limit for turtles in Québec is located south of the southern sector of the study area (AARQ, 2010b). Two species of amphibians were observed during the small mammal survey: the American toad (13 individuals) and the Wood frog (1 individual). The American toad, the Wood frog, the Mink frog and the Northern two-lined salamander were also observed during the bird, fish and vegetation surveys. The number of presence indicators for all species is relatively low in the study area compared with southern Québec. In fact, few individuals were observed in each station despite the time and effort spent searching in aquatic environments as well as in adjacent terrestrial habitats. It is very likely that these apparently low densities are representative of the study area as a whole. Those species that are present in the study area must contend with short summers and average temperatures that are much lower than in southern Québec (Hébert, 2006). Several species are actually at the northern limit of their natural range. The Yellow-spotted salamander observation at survey station H3 (51°25'50'' N; km 65; Map 3.5, Volume 3) represents the most northern mention for this species in Québec (Photos 22 and 23). The previous most northerly mention that has been published scientifically came from the same region, on the edge of the existing Route 167 (50°45'23'' N; Fortin, 2007). The observation at station H3 is
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 64 - December 2010 - 58093 also interesting due to the relatively high altitude (507 m). This would suggest that this species of salamander is probably present at latitudes even further north. The observations of the Northern two-lined salamander confirm for the first time the presence of this species in the area where the project will be implemented, although the known northern distribution limit for this species (53°47' N; Fortin, 2006) actually extends well beyond the northern limit of the study area. Table 3.10 Frequency of observations and presence indicators for herpetofaunal species observed in the study area (n=25 stations) Frequency of English name Scientific name Presence indicators observation (%)1 Anurans American toad Anaxyrus americanus 20 Egg masses Tadpole Adult Call Wood frog Lithobates sylvaticus 40 Egg masses Juvenile Adult Mink frog Lithobates 12 Egg masses septentrionalis Tadpole Juvenile Adult Call Northern spring peeper Pseudacris crucifer 24 Call Urodeles Northern two-lined Eurycea bislineata 20 Juvenile salamander Adult Blue-spotted Ambystoma laterale 4 Juvenile salamander Yellow-spotted Ambystoma maculatum 8 Egg masses salamander Squamates Common garter snake Thamnophis sirtalis 12 Juvenile Adult Exuvia
1 Percentage of survey stations where at least one species presence indicator was observed. The total number of species (species richness) observed decreases along a latitudinal gradient from eight species in the southern sector of the study area to five species in the northern sector (Table 3.11). The number of species surveyed also decreases with altitude, from eight species at altitudes below 500 m to five species at altitudes greater than 500 m (Table 3.12). Fortin and Ouellet (2005) observed similar correlations in the Romaine River watershed. Such results were expected given that climatic conditions become more difficult with both latitude and altitude. Amphibians and reptiles are ectotherms and therefore their body temperature varies with ambient temperature. Ambient temperature represents the main factor limiting the northern distribution of herpetofauna in Québec (Bleakney, 1958).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 65 - Environmental and social impact assessment Photo 18 American toad (adult) Photo 19 Blue-spotted salamander (km 180+700) (May 31, 2010) (juvenile) (km 0+300) (June 3, 2010)
Photo 20 Common garter snake (adult) Photo 21 Mink frog (adult) (km 64+900) (km 31+600) (June 1, 2010) (May 29, 2010)
Photo 22 Yellow-spotted salamander egg Photo 23 Station H3 (km 64+900) masses (km 64+900) (May 29, 2010) (May 29, 2010)
Table 3.11 Presence of amphibians and reptiles, by latitude (n=25 stations) Southern sector1 Northern sector Species (12 stations) (13 stations) American toad +2 + Wood frog + + Mink frog + + Northern spring peeper + + Northern two-lined salamander + + Blue-spotted salamander + Yellow-spotted salamander + Common garter snake + Total number of species 8 5
1 South of km 135. 2 Confirmed species. Table 3.12 Presence of amphibians and reptiles, by altitude (n=25 stations) <500 m >500 m Species (13 stations) (12 stations) American toad +1 + Wood frog + + Mink frog + + Northern spring peeper + Northern two-lined salamander + + Blue-spotted salamander + Yellow-spotted salamander + + Common garter snake + Total number of species 8 5
1 Confirmed species. Three anuran species with natural ranges extending at least to the southern limit of the study area (AARQ, 2010a; b) were not observed during the course of the present survey. These are the northern leopard frog, the Green frog and the Bullfrog. The study area falls within the northern distribution limits of the last two species whereas the northern leopard frog reaches at least to the 53rd parallel. These three species are not usually known to inhabit higher altitudes. In fact, Fortin and Ouellet (2005) noted that the green frog and the northern leopard frog were absent from survey stations located above 400 m in altitude. It is therefore highly unlikely that these species are present on the Otish Mountains plateau. They may, however, be present in the southern part of the study area. The northern leopard frog may also inhabit the Eastmain River drainage basin, where altitudes are lower than in the Otish Mountains. Past surveys completed within or near the study area (Genivar, 2009; Strateco Resources, 2009; Gagnon, 2010) did not identify the presence of these three species.
Relative use of wetland Species richness was at its highest in the marshes-swamps and bogs with a total of six species, and at its lowest along shorelines with only two species (Table 3.13). Fortin and Ouellet (2005) observed similar tendencies in the Côte-Nord region. However, it is very likely that species richness was slightly under-estimated for the “shoreline” habitat category as a result of low species densities in the study area as well as the low number of survey stations located in this habitat category. Other species including the American toad and the Common garter snake may possibly inhabit shoreline habitats, as was observed on the Côte-Nord by Fortin and Ouellet (2005). The Yellow-spotted
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 67 - Environmental and social impact assessment salamander is known to inhabit marshes-swamps although this species was not observed in such habitats during the present survey. The Wood frog is the only species that was observed in all three wetland types and the Northern two-lined salamander, a species of stream salamander, was only observed along shorelines. Table 3.13 Number of stations by wetland type where amphibians and reptiles were observed at least once (n=24 stations) Marshes-swamps Shorelines Bogs1 Species (8 stations) (6 stations) (10 stations) American toad 3 0 2 Wood frog 3 1 6 Mink frog 1 0 2 Northern spring peeper 4 0 2 Northern two-lined salamander 0 5 0 Blue-spotted salamander 1 0 0 Yellow-spotted salamander 0 0 2 Common garter snake 2 0 1 Total number of species 6 2 6
1 Bog and fen. Note: the 25th station is not located in a wetland. Marshes-swamps, and to a lesser degree bogs (mainly fens), generally provide good reproductive habitats for Anurans. Shorelines, on the other hand, are characterized by unstable hydrological conditions and the presence of many predators. They do however provide essential habitat for all life cycle stages of the Northern two-lined salamander. This species appears to be widely distributed within the study area, having been observed at five of the six survey stations associated with shorelines. Shorelines also represent an important habitat for the Common garter snake, a species that often prefers rocky areas (Charland and Gregory, 1995). The juveniles of certain anuran species (e.g. American toad and Wood frog) also use shorelines as they disperse into other habitats. The types of wetlands considered in the present study are associated mainly with permanent waterbodies. However, temporary ponds also provide important habitat for amphibians. Some species, such as the Wood frog and the Blue-spotted salamander, prefer to reproduce within these ephemeral habitats (Semlitsch, 2000).
3.3.2.4 Species of special status No species of special status were observed in the study area, and the results of the present study suggest that the Boreal chorus frog is absent from the project area. In fact, this anuran is only known to inhabit the vast littoral marshes of James Bay near the village of Waskaganish (Fortin et al., 2003; Ouellet et al., 2009). Populations observed in that area are associated with plant communities dominated by grasses and sedges. One mention was also associated with a fen. Although unlikely, it is possible that the presumed absence of this species of chorus frog in the study area is related to the early spring in 2010. Its reproductive season may have already been over by the time the survey began. In 2002-2003, Ouellet et al. (2009) heard Boreal chorus frog calls between May 25th and June 11th, dates that overlap the 2010 survey period. Given the early spring experienced in 2010, the species may have started calling earlier than usual that year. The Boreal chorus frog emerges from hibernation early in the spring and arrives at its reproductive ponds as the last snows are melting, at which time the males begin to call. Although this hypothesis is plausible, the absence of reporting in or near the study area during previous surveys (Genivar, 2009; Ouellet et al., 2009; Strateco Resources, 2009; Gagnon, 2010) also suggests that this species is truly absent from the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 68 - December 2010 - 58093 3.3.3 Ichthyological fauna
3.3.3.1 Methodology The study area for the ichthyological fauna surveys includes all of the watercourses and waterbodies crossed by the proposed alignment, stretching 300 m downstream from the centre of the alignment and 200 m upstream. The fish habitat characterization and ichthyological fauna surveys had the following objectives: Characterize habitat use by fish in the watercourses and waterbodies crossed by the alignment; Determine the different habitat functions and identify the species of fish present in the aquatic environment of the study area; Characterize the fish communities present in the study area. Habitat characterization and experimental fishing took place between June 8 and July 6, 2010. The mean water temperature of the different watercourses was of 14.5 ± 3.2oC, with minimum and maximum-recorded water temperatures of 6oC and 19.3oC, respectively. Very little precipitation fell in the region during the survey period, which resulted in low water levels in the sampled watercourses. In fact, water levels were comparable with those usually observed during low flow period.
Aerial photo interpretation of watercourses crossed by the proposed alignment Aerial photo interpretation of the watercourses found within the study area was completed prior to the start of fieldwork in order to characterize the watercourses as well as fish habitat. This preliminary step facilitated the selection of fish survey stations based on habitats as well as observations and by helicopter. Due to the length of the proposed alignment, which is approximately 240 km long, aerial photographs were used at different scales and dates in order to cover entirely the study area. A total of 326 photos provided by the MRNF were analyzed using a stereoscope; the photos from 1962 were at a scale of 1:31,680, those from 1968, of 1:15,840, while the photos from 1998 and 2002 were at a scale of 1:15,000. Using photos taken at different scales for the aerial photo interpretation of watercourses results in variations of resolution and precision. This issue was minimized by using colour digital images (non-stereoscopic) of the entire study area that were taken during aerial surveys in 2008 or 2009, depending on the sector. These colour images all geo-referenced, have spatial resolutions ranging from 15 cm to 1 m, depending on flight altitudes at the time the photos were taken.
Fish habitat characterization A total of 143 watercourses and 123 waterbodies are located within a 75-m wide corridor on either side of the alignment. Fish habitat was characterized for each of the 152 watercourses crossed by the proposed alignment. A number of lakes adjacent to the road were also characterized. Each watercourse was subdivided into homogeneous sections based mainly on flow facies and substrate sediment size (Boudreault, 1984). The following field data were collected for each stream section in order to complete the habitat characterization: The physico-chemical water measurements (temperature, pH, turbidity, conductivity and dissolved oxygen); The submerged width, at both the bankfull discharge levels and the natural high-water line (NHWL); The average and maximum depths; The stream velocity;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 69 - Environmental and social impact assessment The type and density of aquatic vegetation as well as the shoreline description (surface materials, slope, embankment height, degree of erosion and vegetative composition). The NHWL was determined using simplified botanical method of MDDEP (2007). In addition, pools found in each watercourse were located and described based on size class. The above information is given in the characterization data sheets of the homogeneous sections (Volume 2, Appendix 4a), as well as on Map 3.4 (Volume 3). The potential ecological functions of the fish habitat based on the habitat characteristics of the surveyed watercourses. The ecological functions include spawning, nursery, resting, feeding and migration were evaluated. Spawning areas were classified based on criteria established by Lavoie and Talbot (1988) for six reproductive guilds: running water lithophilic species, lentic lithophilic species, running water phytolithophilic species, lentic phytolithophilic species, phytophilic species, lithopelagophilic species and pelagophilic species. Substrate lithophilic species deposit their eggs on substrate characterized by boulders, rocks, gravel or sand. Lithopelagophilic species, whose eggs and sometimes larvae become pelagic at some point in time, deposit their eggs on substrates consisting of sand, gravel or rock. Phytolithophilic species deposit their eggs on submerged vegetation, on wood (logs, branches) or in natural cavities where the bottom substrate consists of various materials (silt, sand, gravel or rock) that may or may not be covered by organic matter. Phytophilic species deposit their eggs on aquatic or terrestrial vegetation (dead or alive). Pelagophilic species spawn in the water column, generally in running water. Eggs hatch relatively quickly in calm areas, often far from the spawning. The main biophysical characteristics that are considered for each guild are presented in Table 3.14. The potential ecological functions of the fish habitat can be found on the characterization data sheets in Appendix 4a (Volume 2). All of the obstacles that limit the movements of the target fish species in a watercourse were noted and classified according to their passability degree (Table 3.15). Target species are those that are of interest to sport fishing. These surveys allow identifying those watercourses where it is not necessary to ensure the free passage of fish. For example, in the presence of an obstacle located directly downstream or upstream from the road crossing site and where no interesting habitat is present, the free passage of fish is not needed. Table 3.15 Degree of passability of obstacles (Source: Boudreault, 1984) Degree Description Passable Passable by the target species at all time Passable with reservations Passable by the target species most of the time, except during extreme hydrological events (e.g. discharge too high or too low) Impassable with reservations Impassable by the target species most of the time, except during certain hydrological events as determined by the configuration of each obstacle (e.g. very low discharge combined with the presence of a notch in a waterfall) Impassable Impassable by the target species at all times
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 70 - December 2010 - 58093 Table 3.14 Characteristics of potential spawning sites used by ichthyological fauna
Biophysical characteristics Water Oxygen Types of Flow velocity Depth Season of Species temperature Substrate Vegetation Turbidity content spawning sites (cm/s) (m) use (0C) (ppm) Running water Brook trout, 30 – 215 0.20 – 7,0 4 - 18 Coarse sand, Sp – Su - F Rare Clear to turbid 8 Lithophilic White sucker, Longnose gravel, rock, sucker, Walleye, Lake boulders whitefish Lentic water Brook trout, < 30 0.1 4 - 18 Coarse sand, Sp – Su - F Rare Clear 8 Lithophilic White sucker, Pearl dace gravel, rock Lake trout, Walleye, Lake whitefish Running water Slimy sculpin 30 – 215 4 - Silt, gravel, Sp - Su Medium Low turbidity 8 Phyto-lithophilic rock, organic density: matter aquatic and semi-aquatic Lentic water Yellow perch, Slimy sculpin 30 4 7 to 24 Silt, gravel, Sp - Su Medium Low turbidity 6 - 8 Phyto-lithophilic rock, organic density: matter aquatic and semi-aquatic Phytophilic Northern pike, ninespine 30 1.2 4 - 16 Organic Sp – Su - F Dense: Generally low ? stickleback (vegetation) aquatic, semi- turbidity aquatic and terrestrial grasslike herbaceous plants Litho-pelagophilic Walleye, Burbot 12 - 215 0.2 - 5 0 - 18 Sand, gravel, W – Sp – ? Clear to turbid Near rock, boulders, early Su saturation frazil Pelagophilic Ex.: American shad 20 - 100 0.5 - 10 13 - 18 Sand, gravel, Sp - Su ? Clear to turbid Near cobbles saturation Légende Season of use – Sp, Spring; Su, Summer, F, Fall; W, Winter Source : Adapted from Lavoie and Talbot, 1984 Fish habitat quality in the surveyed watercourses was determined based on the following criteria: The biophysical characteristics of the area; Species richness (number of species); Habitat function and rarity; Species rarity (species of special status or of a limited distribution); Habitat or species use by the communities. Fish habitat quality was then evaluated as follows: Habitat with good potential: habitat that is rich in species or rare in the area and/or frequently used by First Nations and/or with the presence of species of special status or of limited distribution; Habitat with moderate potential: intermediate habitat richness and/or common in the area and/or occasionally used by First Nations; Habitat with low potential: habitat with low richness and abundant in the area; Habitat with no potential: watercourse or waterbody that does not provide any fish habitat. Regarding this last category, a watercourse was not considered as fish habitat when one or more of the following conditions were met: The watercourse was the result of diffuse drainage that was blocked by the winter road, creating an accumulation of water; There was no hydrological link upstream and downstream of the crossing; The flow of the watercourse was diffuse in the vegetation; A channel was forming in peaty soil over only a few meters.
Experimental fishing The fish surveys helped to identify the various fish species found in the study area in order to characterize the existing fish communities. Results from these surveys combined with those from previous experimental fishing were used to better define the biological characteristics of the fish populations of the area and to understand their habitat use according to the fish species that were present. The fish communities of the study area were characterized based on various information sources: 2007 fishing statistics from some lakes in the Albanel-Mistassini-Waconichi Wildlife Reserve (Sépaq, 2007); Survey results from the Route 167 extension study completed by Genivar in 2009 (Genivar, 2009); The environmental impact assessment of repairs to a section of the winter road by Strateco Ressources inc. in 2009; Information provided by tallymen during interviews conducted in June 2010. Given the large number of watercrossing sites by the proposed route, a number of stations were pre-selected to characterize the fish populations. A total of 37 watercourses and one small bog lake were surveyed. The selection watercourses were done in way to: A spatial distribution representative of the study area; The inclusion of watercourses or waterbodies of various sizes;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 72 - December 2010 - 58093 The inclusion of stations that are representative of the various hydrographic networks of the different watersheds in the area; The inclusion of stations located downstream from zones that are more prone to erosion (steep slope and presence of surficial deposits); The inclusion of stations located in potential fish migration corridors that are crossed by the proposed route. Experimental fishing followed the methodology described in the Guide for the standardization of methods used in the study of aquatic wildlife by the MEF (Guide de normalisation des méthodes utilisées en faune aquatique au ministère de l’Environnement et de la Faune) (MEF, 1994). Active and passive fishing methods were used depending on the type of watercourse surveyed. Gillnets, bag nets and bait traps were used on the main rivers and lakes, with a fishing effort of one night each. For small shallow watercourses, fish were sampled using a 400W electrofisher from Énergie Anvoltech Inc. (PV-3). Surveys were carried out in open stations with surface areas between 50 and 100 m2, depending on the size and depth of the watercourse. Areas upstream and downstream of these watercourses as well as sections directly affected by the construction of a bridge or culvert were surveyed. Captured fish were counted and identified, with particular attention paid to species of special status. Living fish were returned to the site where they were captured. The following biological descriptors were noted for each fish captured: total length (mm), weight (g) and, for dead individuals, gender and maturity stage.
3.3.3.2 Regional context The watercourses surveyed in 2010 are divided into six major watersheds (Table 3.16): Lake Albanel and Lake Mistassini; Témiscamie River; Takwa River; Tichégami River; Eastmain River; Misask River. The proposed route is located along the limits of certain watersheds in the southern portion of the study area. As a result, watercourses crossed by the route are generally very small. Out of the 112 watercourses surveyed that provide fish habitat, 57 are less than 2 m wide at bankfull discharge, 33 are 2 to 6 m wide, nine are between 6 and 10 m wide, and 13 are more than 10 m in width (Figure 3.2). The Eastmain River, with a width of approximately 130 m, is the most important watercourse in the study area. Watercourse characterization resulted in the identification of some 225 homogeneous sections with variable habitat potential. Flow facies, substrate type and fish habitat quality observed at the watercrossing sites for each surveyed watercourse are found in Table 3.17. The most frequently occurring habitat is a channel with a substrate composed of organic matter, sand and some boulders. Several of the watercourses with this type of habitat have a narrow at bankfull width, but they are very large at the natural high-water line (NHWL) as they generally wind their way through bogs. Another commonly occurring habitat is the small shallow lake. Habitats with a more dynamic flow facies and regime such as riffles and rapids are under-represented in the territory. This may be explained in part by the fact that the proposed route was designed so as to pass through low slope areas.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 73 - Environmental and social impact assessment Table 3.16 Number of watercourses characterized (fish habitat and experimental fishing) as part of the characterization of the ichthyological fauna, by watershed Watershed Watercourses Watercourses Area (km2) (km point along proposed route) surveyed fished Lake Albanel - Lake Mistassini 34,086.4 15 1 (km 0 to 4; 14 to 26; 34 to 38) Témiscamie River 7,728.8 22 4 (km 4 to 14; 26 to 34; 38 to 53; 61 to 74) Takwa River 1,439.8 38 9 (km 53 to 61; 74 to 124; 127 to 129) Tichégami River 3,878.2 30 5 (km 124 to 127; 129 to 154) Eastmain River 22,927.7 36 13 (km 154 to 215) Misask River 1,508.2 11 5 (km 215 to 240) Total 152 37 In general, the southern part of the study area has few habitats with good potential; and the majority of these are located in the northern portion of the Takwa River watershed up to the Misask River watershed, at the far end of the proposed route. Of the 152 surveyed watercourses, 40 do not provide any potential fish habitat (Table 3.17). The list of fish species captured in each watersheds of the study area is given in Table 3.18. Among the 14 fish species captured in the study area, five are of interest to sport fishing and to the Crees: Walleye, Lake whitefish, Northern pike, Brook trout and Lake trout. Experimental fishing results for each of the surveyed watercourses is provided in Appendix 4c (Volume 2). Figure 3.2 Relative abundance of watercourses crossed by the proposed route, classified by bankfull width
60 57 s e 50 rs u o c 40 r 33 te a w30 f o r e 20 b 13 m 9 u 10 N 0 0 to 2 m 2 to 6 m 6 to 10 m 10 m and + Bankfull width (m)
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 74 - December 2010 - 58093 Table 3.17 Habitat quality at the various sites crossed by the proposed route
Habitat quality km Watershed Bankfull width (m) Facies Type of substrate* (potential) 0+303 Albanel-Mistassini 0.7 riffle CBP - low 3+920 Témiscamie ------null 5+173 Témiscamie 2*0.5 channel OM--- low 5+803 Témiscamie 0.7 channel OM--- low 6+537 Témiscamie 2*0.5 channel OM--- low 6+709 Témiscamie ------null 8+298 Témiscamie 0.7 channel OM B G - low 9+326 Témiscamie ------null 11+689 Témiscamie 1.4 channel OM C B - low 13+399 Témiscamie 0.8 channel OM S - - low 14+955 Albanel-Mistassini 0.4 channel OM B - - low 17+645 Albanel-Mistassini ------null 19+840 Albanel-Mistassini 0.5 channel OM R - - low 21+304 Albanel-Mistassini ------null 21+379 Albanel-Mistassini ------null 22+883 Albanel-Mistassini 0.7 channel OM--- low 23+156 Albanel-Mistassini ------null 23+513 Albanel-Mistassini 0.6 channel OM--- low 24+846 Albanel-Mistassini 4 channel OM S B C good 25+112 Albanel-Mistassini 8.4 cascade OM B - - medium 27+331 Témiscamie 1.4 channel SOM- - medium 34+911 Albanel-Mistassini ------null 35+925 Albanel-Mistassini 1*1.0 and 1*2.0 riffle BBXSOM medium 36+353 Albanel-Mistassini 0.4 channel OM--- low 38+007 Albanel-Mistassini 1 channel OM S - - low 38+979 Témiscamie 0.8 channel OM--- low 39+654 Témiscamie 10 channel OM--- low 41+964 Témiscamie 2.3 channel OM B S - low 48+859 Témiscamie 0.7 channel OM--- low 49+694 Témiscamie 1.5 channel OM S B C low 50+064 Témiscamie 0.3 channel OM B - - low 53+652 Témiscamie 0.3 channel OM--- low 55+098 Takwa 1.3 channel OM S B - low 56+075 Takwa 3.1 channel OM S P - low 59+500 Takwa ------null 60+785 Takwa ------null 61+974 Témiscamie ------null 62+305 Témiscamie ------null 63+174 Témiscamie ------null 63+854 Témiscamie 1.3 channel SBCOM low 69+223 Témiscamie 1.7 riffle CPBS medium 74+235 Takwa 1.4 riffle C S OM B medium 75+120 Takwa 4.6 channel BX OM B S medium 76+813 Takwa 4.5 channel S L OM - medium 77+862 Takwa 0.9 channel SOM- - low 78+694 Takwa 1 channel SOMBBX low 81+195 Takwa 10 rapid BX R B C good 81+361 Takwa 0.9 channel S C OM BX low 81+535 Takwa 0.9 channel S--- low 82+558 Takwa 1.5 channel OM S BX - low 82+708 Takwa 0.8 channel OM S - - low 82+936 Takwa ------null 83+756 Takwa ------null 83+850 Takwa ------null 84+095 Takwa 0.7 channel BX OM S - low 87+168 Takwa ------null Table 3.17 Habitat quality at the various sites crossed by the proposed route
Habitat quality km Watershed Bankfull width (m) Facies Type of substrate* (potential) 89+585 Takwa ------null 96+290 Takwa 2.5 channel BCPOM low 97+008 Takwa ------null 105+923 Takwa 2 riffle CPSB medium 107+750 Takwa 1.1 riffle BX B S C medium 108+103 Takwa ------null 110+257 Takwa 1 riffle CPBBX medium 111+151 Takwa ------null 111+370 Takwa ------null 113+492 Takwa ------null 114+420 Takwa 3 channel SOMP- medium 115+666 Takwa ------null 116+371 Takwa 3 channel Gr C OM B good 116+632 Takwa 1 riffle CGSB medium 117+314 Takwa ------null 120+809 Takwa 1.3 channel OM B C P low 121+175 Takwa ------null 123+221 Takwa 2.6 riffle BCPS medium 123+932 Takwa 2 riffle CBSP medium 125+789 Tichégami 1.9 riffle BPCS medium 129+748 Tichégami 7.5 riffle BCSP medium 129+824 Tichégami 10 riffle BBXOM- medium 130+681 Tichégami 0.7 waterfall SOM- - low 131+220 Tichégami 2.4 waterfall SOM- - medium 131+860 Tichégami ------null 132+405 Tichégami ------null 132+706 Tichégami 4.1 waterfall OM S B C medium 133+111 Tichégami 2.9 channel BCPCR medium 133+619 Tichégami 3.7 channel OM B - - low 136+216 Tichégami 0.4 channel B S OM CR medium 136+370 Tichégami ------null 136+942 Tichégami 4.2 riffle CSBP medium 137+998 Tichégami 0.5 channel OM S P CR low 138+812 Tichégami 1.5 channel CGrS - good 139+909 Tichégami 2.1 riffle CSBS medium 140+758 Tichégami 2.3 riffle CPSB medium 141+735 Tichégami 2.6 channel PGSOM low 142+159 Tichégami 7 riffle CPSB good 142+453 Tichégami 20 riffle B C CR c good 145+007 Tichégami 3.6 riffle C--- medium 145+151 Tichégami 3.4 riffle B--- medium 146+685 Tichégami ------null 148+517 Tichégami ------null 149+396 Tichégami 18 rapid B C GR S medium 149+563 Tichégami 1.4 pool OM--- low 150+581 Tichégami 2.5 riffle CPBS medium Table 3.17 Habitat quality at the various sites crossed by the proposed route
Habitat quality km Watershed Bankfull width (m) Facies Type of substrate* (potential) 151+017 Tichégami 3*0.7 channel OM B - - low 151+989 Tichégami 1.2 channel OM--- low 152+800 Tichégami 1.7 cascade CP - - medium 154+780 Eastmain 3 riffle CP - - medium 155+729 Eastmain ------null 156+993 Eastmain 1.5 riffle Gr P S G good 158+246 Eastmain 5 riffle GBSP good 158+480 Eastmain ------null 159+974 Eastmain 0.6 channel SOMP- low 160+572 Eastmain 0.6 channel SOM- - low 161+496 Eastmain 8 channel SOMB- medium 165+087 Eastmain 0.6 channel SCCCR medium 167+690 Eastmain ------null 168+468 Eastmain ------null 169+559 Eastmain 6 riffle CBSP medium 170+047 Eastmain 0.5 channel OM S - - low 173+378 Eastmain 3.5 channel CR P C S good 173+765 Eastmain 0.8 channel G P OM - low 176+106 Eastmain 1.5 channel OM BX S - low 176+670 Eastmain 8 channel SOMBXB medium 177+557 Eastmain 12 channel SLCCR medium 182+169 Eastmain 1.1 channel OM B S BX low 184+038 Eastmain 128 riffle BBXC P good 187+473 Eastmain 25 channel SLPB medium 188+290 Eastmain 0.5 channel OM S - - low 190+485 Eastmain 8 channel CB - - low 194+988 Eastmain 0.8 channel OM S CR C low 198+031 Eastmain 4.4 channel OM S - - low 201+011 Eastmain 35 channel S L BX B good 201+583 Eastmain 0.7 channel OM--- low 203+263 Eastmain 1.1 channel OM--- low 204+508 Eastmain 9 channel SOMBC medium 206+151 Eastmain ------null 207+515 Eastmain 2.8 channel SOM- - low 208+492 Eastmain 2.5 channel SOM- - low 209+017 Eastmain ------null 210+611 Eastmain 20 rapid BBXCCR good 211+620 Eastmain 1.9 channel SOM- - low 216+761 Misask 1.8 cascade GBP - medium 220+927 Misask 18.8 riffle BCPR good 222+540 Misask 25 riffle BBXC P good 226+426 Misask 1 channel OM S - - low 226+600 Misask 0.8 channel OM S - - low 227+055 Misask ------null 228+910 Misask ------null 229+258 Misask 1 channel OM R - - low 230+777 Misask ------null 231+200 Misask 10 riffle BBXC P good 232+585 Misask 2 channel BX B C OM low 236+145 Misask 8.8 channel BX B S OM medium
*Types of substrate: (R) rock, (BX) large boulders (>500 mm), (B) boulders (250-500 mm), (C) cobbles (80-250 mm), (P) pebbles (40-80 mm), (Gr) gravel (5-40 mm), (S) sand (0,125-5 mm), (L) loam <0,125 mm), (OM) organic matter Table 3.18 Fish species captured by watershed
Fish species Watersheds
Common name Latin name Albanel- Témiscamie Takwa Tichégami Eastmain Misask Mistassini
Slimy sculpin Cottus cognatus X X X X X
Walleye Sander vitreum X X
Ninespine stickleback Pungitius pungitius X
Northern pike Esox lucius X X X X
Lake Whitefish Coregonus clupeaformis X X X
Burbot Lota lota X X X X X
Lake chub Couesius plumbeus O O O O O
White sucker Catostomus commersoni X X X X X X
Longnose sucker Catostomus catostomus X X X X
Longnose dace Rhinichthys cataractae O O O O
Pearl dace Semotilus margarita X X X X X
Brook trout Salvelinus fontinalis X X X X X X
Yellow perch Perca flavescens O
Lake trout Salvelinus namaycush X
X Caught during summer 2010 experimental fishing (Roche-SNC-Lavalin Consortium) O Caught during summer 2009 experimental fishing (Genivar, 2009) 3.3.3.3 Detailed description
Lake Albanel – Lake Mistassini watershed A total of 15 watercourses were characterized in this watershed. The main habitat type present is a sinuous channel with a very slow flow rate (Photo 24). The predominant substrate type is composed of organic matter with some sand (Photo 25). These watercourses are usually narrow (<2 m) and shallow. The largest stream (km 24+846) is approximately 4 m wide at bankfull discharge (Photo 26). Minimal aquatic vegetation is found in these watercourses. A few of the watercourses had obstacles that could limit the free passage of fish, including a beaver dam (Photo 27) and a blocked culvert. Experimental fishing was carried out in only one watercourse (km 24+846) within this watershed because the watercourses were very small. All of the species captured (Brook trout, Longnose sucker, Pearl dace and Slimy sculpin) inhabit small, cold, well-oxygenated watercourses. Lake Albanel is home to several other fish species. It is therefore likely that additional species not captured during the experimental fishing can be found in its tributaries, in particular the Northern pike. The majority of the watercourses in this watershed crossed by the alignment do not provide good potential habitat habitat for fish. Of the 15 watercourses surveyed, five do not provide any fish habitat, whereas the others offer a low potential for the various fish habitat functions. Spawning potential is low to non-existent for the different guilds. A number of watercourse sections do however provide small feeding areas for those fish that are present.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 79 - Environmental and social impact assessment Photo 24 Channel-type flow facies Photo 25 Watercourse with (km 36+353) (June 11, 2010) organic matter substrate (km 19+840) (June 8, 2010)
Photo 26 Largest stream in the Photo 27 Beaver dam (km 24+846) watershed (km 24+846) (July 4, 2010) (July 4, 2010)
Témiscamie River watershed The Témiscamie River watershed is located for the most part to the east of the proposed alignment, with the exception of a few areas where the route crosses the boundaries of the watershed. Einer and Kallio Lakes are the main waterbodies in the southern part of the watershed, whereas Sylvio, Roxane and Béthoulat Lakes are found in the central part. The watershed originates at the foot of the Otish Mountains, located to the east of the proposed route. The Témiscamie River is one of main tributaries of Lake Albanel, flowing into the central part of the lake from the eastern shore. The proposed route runs along side of the river between km 0 and 35 and at no point will the route cross this river. Therefore, no fish habitat characterization was performed on this river. A total of 22 watercourses that will be crossed by the proposed route were identified in the surveys; among them, six are not considered as fish habitat. The other watercourses are generally small (< 2 m wide) channels with a substrate composed of organic matter with a few boulders or cobbles (Photos 28 and 29). Although a number of watercourse sections with riffles were observed, this type of flow facies was under-represented in the watershed (Photo 30). Depth is variable but remains relatively low in each of the watercourses. Shorelines are generally well vegetated. Experimental fishing was carried out in four streams within this watershed. No fish were captured in the watercourse located at km 39+654. In the watercourses located at km 8+298 and 49+694, only three Brook trout were captured. Burbot, White sucker and Northern pike were captured in the stream located at km 69+223. Based on the 2007 fishing statistics from the Albanel-Mistassini- Waconichi Wildlife Reserve, Northern pike is the most common species captured in Einer and Kallio Lakes (Sépaq, 2007). It is therefore highly probable that Northern pike is present in the tributaries of the lakes. The spawning potential for these watercourses varies from low to moderate for lentic lithophilic and phytolithophilic species, and from non-existent to low for the other reproductive guilds. A nursery area for lentic species, such as the Northern pike, was confirmed in the watercourse located at km 69+223 (Photo 31). The other watercourses provide feeding areas for the species that are present. For these reasons, the majority of the watercourses offer a low potential as fish habitat.
Takwa River watershed The Takwa River watershed stretches from km 45 to km 128 of the proposed route. A total of 38 watercourses were characterized within this watershed, whose characteristics differ between its southern and northern portions. Few watercourses are present in the southern portion of the watershed and only one, the Takwa River, is of notable size. The northern portion of the watershed (between km 110 and 128) is characterized by the presence of several small lakes located in close proximity to the proposed route. The characterization of these small lakes resulted in the identified 15 watercourses that are not considered as fish habitat.
Takwa River The Takwa River (km 81+195) is the first major watercourse crossed by the proposed route. Within the study area, the Takwa River was characterized based on four homogeneous sections. From upstream to downstream, a large channel, a rapid, a pool and a riffle can be found. In general, the presence of rapids and riffles can be observed, resulting in a substrate composed of large rocky material such as boulders, cobbles, rocky outcroppings and pebbles. Within the channel habitats, the substrate is composed of sand, organic matter and a few scattered boulders.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 81 - Environmental and social impact assessment Photo 28 Watercourse with organic Photo 29 Channel-type flow facies matter substrate (km 39+654) (July 3, 2010) (km 9+694) (June 28, 2010)
Photo 30 Sill type flow facies Photo 31 Stream flowing into a lake (km 27+331) (June 10, 2010) (km 69+223) (July 2, 2010)
At the watercrossing site, the flow facies consists of a rapid approximately 8 m wide that ends in a large pool used by fish (Photo 32). A rapid located downstream from the crossing (outside of the characterization zone) act as an obstacle to the free passage of fish that is for the most part passable but with certain exceptions. Depending on the species, the size of the fish specimen as well as hydraulic conditions, certain fish are not able of passing the rapid. Experimental fishing efforts in the section of river located within the study area captured only two species, the White sucker and the Pearl dace. However, Northern pike was observed upstream of the crossing point. The presence of Brook trout is highly probable since potential habitat for this species was observed. Walleye seems to be present in the lower reaches of this river near Lake Mistassini, but is not found in the study area, which is located over 50 km from the river’s mouth (Strateco Resources, 2009). In the studied section of the river, potential spawning habitats were identified for lithophilic and phytolithophilic species both in running and calm waters. In the section of the river where the flow facies consists of a channel, the presence of aquatic vegetation in a small bay provides a potential spawning site for phytophilic species such as Northern pike. The pool located at the foot of the rapid is a preferred habitat for fish since it constitutes a feeding, resting and nursery area. The heterogeneity in the biophysical characteristics of the Takwa River offers different habitat types for the species that are present. In its lower reaches, near Lake Mistassini, several walleye spawning areas are present (Strateco Resources, 2009). Other watercourses and waterbodies In the southern portion of the Takwa River watershed, watercourses are generally small creeks with a flow facies consisting of channels and a substrate composed mainly of organic matter, sand and boulders (Photo 33). Flow rate is slow for most of these watercourses. A few sections with riffles and a substrate of cobbles and boulders were observed. The northern portion of the watershed is characterized by the presence of several small shallow lakes with small interconnecting watercourses. These watercourses are generally composed of channels or riffles with a substrate consisting of gravel and cobbles (Photo 34). The watercourses in this part of the watershed that are crossed by the proposed route are often very heterogeneous in their characteristics (Photo 35). A number of obstacles such as beaver dams limit the free passage of fish in some of them. Experimental fishing in the southern part of the watershed captured few fish compared with the northern portion. Northern pike, Burbot, Longnose sucker, White sucker, Pearl dace, Slimy sculpin and Brook trout were captured. Northern pike and Burbot were only captured in the southern part of the watershed whereas Brook trout was present mostly in the northern part. Certain small lakes had large reproductive-age Brook trout capable of reaching almost 1 kg. As a result of the north/south variation in watercourse characteristics, fish habitat potential is highly variable. Watercourses with a substrate composed of organic matter and boulders represent feeding areas for the various species of fish. A number of potential spawning areas for phytophilic and lentic phytolithophilic species were observed. On the other hand, watercourses with a gravel and cobble substrate and that connect the different surveyed lakes offer good potential habitat for lithophilic species, such as the Brook trout. These watercourses also regularly serve as migration corridors linking good potential fish habitats found in the lakes.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 83 - Environmental and social impact assessment Photo 32 Pool located downstream a Photo 33 Channel-type facies with rapid, Takwa River (km sandy substrate (km 76+813) 81+195) (July 1, 2010) (June 8, 2010)
Photo 34 Gravel area upstream of the Photo 35 Watercourse section with crossing location heterogeneous flow facies (km 116+371) (km 114+420) (June 30, 2010) (June 28, 2010)
Tichégami River watershed The proposed road alignment route crosses 30 watercourses of the Tichégami River watershed, five of which do not provide any fish habitat. The Otish Mountains are found in this watershed. As a result, slopes and flow velocities are greater for these watercourses, with coarser substrates. The Tichégami River as well as its southern and northern channels are relatively large watercourse. The other small watercourses that are crossed by the proposed route are for the most part tributaries of this river. Tichégami River The Tichégami River (km 142+453) flows down the southern face of the Otish Mountains. Within the study area, this river’s flow facies consists of riffles with a high flow velocity. Substrate is composed of coarse material such as large boulders, boulders, cobbles, pebbles and some localized gravel. Water depth is variable and can reach close to 2 m. Two important obstacles limiting the free passage of fish were observed: one at 425 m downstream of the crossing site, and the other at 440 m upstream (Photo 36). Experimental fishing in the Tichégami River confirmed the presence of Brook trout, Lake whitefish, Longnose sucker, White sucker and Pearl dace. These species benefit from the variety of habitats observed in the river. The river provides good potential fish habitat for various ecological functions. Running water lithophilic species find good potential habitat for spawning and nursery areas. The river’s flow regime results in a variety of substrates that provide favorable feeding and resting habitats for existing fish species such as Brook trout. Small bog lake (km 129+300) Fish habitat characterization and experimental fishing were conducted for a small bog lake that will be drained following the construction of the road. This lake is characterized by a substrate that is composed mostly of organic matter and by a shallow depth. There is no hydrological link with other waterbodies. Water measurements performed during the habitat characterization revealed a pH of 4.83, which is too acidic for fish, and no fish were captured during experimental fishing. As a result of the lake’s acidity and lack of hydrological connections, it was determined that this lake does not provide any fish habitat. Other watercourses The proposed route crosses several of the Tichégami River’s tributaries, including its south and north channels. Most watercourses have a flow facies consisting of channels with a substrate composed of organic matter, boulders or gravel (Photos 37 and 38). A number of watercourses have a flow facies consisting of riffles, such as the south channel of the Tichégami River. The substrate of the south channel’s is composed of cobbles covered by aquatic vegetation, which provides shelter for fish (Photo 39). The north channel of the Tichégami River has a flow facies consisting of rapids, with large boulders and bedrock as a substrate. A number of small pools were observed at the foot of these rapids (Photo 40). Several obstacles were noted in the watercourses of the watershed, such as in the north channel of the Tichégami River where an impassable waterfall limiting upstream fish movement is present outside of the characterization area, 685 m downstream from the crossing point (Photo 41). Brook trout, a species that is well adapted to habitats with high flow velocities (Scott and Crossman, 1974), is the main fish species sampled in these watercourses. According to information collected from tallymen, several watercourses inhabited by Brook trout are present in this sector. The presence of a gravel substrate in several watercourses results in a high spawning potential for lithophilic species. Potential nursery areas were observed in watercourses with slower flow velocities. The heterogeneity of flow facies and substrate results in several feeding and resting areas for fish. The types of habitats found in this watershed are underrepresented in the territory overall.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 85 - Environmental and social impact assessment Eastmain River watershed The Eastmain River watershed is characterized by the presence of several large watercourses that are greater than 10 m wide at the watercrossing sites of the proposed route, including the Eastmain River, Léran Creek and Grand Portage Creek. Several small watercourses less than 2 m wide were also surveyed. A total of 36 watercourses were characterized, six of which were not considered to be fish habitat. Eastmain River The Eastmain River (km 184+038) is the largest watercourse in the study area. The width at bankfull width at the crossing point reaches almost 130 m (Photo 42). The portion of the river included in the study area has a flow facies consisting of riffles with a high flow velocity. The substrate is composed mainly of boulders, cobbles and large boulders. Water depth is highly variable but relatively shallow (approximately 1 m). Experimental fishing stations were positioned approximately 1.2 km downstream and 2 km upstream of the crossing site because the biophysical characteristics of the Eastmain River at the crossing site precluded the secure installation of the experimental fishing gear (high flow velocity, presence of large boulders, shallow depth, type of fishing gear). Four fish species were captured: Walleye, Northern pike, Lake whitefish and White sucker. This is the most southern watercourse from the proposed road alignment where Walleye was observed during the surveys. Due to its shallow depth and fast current, this river provides spawning habitat that is of moderate potential for running water lithophilic species. The portion of the river located within the study area constitutes rather a fish migration corridor connecting several habitat types observed upstream and downstream from the water crossing site.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 86 - December 2010 - 58093
Photo 36 Obstacle downstream the Photo 37 Creek flowing over boulder study area (km 142+453) substrate (km 129+748) (June 14, 2010) (June 22, 2010)
Photo 38 Gravelly section of waterway Photo 39 Aquatic vegetation covering downstream the crossing the substrate in the south (km 154+780) (June 19, channel of the Tichégami 2010) River (km 142+159) (June 15, 2010)
Photo 40 Pool below a rapid in the Photo 41 Waterfall downstream the north channel of the study area, in the north Tichégami River channel of the Tichégami (km 149 +396) River (km 149+396) (June 14, 2010) (June 13, 2010)
Grand Portage Creek Grand Portage Creek (km 210+611) was characterized as two homogeneous sections. The flow facies of this watercourse consists of a channel located upstream of the crossing site whereas downstream, it is more of a rapid. The channel section has a substrate composed of organic matter, sand and a number of boulders, compared with a substrate composed of large boulders, boulders and cobbles for the rapid section. The channel section has a bankfull width of 20 m and an average depth greater than 2 m. Water depth is much more variable where rapids are present. Experimental fishing resulted in the capture of Walleye, Northern pike and Lake whitefish in the channel portion of Grand Portage Creek. No fish were captured in the rapid portion of the creek. The fish species captured in this watercourse are typical of areas with slow currents, which could explain their absence from the rapid section. The two types of flow morphology observed in Grand Portage Creek provide fish species with different habitat types for both spawning and feeding. The area located upstream of the crossing site offers potential spawning habitat for lentic lithophilic and phytolithophilic species (Photo 43). This section also offers good potential as feeding, resting and calm water nursery areas for these fish. In the downstream portion where rapids are present, spawning potential is limited to running water lithophilic species. A number of feeding areas were observed in the eddies preceding the rapids. Léran Creek Léran Creek (km 201+011) is very homogeneous across the length that was characterized. This watercourse is a large (35 m at bankfull discharge) shallow channel with a deeper zone (>2 m) found within the main channel (Photo 44). Flow velocity is low and the substrate at the crossing site is composed of sand, silt, organic matter and a few boulders. The presence of aquatic vegetation was observed. Experimental fishing captured mainly Walleye, Northern pike and Lake whitefish (Photo 45). This watercourse offers feeding, nursery, resting and migration areas for lentic species. The presence of aquatic vegetation also offers a high spawning potential for phytophilic and lentic phytolithophilic species. Other watercourses Most of the other surveyed watercourses have a flow morphology consisting of channels, with substrates composed of organic matter, boulders and cobbles. Few gravel areas were observed in these watercourses. Their width varies from 0.5 m to more than 20 m at bankfull discharge levels, and they are generally shallow (<1 m). A few lakes were also surveyed in which several Lake whitefish were captured. Very few obstacles limiting the free passage of fish were observed in these watercourses. Pools were noted on different watercourses, such as in the south channel of Grand Portage Creek upstream of the crossing site, as well as in the creeks located at km 158+246 and 169+559 downstream from the crossing site. The main habitat functions of these pools provide feeding and resting areas for fish such as Brook trout and Northern pike (Photo 46). It is important to note that the pool located in the south channel of Grand Portage Creek upstream of the crossing site provides a potential spawning area for Walleye (Photo 47). The creek located at km 187+473 represents a confirmed nursery area for Northern pike.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 88 - December 2010 - 58093 Photo 42 Aerial view of the Eastmain Photo 43 Underwater photo of a walleye River crossing site in Grand Portage Creek (km 184+038) (June 22, 2010) (km 210+611) (June 19, 2010)
Photo 44 Aerial view of the Léran Creek Photo 45 Northern pike, walleye and crossing site (top of photo) whitefish caught in Léran Creek (km 201+011) (June 17, 2010) (km 201+011) (June 17, 2010)
Photo 46 Pool located just downstream Photo 47 Pool and potential walleye the road crossing site spawning site (km 204+508) (km 158+246) (June 12, 2010) (June 16, 2010)
Misask River watershed The Misask River watershed is located in the most northerly part of the study area. The landform is more pronounced with the presence of several boulders. The Misask and Nerveuse Rivers are the main rivers within the watershed. A number of small watercourses and lakes were also surveyed. The proposed route will cross a total of 11 watercourses within this watershed. Nerveuse River Both upstream of the crossing site as well as at the crossing site itself (km 222+540), the Nerveuse River’s flow facies consists of riffles with a fast current. The submerged width of the river at the crossing site is approximately 25 m, with a depth of more than 2 m. The substrate is composed mainly of cobbles and boulders. At the end of the downstream portion of the study area, the Nerveuse River forms two large, deep pools that flow slowly over a substrate composed of organic matter, sand, pebbles and a few boulders (Photo 48). Two sites on the Nerveuse River, one on either side of the crossing site, were surveyed using experimental nets. Walleye, Northern pike and White sucker were common to both fishing sites. Lake whitefish was captured at the downstream site only. Brook trout and Pearl dace were captured only at the upstream site, where the stream current runs faster than at the downstream site. The portion of the Nerveuse River with a flow facies consisting of riffles offers good potential spawning habitat for running water lithophilic and phytolithophilic species. It also offers a potential migration corridor towards upstream habitats that are located outside of the study area. The two pools observed in the downstream part of the river are important feeding and resting areas for fish. Potential nursery areas were surveyed in these pools both in running and calm water. They also offer potential spawning areas for both running water and lentic lithophilic species. The succession of different flow morphologies within this river offers a variety of habitat types for fish species. Misask River The Misask River (km 231+200) is the last important watercourse located to the north of the proposed road alignment. Within the study area, this river is characterized by alternating pools, riffles and rapids, with highly variable flow velocities. Substrate is also variable, ranging from organic matter in certain pools to large boulders in the rapids. The river’s depth in this sector is equally variable, ranging from 0.3 to more than 2 m. The flow facies at the crossing site consists of riffles and the submerged depth is approximately 10 m (Photo 49). A total of seven fish species were captured during the fish survey in the Misak River, the highest number of species captured through the fish surveys. Walleye, Lake whitefish, Northern pike, White sucker and Burbot were captured mainly in the pools where flow velocities were slower. Two Lake trout were captured in a pool located downstream from the crossing site, at a depth of 2 m (Photo 50). Brook trout and White sucker were captured near the crossing site, where flow velocities were higher. The succession of different flow facies offers a variety of habitat types that shelter several species of fish. The presence of deep pools that are almost the size of lakes serves as thermal refuges as well as feeding, nursery and resting areas for several species of fish, such as lake trout. As a result of the heterogeneity of its characteristics, the Misask River offers good spawning potential for the different reproductive guilds. Other watercourses Several types of flow facies were observed in the other watercourses characterized within this watershed. Flow velocities speeds are highly variable and substrate ranges from organic matter to bedrock in some sections (Photos 51 and 52). These watercourses for the most part link two lakes located in the characterization area (Photo 53). The habitat heterogeneity in these watercourses influences their use by fish. White sucker, Northern pike and Lake whitefish are the most common
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 90 - December 2010 - 58093 species observed in the sampled lakes. Brook trout, Pearl dace and Slimy sculpin were captured in the small watercourses. The potential for the various habitat functions varies greatly between watercourses. For most watercourses, spawning potential for both running water and lentic lithophilic species is generally moderate. The absence of gravel reduces the potential for these species. Most of the surveyed watercourses and lakes offer good potential habitat for feeding and as nursery areas.
Overview An overview of characteristics and habitat quality of watercourses surveyed at the crossing sites of the proposed route is presented in Table 3.19. Table 3.19 Overview of characteristics and habitat quality of watercourses surveyed at the crossing sites Watersheds Description Albanel- Témisca- Takwa Tichégami Eastmain Misask Total Mistassini mie Number of 15 22 38 30 36 11 152 crossings Facies* Waterfall 0 0 0 3 0 0 3 Cascade 1 0 0 1 0 1 3 Rapid 0 0 1 1 1 0 3 Riffle 2 1 7 11 5 3 30 Channel 7 15 15 8 24 4 73 Pool 0 0 0 1 0 0 1 Number of 6 4 8 9 12 13 - species Habitat quality (potential) Good 1 0 2 3 6 3 15 Moderate 2 2 10 15 8 2 39 Low 7 14 11 7 16 3 58 Nil 5 6 15 5 6 3 40
* Watercourses that were considered as fish habitat were not the subject of a detailed characterization
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 91 - Environmental and social impact assessment Photo 48 Aerial view of the Nerveuse Photo 49 Misask River crossing site River study area (km 222+540) (km 231+200) (June 20, 2010) (June 20, 2010)
Photo 50 Lake trout caught in the Misask Photo 51 Channel-type facies with a rock River (km 231+200) and organic matter substrate (June 21, 2010) (km 236+145) (June 13, 2010)
Photo 52 Bedrock, boulder and pebble Photo 53 Lake located upstream from a substrate (km 220+927) creek (km 216+761) (June 21, 2010) (June 23, 2010)
Based on the fish habitat surveys and experimental fishing results, the majority of the surveyed watercourses in the various watersheds are small with a low flow velocity. Most of the watercrossings of larger watercourses are located along the northern part of the proposed road alignment, from the Tichégami River to the Misask River. Flow velocity is generally higher for watercourses located near the Otish Moutains and at the northern end of the route. The more pronounced topography also creates different obstacles that limit the free passage of fish in the Tichégami River watershed. Several shallow lakes were noted on either side of various crossing sites in the northern portion of the Takwa River watershed and in the Misask River watersheds. Moreover, few pools were observed in the study area, with the most important ones located in the Eastmain River and Misask River watersheds. Several observations were made regarding the distribution of fish species within the territory and their habitat use: Few fish were captured in the Lake Albanel and Témiscamie River watersheds; Brook trout is present in all of the watersheds but in greater abundance in the northern portion of the Takwa River watershed as well as the Tichégami River watershed; No Northern pike was captured in the Tichégami River watershed; Lake whitefish was captured more frequently in the lakes and large rivers of the study area than in the smaller watercourses; White sucker and Pearl dace are very abundant species in this territory; Walleye was only observed in the Eastmain River and Misask River watersheds; Lake trout was captured at one site only, in the Misask River. In all but the Misask River watershed, the habitat that was the most commonly encountered at the crossing sites for the proposed route was a channel with a substrate composed of organic matter with a few boulders or cobbles. This type of habitat is of low potential for ichthyological fauna, acting primarily as feeding and resting areas. Very little aquatic vegetation was observed in the watercourses of the study area, limiting the spawning potential for phytophilic species. The riffles and channels composed of gravel or pebbles, however, provide potential spawning habitat for lithophilic species. This type of habitat was observed mostly in the northern part of the Takwa River watershed as well as the Tichégami River watershed. Pools in both the Eastmain and Misask Rivers offer a high potential as feeding and nursery areas. In the territory overall, the most commonly observed potential spawning sites were those for lentic lithophilic and phytolithophilic species. The greatest number of potential spawning habitats for running water lithophilic species such as Brook trout was found in the northern part of the Takwa River watershed as well as in the Tichégami River watershed. Habitats most sensitive to the construction work of the proposed road are those located near the crossing sites, and include pools and spawning areas for running water lithophilic species as they are under-represented in the territory. To summarize, most of the watercourses that will be crossed by the proposed route provide mainly feeding and resting areas for those fish species that are present.
3.3.3.4 Species of special status No fish species of special status protected under the federal Species at Risk Act or the provincial Act respecting threatened or vulnerable species were captured in the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 93 - Environmental and social impact assessment 3.3.4 Furbearing animals
3.3.4.1 Methodology and regional context Furbearing animals include species listed in Appendix 1 of the Regulation respecting trapping and the fur trade. Based on their known range, 14 species from this list are potentially found in the study area (Prescott and Richard, 1996; Table 3.20). However, Black bear is discussed in Section 3.3.6 (large animals). This section includes also small mammals that are not listed in Appendix 1, but whose range overlaps with the study area, including the Snowshoe hare, Groundhog, Striped skunk, Northern flying squirrel, Eastern chipmunk and American porcupine. The Act respecting hunting and fishing rights in the James Bay Territory and New Québec territories (R.S.Q.c.D-13.1) stipulates that the harvesting of furbearing animals is reserved for the exclusive use of Native beneficiaries of Nordic conventions. No harvest limits or specific trapping period are imposed. Only the harvesting of Polar bear, which is not found in the study area, is governed by a special agreement. The list of mammal species reserved for the exclusive use of the Native beneficiaries of the Nordic conventions is shown in Table 3.20, with the exception of the Red squirrel. In addition, the following species are also included to the list mentioned above (exclusive use): Groundhog, Striped skunk, Polar bear, freshwater seal and porcupine (Québec Wildlife and Park Society - Société de la Faune et des Parcs du Québec, 2003). Table 3.20 Furbearing animals and other small mammals potentially present in the study area English name1 Scientific name2 Long-tailed weasel4 Mustela frenata Least weasel4 Mustela nivalis Wolverine4 Gulo gulo American beaver3,4 Castor canadensis Red squirrel4 Tamiasciurus hudsonicus Northern flying squirrel3 Glaucomys sabrinus 3 Ermine4 Mustela erminea Snowshoe hare6 Lepus americanus 2 Gray wolf3,4 Canis lupus River otter3,4 Lutra canadensis 3 Canadian lynx4 Lynx canadensis Woodchuck/Groundhog2 Marmota monax 2 American marten4 Martes Americana Striped skunk Mephitis mephitis Fisher3,4 Martes pennanti 3 Black bear4 Ursus americanus American porcupine3 Erethizon dorsatum Muskrat4 Ondatra zibethicus Red fox (silver, crossbred or red)4 Vulpes vulpes Eastern chipmunk2 Tamias striatus 2 Mink3, 4 Neovison vison 3 1 Source for the English names: Regulations respecting trapping activities and the fur trade, R.R.Q., c, C-61.1, r.3, Appendix A, Furbearing Animals, Gouvernement du Québec. 2 Source for scientific names: Gouvernement du Québec (2006) 2 Source for English names: Hinterland Who’s Who website, Canadian Wildlife Service, 2010. 3 Source of English names: Prescott and Richard, 2004. Mammifères du Québec et de l’Est du Canada. Éditions Michel Quintin. Waterloo. 399 p. 4 Furbearing animals as defined in the Regulations respecting trapping activities and the fur trade.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 94 - December 2010 - 58093 The furbearing animal study was conducted to prepare a list of species that are present in the study area, with special attention to the species of interest for the tallymen. Four sources of information were used to establish this list: Trapping statistics; Observations made during other inventories conducted in this study; Traditional knowledge inventory; and Previous studies conducted in the project area. Trapping statistics correspond to data published on the Ministry of MRNF website (Gouvernement du Québec, 2010) for the management unit of furbearing animals (UGAF) 91, as well as data transmitted by the MRNF (2010) in response to the wildlife information request. These data are supplemented by data collected in the field during various inventories, especially the large mammal inventory, which was conducted in March 2010 (see section 3.3.6.1 for the methodology). For beavers, the optimal time for an inventory is the month of October, which did not match with the timing of the impact study. Consequently, the presence/absence of this species along the planned road alignment was done during the watercourse characterization campaign. The traditional knowledge information, in turn, was mainly compiled from responses to questionnaires as part of the consultative program, which was conducted from June 2 to 4, 2010 (see section 3.4). Additional information was gathered from discussions with Crees at the Matoush and Lagopède mining camps.
3.3.4.2 Detailed description According to the trapping statistics published on the MRNF website (2010), in addition to Black bear, at least 13 species of furbearing animals are present in the project study area (Table 3.21). The weasel species potentially present in the study area include the Long-tailed weasel, Least weasel and Ermine. The two species most frequently trapped are the American beaver and the American marten. Moreover, only one Fisher has been trapped in the past five years. If we consider only traplines that overlap the study area, at least one specimen of each species listed in Table 3.20 has been caught in the last five years, except for the Fisher (Table 3.22). Table 3.21 Number of raw furs sold for UGAF 91 for 2004/2005 to 2008/2009 seasons (Gouvernement du Québec, 2010)1 Number of raw furs sold English name 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 Weasels 32 45 24 10 0 American beaver 1035 712 832 275 107 Red squirrel 44 42 53 46 0 Gray wolf 6 7 20 4 17 River otter 99 91 118 29 15 Canadian lynx 12 12 12 14 10 American marten 2183 2307 999 294 37 Fisher 0 0 1 0 0 Muskrat 62 91 61 37 3 Red Fox (silver, 128 105 55 28 8 crossbred or red) Mink 57 46 58 14 8
1 Data transmitted by the Cree Trappers’ Association to the MRNF.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 95 - Environmental and social impact assessment Table 3.22 Number of furs reported for traplines M-11, M-16, M-17C, M-24A, M-36, M-37 and M-42 for the 2004/2005 to 2008/2009 seasons (MRNF, 2010b)1 Number of furs reported English name 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 Weasels 4 14 4 0 0 American beaver 88 92 68 36 21 Red squirrel 13 17 0 0 2 Grey wolf 1 0 4 0 0 River otter 18 29 9 6 14 Canadian lynx 0 4 0 5 0 American marten 215 497 224 58 62 Fisher 0 0 0 0 0 Muskrat 3 41 14 6 17 Red Fox (silver, 17 29 3 2 9 crossbred or red) Mink 8 6 7 1 1
1 Data transmitted by the Cree Trappers’ Association to the MRNF. The indicators used during the different field inventories included tracks in the snow (Photo 54), tracks in the mud, signs of bark stripping by porcupine (Photo 55), droppings, as well as beaver dams and lodges. The species identified by these signs include the American beaver, Red squirrel, Snowshoe hare, Grey wolf, River otter, Canadian lynx, American marten, American porcupine, Red fox and Mink (Table 3.23). The species reported through traditional knowledge accounts included the Wolverine, American beaver, Red squirrel, Snowshoe hare, grey wolf, River otter, Canadian lynx, American marten, Fisher, American porcupine, muskrat, Red fox and Mink. The tallymen reported specific sites of interest for River otter at km 204 and 206 and for beaver at km 205 and 228 (Map 3.11, Volume 3). According to the tallymen, Wolverines and Fishers are quite rare in the study area. In addition, coyote, raccoon and mountain lions are not found in the region (Kevin Neeposh, Cree Nation of Mistissini, personal comment, July 28, 2010). Additional inventories have recently been completed by Strateco Resources (2009). Ten species or groups of species were identified: weasels spp., American marten, Fisher, Canadian lynx, Red fox, Snowshoe hare, American porcupine, Mink, American beaver and River otter. Table 3.23 provides an account of species found in the study area based on various sources of information, or species likely present in the area based on their known range (Prescott and Richard, 1996), as well as species listed in the Appendix 3 of Hébert (2006). Overall, in addition to Black bear, a total of 20 furbearing animals and other small mammals are likely to be found in the study area. According to the information collected through traditional knowledge accounts, the main species of interest for the Crees are the American marten, American beaver and River otter. The number of furs reported in Tables 3.21 and 3.22 confirms this trend. Trapping is done primarily during the winter, when the Crees are able to travel to their traplines by snowmobile. According to traditional knowledge accounts, the number of beavers in the study area is currently low. Field observations conducted along the watercourses support this statement. Only a dozen beaver dams were counted on the 152 watercourses in the study area. On the other hand, the American marten population in the study area appears to be on an upswing, as indicated by the high number of furs reported in traplines overlapping the study area. Several American marten tracks (and River otter tracks) were found during the inventory of large mammals conducted in March 2010. In addition, several Canadian lynx tracks and one clump of lynx scat (Photo 56) were also documented during this inventory. During the survey of 2010, there were wolf tracks sighted in the snow and mud (especially along the existing winter road) and wolf individuals were observed
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 96 - December 2010 - 58093 (Photos 57 and 58). Furthermore, the aerial survey of large mammals identified four sectors used by wolves: km 102 to 129; 137 to 150; 194 to 205 and km 209 to 218. In one instance, the wolf tracks followed the winter road, while in the other cases the tracks followed a group of caribou. Two other groups of wolf tracks were noted in an area frequented by caribou and in another, by moose. Other signs of the presence of wolves were also noted at km 48, 78, 100, 202 and 210 in other inventories. The rarity of Fishers in the study area, as mentioned in the traditional knowledge interviews, could be explained by the abundant snowfall and low-density forest cover that characterize most of the study area. Abundant snowfall is a known limiting factor for Fishers, and they tend to seek for dense forest cover in areas of heavy snowfall (Krohn et al., 1995).
3.3.4.3 Special status species Two species potentially found in the study area, have special status – the Least weasel and the Wolverine. The Least weasel is a species likely to be designated threatened or vulnerable in Québec, but does not have federal status. This small mustelid, although rare, is found throughout most of Canada. In Québec, this species is not often seen. To date, no evidence to confirm the presence of this species in the study area has been reported. However, the potential range for this species defined by Québec Government authorities (2009a) overlaps the study area. It is therefore possible that this carnivore could be found in the study area. The Wolverine is a species designated as threatened in Québec, and endangered in Canada. A national recovery plan for the eastern Canada Wolverine population was produced in 2005 (Fortin et al., 2005). Close to 60 sightings were recorded in Québec and Labrador between 1965 and 2004, although the vast majority could not be validated. The permanent presence of Wolverine in the study area is unlikely. The potential range defined by Québec Government authorities for this species (2009b) only overlaps the northern part of the study area. The low number of hoofed animals in the study area, including the northern section, indicates that this region would likely not support these carnivores, as they thrive on remains of ungulates killed by other predators, as well as food they hide (COSEPAC, 2003). Given the very broad nature of the Wolverine’s individual territory (their home range can cover over 1,000 km2; COSEPAC, 2003), their occasional presence in the study area cannot be excluded. This was also suggested by the information obtained through traditional knowledge accounts.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 97 - Environmental and social impact assessment Table 3.23 List of furbearing animals and other small mammal species potentially found in the study area Traditional Prescott and Government of Field knowledge, Richard Strateco Quebec inventories, English name1 current (1996), Resources (2010)2 and current impact Hébert (2009) MRNF (2010)2 impact study study (2006) Long-tailed X weasel Least weasel X Wolverine X (rare) X American beaver X Dams X X X Lodges Red squirrel X Tracks X X Feeding site Northern flying X squirrel Ermine X Snowshoe hare Tracks X X X Scat Grey wolf X Sightings X X Tracks Scat River otter X Tracks X X X Canadian lynx X Tracks X X X Scat Groundhog X American marten X Sightings X X X Tracks Striped skunk X Fisher X X (rare) X X American X Sightings X X X porcupine Stripped bark Muskrat X X X Red fox X Sightings X X X Tracks Eastern chipmunk X Mink X Tracks X X X
1 Source: Government of Quebec (2006). 2 These two sources group the long-tailed weasel and least weasel together under the term “weasels”.
Photo 54 River otter trail in the snow Photo 55 Bark stripped by porcupines (March 21, 2010) (km 35+950) (June 4, 2010)
Photo 56 Canadian Lynx droppings on Photo 57 Two gray wolves along the a gravel road (km 0+300) winter road (km 100) (June 3, 2010) (May 28, 2010)
Photo 58 Gray wolf track in mud along Photo 59 Winter view of a burn (March the winter road 16, 2010) (km 149+400) (June 5, 2010)
3.3.5 Micromammals
3.3.5.1 Methodology The objective of the survey was to identify the small mammal species (voles, mice, shrews, etc.) using the study area, and particularly, to check for the presence of the Southern bog lemming and of the Rock vole, two species likely to be designated threatened or vulnerable in Québec. The survey took place from May 2 to June 4, 2010. This period was retained since the optimal survey period for this group of species (late August/early September; Jutras, 2005) was not compatible with the timeframe of the impact study. Despite this constraint, the chosen protocol allowed identification of the appropriate mitigation measures, where required. The sampling was carried out using pitfall traps and body-grip traps installed at 10 survey stations (Map 3.5, Volume 3). This method draws on the approaches advocated by Jutras (2005) and Bouchard et al. (2004). To this end, a Wildlife Management Permit was obtained from the MRNF (permit no. 2010-04-30-125-10-G-F). The specific location of the stations was based on the judgement and experience of the expert, with a particular focus on the habitats sought by the two target species and the Rock vole. The preferred habitat of the Rock vole includes two important elements: the presence of rock outcrops or debris (e.g. talus) and the proximity of a water source (Kirkland and Jannet, 1982; Orrock and Pagels, 2003; Photo 60). As for grassy wetlands, like bogs and marshes, they are the preferred habitats of the Southern bog lemming (Getz, 1961; Linzey, 1984; Krupa and Haskins, 1996; Photo 61). The diversity of habitats associated with the retained survey stations (wetlands, watercourse edges, open sites and woodlands) also covered the needs of the other species likely to frequent the study area. No station was located in potential borrow pits, since this type of environment does not meet the habitat requirements of both target species. Each station included between 40 and 56 bodygrip traps and up to 10 pitfall traps, according to the target species (Appendix 5b, Volume 2; Photos 62 to 64). The stations selected for the Southern bog lemming had both gripping-body traps and pitfall traps, whereas only gripping-body traps were used in the Rock vole potential habitats. The body-grip traps were Victor mouse traps baited with peanut butter, whereas pitfall traps were 2-litre plastic containers buried in the ground up to the rim and filled with about 10 cm of water in order to induce drowning of the captured specimens (Jutras, 2005). The traps were active during five to seven consecutive days. Actually, Jutras (2005) suggests that traps remain active for a minimum period of five days. A correction factor was applied for triggered traps (0.5 trap-night per trap; Nelson and Clark, 1973). The small mammals caught were collected in duly identified sampling bags, and then kept in refrigerator until their laboratory analysis, where the identification was performed at the species level. The bags bore the following information: date, station number and type of trap. The identification of specimens was made according to criteria developed by Lupien (Lupien, 2001; 2002). The identification of all specimens of interest has been validated by Gilles Lupien, a MRNF specialist. Each station was photographed and the following data was collected (Appendix 5a, Volume 2): Station geographical coordinates and altitude (GPS, NAD83); Type of environment; Dominant or typical plant species; Number of traps installed; Trap and capture statistics.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 100 - December 2010 - 58093 3.3.5.2 Regional Context The small mammal populations of the broader study area are not well known, as scientists and researchers have conducted very little relevant work in the region. In fact, the only available historical data relates to the southern end of the study area, near Lake Albanel. The MRNF (2010) reports sightings of eight species in a 10-km corridor on part either side of the proposed road, i.e. the Southern red-backed vole, the Southern bog lemming, the Meadow vole, the Eastern heather vole, the Star-nosed mole, the Meadow jumping mouse, the Cinereous shrew and the Arctic shrew. However, recent surveys have been carried out by Strateco Resources (2009), allowing four species to be identified, i.e. the Southern red-backed vole, the Cinereous shrew, the American water shrew and the Smoky shrew.
3.3.5.3 Detailed Description
Climatic conditions of survey Although the daytime mean air temperature (around 14°C) was generally suitable to small mammal movements, the nights were relatively cold. Given that small mammals are generally more active at twilight and during the night, it is possible that these conditions restricted their movements and hence contributed to reduced rates of capture. On the other hand, at least one rainfall episode occurred during the survey period, which is generally favourable to small mammal movements and thus increases capture success (Kirkland and Sheppard, 1994). Overall, the conditions are deemed to have been moderately favourable.
Species and distribution A total of 69 individuals belonging to 8 species were caught during 2,837 trap nights, i.e. 2.4 captures/100 trap nights (Table 3.24; Appendix 5b, Volume 2). Two common species in Québec, the Meadow vole and the Southern red-backed vole, were the most frequently caught species. The other species captured are the Meadow jumping mouse (6 catches), the Cinereous shrew (4), the Woodland jumping mouse (2), the Rock vole (1), the Southern bog lemming (1) and the Eastern heather vole (1). Survey station 9, located on the edge of the Takwa River, featured the highest species richness (6 species). In fact, no less than 30% of the captures were made at this station. One of the most surprising results of this survey was the particularly low number of shrews caught (4). This could stem from the relatively cold night-time temperatures that prevailed during the survey. Moreover, the survey took place early in the season, which is a period when population densities are typically low, the young being underrepresented at this time of the year. The low overall capture rates, all species groups considered (2.4 catches/100 trap nights), could be explained by the same reasons, although other factors are probably involved. Actually, it is recognized that the abundance of small mammals may fluctuate considerably from one year to another due to a variety of factors that may or may not be density-related and whose effects are still not well understood (Lidicker, 1988; Brooks et al., 1998; Fryxell et al., 1998). The fact that the capture rates achieved in this study were somewhat low in a same year for species groups having quite different needs (e.g. mice and shrews) leads to believe in a common response of the various species to the environmental variable rather than to trophic interactions or density-related factors. Fortin and Doucet (2003) reported the same phenomenon in the Manicouagan Reservoir area in 2000. This survey brings to 12 the total number of confirmed species in the broader project area, all sources considered (Table 3.25). Since the tallymen do not make a distinction between various small mammal species, no additional information was gained by way of traditional knowledge. According to the distribution ranges presented in Desrosiers et al. (2002), the Hoy’s pygmy shrew, the Northern short-tailed shrew, the Deer mouse and the Northern bog lemming might also be present in the study area. None of these four species possesses special status.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 101 - Environmental and social impact assessment Table 3.24 Small mammals species and numbers captured, by survey station Trapping effort Species captured Station No. Dominant habitat (trap nights)1 (number in parentheses) Meadow vole (3) 1 340 Fen Red-backed vole (1) Cinereous shrew (2) Red-backed vole (5) 2 341 Fen, Spruce-moss stand Rock vole (1) Eastern heather vole (1) Spruce-moss stand, 3 331 Red-backed vole (4) talus Spruce-moss stand, 4 262 Red-backed vole (2) talus Fen, spruce-moss 5 300 Meadow jumping mouse (1) stand, creek Meadow vole (5) 6 298 Fen, spruce-moss stand Cinereous shrew (1) Spruce-moss stand, 7 257 Red-backed vole (7) rocky site Spruce-moss stand, Meadow vole (3) 8 237 swamp next to a creek Red-backed vole (7) and a lake Meadow vole (11) Red-backed vole (1) Swamp next to a river, Southern bog lemming (1) 9 235 burned area Woodland jumping mouse (2) Meadow jumping mouse (5) Cinereous shrew (1) Spruce-moss stand, 10 236 Red-backed vole (5) rocky site Total 2 837 69
1 Trap night: One trap-night is equivalent to one trap opened during one night.
3.3.5.4 Special Status Species The results of this survey and of previous studies confirm the presence of two species likely to be designated threatened or vulnerable in the study area, i.e. the Southern bog lemming and the Rock vole. Although the two Southern bog lemming sightings were reported in the south of the study area, i.e. one close to km 1 (MRNF, 2010b) and the other close to km 81 (this study), the known distribution range of this species extends close to the 53th parallel (Fortin et al., 2004). It is thus highly probable that this species also frequents the northern part of the study area. The Southern bog lemming shows preference for grassy habitats, including wetlands such as bogs and marshes (Getz, 1961; Linzey, 1984; Krupa and Haskins, 1996). However, being excluded from its preferred sites by the meadow vole, which is bigger and dominant (Linzey, 1984), it would be constrained to use some suboptimal habitats, like woodlands and shrubby habitats (Parker, 1989; Fortin and Doucet, 2003; Fortin et al., 2004). In this survey, the Southern bog lemming was caught on the edge of the Takwa River, where the habitat is dominated by shrubs and grasses (Photo 65). The Southern bog lemming is generally present in low density, although peaks of abundance are sometimes observed (Blair, 1948; Linzey, 1983; Fortin and Doucet, 2003). Its diet comprises sedges (genus Carex) and grasses, and also includes mushrooms, fruits, bark of some shrubs and roots (Knopf, 1978).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 102 - December 2010 - 58093 Table 3.25 Small mammal species whose presence is confirmed in the broader area of the project Strateco Species This study Resources MRNF (2010) (2009) Southern red-backed vole X1 X X Meadow vole X X Rock vole X Southern bog lemming X X Eastern heather vole X X Meadow jumping mouse X X Woodland jumping mouse X Cinereous shrew X X X Smoky shrew X Arctic shrew X American water shrew X Star-nosed mole X
1 Confirmed presence. As for the Rock vole, its presence is confirmed in the central portion of the study area, i.e. on the Otish Mountains plateau, at km 130 (this study), and just south of the study area (Hébert, 2006). As in the case of the Southern bog lemming, it is highly probable that the Rock vole is also present in the northern portion of the study area. Actually, the northern limit of the Rock vole distribution range in Québec extends at least up to the 57th parallel (Annie Paquet, MRNF, pers. comm., July 30, 2010). Likewise, in Labrador, Lansing (2005) reported mentions of this rodent at the 55th parallel. The Rock vole inhabits mountainous regions of Central Ontario and Québec and the Appalachians. Its preferred habitat includes two important elements: the presence of rock outcrops and debris (e.g. talus) and the proximity of a water source (Kirkland and Jannet, 1982; Orrock and Pagels, 2003). Moreover, although the Rock vole frequents recent cutover areas, this use rapidly diminishes over time (Kirkland, 1977) and these open environments represent an unsuitable habitat for the subsistence of viable populations in the longer term, according to Orrock and Pagels (2003). This species also frequents sites characterized by an abundance of mosses (Kirkland and Jannett, 1982). As a matter of fact, in the present study, the Rock vole was caught on the edge of a bog, close to puddles. The abundance of this small mammal is often low, even in suitable environments (Kirkland and Jannett, 1982). This rodent mainly eats plant, particularly leaves and fruits, mushrooms and insect larvae.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 103 - Environmental and social impact assessment
Photo 60 Potential Rock vole habitat Photo 61 Potential Southern bog (km 154+500) (May 28, 2010) lemming habitat (km 130+850) (May 28, 2010)
Photo 62 Pit-trap (May 2010) Photo 63 Victor traps (km 154+500) (May 31, 2010)
Photo 64 Setting the traps Photo 65 Southern bog lemming habitat (km 154+500) (May 28, 2010) (km 123+200) (March 23, 2010)
3.3.6 Large Mammals The large mammal population of the study area includes three species: the Woodland caribou, the Moose and the Black bear (Société de la faune et des parcs du Québec, 2003). The Black bear is also considered a furbearing animal. The entire study area is located within hunting zone 22. The James Bay and Northern Québec Agreement confers harvesting priority in this zone to the Crees, who are thus its beneficiaries. Sport hunting for moose is practiced in zone 22, but sport hunters do not have the right to hunt the Black bear. As for the Woodland caribou, sport hunting is prohibited throughout Québec, due to the double legal protection status of this species: the species is designated “vulnerable” in Québec since March 2005 and has the status of “threatened” species at the federal level, under the Species at Risk Act. However, the Aboriginals may harvest Woodland caribou as part of their traditional pursuits.
3.3.6.1 Methodology The objectives of the large mammal study were to ascertain the presence of Woodland caribou, Moose and Black bear in the study area, and for the three species, to assess the density of the populations affected by the project. Obtaining an exact measure of population densities was not part of the objectives. Five sources of information were used in achieving these objectives, namely: Harvest statistics; Sightings made during other surveys; Traditional knowledge collection; Previous studies carried out in the project area; Woodland caribou and moose winter aerial survey. The Moose hunting and Black bear trapping statistics are those published on the MRNF website (Governement du Québec, 2010) for the furbearing animal management unit (FAMU) 91 and for hunting zone 22, in addition to those provided by the MRNF (2010) in its response to a specific request for wildlife management information and statistics. These data were complemented by those collected in the field in 2010, during the different biological environment surveys. The information related to traditional knowledge mainly comes from the answers to a questionnaire used as part of the consultation and participation program, which took place from June 2 to 4, 2010 (see Section 3.4). Finally, three Woodland caribou specialists (Réhaume Courtois, Christian Dussault and Martin-Hugues Saint-Laurent) were consulted in order to obtain the most up-to-date information on this species.
Woodland caribou and Moose aerial survey The Woodland caribou and Moose survey had the main objective of obtaining an order of magnitude of the density for the populations affected by the project. This survey was elaborate following the aerial survey standards for moose (Oswald, 1998; Courtois, 1991) and Woodland caribou populations (Courtois et al., 2001) and takes into account discussions held with the MRNF on February 15, 2010 by conference call. The sampling protocol was developed jointly by the Consortium working team and MRNF specialists, and the final version was validated by the MRNF. An experienced caribou aerial survey specialist was part of the crew. The caribou was the main inventory target, although all moose, wolf and furbearing animal sightings were recorded. The survey was carried out from March 16 to 21, 2010. Four flight lines parallel to the road axis and located at 500 m and 2.5 km on either side of the road were followed (Map 3.6, Volume 3). The road alignment used for this survey was the one that was in effect on March 11, 2010. Lines 1 and 4, i.e. those located at 2.5 km from the alignment, targeted the Woodland caribou and covered about 1 km on either side of the aircraft. Lines 2 and 3 targeted both the caribou and the moose
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 105 - Environmental and social impact assessment and covered 250 m on either side of the aircraft; they were flown at a lower altitude and lower speed than lines 1 and 4. An Astar 350 BA2 helicopter, equipped with conventional sliding windows at the front and vertical rectangular windows at the back, was used for the survey sessions. The flights were made by a team composed of a navigator-observer sitting in the co-pilot’s seat and two observers sitting in the back seats next to the right and left side windows. All sighted trails (recent and old), isolated tracks (recent and old) and animals were localized on maps at scale 1:50 000 and their position was recorded using a Garmin 76 GPS. The habitat description for well-defined trails was made by collecting in-flight data on the composition of the forest cover, slope, exposure and general topography. The field record sheet used in the study is presented in Appendix 6a (Volume 2). During the survey sessions, four stops were made to measure the thickness of the snow cover.
3.3.6.2 Regional Context
Woodland caribou General Status reports on the Woodland caribou in Canada and Québec were respectively published in 2002 (COSEWIC, 2002) and 2003 (Courtois et al., 2003). These alarming status reports led to a legal designation of the species at both the provincial and federal levels. The Woodland caribou has been designated “vulnerable” in Québec in March 2005 and has the status of “threatened” species at the federal level, under the Species at Risk Act. Numerous Woodland caribou populations are on the decline (COSEWIC, 2002; Schaefer, 2003; Environment Canada, 2008). A recovery program for Québec populations was published in March 2008 (Québec Woodland Caribou Recovery Team, 2008), as was a scientific review for the purpose of designating the critical habitat of the Woodland caribou boreal populations in Canada, in 2008 (Environment Canada, 2008). However, the woodland caribou critical habitat under the Species at Risk Act has not been legally designated at the time of writing. At the federal level, the Woodland caribou occupying the study area belongs to the “Québec” analysis unit no. 53, which covers the largest portion of the species distribution range in Québec (Environment Canada, 2008). Local populations have not been determined yet for this Québec area region. For unit no. 53, the population is deemed stable, its size being above the critical level and the perturbation of the distribution range of this unit would be moderate. The data suggest that the current occurrence area would be self-sufficient, according to criteria used by the analysts. However, “the condition and extent of the current distribution range are required to maintain the potential for a self-sufficient population. Further degradation of the current distribution range can compromise the capacity to achieve recovery objectives” (Environment Canada, 2008). The protection of the Woodland caribou is also the subject of regional concerns. For example, a large proportion of high conservation value forests located in management units 026-61 and 026-62 correspond to the Woodland caribou habitat (Boisseau, 2008). Some of these forests are located close to the proposed road alignment, in the southern portion. Moreover, logging is interrupted from April 1st, 2009 to March 31, 2012 in a vast area located to the east of the study area for the purposes of Woodland caribou conservation planning. This commitment is part of the Canadian Boreal Forest Agreement, which materializes the cooperation of 21 large Canadian forest product businesses and nine major environmental organizations (The Canadian Boreal Forest Agreement, 2010). Members commit to neither harvest wood nor build roads in the area identified in the agreement. Status in the study area Only the forest-dwelling ecotype of Woodland caribou frequents the study area on a regular basis (St-Pierre et al., 2006). However, according to traditional knowledge accounts and St-Pierre et al. (2006), the migratory caribou have made incursions into the project area in past years, but it is
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 106 - December 2010 - 58093 unclear if these incursions would have extended into this project’s study area (300 m-wide band on both sides of the alignment). These incursions seem more localized to the west of the study area, and would have occurred in 1990-91 and 2003-04. The woodland caribou is deemed to be at very low density in the boreal forest of Québec, i.e. one or two individuals per 100 km2 (Courtois et al., 2003). The project area would be of no exception. St-Pierre et al. (2006) report for 2002 a density of 2.1 caribous/100 km2 for an area covering the eastern part of Lake Mistassini up to the limit of the commercial forest, i.e. an area overlapping the southern portion of this study area. Telemetric localizations of caribous equipped with radio collars showed that the southern part of the study area is actually frequented by several Woodland caribou on a regular basis (MRNF, 2010b). Regarding the central and northern parts of the study area, the only available data come from inventories carried out by Strateco Resources (2009). A caribou trail as well as eight males, nine females and one calf were identified during the January 2009 aerial survey approximately 20 km northeast of the site. They mainly frequented black spruce forest stands. The study reports that four caribous are killed each year in the area covered by their study. The number of animals declared for traplines M-11, M-16, M-17C, M-24A, M-36, M-37 and M-42 for the 2001-02 to 2008-09 seasons were respectively 15, 30, 11, 7, 0, 0, 6 and 4 (MRNF, 2010b, via the Cree Trappers’ Association). St-Pierre et al. (2006) noted that the Aboriginal harvest varied considerably from one year to the other and was higher when barren-ground caribous migrated through the study area.
Moose Moose are not really abundant in hunting zone 22, where its density is the lowest in Québec (0.26 moose/10 km2 in 1991; Lamontagne and Lefort, 2004). However, the population would appear to be relatively stable. The moose harvest in this zone, from 2005 to 2009, was respectively 144, 144, 166, 139 and 149 individuals (Gouvernement du Québec, 2010). More precisely, the number of animals declared for traplines M-11, M-16, M-17C, M-24A, M-36, M-37 and M-42 for the 2004-05 to 2008-09 seasons was respectively 7, 0, 0, 6 and 4 (MRNF, 2010b, via the Cree Trappers’ Association). Moreover, the surveys carried out by Strateco Resources (2009) confirmed the presence of the species in their study area, mainly in black spruce-lichen forest stands. The authors mention that between two and seven moose are killed each year in their study area.
Black bear The Black bear seems to be not quite abundant in hunting zone 22. The estimated density in 2003 was 0.20 bears/10 km2 (Lamontagne et al., 2006). The quantity of raw furs sold within FAMU 91 for the 2004-05 to 2008-09 seasons was respectively 0, 0, 0, 1 and 11 (Gouvernement du Québec, 2010). More precisely, the quantity of furs declared for traplines M-11, M-16, M-17C, M-24A, M-36, M-37 and M-42 for the 2004-05 to 2008-09 seasons was respectively 1, 0, 0, 0 and 9 (MRNF, 2010b, via the Cree Trappers’ Association). No Black bear individuals or tracks were sighted during the fieldwork carried out as part of Strateco Resources’ surveys (2009), but the authors believe that the species was present in their study area.
3.3.6.3 Detailed Description
Climatic conditions during aerial survey The large mammal aerial survey took place from March 16 to 21, 2010. However, there were no flights on March 17 and 18 due to unsuitable survey conditions, i.e. snowfall. The average flight altitude varied from 100 to 167 m, and the average speed from 134 to 159 km/h (Appendix 6b, Volume 2). The average thickness of the snow cover at four stations ranged from 44 to 113 cm (average: 80 cm).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 107 - Environmental and social impact assessment A summary of survey conditions is presented in Table 3.26, whereas details are provided in Appendix 6b (Volume 2). When the survey started (along the proposed road centre line), the most recent snowfall dated back to around February 20, which allowed the sighting of numerous old tracks. However, Moose and Woodland caribou tracks were very distinct from each other, although the precise number of individuals could generally not be determined. The remainder of the inventory was done after about 8 cm of snow fell during the two days preceding the resumption of flights. Moose and woodland caribou tracks were then also very distinct from those of other species and from each other, although the exact number of individuals could generally not be determined. The conditions related to cloud cover were not always optimal, but were sufficient for the needs of this survey. Overall, the survey conditions are deemed to have been moderate, yet sufficient to achieve the study’s objectives. Table 3.26 Climatic conditions during the Woodland caribou and Moose aerial survey carried out in March 2010 Date % of Precipitation Last snowfall Start End Temperature (March cloudy (during (date and time time (°C) 2010) periods survey) thickness in cm) Around 16 9:15 13:56 0 to 40 -4 to 0 None February 5 to 10 20 17 - - 100 -5 Snow (5 cm) - - (no flight) 18 - - 100 -5 Snow (3 cm) - - (no flight) 19 8:19 14:54 50 to 25 -17 to -8 None March 18 7 20 12:20 14:54 25 to 50 -24 to -21 None March 19 2 21 8:21 10:04 25 -20 to -14 None March 19 2
Moose Only one individual was sighted, i.e. a lone male at km 164 (X01; Appendix 6c, Volume 3). However, sixteen old trails or old tracks, as well as a recent trail (Photo 66) were sighted during the aerial survey (Map 3.6, volume 3). This count is approximate because the majority of the tracks and trails were particularly old. By grouping sightings on the basis of their proximity, about seven moose occurrence areas may be distinguished. No tracks or trails were found in the southern part of the study area. In fact, all sightings are located north of km 149 of the proposed road, and most of them between the Eastmain River and the end of the road. Snowmobile tracks were associated with some trails, and wolf tracks were noted in two areas frequented by the moose. Three well-defined trails were characterized: one was associated with a burned area on a flat land (VX01, km 191), another one, with a mixed forest stand on a mountainside (VX02, km 151), and a third one on flat land at the foot of a mountain (X01, km 164). Moose sightings made during the biophysical surveys (spring and summer 2010) indicate that the species is also present in the south of the study area (Table 3.27). Traditional knowledge accounts also reported the presence of the species at km 22 and 70. Also according to traditional knowledge, moose yards are also located in the vicinity of km 22, 108, 192, 202, 217, 226 and 239, including two that pose problems in regard to the proposed road alignment (km 214 to 221 and km 189 to 196). These two problematic moose yards were scrutinized during the aerial inventory. According to tallymen, the moose populations of the study area would be stable.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 108 - December 2010 - 58093 Table 3.27 Location of large fauna sightings during biophysical surveys (spring and summer 2010) Species Kilometre point Moose 7, 11, 17, 20, 29, 48, 56, 81, 184, 192, 202, 205 Black bear 29, 36, 54, 96, 106, 131, 165, 187, 192, 240 Woodland caribou 44, 48, 59, 187, 205, 218 Based on the habitats present, the study area does not seem suitable for the moose. A good quality habitat for the moose first contains abundant food, in the form of deciduous species (Samson et al., 2002). The low availability of deciduous trees limits the interest of the moose for the study area. Being a much sought-after resource for the Cree community, moose populations also encounter a degree of hunting pressure. It is particularly vulnerable to hunting during winter, when its tracks can be easily identified and hunters can move efficiently with snowmobiles within the moose habitat. It is thus possible that the hunting pressure maintains the moose density at a level lower than the site carrying capacity would allow.
Black bear No specific Black bear survey was carried out. However, signs of its presence (e.g. individuals, tracks and droppings) noted during biophysical surveys suggest that the species frequents the study area (Table 3.27). In fact, several bears were sighted by workers at Camp Matoush and Camp Lagopede. Traditional knowledge also reports a site of interest at km 217. The Black bear frequents a variety of habitats, including mainly wetlands, intolerant deciduous stands, old tolerant deciduous stands and various disturbed areas, such as logging (Samson, 1996). The study area presents some potential for the Black bear, especially in regard to wetlands, black spruce-lichen stands and disturbed sites (burns and dry barrens). The black bear finds in riparian sites and bogs the grassy vegetation it seeks in the spring, whereas small fruits (e.g. blueberries, cranberries, black crowberries and serviceberries) are available in numerous habitats (black spruce-lichen stands, dry barren grounds, burns, bogs and riparian habitats). Young moose and caribous represent a potential food source in the spring (Ballard, 1992; 1994), but the relative importance of this source of food for the Black bear in the project area is unknown. However, the absence of deciduous forest stands and the low density of cervids limit the interest of this omnivore for the study area.
3.3.6.4 Special Status Species
Woodland caribou No caribou was sighted during the surveys. However, thirteen old trails, old tracks or tracks of individuals in transit as well as recent trails (Photo 67) were noted during the aerial survey (Map 3.6, Volume 3). As is the case for the moose, this is an approximate count because most tracks and trails were particularly old. By grouping sightings on the basis of their proximity, four woodland caribou occurrence areas may be distinguished: km 38 to 43; km 122 to 132; km 174; and km 187 to 205). Snowmobile tracks were associated with a group of at least four individuals in transit (km 131; Photo 68) and wolf tracks were noted following a group of caribous in transit at km 200 (Photo 69). Four well-defined trails were characterized: two of them were located in black spruce-lichen stands, whereas the two groups in transit used both black spruce stands and lakes during their movements. Woodland caribou sightings made during the other surveys (spring and summer 2010) also suggest that the species frequents the south, the centre and the north of the study area (Table 3.27). The woodland caribou generally uses habitats that are not very suitable for the other cervids. The main limiting factor of Woodland caribou populations is predation (Seip, 1992; James et al., 2004; Wittmer et al., 2005a; b; Environment Canada, 2008; Briand et al., 2009). The latter is associated with landscape conditions that favour early successional stages (e.g. logging and fires) and thus an
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 109 - Environmental and social impact assessment increase in the density of other preys, especially the moose. This higher prey density supports higher predator densities, especially the wolf and the black bear, and thus increases the predation pressure on the caribou. Large, mature to old extents of coniferous forests, and bogs, are elements of primary importance to the caribou (Courtois et al., 2007; 2008; Environment Canada, 2008; Fortin et al., 2008; Courbin et al., 2009; Hins et al., 2009; Bowman et al., 2010). Coniferous forests are a significant source of lichen, which is the main food item of the Woodland caribou, although the availability of lichen is generally not deemed to be a limiting factor (Courtois et al., 2007). The Woodland caribou generally avoids regeneration sites and logged areas as well as mixed and deciduous stands, the two latter being particularly frequented by the moose (Smith et al., 2000; Chubs et al., 1993; Courtois et al., 2007; 2008; St-Pierre et al., 2006; Schaefer et Mahoney, 2007; Courtois et al., 2008; Sorensen et al., 2008; Courbin et al., 2009; Hins et al., 2009; Bowman et al., 2010). However, the Woodland caribou shows a high flexibility in selecting a habitat, based on the relative availability of critical habitats (Fortin et al., 2008). In brief, the study area contains numerous habitats of interest to the Woodland caribou, particularly coniferous stands and bogs, which cover approximately 58% of the study area. The habitats generally avoided by this cervid (e.g. deciduous forest stands, mixed forest stands, recent burned areas and anthropogenic sites) represent only about 15% of the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 110 - December 2010 - 58093 Photo 66 Moose wintering ground X01 Photo 67 Caribou wintering ground Z01 (km 164) (March 19, 2010) (km 190) (March 19, 2010)
Photo 68 Caribou in transit TZ01 (km 131) Photo 69 Wolf and caribou tracks (March 19, 2010) (km 200) (March 19, 2010)
Photo 70 Woodland caribou on the edge Photo 71 Black bear observed along the of a bog (summer 2010) winter road (summer 2010)
3.3.7 Waterfowl and other aquatic birds
3.3.7.1 Methodology The waterfowl study was conducted to determine the abundance and distribution of goose, duck (Anatidea) and loon (Gaviidea) couples during breeding season, in the study area. The study also sought to determine the presence of Harlequin ducks, a species classified as vulnerable under the Act respecting threatened or vulnerable species in Québec, and designated as species of special concern by the Committee on the Status of Endangered Wildlife in Canada (COSEWIC). In addition, the study aimed to identify aquatic birds other than waterfowl (gulls, shorebirds, herons, etc.) present in the study area during the same period. A waterfowl count was held on May 27 to 30, 2010 to coincide with the nesting period of the main species that are known to breed in the region. Counting activities were conducted from south to north, to take into account the latitudinal gradient of waterfowl reproductive phenology. Based on the method developed by the Canadian Wildlife Service (Bordage et al., 2003; Bordage and Plante, 1997), the inventory was conducted by way of a visual count of nesting pairs made via helicopter passing over the aquatic ecosystems of the study area. The aerial survey was done with an AS 350 B2 helicopter with skids and bubble-shaped flight deck. During the inventory, the speed ranged from 30 to 90 km/h, depending on the habitat being covered. The flight line was located at less than 50 m from shore at an altitude of 15 to 50 m. The broadest sections of the lakes and rivers were flown over one bank at a time and all island shorelines were examined. The more narrow sections of watercourses were flown over the centre, while examining both shores at the same time. Particular attention was given to areas with rapids along a river, where pairs of Harlequin ducks might be found. These sections were flown over twice (Robert et al., 2001) where possible, so observers could see the area from the front and back of the helicopter. This approach increased the likelihood of spotting species that were under water during the pass. The crew consisted of a pilot and three observers with binoculars. The first observer, seated in the front of the helicopter (left side), was the navigator and detected the waterfowl to the front and left side of the helicopter, and noted all the observations on a 1:20,000 scale topographical map. The second observer, seated behind the pilot, spotted and identified waterfowl to the right side of the helicopter and recorded geographical coordinates (NAD 83) for each observation with a GPS unit. Seated behind the navigator, the third observer watched on the left side and wrote down the number of each location (GPS point) and the observation details on a form (Appendix 7a, Volume 2). Recorded variables included species, number of individuals, sex and the type of habitat (e.g. lake, pond, river, stream and bog pond). Any individual or couple closer than 10 m from another individual was noted separately on the form (Dzubin, 1969; Bordage and Plante, 1997). Prevailing weather conditions during the inventory were also noted, including cloud cover, precipitation, wind direction and strength (according to the Beaufort scale), temperature and overall observation conditions. A phenological index was first calculated for the main species to determine if the inventory was conducted at the right time of the year for nesting waterfowl. This index relates the total number of paired males (a male with a female) by the total number of males alone (solitary males or groups of only males). Waterfowl observers then coded in term of indicated breeding pair (hereafter noted as breeding pairs) according to the criteria from the American black duck Joint Plan (Bordage et al., 2003; Appendix 7b, Volume 2). The density of breeding pairs per 100 km2 and 10 km of shoreline were estimated in the study area. The name and order of species given in the following tables reflect the taxonomy used by the American Ornithologists’ Union (2010), taking into account recent changes to bird classification and nomenclature by this organization (Chesser et al., 2010). Relevant observations from other wildlife inventories in the study area were integrated with this waterfowl inventory to complete the list of species found in the study area. Their most probable nesting status
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 112 - December 2010 - 58093 has also been determined using nesting evidences collected for the study area (Québec Breeding Bird Atlas, 2010; Appendix 7c, Volume 2).
3.3.7.2 Regional context Certain species of waterfowl, including the Canada goose and American black duck, are important game for the region’s Cree community. In general, little is known about aquatic bird populations in the Otish Mountains area given its relative inaccessibility. Most entries in l’Étude des populations d'oiseaux du Québec (Study of bird populations in Québec) (EPOQ, 2010; Appendix 7d, Volume 2) for the region are limited to the southern section of the study area near Lake Albanel and Camp Tournemine (which is located about 25 km south of km 0). Gagnon (2010) mentions that over a one-year period, sightings of approximately 25 species of Antidea and two species of Gaviidea were documented in the proposed Albanel–Témiscamie–Otish National Park project area. As part of the Impact Study of the Matoush Property Underground Exploration Program, Strateco Resources (2009) reported sightings of 11 species of aquatic birds and waterfowl in the centre of the study area, during breeding season. The main species of waterfowl present on lakes, ponds and watercourses flown over, include the Canada goose, Mergansers spp., Surf scoter, and two species of Gaviidea, the Common loon and Red-throated loon. Inventories by way of automated recordings completed by Genivar (2009) as part of the feasibility study for the Extension of Route 167 to the Otish Mountains, have confirmed the presence of Canada goose, Common merganser and Common loon in the study area. Only one species of waterfowl of a special status, the Harlequin duck, seems to inhabit the study area during the breeding season. This species was fortuitously observed during inventories conducted as part of the Route 167 pre-feasibility study of the road (Genivar, 2009). A clutch of this species was also observed in 1982 on the Eastmain River, a few kilometres east of the proposed route (SOS-POP, 2010; Appendix 7d, Volume 2).
3.3.7.3 Detailed Description
Inventory conditions The aerial survey for counting waterfowl was conducted under favourable conditions for this type of inventory (Appendix 7e, Volume 2). The winds did not exceed 30 km/h and there was no precipitation, other than on May 30 when it snowed sporadically in the northern part of the study area. Observation conditions were considered as ‘average’ for the afternoon of May 29, due to small waves on some of the waterbodies and average visibility. All waterbodies were free of ice during the aerial survey and there was no trace of snow on the ground.
Conformity of the inventory timeframe The absence of snow and ice on all the lakes and watercourses in the study area during the aerial survey showed that it was a particularly early spring in the region. A clutch of American black duck - at least two weeks old (stade IC; Gollop and Marshall, 1954) were observed as early as May 29 in the northern study area (Eastmain River sector). In addition, clutches observed in June and July during the forest bird breeding survey (section 3.3.9) corroborate that the majority of female American black ducks were incubating their eggs at the time of the inventory. In addition, phenological indexes for the American black duck, Common teal, Common goldeneye, and Common merganser suggest that the inventory was conducted just after the optimal timeframe (tableau 3.28). The large number of lone males in relation to paired males, indicates that more than half the females had started incubation, and some of the males had already left the nest to join the
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 113 - Environmental and social impact assessment group in their moulting area (Bordage et al., 2003). This could lead to an under-estimation of the number of breeding pairs for these species. However, the phenological indexes have been calculated with very little data so the underestimation may not be very important. As for the Ring-necked duck and the Surf scoter, two late-breeding species, the phenological index for the Ring-necked duck was adequate and slightly early for the Surf scoter. Table 3.28 Phenological Index of the main waterfowl species observed during the inventory in the study zone (May 27 to 30, 2010) Species Number of paired Number of males Phenological index males (PM) alone (SM) (PM/SM) American black duck1 1 8 0.1 Common teal 4 7 0.6 Ring-neck duck 3 3 1.0 Surf scoter 23 8 2.9 Common goldeneye 2 6 0.3 Common merganser 1 6 0.2
1 For American black ducks, the individual gender was undetermined but two birds together were considered a pair and noted as a paired male. Birds alone or in groups of three or more were counted as a sex ratio of 122:100 (Longcore et al., 2000).
Specific richness and abundance Helicopter counts in the study area conducted at the end of May 2010, along with the fortuitous sightings recorded in other surveys, helped to identify 15 species of Anatidea, two species of Gaviidea, and 14 other species of aquatic birds (Appendix 7f, Volume 2). Among the Anatidea, four species are confirmed as breeders following clutch and brood sightings: Canada goose, American black duck, North pintail, and Common teal (Photo 72). At least 161 breeding pairs of waterfowl were present in the study area in the spring (Table 3.29; Appendix 7g, Volume 2). The most abundant species are: Surf scoter, (35 breeding pairs), Hooded merganser (32), Canada goose (23), and American black duck (19). The density of breeding Anatidea was 93.6 pairs/100 km2 for the entire study area (Table 3.29), which is higher than the density reported in southern Québec (66.4 pairs /100 km2, data from 1990 to 2003; Bordage et al., 2003). However this linear density of waterfowl (3.7 pairs/10 km of shoreline) is comparable to that of the Rupert bays, located a little further west of the study zone (2.8 pairs/10 km of shoreline; Hydro-Québec, 2004). It is likely that some species that were counted as breeding pairs do not actually nest in the study area. The Wood duck was observed, including the group of two males, but this species was probably at the northern limit of its known range (Saint-Hilaire and Morrier, 1995). As early breeding species, these males were likely individuals en route to their moulting area. In addition, Red-throated loons observed on the lakes in the study area were likely heading to their migratory breeding area, usually along the northern coastlines (Barr et al., 2000). Lastly, several groups of Canada geese (up to 72 individuals) were seen in the study area in June and July 2010, likely for their moulting-season. Several birds from the breed maxima of the United States and the southern Canadian provinces migrate to the north during the moulting-season, at the same time as birds of the breed interior are still breeding (Abraham et al., 1999).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 114 - December 2010 - 58093 Photo 72 Clutch of Green-winged teals Photo 73 Clutch of Bonaparte gulls (km 89) (July 4, 2010) (km 62) (June 28, 2010)
Photo 74 Pair of Surf scoters Photo 75 Osprey nest (km 129) (km 211) (May 28, 2010) (May 31, 2010)
Photo 76 Cliffs (km 155) (July 13, 2010) Photo 77 Bohemian waxwing nest (km 240 – Camp Lagopède) (June 20, 2010)
Among the other species of waterfowl, the Greater Yellowlegs is the species with the largest number of specimens observed during all the inventories (about 50 birds in the forest inventory, see Section 3.3.9.1 for the detailed methodology). The nesting of 10 species was confirmed in the study area: Semipalmated plover, Solitary sandpiper, Greater yellowlegs, Least sandpiper, Wilson’s snipe, Bonaparte’s gull (Photo 73), Herring gull, Artic tern, Common tern, and Belted kingfisher. The confirmed nesting of Bonaparte’s gulls (juveniles unable to fly and females incubating eggs) in this sector is one of the most eastern sightings reported to date (Savard and Morrier, 1995). The confirmed nesting of Semipalmated plover is also rather unique this far in the interior (Nol and Blanken, 1999).
Preferred habitats Overall, nesting pairs of waterfowl were mainly found on small lakes and ponds (Table 3.30). Pairs of Surf scoter (Photo 74) mostly occupied lakes while American black duck were mostly found on ponds. The Canada goose was found in all the different waterbodies of the study area. The most popular breeding habitats of waterfowl and aquatic birds are concentrated in specific locations in the study area, that include the numerous small lakes and ponds, which are located between km 59 and 63 of the road alignment, and between km 79 and 86, and km 108 and 130. Overall, swamps and marshes (which overall cover a small area in the study area) are the preferred habitats for numerous waterfowl species in the boreal forest (Gauthier and Aubry, 1995). The tallymen have identified some areas of waterfowl concentrations and also a duck pond. These habitats are in the vicinity of km 205, 232 and 234 (Map 3.11, Volume 3). Table 3.29 Total number of birds and of breeding birds, and density of waterfowl breeding pairs observed in the study area (May 27 to 30, 2010) Species Total number Tot. Number of Linear density density (individuals) breeding birds (pair/10 km of (couple/100 (breeding pairs) shoreline) km2) Canada goose 45 23 0.5 13.8 Wood duck 2 2 < 0.1 1.2 American black 26 19 0.5 11.4 duck Mallard 2 2 < 0.1 1.2 Common teal 15 11 0.3 6.6 Ring-necked duck 12 7 0.2 4.2 Surf scoter 67 35 0.8 21.0 Black scoter 6 3 0.1 1.8 Bufflehead 2 1 < 0.1 0.6 Common 23 9 0.2 5.4 goldeneye Hooded merganser 50 32 0.8 19.2 Common 12 10 0.2 6.0 merganser Red-breasted 3 2 < 0.1 1.2 merganser Total anatidea 265 156 3.7 93.6 Red-throated loon1 3 2 < 0.1 1.2 Common loon 3 3 0.1 1.8 Total Gaviidea 6 5 0.1 3.0 Total waterfowl 271 161 3.8 96.6
1 Nesting pairs of Red-throated loons were estimated using the same criteria as the Common loon.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 116 - December 2010 - 58093 Table 3.30 Abundance of waterfowl breeding pairs per habitat type in the study area (May 27 to 30, 2010) Species Species abundance (breeding pairs) Open Bog Pond Lake River Stream Pond Canada goose 3 6 5 3 6 Wood duck 2 0 0 0 0 American black duck 12.5 4.5 1 1 0 Mallard 1 1 0 0 0 Common teal 4 4 1 2 0 Ring-necked duck 2 5 0 0 0 Surf scoter 10 24 0 0 1 Black scoter 0 3 0 0 0 Bufflehead 1 0 0 0 0 Common goldeneye 2 6 1 0 0 Hooded merganser 10 15 0 4 3 Common merganser 1 2 7 0 0 Red-breasted 0 2 0 0 0 merganser Red-throated loon 0 2 0 0 0 Common loon 0 3 0 0 0 Total 48.5 77.5 15 10 10
3.3.7.4 Special status species Only one species of waterfowl with federal or provincial status designation was observed in the study area – the Harlequin duck. The only sighting of this duck was in the area of km 224 in the summer of 2009 (Genivar, 2009). This species was confirmed as nesting in the area in the past (SOS-POP, 2010). However, no Harlequin ducks were observed in the study area during the 2010 inventory. During breeding season, Harlequin duck are known to visit rapids and feed on Black fly and Stonefly larvae (Robert, 1995a; Robert and Cloutier, 2001). Some sectors in the study area, including sections of the Toco and Takwa rivers in the southern half of the proposed route, provide this type of habitat, and therefore, potential breeding grounds.
3.3.8 Birds of Prey
3.3.8.1 Methodology The objectives of the birds of prey inventories were to establish the list of species found in the study area during the breeding season, to determine their abundance, and to locate nesting structures. Two special status species were especially targeted – the Golden eagle and the Bald eagle. Prior to the inventories, the Québec endangered bird populations nesting site tracking database (Suivi de l’occupation des stations de nidification des populations d’oiseaux en péril du Québec - SOS-POP, 2010) was consulted to develop a list of known nesting structures for the Golden eagle and Bald eagle in the study area and its periphery, in order to verify the occupation of these nests in 2010. The construction of a permanent road is not permitted close to a special status species nesting site, which is defined as a 300 m wide protection zone surrounded by a 400 m wide buffer area, for a total protection area of 700 m around a nest (MRNF, 2009a; b). As a result, the birds of prey
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 117 - Environmental and social impact assessment inventory study area was enlarged to include an 800 m corridor on both sides of the proposed alignment (Map 3.5, Volume 3). The aerial survey was conducted from May 30 to June 1, 2010 – the period when most of the birds of prey are nesting (Gauthier and Aubry, 1995). The inventory was conducted by way of a flyover visual count of birds and nests from an AS 350 B2 helicopter equipped with skids and bubble-shaped flight deck. The crew consisted of two observers (equipped with binoculars) and the pilot. The first observer, seated to the left of the pilot, was the navigator and watched for nests and birds on the left and front side of the helicopter, and was responsible for recording the observations on 1:50,000 scale field maps. The second observer, seated behind the pilot, spotted and identified birds on the right side of the helicopter. The second observer was also responsible for determining the geographical coordinates (NAD 83) of each observation with a GPS unit and recording the information on a form. Some birds of prey, such as the Golden eagle, typically choose cliffs as nesting sites. The cliffs in the study area were surveyed from a distance of 30 to 60 m, at a speed of 40 to 70 km/h (Kochert, 1986). When the wind conditions were not favourable to have the helicopter hover or pass slowly, the cliff areas were then passed two to three times to ensure there were no signs of nesting activity. These signs included a cluster of branches on a ledge, a bird perched or flying off the cliff wall, droppings on the wall, the remains of prey on a ledge, and the presence of nitrophilous lichen (Kochert, 1986). The inventory of Bald eagle nests and breeding pairs, and of other birds of prey nesting in the trees, was conducted by way of a low-speed (60 to 80 km/h) aerial survey following the shoreline of the study area’s larger waterbodies (>30 ha) and watercourses. The shoreline flyovers covered an area approximately 500 m wide. This was achieved by conducting two separate flyovers along parallel transects 125 to 200 m apart, with extra attention on sectors with high nesting potential, including areas of dense forest with large, mature live trees. The aerial survey also included all the islands present in the designated inventory area, and was conducted at an altitude of between 5 and 30 m above the trees, depending on the topography of the study area. As recommended by Kochert (1986), regular breaks were taken during the aerial survey to keep the observers attentive. When a bird of prey nest was discovered, the exact location was determined with the GPS unit and duly noted. Several key descriptors and variables were also recorded, including the species occupying the nest, the condition of the nest (poor, good, excellent), the approximate height and type of support (cliff or tree species), vitality of the support structure (e.g. if a tree, dead or alive), and overall habitat features where the nest was found (Appendix 7a, Volume 2). Any signs of bird activity were recorded, such as presence of green conifer twigs (Szuba and Naylor, 1998). High-resolution photos were taken of all nest structures. All birds of prey (individuals and pairs) sighted during the aerial survey were noted. The main variables recorded include the species, the number of males, females and juveniles, and the location of the associated nest, whenever possible (Appendix 7a, Volume 2). Prevailing weather conditions during the inventory were also noted, including cloud cover, precipitation, wind direction and strength (according to the Beaufort scale), temperature and overall observation conditions. The Steenhof terminology (1987) was used to describe a site occupied by a breeding pair of birds of prey. A "nesting site" refers to a site of one or more nests (including alternative nests) and where a single pair has laid eggs. The nest is considered occupied if a breeding pair is observed near the nest, if an adult bird is in the nest or if there is evidence that the nest is occupied. The number of territorial breeding pairs per species was confirmed and the territory recorded, taking into account the number of occupied nest sites, pairs observed (an adult male and an adult female or two adults – for the species without dimorphism) and the number of adult birds for which nesting activity was observed (e.g. carrying food). The number of potential territorial breeding pairs was determined by taking into account single birds that were separated from conspecifics by a conservative distance (Morneau and Benoit, 2005).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 118 - December 2010 - 58093 The list of birds of prey species found in the study area was developed by combining the birds of prey inventory data with information obtained from other wildlife inventories. In that regard, data obtained through the 2009 automated recording survey (Genivar, 2009) along with the forest bird inventory data conducted in 2010 along the proposed alignment (see section 3.3.9.1 for details on the methodology) provided the most information. By combining and integrating the results of these inventories and surveys, a more comprehensive assessment of the number of confirmed and potential birds of prey nesting sites and breeding pairs in the study area was obtained. The status of the documented nesting sites was mostly determined and confirmed through the collection and documentation of breeding evidence in the study area (Québec Breeding Bird Atlas, 2010; Appendix 7c, Volume 2).
3.3.8.2 Regional Context Little is known about the birds of prey population of the Otish Mountains region. Most of the entries from the Study of bird populations in Québec (Étude des populations d'oiseaux du Québec - EPOQ, 2010; Appendix 7d, Volume 2) for this region focus on the territory south of the study area, near Lake Albanel and Camp Tournemine. The references are limited to the species typically found in abundance in the boreal forest: Osprey, Red-tailed hawk, American kestrel and Sharp-shinned hawk. According to recent inventories, the proposed Albanel-Témiscamie-Otish National Park area is home to 13 species of diurnal birds of prey and six nocturnal species (Hébert, 2006; Gagnon, 2010). Surveys recently conducted by Strateco Resources (2009) confirm the presence of the Bald eagle, Northern hawk owl and Boreal owl in the central sector for the proposed road corridor. The feasibility study for the extension of Route 167 to the Otish Mountains completed by Genivar (2009) included one documented observation of a Golden eagle in flight near the Témiscamie River and km 155 of the proposed road extension. Bald eagles have been observed near km 172, and Great grey owls near km 165. According to the literature, the preferred breeding habitats for two species designated as ‘vulnerable’ in Québec, the Golden eagle and the Bald eagle, might be found in the study area or surrounding lands (Robert, 1995b; Bird and Henderson, 1995). However, there is no mention of these species nesting in the study area as reported in the Québec endangered bird populations nesting site tracking database (SOS-POP, 2010; Appendix 7d, Volume 2).
3.3.8.3 Detailed Description
Inventory conditions The inventory was conducted on generally clear, precipitation-free days, resulting in survey conditions deemed good to excellent (Appendix 7e, Volume 2). Flights were suspended on the morning of June 1 due to reduced visibility caused by heavy rain and low clouds. Generally, the winds did not exceed 15 km/h during the aerial survey of the study area. However, unexpected gusts of wind at one cliff in the Otish Mountains area prevented the helicopter from hovering or getting close to the cliff. Overall, the survey conditions were generally suitable for this type of inventory.
Species richness and abundance Data obtained from the inventories completed in 2010 and the 2009 surveys conducted along the road corridor as part of the 2009 feasibility study (Genivar, 2009) identified at least six species of diurnal birds of prey and one nocturnal species in the study area, during the breeding season (Appendix 7f, Volume 2). These species are: Osprey, Bald eagle, Northern harrier, Red-tailed hawk, Golden eagle, Merlin, and Great grey owl. Among them, three are confirmed breeders: Osprey, Northern harrier, and Red-tailed hawk.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 119 - Environmental and social impact assessment In total, five breeding pairs were confirmed in the extended study area including Ospreys (3), Northern harriers (1) and Red-tailed hawks (1) (Table 3.31; Appendix 7h, Volume 2). There were three occupied nesting sites in 2010. The first nest, occupied by a pair of Ospreys, is located 400 m from the road, at km 31. Another pair of Osprey occupied the second nest, located 430 m from the road, at km 129 (Photo 75). These two nests, in excellent condition, were located in a Black spruce- moss forest, less than 250 m from a waterbody or a watercourse. The third active nesting site, occupied by a pair of Northern harriers, is located in a marsh, 470 m from the road, at km 206. A female was incubating 4 eggs on June 25. Table 3.31 Number of occupied nesting sites, and number of birds of prey breeding pairs (confirmed and potential) observed in the study area in 2010 Species Number of nesting Number of breeding Number of breeding sites occupied pairs (confirmed) pairs (potential) Osprey 2 3 3 Northern harrier 1 1 1 Red-tailed hawk 0 1 12 Golden eagle 0 0 1 Merlin 0 0 1 Up to 12 potential breeding pairs of Red-tailed hawks were recorded (Table 3.31), which makes this species the most abundant birds of prey in the study area. During breeding season, Red-tailed hawks seek forest clearings and open areas, building their nest in the tallest mature trees (Chagnon and Bombardier, 1995). The study area encompasses numerous open areas, such as burns and bogs, bordered by mature forests. In addition to the confirmed breeding pairs of Ospreys, there were an equal number of potential pairs in the study area (Table 3.31). The entire study area lies within this species known range. In Northern Québec, the Osprey’s preferred habitat consists of a mosaic of black spruce forests interspersed with waterbodies and watercourses (Poole et al., 2002). This habitat is relatively abundant throughout the study area, both north and south. It is possible that other species, like the Great horned owl, Northern hawk owl and Boreal owl could be found in the study area (nocturnal species are typically under-represented in this type of inventory). In the past, some of these species have been found near the study area (Strateco Resources, 2009).
3.3.8.4 Special status species Many lone juvenile Bald eagles have been observed during the different inventories conducted in the study area. However, no adult specimens or nesting sites have been observed, despite the number of large lakes and rivers bordered by mature forests, which is this species’ preferred breeding habitat (Buehler, 2000). The species does not appear to reproduce in the study area. However, an occupied nest as well as an alternative5 Bald eagle nest, located approximately 160 m apart, were found July 4 about 3.7 km east of the road alignment, just over 2 km from the limit of a potential borrow pit (Appendix 7h, Volume 2). Although two adults were flying nearby and fish remains were found at the basis of the nest, the nest was empty and there were signs of predation. In the study area, there are numerous burn areas adjacent to several of the large waterbodies. These are not conducive to nesting activities, and may provide an explanation for the absence of Bald eagle nests in the study area. An adult Golden eagle (potentially one of a breeding pair) was observed in flight near km 155 on May 31. A similar observation was documented in the same area (Genivar, 2009). However, inspection of the cliffs nearby did not reveal any nesting activity. Overall, the study area provides
5 Presumably occupied in previous years due to old fish remains at the bottom of the structure.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 120 - December 2010 - 58093 very little nesting potential for this species because the topography is relatively flat. Although a few cliffs are found in the area of km 155, they are not particularly steep and do not provide the requisite overhangs and cornices typical of Golden eagle nest sites (Photo 76).
3.3.9 Forest Birds
3.3.9.1 Methodology The objectives of the survey were to identify the various bird species (Woodpeckers, tetraonids and passerines) that inhabit the study area during breeding season, to determine their abundance (using the IRA and FRC methods) and to identify their preferred habitats and nesting areas. The counts were also intended to confirm the presence and assess the abundance of special status bird species in the habitats affected by the project, including the Olive-sided Flycatcher, the Common Nighthawk and the Rusty Blackbird. The bird counts were conducted during the nesting period, from June 17 to July 4, 2010. The helicopter carrying the counting crew would take off as early as possible in the morning, as soon as weather and visibility permitted. The actual readings were done in the morning, generally before 10:00am. The point count method recommended by Environment Canada (1997) was developed by combining two techniques, the fixed-radius point count (FRC; Bibby et al., 2000) and the index of relative abundance (IRA; Blondel et al., 1970). This method involves counting all birds seen or heard at fixed-point stations located in main habitat types within the study area. Observations are then recorded according to two distinct sets of parameters: the distance from the observer (radius of 0-50 m or 50-100 m; FRC), or according to an unlimited radius (IRA). At each station, counts were conducted during two successive five minute listening periods. Following the listening periods, the calls of three tetraonid species potentially found in the study (i.e. the Spruce Grouse, Willow Ptarmigan and Ruffed Grouse) were broadcast with a Sony 5 544 MP3 player connected to a Logitech Pur-fi Anywhere 2 loudspeaker system. This approach was based on the method employed by Lemay and Ferron (1987) and Turcotte et al. (1993). While these recordings were being played, the observers walked a circular path approximately 100 m from the listening station looking for presence evidences of these species and other bird species, as well as any indications of nesting activity. During the hike from the helicopter landing site to the listening station, any direct sighting of tetraonids and any discovery of droppings, nests or drumming was also documented. These observations were recorded in a separate column of the data sheet. If additional pairs of forest birds were detected during the tetraoinid calls playback, they were also noted in a separate column of the data sheet, which provided a clear indication of the supplemental information obtained during those extra fifteen minutes spent surveying the area around the listening station. The entire point count procedure took approximately 60 minutes per listening station. A total of 132 listening stations were randomly distributed along the proposed road alignment in order to obtain a reasonable representative sampling of the study area’s various habitats (Table 3.32; Map 3.5; Volume 3; Appendix 7i; Volume 2). Ten of these stations encompassed two distinct habitats (bringing the total to 142) in order to account for the bird species most often found in these ecotones. The nomenclature of the habitat types used in classifying the listening stations is based on the vegetation classes described in Section 3.1.1. The initial distribution of the listening stations by habitat class was based on the review of the preliminary terrestrial vegetation maps prior to the fieldwork. Following the field validation of the vegetation classes in late July, adjustments were made to the initial vegetation classification, resulting in slight differences in the representativeness of the habitats where the surveys were conducted. For logistical purposes, the work at the listening stations was conducted in the northern half of the study area first, followed by the southern half.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 121 - Environmental and social impact assessment Table 3.32 Distribution of listening stations throughout the study area, by main habitat type
Habitat Habitat sub-type Study area Listening stations
Surface Percentage Number Percentage area (ha) (%) (%)
Terrestrial environments
Coniferous stands Dense black spruce-moss stand 711.9 4.9 7 4.9
Open black spruce-moss stand 3,613.0 25.0 13 9.1
Open black spruce-lichen stand 2,950.1 20.4 23 16.1
Jack pine stand 982.4 6.8 3 2.1
Total 8,257.4 57.2 451 32.2
Mixed stands with coniferous species dominant 137.6 1.0 10 7.0
Regeneration Recent burned area (less than 10 years) 2,148.9 14.9 17 11.9
Deciduous regeneration2 6.9 <0.1 0 0.0
Coniferous regeneration 241.1 1.7 10 7.0
Total 2,396.9 16.6 27 18.9
Dry barrens 949.9 6.6 2 1.4
Anthropogenic 202.3 1.4 2 1.4
Wetlands
Bogs Wooded bog 329.6 2.3 5 3.5
Open bog 1,071.9 7.4 31 21.7
Open fen 70.6 0.5 4 2.8
Total 1,472.1 10.2 40 28.0 Habitat Habitat sub-type Study area Listening stations
Surface Percentage Number Percentage area (ha) (%) (%)
Riparian environments Swamp 132.7 0.9 11 7.7
Marsh 8.4 0.1 4 2.8
Grass beds 29.4 0.2 1 0.7
Total 170.5 1.2 16 11.2
Aquatic environments3 842.7 5.8 0 0.0
Grand total (all habitats) 14,429.4 100.0 1424 100.0
1 Station 102 covered two coniferous stand sub-types; nevertheless, it only counts as one station in the overall total. 2 This habitat was not sampled, as it was not indicated on the preliminary list of habitats provided to the inventory team. 3 The waterbodies and watercourses were not considered as habitats in themselves, but were included in the habitats surrounding the listening stations. 4 The number of stations shown differs from the actual number of stations, as the 0-50 m radius of 10 stations overlapped two habitats each.
The team of two observers were transported to the listening stations by helicopter. In order to optimize transportation and inventory activities, listening stations were typically grouped in pairs at least 250 m apart, and both observers were dropped off close by, at the same time. As a rule, the pairs of listening stations were located on opposite sides of a kilometre point, within a radius of approximately 150 m. The actual direction from the kilometre point was established randomly. The final location of each listening station was determined in the field. In most instances, the specific location of each station was adjusted so that the entire FRC area would encompass a single habitat polygon (while maintaining the minimum 300 m distance from the neighbouring station). In general, the polygon forming the largest part of the FRC area was selected. In smaller habitat areas (ponds, streams, etc.), if it proved difficult to limit the listening station to a single habitat, the listening site was designated as a mixed location and would encompass the smaller (target) habitat along with the surrounding habitat. In such cases, the bird species associated with each habitat were compiled separately by the observer. For each listening station, the observer needed to fill two types of data sheet: the visual data sheet, providing the baseline information and indicating the spatial distribution of bird species observations around the observer; and the result data sheet, providing a detailed written description of the observations (Appendix 7a, Volume 2). Photographs of each habitat were taken from the listening station and from above, during the flyover. The main data collected included: The listening station geographic coordinates (GPS, NAD 83); The start and end time of observation activities6; The habitat visited; The weather conditions (cloud cover, precipitation, wind speed - based on the Beaufort Scale classes, the temperature and any other conditions affecting survey activities); For each species, the number of individuals seen or heard, along with the most definitive atlas code (Appendix 7c, Volume 2); The time of observation, based on five predefined time spans (prior to the listening period, minutes 0-5, minutes 5-10, minutes 10-25 and during the hike back to the helicopter); The distance class (0-50 m, 50-100 m) between the bird and the observer; Any species observed during travel to and from the listening stations or beyond the FRC outer boundary. Each bird seen or heard was charted on the site map (visual data sheet) using a standardized 4-letter code based on the French name of the species. Particular attention was given to determining the specific location of the birds located in the 0-50 m and 50-100 m FRC zones. To avoid counting any individual bird more than once, the birds in question observed or suspected movements were shown as arrows on the visual indicators data sheet. The time of observation of each bird was recorded. Whenever possible, non-vocalizing males and female birds were identified as such.
6 The first time inscription indicated the start of the hike to the station. The second inscription indicated the start of survey activities. The third inscription was recorded just before arriving back to the helicopter.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 124 - December 2010 - 58093 Data Analysis The list of forest bird species found in the study area was developed by combining observation data collected in the proposed road corridor in 2009 (Genivar, 2009) and in 2010. The species richness (number of species) was determined based on all individual sightings collected using the IRA approach for each of the five time spans. The birds surveyed at each station were sorted by numbers of breeding pairs in order to determine the maximum abundance of breeding pairs for each species within the 0-50 m FRC zone. This compilation included the observations of breeding pairs recorded during the 10-minute listening periods, along with those added during the subsequent 15-minute ‘supplemental search’ period. In keeping with the generally recognized standards and practices, any vocalizing male, pair of individuals, adult showing agitated behaviour or any proof of nesting (e.g. CN, AT, JE, etc.) was counted as a breeding pair. All other individuals were identified as one-half of a pair. Birds observed in flight over the listening station were not counted as breeding pairs. However, those observed in flight through the 0-50 m FRC zone were included in the tabulation of breeding pairs. In each habitat, the constancy of occurrence of breeding pairs was calculated for each species. The constancy of occurrence is defined as the fraction of the total number of survey stations in a particular habitat where a specific species was recorded. In addition, the density of breeding pairs index was also calculated for each species in each habitat, using the total number of breeding pairs observed in the 0-50 m FRC zone only (Ralph et al., 1995). Given the overlap of two habitats in the 0-50 m FRC zones of eleven listening stations, the density index and accompanying standard error were estimated in the form of a ratio, as described in Lohr (1999, section 3). A standard equality test between habitats (Cochran’s chi-square test; Shoukri and Pause, 1999) was subsequently performed to determine if there were any habitat-related differences in the overall density of breeding pairs throughout the areas surveyed. Finally, the proportion of listening stations with at least one documented indication of the presence of tetraonids was calculated.
3.3.9.2 Regional Context The forest avifauna is not very well known in the area, as ornithologists do not frequently visit the area. A search in the data base of Study of Bird Populations in Québec (EPOC, 2010; Appendix 7d, Volume 2) noted the presence of 47 forest bird species for the region between Lake Albanel and the Otish Mountains inclusive, approximately between longitude 71°15'00'' O and 73°48'00'' O and the latitudes 50°52'00'' N and 53°00'00'' N. All of the bird species found are located in the southern part of the study area, around Lake Mistassini and Lake Albanel. The majority (95%) of them date back to 2003. Recent surveys have been performed in or near the study area. The bird survey conducted by Genivar (2009), using automated recording devices along the different options of road alignments in the study area, noted the presence of 44 species of forest birds, including three at risk species – the Common Nighthawk, Olive-sided Flycatcher and Rusty Blackbird. Strateco Resources (2009) reported the presence of 39 species of nesting forest birds including the Rusty Blackbird. Overall, forest birds are of little interest (from a hunting standpoint) to the Cree. However, as an exception, grouse are seen as a prized small-game species.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 125 - Environmental and social impact assessment 3.3.9.3 Detailed description
Survey conditions The conditions were generally good at the start of the survey (Appendix 7e, Volume 2), which certainly helped with bird observations in the northern section of the study area. During the second part of survey further south, the weather was less amenable. Fog and rain delayed the start of the fieldwork on four days, and suspended the inventory for two entire days. The air temperature ranged between 1°C and 26.9°C. The cloud cover was below 80% during 56% of the forest visits, and the wind speed was below 20 km/h 78% of the time. Under optimum conditions, the survey work at listening points was conducted over approximately five hours each morning. Survey staff typically reached the first listening station by 5:00am and took off from the last station by approximately 10:00am.
Species richness and relative abundance Based on all available data from all relevant observation activities (methods notwithstanding) including fortuitous observations and survey work from 2009 (Genivar, 2009), a total of 62 species of land birds were identified in and around the study area (Appendix 7f, Volume 2). Three of these species have legal status: Common Nighthawk, Olive-sided Flycatcher, and Rusty Blackbird (details in section 3.3.9.4). Nesting evidence (transportation of food, presence of nests, observation of young) was confirmed for 27 species. The Canada Jay, known as an early breeder, had the largest number of juveniles. The nests of the Dark-eyed Junco, Ruby-crowned Kinglet, Bohemian Waxwing (Photo 77) and Arctic Three-toed Woodpecker were also documented. Based on the data collected, the study area includes 25 potential breeding species and 8 probable breeding species. The species most frequently observed by the IRA method are the White-winged Crossbill, White-throated Sparrow, Ruby-crowned Kinglet, Dark-eyed Junco and Hermit Thrush (45.6% of all observations). The species most frequently identified in the 0-50 m DRC zones are the White-winged Crossbill, White-throated Sparrow, Dark-eyed Junco, Ruby-crowned Kinglet and Yellow-rumped Warbler (37% of all observations). The Ruby-crowned Kinglet, White-throated Sparrow, Hermit Thrush, Yellow-rumped Warbler, Dark-eyed Junco, White-winged Crossbill are the species most regularly observed (Table 3.33). By contrast, six species were observed only once throughout the survey: the Song Sparrow, American Crow, Grey-cheeked Thrush, Black-throated Blue Warbler, American Redstart and Black-and-white Warbler (Appendix 7g, Volume 2). Despite the significant inventory effort carried out (over 135 inventory hours) few birds of those species were observed at each station. It therefore seems likely that the low occurrences of birds observed is indicative of low population densities throughout the study area. Species in the study area must indeed cope with a short growth period and average temperatures that are a lot less favourable than in southern Québec (Hébert, 2006), which could affect the density of bird populations at these latitudes.
Habitat use Forest birds’ richness is higher in conifer stands, along riparian habitats or in regeneration areas, with 28, 23 and 22 species observed respectively. Species numbers and diversity were lower in anthropogenic areas and the dry barren environments with only three and two species observed respectively (Table 3.34). Some species like the Canada Jay, Dark-eyed Junco, Ruby-crowned Kinglet and Hermit Thrush seem well distributed throughout the study area, as they were observed in five or six distinct habitats.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 126 - December 2010 - 58093 Table 3.33 Constancy of occurrence of forest birds observed in the 0-50 m section of the listening station, for the main study area habitats Dry Mixed Riparian Coniferous Anthropogenic Bogs Regeneration Species barrens stands environments stands (n = 2)1 (n = 40) (n = 27) (n = 2) (n = 10) (n = 16) (n = 45) Spruce Grouse - - - - - 0.03 - Arctic Three-toed - - - - - 0.02 - Woodpecker Black-backed Woodpecker ------0.08 Northern Flicker - - - - 0.06 - 0.04 Yellow-bellied Flycatcher - - 0.20 - - 0.05 - Alder Flycatcher - - - - 0.25 - 0.15 Least Flycatcher - - 0.10 - 0.06 0.05 - Solitary Vireo - - 0.20 - - - - Philadelphia Vireo - - 0.10 - - - 0.04 Red-eyed Vireo - - 0.10 - - - - Canada Jay - - - 0.03 0.13 0.55 0.12 Tree Swallow 0.50 - - 0.19 0.19 0.09 - Boreal Chickadee - - - - - 0.09 - Golden-crowned Kinglet - - 0.50 - - 0.07 - Ruby-crowned Kinglet - - 0.10 0.03 0.13 0.39 0.12 Swainson's Thrush - - 0.20 - - 0.09 - Hermit Thrush - - 0.10 0.06 0.06 0.20 0.27 American Robin - - - 0.09 0.19 0.09 0.19 Bohemian Waxwing - - - - - 0.02 0.12 Cedar Waxwing - - - 0.06 - - - Tennessee Warbler - - 0.20 - 0.06 0.02 0.08 Orange-crowned Warbler - - - - - 0.02 0.04 Yellow Warbler - - - - 0.50 0.02 - Magnolia Warbler - - 0.50 - - 0.07 0.04 Black-throated Blue - - 0.10 - - - - Warbler Yellow-rumped Warbler - - 0.30 0.03 0.25 0.27 0.23 Black-throated Green - - 0.30 - - - - Warbler Palm Warbler - - - 0.03 - 0.02 0.04 Blackpoll Warbler - 0.50 0.10 0.09 0.25 0.07 0.08 Dry Mixed Riparian Coniferous Anthropogenic Bogs Regeneration Species barrens stands environments stands (n = 2)1 (n = 40) (n = 27) (n = 2) (n = 10) (n = 16) (n = 45) Northern Waterthrush - - - - 0.25 - - Common Yellowthroat - - - - 0.13 - - Wilson's Warbler - - - - 0.38 0.05 0.12 Savannah Sparrow - - - 0.41 0.06 - 0.04 Fox Sparrow - - - - 0.19 0.14 0.04 Song Sparrow - - - - 0.06 - - Lincoln's Sparrow - - - 0.34 0.19 - 0.15 Swamp Sparrow - - - 0.03 0.44 - - White-throated Sparrow - 1.00 0.20 0.19 0.13 0.23 0.62 White-crowned Sparrow - - - 0.03 - 0.09 - Slate-colored Junco 0.50 - 0.20 0.13 - 0.45 0.31 Rusty Blackbird - - - 0.09 0.25 - - Red Crossbill - - - - - 0.16 - White-winged Crossbill - - 0.20 0.13 0.06 0.30 0.23 1 n = number of listening stations, including the habitat encompassed only part of the station.
Anthropogenic environments Anthropogenic environments are defined as areas highly modified by man (Photo 78). It is likely that species richness (3 species, Table 3.34) is underestimated in this type of habitat due to the smaller number of listening stations in this category. Taking into account the observations noted in the 100 m-radius for this habitat, species richness reached nine species. The two species observed in the 0-50 m section of the FRC area were the Tree Swallow and the Dark-eyed Junco. Given the small sample size, it was not possible to calculate breeding pair density index for this habitat. Table 3.34 Species richness and index of average density per hectare (± standard error) of breeding pairs of forest birds, per habitat1 Richness Habitat Density index (pairs/ha) (number of species) Anthropogenic (n = 2) 3 n/a2 Dry barrens (n = 2) 2 n/a Mix stands (n = 10) 19 5.29 ± 1.00 Bog (n = 40) 17 2.18 ± 0.26 Riparian (n = 16) 23 7.23 ± 0.95 Conifer stands (n = 45) 28 4.02 ± 0.46 Regeneration (n = 27) 22 4.19 ± 0.91
1 Calculations are based on observations of pairs in the 0-50 m section of the FRC listening station for a period of 0-25 minutes. 2 The density index could not be calculated due to small sample size (n = 2 stations). Dry barrens Dry barrens are characterized by bare ground (Photo 79). Only two stations were located and monitored in this type of habitat. In the 0-50 m section of the FRC area, two species were abundant: the White-throated Sparrow and Blackpoll Warbler. The presence of additional three species was recorded in the area located between 50 m and 100 m from the observer. It was not possible to calculate a density index of breeding pairs in this habitat as the numbers were too low. Mixed stands Mixed stands in the study are exclusively mixed forests dominated by conifers (Photo 80). Ten survey stations were included in this habitat and 19 bird species were observed in the 0-50 m sections of these listening stations, with an average density index of 5.29 ± 1.00 pairs/ha (Table 3.34). The species most frequently found in this type of habitat are the Magnolia Warbler and the Golden-crowned Kinglet, as they were both observed at 50% of the stations (Table 3.33). Along with the Yellow-rumped Warbler (0.54 ± 0.29 pairs/ha) these species were also the most abundant ones in this type of habitat (0.80 ± 0.39 and 0.54 ± 0.21 pairs/ha; Table 3.35).
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Photo 78 Man-made environment Photo 79 Dry barren (km 193) (km 240) (June 25, 2010) (June 21, 2010)
Photo 80 Conifer-dominant mixedwood Photo 81 Open Bog (km 203) stand (km 9) (June 17, 2010) (June 21, 2010)
Photo 82 Swamp (km 162) Photo 83 Dense spruce-moss stand (June 23, 2010) (km 14) (June 18, 2010)
Table 3.35 Specific Density Index1 (± standard error) of forest bird breeding pairs, per habitat Riparian Coniferous Mixed stands Bogs Regeneration Species environments stands (n = 10) (n = 40) (n = 27) (n = 16) (n = 45) Spruce Grouse - - - 0.02 ± 0.02 - Arctic Three-toed Woodpecker - - - 0.03 ± 0.03 - Black-backed Woodpecker - - - - 0.10 ± 0.01 Northern Flicker - - 0.09 ± 0.09 - - Yellow-bellied Flycatcher 0.27 ± 0.18 - - 0.06 ± 0.04 - Alder Flycatcher - - 0.30 ± 0.15 - 0.19 ± 0.09 Least Flycatcher 0.13 ± 0.14 - 0.26 ± 0.26 0.09 ± 0.06 - Solitary Vireo 0.27 ± 0.18 - - - - Philadelphia Vireo 0.13 ± 0.13 - - - - Red-eyed Vireo 0.13 ± 0.13 - - - - Canada Jay - 0.04 ± 0.04 0.04 ± 0.04 0.28 ± 0.08 0.14 ± 0.08 Tree Swallow - 0.16 ± 0.06 0.17 ± 0.10 0.08 ± 0.04 - Boreal Chickadee - - - 0.11 ± 0.05 - Golden-crowned Kinglet 0.54 ± 0.21 - - 0.06 ± 0.04 - Ruby-crowned Kinglet 0.13 ± 0.13 0.04 ± 0.04 0.13 ± 0.09 0.54 ± 0.12 0.22 ± 0.15 Swainson's Thrush 0.20 ± 0.15 - - 0.09 ± 0.05 - Hermit Thrush 0.13 ± 0.13 0.07 ± 0.05 0.09 ± 0.09 0.20 ± 0.07 0.24 ± 0.09 American Robin - 0.09 ± 0.05 0.35 ± 0.26 0.11 ± 0.05 0.17 ± 0.07 Bohemian Waxwing - - - 0.02 ± 0.02 0.05 ± 0.03 Cedar Waxwing - 0.05 ± 0.04 - - - Tennessee Warbler 0.27 ± 0.18 - 0.09 ± 0.09 0.03 ± 0.03 0.10 ± 0.07 Orange-crowned Warbler - - - 0.03 ± 0.03 0.05 ± 0.05 Yellow Warbler - - 1.13 ± 0.34 0.03 ± 0.03 - Magnolia Warbler 0.80 ± 0.39 - - 0.09 ± 0.05 0.05 ± 0.05 Black-throated Blue Warbler 0.13 ± 0.13 - - - - Yellow-rumped Warbler 0.54 ± 0.29 0.02 ± 0.02 0.26 ± 0.12 0.34 ± 0.10 0.36 ± 0.11 Black-throated Green Warbler 0.04 ± 0.20 - - - - Palm Warbler - 0.04 ± 0.04 - 0.03 ± 0.03 0.05 ± 0.05 Blackpoll Warbler 0.13 ± 0.13 0.11 ± 0.06 0.43 ± 0.21 0.09 ± 0.05 0.10 ± 0.07 Northern Waterthrush - - 0.43 ± 0.21 - - Common Yellowthroat - - 0.17 ± 0.12 - - Wilson's Warbler - - 0.52 ± 0.19 0.06 ± 0.04 0.14 ± 0.08 Savannah Sparrow - 0.21 ± 0.08 0.09 ± 0.09 - 0.05 ± 0.05 Riparian Coniferous Mixed stands Bogs Regeneration Species environments stands (n = 10) (n = 40) (n = 27) (n = 16) (n = 45) Fox Sparrow - - 0.35 ± 0.20 0.11 ± 0.05 0.02 ± 0.02 Song Sparrow - 0.09 ± 0.09 - - Lincoln's Sparrow - 0.40 ± 0.11 0.26 ± 0.14 - 0.26 ± 0.13 Swamp Sparrow - 0.04 ± 0.04 1.30 ± 0.48 - - White-throated Sparrow 0.40 ± 0.29 0.19 ± 0.09 0.17 ± 0.12 0.32 ± 0.11 1.08 ± 0.25 White-crowned Sparrow - 0.04 ± 0.04 - - 0.19 ± 0.09 Slate-colored Junco 0.20 ± 0.14 0.12 ± 0.06 - 0.54 ± 0.09 0.36 ± 0.11 Rusty Blackbird - 0.11 ± 0.06 0.39 ± 0.20 - - Red Crossbill - - - 0.03 ± 0.02 - White-winged Crossbill 0.20 ± 0.14 0.07 ± 0.03 0.04 ± 0.04 0.31 ± 0.09 0.17 ± 0.07 1 Calculation based on breeding pair observations in the 0-50 m section of the listening stations. Density indexes for the Anthropogenic and Dry barrens habitats were not calculated given the limited size of the survey sample (n=2 stations) in these habitats.
In general, mixed stands contained a higher density of breeding pairs compared to bogs (p <0.05). There was not a significant difference in density in relation to other habitats (excluding anthropogenic areas and dry barrens due to a smaller number of sampling stations in these areas). Bogs Forest bogs, open bogs and open fens were grouped under the term "bog" (Photo 81) to differentiate them from other types of wetlands, which show marked differences in term of birds’ abundance and diversity. The variety of species observed in the 0-50 m-radius amounted to 17 species (Table 3.34) among bogs. The total density of breeding pairs was the lowest of all habitats, with only 2.18 ± 0.26 pairs/ha. The species found with more regularity and in greater abundance included the Lincoln's Sparrow, Savannah Sparrow and White-throated Sparrow (Tables 3.33 and 3.35). These species are typical of this type of environment (Langevin, 1995; Bonneau, 1995). Riparian environments Riparian habitats include swamps (Photo 82), marshes and grass beds. They were reviewed separately from the bogs, due to major differences between the two environments. This category of habitat had one of the highest variety of species, i.e. 23 (Table 3.34). It also has the highest density of breeding pairs with 7.23 ± 0.95 pairs/ha. The Yellow Warbler, Wilson’s Warbler, and Swamp Sparrow were the species most commonly found in this habitat (Table 3.33). The Swamp Sparrow also has the highest population density in this habitat (Table 3.35). Coniferous stands Coniferous stands in the study area include dense and open spruce-moss stands, open spruce-lichen stands and jack pine stands (Photos 83 and 84). These were a total of 45 bird survey stations in these habitats, which makes it the most sampled habitat. A total of 28 forest bird species were documented in the 0-50 m sections of the FRC stations. The average density of the forest bird species was 4.02 ± 0.46 pairs/ha, which is significantly lower than what was observed in the Riparian habitat category. The most common species present are the Canada Jay (55% of stations), Dark-eyed Junco (45%) and Ruby-Crowned Kinglet (39%). They were also among the most abundant, with 0.28 ± 0.08, 0.54 ± 0.09 and 0.54 ± 0.12 pairs/ha, respectively. The Ruby-crowned Kinglet and Dark-eyed Junco were also noted most frequently and in greater abundance in this habitat, compared to others. Regeneration Regenerating habitats found in the study area include recent burns (less than 10 years) and areas of both coniferous and deciduous forest regeneration (photos 85 and 86). A total of 22 species were recorded in the 0-50 m FRC sections of the study area (Table 3.34). The pair density index was 4.19 ± 0.91 pairs/ha. The White-throated Sparrow is the most common species, with a constancy of occurrence of 62% in this habitat (Table 3.33) and a density index of 1.08 ± 0.25 pairs/ha (Table 3.35).
Tetraonids During the tetraonids survey (Spruce Grouse, Willow Ptarmigan and Ruffed Grouse) only one species was observed during breeding season – the Spruce Grouse. (Appendix 7d, Volume 2; photos 87 and 88). The playback of recorded tetraonid calls did not yield any responses, and all Spruce Grouse observations were made as the observers walked from the helicopter landing site to the listening stations (typically during 10-minute listening periods). It is possible that the loudspeaker system used was not powerful enough to attract the birds and prompt them to call back. However, the effectiveness of this method for these species is probably best during breeding season, which at this latitude generally occurs in May (Lemay and Ferron, 1987, Potvin et al., 2001).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 133 - Environmental and social impact assessment All listening stations combined, three male Spruce Grouse and two family groupings were identified, along with four signs of the presence of the species (droppings). In total, the presence of tetraonids was detected at 6.8% of listening stations (9 stations out of 132). Adding to this report, we note the fortuitous observations of three males and one family group. In terms of distribution, five observations took place in the northern section and seven in the southern section of the study area. During the survey, there were no direct observations of Willow Ptarmigan at the listening stations in the study area. However, the sighting of a male Willow Ptarmigan on June 22 at one of the Otish Mountains peaks (Photo 89), approximately 3 km east of the road alignment (km 152), confirms presence of the species in this area during breeding season. The first report of this species breeding in the Otish Mountains’ area dates back to 1950 (Québec Department of Recreation, Hunting and Fishing, 1988). In the study area, some potential tetraonid droppings were also sighted. Further, a highlight of the survey of large mammals and furbearing animals (Winter, 2010; Section 3.3.6) was the observation of many grouse and their tracks (Photo 90). Open areas, usually recent burns and some riparian habitats were particularly noted as having tracks, and some were also found along shorelines. Nevertheless, those tracks did not make it possible to determine if they were Willow Ptarmigan or Rock Ptarmigan, since both species can be found at these latitudes during winter (Québec Department of Recreation, Hunting and Fishing, 1988). No evidences of the Ruffed Grouse have been found in the study area. Given the virtual absence of hardwood trees, it is unlikely that this species occupies this area. The Ruffed Grouse is a species associated with trembling aspen stands (Rusch et al., 2000), which are only found in the first few kilometres of the planned road alignment, down south.
3.3.9.4 Special Status Species Three forest bird species with special protection status in Québec (The Act respecting threatened or vulnerable species - ARTVS) or Canada (Species at Risk Act - SARA) have been identified during all the surveys carried out in the study area, including the observations noted in 2009. These species are the Common Nighthawk, the Olive-sided Flycatcher and Rusty Blackbird.
Common Nighthawk The Common Nighthawk is likely to be designated threatened or vulnerable in Québec and is on the threatened species list in Canada. The presence of this species was recorded several times (eight stations out of 18) during surveys conducted as part of the pre-feasibility study for the roadway extension (Genivar, 2009). However, there was no evidence of its presence in 2010. The eight observation stations where this species was observed in 2009 were located between km 50 and 228, but 62% of these were between km 50 and 100. Given these past observations, the species was noted as possibly nesting in the area. The nesting habitat of the Common Nighthawk usually consists of open environments with little or no vegetation (Limoges, 1995). In the study area, this would include the dry barrens, recent burns and anthropogenic sites. These habitats cover 6.6%, 14.9% and 1.4% of the study area, respectively.
Olive-sided Flycatcher The Olive-sided Flycatcher is likely to be designated threatened or vulnerable in Québec and is classified as a threatened species in Canada. It was observed at 11 stations in the study area, but outside the 50 m radius in each instance, therefore preventing the observation from being included in the density index. The observations were in open and semi-open habitats, open black spruce-moss and open black spruce-lichen stands, open recent burn areas, and open bogs. In total, these habitats cover 25.0%, 20.4%, 14.9% and 7.4% of the study area, respectively. The presence of the Olive-sided Flycatcher was noted in both the southern part of the study area (km 28) and in
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 134 - December 2010 - 58093 the northern part (km 240). In addition, Olive-sided Flycatcher nesting events were confirmed in the study area, as a family group was sighted in an open black spruce-lichen stand (km 28).
Rusty Blackbird The Rusty Blackbird is likely to be designated as threatened or vulnerable in Québec, and is noted as a species of concern in Canada. In total, this passerine was detected at 26 stations in the study area, including seven inside the 50 m radius FRC stations. This species is distributed over the entire study area, as it was found from km 36 to km 240. The Blackbird was observed more frequently in wetlands (Table 3.33). The number of pairs reached 0.39 ± 0.20 ha in the wetland category that encompasses swamps, marshes and grass beds (Table 3.35). Within the 50-100 m FRC areas, pairs of birds were found in wooded bogs, open bogs, open black spruce-moss stands, open black spruce-lichen stands, marshes and swamps. These habitats cover 2.3%, 7.4%, 25.0%, 20.4%, 0.1% and 0.9% of the study area, respectively. There were several confirmed sightings of Rusty Blackbirds exhibiting nesting behaviour in the study area. An active nest (Photo 91) and several observations of individuals transporting food were noted.
Other species of interest Though they have no legal status, some species of special interest were found in the study area. Breeding records or sightings were confirmed for a few species of interest for the first time in the region or in Québec. This is particularly true of Bohemian Waxwings, a species well known in Québec but mostly observed in winter. Although individuals have been steadily observed during the breeding season in the past, the actual nesting of the species had not been confirmed to date in Québec (Letourneau, 1995). The discovery of a nest where a female was incubating eggs (Photo 77) and the observation of adults building a nest in the study area in summer 2010, provides the first documented evidence of this species nesting in the province. The Eastern Bluebird, although having no status, is also of special interest in the study area. In total, four males were heard in a burned area. These reports are the most northern recorded in Québec to date, along with those of the birds in the lowlands of Rupert Bay (Banville and Robert, 1995).
3.4 Social environment A local study area (Map 3.7) was defined to assess the social and economic impacts of the project on the communities of Mistissini and Chibougamau. In June and July 2010, consultations were held in both these communities with stakeholders from various sectors to establish a profile of the region and to work with those involved to identify the potential impacts of the project and mitigation measures. Appendices 8a and 8b (Volume 2) present the questionnaire used, the key points raised during these consultations, and the list of stakeholders consulted. Occasionally, data will be presented on the municipality of Chapais (44 km from Chibougamau) and the Cree village of Oujé-Bougoumou (58 km) which may also be affected by the project, given their relative proximity. Along with Nemaska and Waswanipi, all of these communities are part of supralocal joint tables, given that they have a number of shared interests with regard to development in the southern part of Nord-du-Québec.
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Photo 84 Open spruce-lichen stand Photo 85 Coniferous regeneration (km 28) (June 18, 2010) (km 194) (June 20, 2010)
Photo 86 Recent burn (km 143) Photo 87 Spruce grouse droppings (June 24, 2010) (Km 9) (June 17, 2010)
Photo 88 Male Spruce grouse (Km 240) Photo 89 Willow ptarmigan habitat (June 20, 2010) (km 152) (June 22, 2010)
Photo 90 Ptarmigan sp. in winter Photo 91 Rusty Blackbird nest (km 240) (km 240, Camp Lagopède) (June 20, 2010) (March 18, 2010)
A regional study area (Map 3.8) was defined to support the assessment of direct and indirect economic and social impacts on the region; this is particularly useful when the local communities cannot provide all of the necessary resources for such a project. The regional study area includes Jamésie,7 Eeyou Istchee,8 Saguenay–Lac-Saint-Jean (more specifically Roberval and St-Félicien) and the Abitibi region (Val-d’Or, Rouyn-Noranda). Therefore, a profile of the local study area, that includes Chibougamau and Mistissini, has been prepared, and where applicable, compared with the profile of the regional study area to put local data into perspective. The regional comparison is based on available data for Jamésie, Eeyou Istchee, Abitibi-Témiscamingue and Saguenay-Lac-Saint-Jean.
3.4.1 Social profile
3.4.1.1 Background of the Communities
Mistissini The community of Mistissini is located on the shores of Lake Mistassini, the largest freshwater lake in Québec (176 km by 40 km). Because this extensive water system links various regions together (Saguenay–Lac-Saint-Jean and James Bay), this area has for centuries been a special gathering place for inland Crees. In addition to the Mistissini Crees, a number of hunting groups from Nitchequon9, Neoskweskau and Nemaska used to visit this site (Cree Nation of Mistissini, 2010). These various hunting groups came together in 1930 to form the initial population of Mistissini. In 1940, government assistance began with food aid and clothing allowance programs and was fully in place by the 1960s, leading the community to adopt a sedentary lifestyle. In 1975, the signing of the James Bay and Northern Québec Agreement gave the Cree communities, including Mistissini, more powers and enabled them to develop their territory more independently (Cree Nation of Mistissini, 2010). The Band Council handles administration in the community of Mistissini. The Crees currently rely on their local administration to meet their needs and use their skills in all areas of public service and as shareholders of local companies. This community shows signs of economic vitality brought about mainly by the benefits of the Paix des Braves and demographic growth, which create a need for new housing units and the creation of various businesses to serve the local interior market. Mistissini is also host to various regional headquarters of the Cree Regional Authority creating numerous jobs for the community’s residents.
7 The statistics compiled for Jamésie include the municipalities of Chapais, Chibougamau, Lebel-sur-Quévillon and Matagami, the localities of Radisson, Valcanton and Villebois, and the hamlets of Desmaraisville and Miquelon. 8 The statistics compiled for Eeyou Istchee include the nine Cree communities of Chisasibi, Eastmain, Mistissini, Oujé-Bougoumou, Waskaganish, Nemaska, Waswanipi, Wemindji and Whapmagoostui. 9 Nitchequon and Neoskweskau are former trading posts operated by the Hudson Bay Company. They were abandoned around 1950 because of low profitability and isolation.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 138 - December 2010 - 58093
Chibougamau The town of Chibougamau, the centre of activity for northern communities, is located southeast of the Nord-du-Québec administrative region, 250 km northwest of Saint-Félicien in Saguenay-Lac-Saint-Jean, 400 km northeast of Val-d’Or in Abitibi-Témiscamingue, and 700 km from Montreal. Numerous residents of neighbouring Chapais which is 44 km away, also work in Chibougamau. Two Cree communities near Chibougamau—Oujé-Bougoumou 58 km away and Mistissini 90 km away—also comprise potential users for Chibougamau’s goods and services. Chibougamau, which means “meeting place,” is the largest community in the Nord-du-Québec region with a population of 7,451 in 2009. Chibougamau was established in 1954, a few years after the first permanent road connecting Chibougamau with Saint-Félicien was completed in 1949. In the 17th century, the area was occupied by traders, trappers and explorers. In 1903, a fur trader named Peter McKenzie discovered a vein of gold-bearing quartz that prompted a mining company to settle there (Tourisme Baie-James, 2010). In the mid-19th century, a railroad between Saint-Félicien and Chibougamau was completed, allowing the mining industry to consolidate its activities in the region. Regional development has always been closely linked with the development of transportation infrastructures (road and railway) built to support the development of natural resources. The consolidation of mining exploration (gold, copper and silver), including the establishment of the Campbell mine, helped the community attract workers in the town that stayed permanently. Development peaked in 1973 when 10 mines were operating in the area and the population of Chibougamau reached 11,808 (Direction de la santé publique, 2007). Hydroelectric development in Nord-du-Québec also contributed to expansion in this region, with the construction of power lines managed out of Chibougamau and Chapais in the 1970s and 1980s. In the early 1990s, a major crisis in the mining industry had deep repercussions for Chibougamau and area. A number of mining companies had to cease operations. Insecurity linked to single-industries prompted the regional economic stakeholders to diversify the economy of Chibougamau with forestry operations and the development of the public and private service sector. The forest industry helped maintain economic activity in the region; Chantiers Chibougamau and Barrette-Chapais have become the largest employers in Chibougamau and Chapais with nearly 950 employees in 2009. Once administratively divided between Abitibi-Témiscamingue and Saguenay-Lac-Saint-Jean, the town of Chibougamau was formally incorporated into the new Nord-du-Québec region in 1987. Like all of the James Bay municipalities, Chibougamau is above all a service town built to meet developers’ needs in terms of infrastructures, and private and public services (Tourisme Baie-James, 2010).
3.4.1.2 Governance The concerned communities are located in the southern part of the Nord-du-Québec administrative region. Created in 1987, this region comprises three equivalent territories (ETs10): Kativik, Eeyou Istchee and Jamésie. Jamésie is the area occupied by non-Aboriginal people in the region; from an administrative perspective, it covers the Municipality of James Bay area which includes four municipalities (Chapais, Chibougamau, Lebel-sur-Quévillon and Matagami), three localities (Radisson, Valcanton and Villebois) and two hamlets (Desmaraisville and Miquelon). Eeyou Istchee covers the nine Cree villages of James Bay: Chisasibi, Eastmain, Mistissini, Oujé-Bougoumou, Waskaganish, Nemaska, Waswanipi, Wemindji and Whapmagoostui. Jamésie and Eeyou Istchee have governing bodies managed by various administrative entities. The adjacent administrative
10 The equivalent territory (ET) of Kativik covers all of Nunavik, except the Cree village of Wapmagoostui which is included in the ET of Eeyou Istchee.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 141 - Environmental and social impact assessment regions are Saguenay–Lac-Saint-Jean, Mauricie and Abitibi-Témiscamingue. The various administrative divisions of the area are illustrated on Map 3.8. A number of organizations have been created to manage the use of this vast northern territory and to plan its socio-economic development. The roles and responsibilities of the governing bodies most concerned by the project are described below.
Town of Chibougamau Chibougamau was constituted under the Cities and Towns Act (RSQ c. C-19) and is governed by an elected municipal council comprising one mayor and six councillors. In addition to enforcing municipal regulations, particularly traffic and parking by-laws, the Town is responsible for administering the following municipal services: library, municipal court, finance and registry, fire department, recreation, technical services, public works and urban planning (Town of Chibougamau, 2010).
Mistissini Band Council The political and administrative organization of the Cree villages is set out in the Cree Villages and Naskapi Village Act. Under this Act, each Cree village is administered by members of the Cree band council. The Mistissini Band Council comprises a chief and councillors and acts as a representative of the band in dealings with the governments while playing a political and administrative role within the community. The Band Council ensures that registered band members receive the services to which they are entitled. It has broader powers than municipal councils of Québec, because it is responsible for delivering numerous community-based services which include education, health and social services. The Band Council also has delegated regulatory powers in matters of wildlife conservation and urban planning (Cree Villages and Naskapi Village Act) and remains a key economic stakeholder with shares in various organizations or companies (Cree Nation of Mistissini, 2010).
Grand Council of the Crees and Cree Regional Authority In addition to the usual territorial administration of the Québec territory, a land regime and territory management approach were also included and defined in the James Bay and Northern Québec Agreement (JBNQA), signed in 1975 by the Grand Council of the Crees (GCC), the governments of Canada and Québec, James Bay Development Corporation (JBDC), James Bay Energy Corporation (JBEC), Hydro-Québec and the Northern Québec Inuit Association (Hydro-Québec, 2004). The JBNQA led to the creation of the Grand Council of the Crees (GCC) and the Cree Regional Authority (CRA) whose mandate is to coordinate and provide the services necessary to the nine Cree villages. The GCC and CRA are the two political-administrative entities that represent the interests of 15,272 Cree residents in this region. The Board of Directors of these two organizations comprises a Grand Chief and Chairman, and a Deputy Grand Chief and Vice-Chairman elected every four years, nine chiefs elected by the Cree communities, and one other delegated person from each of these communities. The GCC’s mandate is to help the Cree people improve their living conditions, preserve their lifestyle, values and traditions, and resolve disputes with other levels of government. The Grand Council also provides regional services for the entire Cree nation. The CRA is an administrative arm of the GCC responsible for, among others, environmental protection, the hunting, fishing and trapping protection regime, economic and community development, and the Board of Compensation.
James Bay Development Corporation In the context of energy development in the landlocked northern area, the James Bay Development Corporation (JBDC) was created in 1971 to: Design, implement and organize an integrated transportation and communication network;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 142 - December 2010 - 58093 Promote economic and industrial activities, particularly in the mining, forestry and tourism sectors; Maximize economic benefits from its activities for the Québec society; Initiate a human development plan for the territory during and after the completion of hydroelectric facilities; Protect the environment and manage the territory as a municipality (JBDC, 2010). Since its creation, the mission of this Crown corporation has changed with the priorities of the governing bodies. These days, the organization is active in three sectors: economic development, service activities, and hotel operations. Concretely, the JBDC’s service activities (2010) include managing transportation infrastructure11 for Hydro-Québec and the MTQ, taking into account the needs and financial limitations of its clients, and maximizing regional economic benefits of projects for which it is responsible. The JBDC also administers a venture capital fund whose revenues fund a part of its activities. The Corporation operates the only service station12 along the 620-km James Bay Road at kilometre 381. The Board of Directors of this corporation comprises seven government-appointed members, including one representative from the Cree Nation.
Municipality of James Bay The Council of the Municipality of James Bay (MJB) comprises the mayors and chairs of municipalities and localities in Jamésie. An 8th seat is reserved for a person from the non-urbanized area of the MJB (MJB, 2010). The structure and powers conferred on the MJB are similar to those of a regional county municipality (RCM), and include as well a mandate to promote economic development projects. However, the four municipalities (Chapais, Chibougamau, Lebel-sur-Quévillon and Matagami) incorporated into the MJB preserve their territory and autonomy, as each town has a masterplan and urban planning regulations. Outside of these urban centres and category I land, the MJB zoning plan and by-law adopted in 1985 and amended in 1993 guide developments throughout the territory. The MJB is also the administrative body for the localities of Valcanton, Villebois, and Radisson and the non-urbanized areas that are not formally represented.
James Bay lands regime The land regime set out in the JBNQA divides the territory into category I, II and III lands (Indian and Northern Affairs Canada, Québec Region, 2000). The Crees have exclusive hunting, fishing and trapping rights13 on category I land (which essentially covers the administrative boundaries of the village) and category II land (which covers a vast territory around the village). On these lands, the Crees also have the exclusive right to operate hunting and fishing outfitting operations. Permission from the concerned Cree community must be obtained by all other users to hunt or fish on its territory. On category III public land, the Crees have exclusive fur-bearer trapping rights and a refusal right regarding non-exclusive outfitting facilities. On category III land,
11 The roads under the JBDC’s responsibility are the James Bay Road, the Trans-Taiga Road and the Chisasibi access road. The Route du Nord is under the joint responsibility of the MTQ and the James Bay Energy Corporation. The access roads to the Cree communities of Eastmain, Wemindji and Waskaganish come under the responsibility of the MTQ. 12 This service station offers restaurant services, accommodations and fuel distribution to users of the James Bay Road. 13 Under An Act respecting hunting and fishing rights in the James Bay and New Québec territories, the government may make regulations to exclude from the right to harvest any wildlife that requires full protection (temporary or permanent) in order to ensure its survival as a species or as a population of this species.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 143 - Environmental and social impact assessment non-Aboriginal people enjoy the same hunting and fishing rights as elsewhere in Québec, excluding certain species reserved14 for the Cree communities. In Mistissini, category II land covers 7,636 km2. Category I land covers 1,906 km2 and are administered by the Band Council.
Category II and III land management The ministère des Ressources naturelles et de la Faune (MRNF) and the Société des établissements de plein air du Québec (SEPAQ) are the key bodies responsible for the management of category II and III public land (restricted or non-restricted) (Hydro-Québec, 2004). These institutions work with the Jamésie and Cree communities in a number of land management areas. For example, the MRNF takes part in the Hunting, Trapping and Fishing Joint Committee as set out in the JBNQA and collaborates in the application of a specific wildlife management plan administered by the Weh-Sees Indohoun Corporation. This corporation was created under the Nadoshtin Agreement signed as part of the Eastmain-1 project and the Paix des Braves agreement; its mandate is to ensure the management of recreational hunting and fishing in an area that encompasses the territory affected by the Eastmain-1 and Eastmain-1-A–Sarcelle-Rupert projects. SEPAQ works closely with officers in the Mistissini tourism office to manage the Assinica and Lacs-Albanel-Mistassini-et-Waconichi wildlife reserves. These wildlife reserves, administered by SEPAQ, surround category I and II lands in Mistissini. Only fishing is allowed in these reserves; all hunting activities are prohibited. In addition to the Weh-Sees Indohoun Corporation, the signing of the Paix des Braves gave the Crees new structures to ensure the development of their community (Secrétariat des Affaires autochtones, 2002), including: The Cree Mineral Exploration Board (CMEB) whose mandate is to develop and support mining exploration activities carried out by the Crees and ensure the training of a skilled Cree workforce in this industry; The Cree Development Corporation (CDC) that focuses on community development though the creation of Cree businesses and jobs; The Cree-Québec Forestry Board (CQFB) which is responsible for monitoring and assessing the forestry development conditions set out in the Paix des Braves; The Niskamoon Corporation that oversees the implementation of various agreements signed by Hydro-Québec and the Crees to facilitate, simplify and accelerate access to the benefits, measures, resources and programs established as part of the Eastmain project.
3.4.1.3 Social status and quality of life in the communities The study area is characterized by low population density that is essentially concentrated in Chibougamau and Mistissini. These two communities enjoy a high quality of life with well-developed and excellent quality social infrastructures. Residents have access to vast hunting and fishing territories and most have access to well-paid jobs. Travel along infrequently used roads may pose a risk as users travel further away from essential services. In Mistissini, the quality of life appears to be affected by a lack of job opportunities near the community for youth, a less mobile workforce than non-Aboriginal youth. In Chibougamau, the demographic decline and a lack of local benefits from development projects make the town ambivalent about their current and future quality of life. This perception is fuelled by memories of Chibougamau’s more successful years when dozens of mining projects were underway.
14 These species are listed in the Act respecting hunting and fishing rights in the James Bay and New Québec territories. Under this act, the following species are reserved for the exclusive use of the Aboriginal people: weasel, lynx, fisher, beaver, woodchuck, black bear, sturgeon and whitefish.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 144 - December 2010 - 58093 Demography The Nord-du-Québec administrative region is the least populated region in Québec. With 41,479 residents in 2009, it represented about 0.5% of the Québec population. In 2009, the Cree population (15,272 residents) was just slightly higher than the Jamésie population of 14,654 residents. Table 3.36 presents the demographic statistics of the study area. Table 3.36 Population and growth of study area, 2001–06 Population Variation % Community/Region 2001 2006 2009 2001–06 Mistissini 2,597 2,897 11.55 Eeyou Istchee 12,874 14,332 15,272 11.33 Chibougamau 8,074 7,604 7,451 -5.82 Jamésie 16,631 14,984 14,654 -9.9 Nord-du-Québec 39,325 40,272 41,479 2.41 Abitibi-Témiscamingue 148,559 144,868 145,886 -2.48 Saguenay–Lac-Saint-Jean 283,285 274,118 273,264 -3.24 Québec overall 7,396,331 7,631,552 7,828,879 3.18 Source: Institut de la Statistique du Québec (consulted in April 2010), Direction des statistiques sociodémographiques. From a regional perspective, demographic growth accelerated between 1996 and 2008 through natural growth rather than interregional migration, which is unfavourable for the region. Given the high fertility rate, this area does not follow the trend in population aging observed in Québec. Even though demographic forecasts anticipate decreasing births in the coming years, it is expected to remain the youngest population in Québec for the next two decades (Institut de la Statistique du Québec, 2009). This demographic factor explains why the Nord-du-Québec area is the only isolated region that did not experience a demographic decline from 1996 to 2006, as seen in Abitibi and Saguenay–Lac-Saint-Jean. The population of Eeyou Istchee was a major contributor to regional demographic growth; from 2001 to 2006, it rose by 11.33% (Institut de la Statistique du Québec, 2009). However, the Jamésie area overall was not spared from the demographic decline seen in resource regions, owing to poor economic conditions following declining investments in the mining industry and the forestry crisis. The population of Jamésie is older than in Eeyou Istchee. In 2006, the proportion of residents under 25 years of age was 30.54%, and 7.20% in 65-and-over age group, a considerable difference with the population of Eeyou Istchee where persons under 25 years of age represent 46.92% of the population and seniors account for 4.1% of the population. Table 3.37 presents the population pyramid in the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 145 - Environmental and social impact assessment Table 3.37 Distribution of the population by age in the study area
Total Age Group (%) Community/Region Population 0-14 15-24 25-29 29-44 45-64 65+ Mistissini 2,897 31.15 15.81 7.83 27.8 13.1 4.31 Eeyou Istchee 14,332 30.84 16.08 7.84 28.39 12.74 4.1 Chibougamau 7,563 18.54 12.92 5.81 28.03 26.53 8.18 Jamésie 14,984 17.93 12.61 6.07 27.93 28.26 7.2 Abitibi-Témiscamingue 143,880 14.31 10.28 20.6 20.6 23.8 10.41 Saguenay–Lac-Saint-Jean 272,610 12.69 10.42 19.57 19.57 25.68 12.07 Québec overall 7,828,879 14.75 11.88 6.4 25.5 27.48 13.99 Source: Institut de la Statistique du Québec (consulted in April 2010), Direction des statistiques sociodémographiques; Statistics Canada (consulted in April 2010), Community Profiles based on the 2006 Census of the Population. In terms of migratory exchanges that can affect the regional demographic structure, the Nord-du-Québec area has been affected negatively compare to other regions of Québec in the past decade, regardless of age group (Table 3.38). Between 1996 and 2006, more than 15,000 people left the Nord-du-Québec area to settle elsewhere in Québec (Emploi Québec, 2009), which is equivalent to the current total population of Jamésie. This is a major indicator of change in the composition of a non-resident population. Expressed in absolute numbers, the largest loss was among 15 to 19 year-olds (Institut national de santé publique du Québec and Cree Board of Health and Social Services of James Bay, 2008). Moreover, the 20 to 34 year-old age group accounted for 35.5% of out-migrants in 2006 (Emploi Québec, 2009). That way, the region is deprived of its most dynamic workforce (Emploi Québec, 2009). Numerous youth in training and retirees settle elsewhere in Québec to continue their education or enjoy their retirement. The cost of living and the desire to live closer to extended family are often cited by stakeholders as the reason why retirees leave for other parts of Québec. Table 3.38 Interregional migration, Nord-du-Québec, 1991–1996, 1996–2001 and 2001-2006 In- Out- In- Out- Net Difference migrants migrants migrants migrants Difference N % 1991–1996 3,245 5,540 -2,295 8.7 14.9 -6.2 1996–2001 2,913 5,375 -2,462 8 14.8 -6.8 2001–2006 2,415 4,500 -2,085 6.4 11.9 -5.5
Source: Institut de la statistique du Québec, Direction de la méthodologie, de la démographie et des enquêtes spéciales, extracted from the Fichier d'inscription des personnes assurées (FIPA) by the Régie de l'assurance maladie du Québec (RAMQ). According to Emploi Québec (2009), this interregional migration is based on two factors: employment and education. The majority of migrants from the region go to Abitibi-Témiscamingue, and inversely, the out-migrants from Abitibi settle mainly in Nord-du-Québec. Migratory exchanges with Saguenay–Lac-Saint-Jean and the larger urban centres like Montreal and Québec City are equally substantial. Table 3.39 provides details about this movement between place of origin and destination for the regional study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 146 - December 2010 - 58093 Table 3.39 Number of in-migrants/out-migrants to/from the three main areas of origin/ destination in Nord-du-Québec, 2008–09
Administrative Region Number
Most frequent in-migrant region of origin Abitibi-Témiscamingue 216 2nd most frequent in-migrant region of origin Montreal 177 3rd most frequent in-migrant region of origin Saguenay–Lac-Saint-Jean 125 Most frequent out-migrant destination Abitibi-Témiscamingue 319 2nd most frequent out-migrant destination Saguenay–Lac-Saint-Jean 237 3rd most frequent out-migrant destination Montreal 143
Source: Institut de la statistique du Québec, 2009, Direction des statistiques sociodémographiques, extracted from the Fichier d'inscription des personnes assurées (FIPA) by the Régie de l'assurance maladie du Québec (RAMQ). In 2007–2008, although Jamésie incurred the highest losses attributable to migratory movement (-253), these losses had little impact on the region (-28 in Eeyou Istchee and -13 in Kativik) suggesting that the Cree and Inuit populations are less mobile. Another significant characteristic of the populations in the study area is household size. Household size is an indicator of family wealth: the larger the household, the more divided the family revenue. The Cree populations report a significantly larger average household size (4.4 members per household) than the population of Jamésie (2.5). Families in Jamésie are nonetheless larger than those in the rest of Québec (2.3). Table 3.40 provides data on household size. Table 3.40 Average household size for each community, 2001–2006
Community Average number of people per household (2006)
Mistissini 4.2 Eeyou Istchee 4.4 Chibougamau 2.4 Jamésie 2.5 Abitibi-Témiscamingue 2.3 Saguenay–Lac-Saint-Jean 2.3 Québec overall 2.3
Source: Institut de la Statistique du Québec (consulted on April 2010), Direction des statistiques sociodémographiques. Mistissini The demographic profile of the two communities under study, Mistissini and Chibougamau, reflects approximately the same trends as those noted in the regional data. Like Eeyou Istchee, Mistissini is a young community in which more than 46.96% of the population is 25 years old or younger. Many generations cohabitate within one household and few people live alone (less than 1% compared to 3.6% for Québec overall). In Mistissini, as in all of the Cree communities, the household size is higher (4.2 people per household) than elsewhere in Québec (2.3 people per household). Chibougamau In the town of Chibougamau, as in the whole Jamésie area, economic opportunities have declined in recent decades and this is reflected in the demographic profile of the community. According to the stakeholders interviewed, the ISQ’s estimated population of 7,451 in 2009 is very optimistic; in 2010, the population of Chibougamau was closer to 6,900. Despite the fact that a number of young
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 147 - Environmental and social impact assessment adults left the area to continue their studies in southern Québec, Chibougamau and Jamésie are younger (Table 3.37) with a larger proportion of the population under 25 years of age (31.46%) compared to other resource regions in Québec, such as Abitibi-Témiscamingue (24.56%) and Saguenay–Lac-Saint-Jean (23.11%). A comparison of Chibougamau and the other towns in Jamésie shows that the diversification of the labour market in Chibougamau contributed to some extent to the stability of its population, which was not the case in Matagami, Lebel-sur-Quévillon and Chapais, where the population declined by about 20% from 2001 to 2006 (Emploi Québec, 2009). From 1991 to 2006, the small localities of the MJB were hardest hit by the demographic decline with a 55% drop in their population. Because Chibougamau has established its place over the years as a major service centre in Nord-du-Québec, particularly public services, the slowdown in mining activities and the forestry crisis have had less of an impact on the community than on the other towns of Jamésie. Numerous factors speak to the exodus of young people toward the urban areas of Québec; the most frequent factors include studying outside of the region, lack of appealing job opportunities for people with graduate degree, the appeal of the urban lifestyle, and the absence of a sense of belonging (Direction de la santé publique, 2005). Efforts are being made to offset the exodus of young people, particularly by Carrefour Jeunesse-Emploi de la Jamésie which initiates contacts between employers and youth. Seniors also tend to leave the area, essentially to move closer to urban areas that offer more appealing living conditions (climate, health care, cost of living). In the coming years, economic perspectives in the region are favourable for mining exploration and operations. A number of projects, including the Renard diamond mine and the Matoush uranium mine, are being studied. In anticipation of a shortage of skilled labour in these fields, local stakeholders have implemented initiatives to attract youth from across Québec to get training in the region, and in the longer term, settle there to work. The purpose of Attraction Nord and Ruée vers le Nord is to promote the specialized training offered in the region and the possibility of mining jobs to attract youth from across Québec and future mining industry workers. More specifically, Attraction Nord (2010), a project initiated by Emploi-Québec and other regional partners (the James Bay School Board, Barrette-Chapais, Place aux jeunes Jamésie) and Carrefour Jeunesse-emploi de la Jamésie have a mandate to attract, recruit and retain skilled labour in the region. These initiatives will also be beneficial to the residents of Mistissini, particularly unemployed youth with better access to training programs, which would encourage their participation.
Education Mistissini According to the national census, 56.1% of Crees from Eeyou Istchee aged 15 years and over dropped out of school before earning their secondary school diploma, 12.9% obtained their secondary school diploma, 28% studied at the post-secondary level, and 5% had attended university (Table 3.41). Among those who attend university, students are most frequently women. According to a study conducted by the INSPQ and the CBHSSJB in 2003, women are more likely to attend university than men (7% versus 4%). This can be explained in part by difficulties encountered accessing post-secondary institutions in the territory. For young people, isolation poses a real barrier to continuing their education, given their attachment to their community. This lack of mobility is in large part responsible for drop-out and unemployment rates among the Cree population in general, and in Mistissini specifically. However, a comparison with data from the 1990s showed a net improvement in post-secondary attendance rates, particularly among 25 to 44 year-olds. Young people seem to understand that mobility promotes their education and long-term employability. Data specific to Mistissini differs very little from the regional profile of the Cree communities, as a large segment of its population does not hold a secondary school diploma (59.4%) and only 9.9% of residents have obtained their secondary school diploma.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 148 - December 2010 - 58093 Despite improvements in terms of Cree education over time, absenteeism and drop-out rates are social issues present in the majority of Cree schools in the area. In 2006–2007, average school attendance rates for the Cree School Board overall was 77% (Cree School Board, 2008), whereas, in the same period, 11% of high school students dropped out. Another significant statistic: the average frequency of graduation five years after the start of high school, is 60.1% for Québec overall, but only 8.6% for the school board (Cree School Board, 2008). As shown in Table 3.41, a comparison with the Jamésie communities suggests that a smaller number of Aboriginal people attend school or graduate than in Québec overall. The situation is more evident in Mistissini, where the rate is 59.4% for a difference of 34.4% compared to the province. Table 3.41 Level of education among the population aged 15 years and older in the study area, 2006
College, CEGEP Univ e r s it y Apprenticeship Univ e r s it y Total population No certificate, High school or other non- certificate or or trades certificate, Community/Region 15 years and diploma or certificate or university diploma below certificate or diploma or over degree (%) equivalent (%) certificate or the bachelor diploma (%) degree (%) diploma (%) level (%) Mistissini 1920 59.4 9.9 10.7 13.5 1.8 4.7 Eeyou Istchee 9310 56.1 12.9 10.9 12.3 2.5 5.3 Chibougamau 6045 28.9 20.4 22.6 15.8 4.4 7.9 Jamésie 11975 31.8 20.8 22.7 14.6 3.6 6.5 Quebec overall 6184490 25 22.3 15.3 16 4.9 16.5
Sources: Statistics Canada (2007), Community Profiles based on the 2006 Census of the Population
Chibougamau Overall, the level of education among the Jamésie population is lower than elsewhere in Québec. There are half as many university graduates (Direction de la santé publique, 2007) as in Québec overall, and Chibougamau follows this trend (7.9% of its population has a university diploma compared to 16.5% for Québec). This is frequently observed in the resource regions, which needed a labour pool trained in specific and technical trades rather than one with more general academic profiles (Direction de la santé publique, 2007). However, technological developments in mining and forestry operations increasingly require higher-level and more specialized education. Enrolment in educational institutions has followed this trend: new college enrolments rose in Chibougamau by 17.4% from 2003 to 2007 (Statistics Canada, 2007). In addition, a large proportion of the population of Chibougamau (22.6%) and Jamésie (22.7%) earned a certificate, apprentice diploma or vocational school diploma. Even though specialized training programs adapted to the needs of local and regional workforce are available, youth in the region have little interest in taking these programs, according to the stakeholders interviewed. This is due in part to the lack of job opportunities in the short term and their willingness to leave the area to settle elsewhere. According to stakeholders interviewed, a pool of candidates for certification by the Commission de la construction du Québec (CCQ) exists in Chibougamau for short-term needs. According to these stakeholders and a study by the Direction de la santé publique (2007), the Nord-du-Québec region must be recognized as a labour pool to facilitate CCQ occupational recognition for its workers, so that the region may fully enjoy the economic benefits of the regional work sites. For example, according to the data compiled by the Comité de maximisation des retombées économiques du Nord-du-Québec, only 5% of the workers on the Eastmain construction site are from the Jamésie area (Direction de la santé publique, 2007). Numerous stakeholders interviewed explained that they had the feeling of being marginalized from development projects in the area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 149 - Environmental and social impact assessment Health and social Issues Mistissini and the regional Cree population In 2003, the INSPQ collaborated with the Cree Board of Health and Social Services of James Bay (CBHSSJB) to conduct a health survey among Crees. This survey, which provides an exhaustive profile of all components of Cree health, reports that the life expectancy of Eeyou Istchee residents at birth is two years less than that of residents in the rest of Québec (77.2 years compared to 79.2 years). The key health issues self-reported by the Cree population include hypertension, non-food allergies, diabetes, back pain and migraines. The occurrence of all these issues, in addition to respiratory problems (asthma, bronchitis and emphysema), has increased since the last survey, conducted in 1991. However, the high prevalence of diabetes is the greatest concern for the Cree population; the findings of the survey conducted in 1991 lead to the implementation of a systematic monitoring system in the region. Also according to this survey, more than one person out of four experienced food insecurity in Eeyou Istchee. Larger households and less-educated adults are most likely to go through this situation. The key source of stress among women is family responsibility and among men is related to employment or income security. The INSPQ survey (2008) also shows that more than half of all Cree adults (51%) are obese and about one out of three (33%) are overweight. More than three quarters of the Cree population reported that they were concerned about alcohol abuse or other social issues, such as theft and vandalism committed by youth, child neglect, family violence, fighting and disorderly conduct. The use of alcohol remains one of the main problems reported by residents in the territory overall (INSPQ and CBHSSJB, 2008). Mistissini stands apart from the other communities, as nearly 41% of the population reported that they were former users. This figure for the other eight Cree communities is 30%. Mistissini choose like most Cree communities, to ban the consumption and sale of alcohol in public places in Mistissini. Chibougamau and the Jamésie population The Centre régional de santé et des services sociaux de la Baie James has recently prepared a report on the health status and well-being of Jamésie residents (Jacques, 2009). The key findings of the study are the following: Life expectancy of Jamésie residents is not significantly different than that of Québec residents overall; As in the rest of Québec, 4% of individuals aged 12 years and older have experienced food insecurity; Jamésie residents consider themselves to be in better health; they report to be more physically active and under less stress in their personal and work life than residents in the rest of Québec reported; Jamésie residents tend to develop fewer long-term health problems and infant mortality is infrequent (n<5); 76.1% of Jamésie residents reported that they felt a very strong or strong sense of belonging to their community; this figure is 54.7% for Québec overall; There is a pronounced tendency to be overweight and a high incidence of cancer in the region; from 1999 to 2002, 64 cancer cases were detected per 10,000 residents, compared to 47 cases for Québec.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 150 - December 2010 - 58093 Road safety Road safety in the local study area is ensured by the Sûreté du Québec (SQ), and more specifically, by the Chibougamau-Chapais detachment. This station covers an area that includes Route 167 from Chibougamau to Lac Albanel, Route 113 from Chibougamau to Waswanipi, and the Route du Nord toward Nemaska. A Cree police department is responsible for Mistissini, the access road leading to the village, and a 10-km section of Route 167. According to the statistics kept by the Chibougamau-Chapais SQ for 2009, there were no deaths, and 50 people were injured in road traffic accidents in the area. In 2006, five people died on this road network out of 374 victims overall (injury or property damage) (Sûreté du Québec, 2010). Response times and the inability to communicate at all times along very isolated stretches of the roads in the Chibougamau area create a barrier to providing the care needed to traffic accident victims as quickly as possible. Moreover, this isolation makes users feel unsafe while travelling these little-used roads, far away from emergency services.
3.4.1.4 Public social infrastructures
Education Mistissini The Cree School Board (2008), created as part of the JBNQA, is responsible for the primary and secondary school system, as well as adult education for the territory overall. The Board is based in Mistissini. Every Cree community has a school that offers primary and secondary education; in Mistissini, that school is Voyageur Memorial. The Cree Language of Instruction Program (CLIP) is offered from kindergarten to the early primary school grades and is later replaced with the Québec curriculum taught in English or French. Sabtuan Continuing Education also offers various occupational training and development programs for adults. A regional training centre opened in Waswanipi in 2005. This centre offers various training and other programs to adults, including accounting, nursing sciences, starting a business, plumbing and heating, carpentry and joining, and computer skills. The Val-d’Or campus of the Université du Québec en Abitibi-Témiscamingue (UQAT) offers adapted services for Aboriginal students, provided by bilingual Aboriginal staff members who have varied university backgrounds. Chibougamau The James Bay School Board’s (JBSB) administrative centre is located in Chibougamau. This locality has three primary schools and two high schools, French-language La Porte-du-Nord and English-language McLean Memorial. The Centre d’études collégiales and a regional centre affiliated with UQAT give youth in the area an opportunity to receive post-secondary education in Chibougamau. However, numerous university programs are offered only outside of the region (JBSB, 2010). The Centre de formation professionnelle de la Jamésie offers various programs in Chibougamau and in Lebel-sur-Quévillon and Matagami. The following programs are offered: carpentry and joining, automated electromechanical systems, ore extraction, diamond drilling, construction equipment mechanics, industrial construction and maintenance mechanics, welding and fitting, restaurant chain operations (JBSB, 2010). The Centre works with the Commission de la construction du Québec to train cohorts in various parts of Québec, particularly as part of the Drilling and Blasting option (JBSB, 2010). The James Bay School Board also offers a service to businesses and individuals that gives them an opportunity to propose training programs needed in the area. The purpose of this service is essentially to develop
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 151 - Environmental and social impact assessment individual employability and workforce skills to meet the needs of businesses and requirements related to new technologies (JBSB, 2010). For example, in the past, the service has offered customized short- or long-term training in the following areas: food service and tourism industry, buildings and public works, environment and land development, electromechanics, motorized equipment maintenance, general mechanics, mining and site operations, metallurgy, and transportation.
Health In terms of health services, Mistissini has a community clinic in which nurses administer first aid assisted by physicians (on site or by telephone). This clinic is administered by the Cree Board of Health and Social Sciences of James Bay (CBHSSJB) which has administrative offices in Mistissini. Mistissini is also home to the Public Health Department of the Cree Health Board whose mandate is to develop and implement a health program consistent with Cree values and cultures in Eeyou Istchee. The Department is specialized in occupational health and accident prevention. To receive specialized services, the Crees of Mistissini travel to the health care centre in Chibougamau which has a regional hospital, CLSC, residential long-term and short-term care centre, and rehabilitation centre (CBHSSJB, 2010).
Emergency services Most victims of traffic accidents are transported by ambulance to the Chibougamau health care centre. If the accident site is more than one hour away, a helicopter responds. On Route 167, the first responders on site are Sûreté du Québec officers and the ambulance attendants. The Cree police has signed a memorandum of understanding with the SQ to respond in the 10-km junction between Route 167 and the road leading to their community. Beyond these boundaries, the SQ responds. The main causes of accidents on the isolated roads in the area are loss of control due to speeding or road dust reducing visibility. Another current practice that leads to accidents is driving down the centre of the road given the low Volume of traffic. Numerous other accidents are caused by hunter and angler carelessness that leave their vehicles on the side of the road, posing a collision danger.
Transportation network From a transportation perspective, the Chibougamau-Mistissini area is connected to the Saguenay-Lac-Saint-Jean network. Route 167 which reaches Saguenay–Lac-Saint-Jean in Nord-du-Québec and Route 113 that links Nord-du-Québec with Abitibi come under the responsibility of the MTQ’s Direction régionale du Saguenay-Lac-Saint-Jean-Chibougamau. This Direction is also responsible for the road network around Chibougamau. Route 167 provides access to the Saguenay–Lac-Saint-Jean port infrastructures, including the Grande-Anse marine terminal and the Albert-Maltais oil handling terminal in the town of Saguenay. Canadian National (CN) manages the Northern Québec Internal Short Line (NQISL), which connects Saguenay with Chibougamau and Chapais. This railroad is used mainly for transportation of goods. A provincial airport located in Chibougamau-Chapais comes under the responsibility of MTQ. This airport offers passenger transportation and the shipment of goods to the south or to other northern destinations. Air Creebec is the sole air carrier providing regular connections. Airport services are also available in Mistissini. Waasheshkun Airways Ltd. provides access to the various outfitters located north of the community and gives trappers and their families access to the lands. Map 3.9 illustrates the road network.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 152 - December 2010 - 58093 Media and telecommunications The main local media in Chibougamau include a radio station, local newspaper La Sentinelle, and regional monthly paper Le Jamésien. Mistissini has its own local radio station. The Cree nation distributes the bi-monthly magazine The Nation in all of the communities. Telebec provides consumers with information and communications services, including telephone service, wireless service, Internet, data transmission and video services. Cell phone antennas are located in urban areas, therefore reception is not guaranteed as users travel further out. For example, on the Route du Nord or James Bay Road, the only effective radios are those provided by Hydro-Québec to its drivers, or the shortwave long-range bush radios used by hunters and anglers. Cell phones used by drivers are only functional in certain areas on higher ground, making it all the more important to provide users with an effective mode of public communication.
3.4.1.5 Community relations
Intracommunity relations The presence of strong social support and economic mobilization networks, and a sense of belonging to the community are all good indicators of intracommunity relations. The sense of belonging in the Cree community is far more pronounced in Eeyou Istchee than elsewhere in Québec: 82% of the territory’s residents felt their sense of belonging in the community was “strong” or “very strong” compared to only 56% of other Québec residents (INSPQ and CCSSS, 2008). All age groups and all Cree communities of Eeyou Istchee share this sentiment. According to area stakeholders, a similar sense of belonging is now emerging in Chibougamau but has yet to be fully established, given the more recent and still temporary occupation of the territory. In addition, the territory occupied by Francophones in this region is still limited and their sense of belonging or their roots often remained linked to the southern communities from which they came. However, a survey conducted by the Direction de la santé publique (2007) found that residents of Chibougamau have an opportunity to develop a strong and extensive social network on which they can rely. This explains how, despite the more recent occupation of the territory by non-Aboriginal people, the sense of belonging on a regional scale is far more pronounced than elsewhere in Québec. More than 76.1% of Jamésie residents reported that they felt a very strong or strong sense of belonging to their community (Direction de la santé publique, 2009). This figure is 54.7% for Québec overall.
Intercommunity relations Despite the proximity and cohabitation of the residents of Mistissini and Chibougamau, exchanges at all levels (political, economic, social) are still tentative. According to the stakeholders consulted in Mistissini and Chibougamau, this situation is the result of separate administrative structures and a still recent understanding of the Aboriginal reality among non-Aboriginal populations. To understand current relations, one must bear in mind that the two communities have always evolved in parallel, independently of one another. In fact, over the years, the Jamésie and Cree communities have developed their own community management and administration system. The governments of Canada and Québec and various agreements have also promoted this administrative division, contributing to infrequent interaction between the two communities. This situation could also be the result of differing visions of development which depend on the culture and presence of socio-economic issues specific to each community.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 153 - Environmental and social impact assessment
In the past few years, however, relations between Mistissini and Chibougamau have grown. The residents of Chibougamau have come to understand the economic impact of the neighbouring Cree communities (Mistissini and Oujé-Bougoumou) whose residents turn to Chibougamau for their goods and services. Besides, if the community of Mistissini was to become more self-sufficient in terms of services, this independence could be harmful to the local economy of Chibougamau. Cooperation in some sectors is increasing significantly. For example, the Sûreté du Québec and the ministère des Ressources naturelles et de la Faune are working more closely with trappers and various Band Council authorities to improve road safety and wildlife protection. From a more individual and community perspective, it appears that sports have brought the two communities closer. A hockey team created with young players from Chibougamau and Mistissini has given a number of parents and young people opportunities to forge friendships and set aside biases. According to a survey conducted by the DSP (2007), the presence of the Cree population is considered a strength in the Nord-du-Québec region, and the stakeholders increasingly understand the importance of establishing economic partnerships with the Crees.
3.4.1.6 Regional development – public initiatives
Current development plans The Conférence régionale des élus de la Baie-James (CRÉJB) is a collaborative and planning authority comprising elected municipal officials and representatives of civil society whose mandate is to promote and support economic, social and cultural development in Jamésie through cooperation among the various political, economic and social leaders in the territory. The CRÉJB, which is the Québec government’s main representative, is foremost the spokesperson for all area stakeholders. Every five years, this authority puts forward a development plan for the region to propose shared development priorities and directions. The 2004–09 five-year plan proposed three broader regional development goals: Maximize the benefits of natural resource development and diversify economic activities; Enhance the Jamésie residents’ capacity to influence development on their territory and encourage a heightened sense of belonging in Jamésie; Improve the living environment by developing certain services and infrastructures (education, health, transportation, culture, recreation and sports). James Bay Joint Action Mining Committee The James Bay Joint Action Mining Committee was created in 2001 as part of a CRÉBJ initiative. This committee comprises members from mining exploration and development companies and various organizations and agencies who have an interest in the mining industry; its purpose is to support the development of the James Bay area mining industry in a sustainable manner while maximizing the socio-economic benefits for its residents. Comité de la route des Monts Otish The Conférence régionale des élus de la Baie-James also commissioned a working group comprising a number of stakeholders from various economic sectors to assess the potential for developing road access to the Otish Mountains, leading to a significant mobilization around this project. Commission régionale sur les ressources naturelles et le territoire de la Baie-James Also initiated by the CRÉBJ, the Commission régionale sur les ressources naturelles et le territoire de la Baie-James (CRRNTBJ) was established to carry out the regional integrated resource and territory development plan for James Bay by the end of 2010. This plan, which will incorporate the needs and priorities of the Jamésie population, contains development strategies and directions for the forestry, wildlife, lands, energy, mining and water sectors.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 155 - Environmental and social impact assessment Local and supralocal initiatives Supralocal initiatives are being planned to better target development activities in the southeast area of Nord-du-Québec. The Cree communities of Waswanipi, Oujé-Bougoumou, Nemaska, Chapais, Chibougamau and Mistissini are affected by this initiative. According to some stakeholders consulted, the Nord-du-Québec, Jamésie and Eeyou Istchee regions cover such a vast territory with such varied interests that this sub-region needs a mobilizing structure. In the short term, no major development projects are expected in Mistissini. A residential and long-term care facility is planned in Chibougamau. At an estimated cost of $10M, this centre will accommodate 24 persons with functional decline who are currently housed in a hospital setting.
Regional relations Given the distances between the various communities of Jamésie and the vastness of the territory, few ties of interdependence exist among them, except for closer communities like Chapais-Chibougamau and Valcanton-Villebois. Jamésie residents tend to forge closer ties with communities to the south. This absence of social ties between the communities also accounts for the difficulty creating a shared vision of regional development. Even though numerous regional authorities have been established, most of them appear to encounter difficulties proposing projects that will bring communities together and forge a shared identity. Competition between the communities for public or private investment may not create ideal conditions for cooperation. An excerpt from the report on regional relations by the Direction de la santé publique (2007) summarizes the situation: [Translation] “Distance is an obstacle that makes in-person meetings more difficult to arrange and consequently, less frequent. Shared projects are complex and difficult to set in motion. The reasoning in support of local development in each community and the construction of a more integrated region makes the challenge even more exceptional.”
3.4.2 Economic situation The Nord-du-Québec region is quite particular since it covers a vast territory that is not easily accessible by road, has a low population density, and is occupied by people of different origins. Historically, natural resource development has been dominant in the area, and its relative inaccessibility has prevented the diversification of economic development. However, the study area is located in the southeast area of this region, where Chibougamau and Mistissini could benefit from paved road access to the west and to the south. Nonetheless, the low population in these two communities makes it difficult to offer diversified and competitive services. The transportation costs applied to such a low population hinder commercial development and give rise to monopolies that drive local prices higher.
3.4.2.1 Community economic profiles
Household income and individual income As in the regional study area, incomes in the communities of the study area are higher than for the rest of Québec. This trend in higher wages for the study area can be explained in part by the various remote-area enhancement programs for non-Aboriginal people. Numerous isolation benefits and premiums are available, including income tax credits, annual allowances for regional disparity, or annual tax deductions for remote areas. In addition, the very high level of mobility of the non-Aboriginal workforce affects data on income, because people will not commit to staying in less attractive working conditions if other opportunities arise in another region. This situation is entirely different for Aboriginal people, who tend to remain in their communities until new opportunities arise in the region, driving income statistics lower. They
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 156 - December 2010 - 58093 have, however, gained from a number of recent15 agreements which have very likely helped the Band Council and the Cree Regional Authority create new jobs and improve compensation for current employees. There are marked differences between the study area and Québec overall in terms of rising income levels among both households and individuals between 2000 and 2005; the most notable rise was in individual incomes in Mistissini—more than 44%. Income levels and growth are shown in Table 3.42. The overall rise in incomes during this period coincides with the start of work at the Eastmain-1-A-Sarcelle-Rupert project, which generated major economic benefits for Aboriginal communities in the region. The Boumhounan Agreement and numerous measures taken by Hydro-Québec encouraged the participation of local businesses and workers. The economic benefits of this project are evaluated at $122.6M for the Cree communities, and $126M for the Jamésie area. Despite higher incomes for those who are employed, a whole segment of the population is still characterized by poverty. The proportion of low-income families in Jamésie is the lowest in Québec (5.4%). However, in the equivalent territory of Eeyou Istchee, nearly 28% of families are considered low-income (ISQ, 2009), a considerable proportion given the overall improvement in Mistissini’s economic situation. Significant inequality in Aboriginal communities and/or a fairly low workforce participation rate may explain the lower incomes which are limited to welfare benefits only. These data suggest that the economic situation for unemployed households is more precarious than for the non-Aboriginal households, given the large number of children to support. Table 3.42 Level and growth of household and individual income (median)
2000 2005 Change
Household Median Median Median Median Income Individual Individual Household Individual Household Household Income Income Income Income Income ($) Income ($) ($) ($)
Mistissini 52,915 15,256 66,645 21,984 25.90% 44.10% Eeyou Istchee * 49,067 17,131 63,872 21,013 30.20% 22.70% Chibougamau 46,576 22,799 58,587 28,037 25.80% 23.00% Jamésie ** 51,546 24,526 54,782 26,137 6.30% 6.60% Nord-Du- 50,187 19,574 62,031 24,094 23.60% 23.10% Québec 40,468 20,665 46,419 24,430 14.70% 18.20% Québec overall
Source: Statistics Canada (consulted in April 2010), Community Profiles taken from the 2006 Census of Population Institut de la Statistique du Québec (consulted in April 2010), Direction des statistiques sociodémographiques. * Compilations and median for the nine Cree communities of Eeyou Istchee (Mistissini, Oujé-Bougoumou, Waswanipi, Nemiscau, Waskaganish, Eastmain, Wemindji, Chisasibi and Whapmagoostui) ** Compilations and median for the towns and municipalities of Jamésie (Chibougamau, Chapais, Lebel-sur- Quévillon, Matagami, James Bay)
15 This exceptional progression is due in part to a special payment ($1.1B) by the federal government to the Cree Regional Authority for the implementation of the James Bay and Northern Québec Agreement (MDEIE, 2010).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 157 - Environmental and social impact assessment Mistissini Individual incomes in Mistissini rose from $15,256 in 2000 to $21,984 in 2005. This income level is still lower than in Chibougamau. The median household income in Mistissini is higher ($66,645) than in Eeyou Istchee and Nord-du-Québec. The salary gap between men and women may account for the differences between them. Women in the Cree communities have a substantial presence in the Band Council’s public service, which explains the relative equality of income between the sexes, as the Band Council is the main employer in Cree communities. Moreover, in Oujé-Bougoumou, and to a lesser extent in Waswanipi and Nemaska, the median individual income for women is 20% to 50% higher than for men. Women had also completed a higher level of education, particularly at the post-secondary level, which may partially account for the significant wage gap. Chibougamau In Chibougamau, the median household income was $58,587 in 2005, whereas in Québec overall, that figure was $46,419, for a difference of 26%. The wage gap between men and women is much higher in Chibougamau than in Mistissini. Jobs for women in Chibougamau seem to be not as well remunerated. The median income for men was $40,952 and for women was $18,278. These differences are the result of the nature of employment in the resource areas that are traditionally held by men. In fact, well-paid jobs are limited to the construction, forestry and mining industries, where only a few administrative positions are held by women.
Composition of income In 2005, the income earned by the population in the study area comprised various sources, including wages, government transfers and other sources of income. In the Cree community of Eeyou Istchee, the proportion of wages rose by 4.2%. This trend may be associated with the creation of a significant number of paid jobs in the Cree communities during that time. The smaller communities like Oujé-Bougoumou, Waswanipi and Nemaska are more dependent on government transfers, because they do not have a local economy like in Mistissini or Chisasibi, which total nearly 4,000 inhabitants, and numerous regional services are provided by the Cree Regional Authority. In Jamésie, dependence on government transfers increased as a result of the forest industry crisis and the closure of some mines. Table 3.43 shows the composition of income and changes in the study area. Mistissini In Mistissini, 84.2% of income came from wages and 15% from government transfers. Wages as a source of income rose considerably between 2000 and 2005 (12%) to the detriment of government transfers which decreased significantly, nearly three times more than for Eeyou Istchee overall. Note that for the Aboriginal communities, a portion of these government transfers may come from the Income Security Program (ISP) for Cree hunters and trappers, and does not represent a transfer for the non-working population. This program aim to maintain and to encourage the survival of traditional lifestyles by providing guaranteed income to hunters, fishers and trappers.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 158 - December 2010 - 58093 Table 3.43 Composition of Income and Changes in the Study Area, 2001–06 2001 2005 Change 2001–05 Composition of Income Composition of Income (%) Composition (%) (%) of Income Wages Transfer Other Wages Transfer Other Wages Transfer Other
Mistissini 72.2 24.9 2.8 84.2 15 0.7 12 -9.9 -2.1 Eeyou Istchee * 73.1 25 2 77.3 21.1 1.3 4.3 -3.9 -0.7 Chibougamau 83.1 11.3 5.6 82.8 12.3 4.9 -0.3 1 -0.7 Jamésie ** 83.9 12 4.1 79.8 14.1 6 -4 2.1 1.9 81 15.6 3.4 80.6 15.8 3.6 -0.4 0.2 0.2 Nord-du-Québec 75.1 13.9 11 73.2 13.,9 12.9 -1.9 0 1.9 Québec overall
Source: Statistics Canada (consulted in April 2010), Community Profiles taken from the 2006 Census of Population Institut de la Statistique du Québec (consulted in April 2010), Direction des statistiques sociodémographiques. * Compilations and median for the nine Cree communities of Eeyou Istchee (Mistissini, Oujé-Bougoumou, Waswanipi, Nemiscau, Waskaganish, Eastmain, Wemindji, Chisasibi and Whapmagoostui) ** Compilations and median for the towns and municipalities of Jamésie (Chibougamau, Chapais, Lebel-sur- Quévillon, Matagami, James Bay)
Chibougamau Unlike in Jamésie, the composition of income in Chibougamau did not vary between 2001 and 2005. In Chibougamau, wages accounted for 82.8% of income in 2005, approximately the same as in 2000. This percentage is higher than the mean for Jamésie (79.8%). For the population of Chibougamau, 12.3% of income came from government transfers, which is lower than in Jamésie (14.1%).
Participation and unemployment rates Although the participation rate in Aboriginal communities is historically much lower than in non-Aboriginal communities, job opportunities created by the Troilus mine, Eastmain site and Paix des Braves agreement appear to have reversed this trend in the study area. The proximity of these projects has provided opportunities to the Aboriginal people who are normally less mobile in seeking employment. Based on the data for 1976 to 2006, the participation rate among the Cree population has practically doubled, rising from 34% to 67.5%. This situation coincides with the start of the James Bay and Northern Québec Agreement (JBNQA). However, the 34% did not include the practice of traditional activities which were important activities at the time the Agreement was signed because the majority of the Cree communities were still landlocked. Between 2001 and 2005, the participation rate for Eeyou Istchee rose by 8.1%, a considerable increase compared to Québec overall (0.7%). The unemployment rate declined significantly in Jamésie, by 2.1%. Table 3.44 shows the data on labour participation and trend in the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 159 - Environmental and social impact assessment Table 3.44 Participation and unemployment rates, and trend in the study area Participation Unemployment Change Community Rate Rate 2001 2006 2001 2006 Participation rate Unemployment rate Mistissini 61.7 77.1 20.8 18.9 15.4 -1.9 Eeyou Istchee * 59.9 68 15.3 15.1 8.1 -0.2 Chibougamau 68.2 73.1 12.6 9.5 4.9 -3.1 Jamésie ** 67.1 67.3 14.7 11.9 0.2 -2.7 Nord-du-Québec 64.7 68.8 14.6 14.2 4.1 -0.4 Québec overall 64.2 64.9 8.2 7 0.7 -12
Source: Statistics Canada (consulted in April 2010), Community Profiles from the 2006 Census of Population * Compilations and mean for the nine Cree communities of Eeyou Istchee (Mistissini, Oujé- Bougoumou, Waswanipi, Nemiscau, Waskaganish, Eastmain, Wemindji, Chisasibi and Whapmagoostui) ** Compilations and mean for the towns and municipalities of Jamésie (Chibougamau, Chapais, Lebel- sur-Quévillon, Matagami, James Bay) Mistissini In the 2006 Census, the participation rate in Mistissini was 77.1%: 79.8% for men and 74.9% for women. This figure is higher than for Québec where the participation rate for 2006 was 64.9%. Despite the increased participation rate among the Cree, unemployment remains relatively high in the Cree communities. In 2006, the unemployment rate in Mistissini was 18.9% for the community overall: 23.4% for men and 14% for women. This figure is more than one and a half times higher than for Jamésie where the unemployment rate is 11.9%. During the same year, the average unemployment rate for the Eeyou Istchee communities was 15.1%, lower than in Mistissini. With a foreseen labour shortage in the Canadian mining sector, unemployed young Aboriginal people represent a potential labour pool for participation in various development projects. Chibougamau The participation rate for the community of Chibougamau is higher than the average for Jamésie. Its average participation rate is 73.1%, for a difference of 5.8% over the Jamésie communities overall. This represents a 4.9% improvement over the preceding census. However, this situation is not representative of Jamésie overall, where an improvement of 0.2% was reported over those five years. In Chibougamau, the labour participation results are higher than for Québec overall. The participation rate and unemployment rate in Chibougamau point to a certain level of economic vitality and recovery. Despite the improved participation rate, the unemployment rate in Chibougamau is 9.5%, which is slightly higher than for Québec overall at 7%. It is nonetheless a decline of 3.1% between 2001 and 2006. These unemployment data should be interpreted cautiously, because there are numerous permanent seasonal workers in Chibougamau. Given the current shortage of qualified labour in the town and in the mining sector, the use of female labour in non-traditional positions and the use of incentive measures to expand the pool of qualified workers will be needed to fill jobs that require residence in the region. Because of limited qualified labour, the mining industry could choose to transfer employees from other regions on a schedule that alternates between working on site and returning to their residences.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 160 - December 2010 - 58093 Labour replacement index According to the Cree health survey, a large percentage of the workforce in the Eeyou Istchee communities works only part of the year. This is likely owing to the availability of seasonal employment. A direct link also exists between education level and job permanence. Members of the Cree communities who have a post-secondary diploma or higher have a higher year-round employment rate. Employment status varies based on age group, and the unemployment rate is then much higher among youth. However, it should be noted that the median age in these communities is about 24 years. Another factor linked to the age structure comes into play in terms of the non-working population. According to Emploi Québec, young job seekers arrive in relatively large numbers on the job market, raising the share of unemployed workers. Table 3.45 shows the labour replacement index which gauges the effect of the masse entry onto the job market of young people from Eeyou Istchee. Thus, labour replacement is very high among the Cree population compared to Jamésie, nearly three times higher. This reflects the concerns raised by Mistissini stakeholders regarding the unemployment rate among young people and its relation to some social issues. Table 3.45 Labour replacement index – 2006 Region Labour replacement index1 Eeyou Istchee 315.5 Jamésie 115.2 Nord-du-Québec 211.8 Québec overall 99.4
[1] The labour replacement rate is the ratio between the population aged 15 to 24 and the population aged 55 to 64. The higher the index, the higher the rate of replacement with younger workers taking over from the older workforce. The index calculation hypothesis is based on a balanced influx of labour in the job market. These ten-year groups correspond with the age at which it is possible to enter the workforce or to leave it. Note that in some cases, the 15-24 age group is replaced by the 20-30 age group. Source: Emploi-Québec, Direction régionale du Nord-du-Québec, 2009
Qualification of workforce Compared to Québec overall, the study area is represented by a more technical workforce, specializing in the primary sector or working in the public service. More specifically, professions linked to the primary sector account for more than 7% of occupations practiced in the Nord-du-Québec area, whereas they represent 2% for Québec overall. Trades, construction and machinery-related occupations also account for a large proportion of the workforce in Chibougamau and Jamésie, more than 20%, unlike in Eeyou Istchee, where this figure is lower than for the rest of Québec. In the Cree communities, where the public service plays a large role in the local economy, more than 18% of the active workforce has an occupation in social sciences, teaching or public administration. With all technical labour combined (trades, machinery, primary sector), nearly 25% of the current workforce has some skills in road construction work. However, the actual number of workers who already have construction experience is limited to 80 people in Chibougamau and 60 in Mistissini. Table 3.46 shows the percentage of the experienced workforce, by occupation. A definition of “experienced workforce” is provided in Appendix 8c (Volume 2).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 161 - Environmental and social impact assessment Mistissini Based on the 2006 Census data, the sales and services sector in Mistissini covers just over one quarter of the occupations practiced by the experienced workforce. In Mistissini, 18% of the active population works in primary sector occupations compared to 12.4% for the nine communities of Eeyou Istchee overall, and 5.7% for the Jamésie communities; 17.6% of the professions are related to social sciences, teaching, public administration and religion. This rate is also representative of the other Cree communities in northern Québec. The trades, transportation and machinery sectors and related jobs, as well as business, finance and administration account for 11.4 and 14.5% of the population of Mistissini respectively. Management, natural and applied sciences, and related occupations, the health sector and arts, culture, sports and recreation cover 11.8% of the experienced workforce in Mistissini. Based on the compilations by Emploi Québec in the 2006 Census, out of the 1,445 people in the experienced workforce in Mistissini, 1,200 were employed and 245 were unemployed. More than 40% of those employed do not have a diploma, compared to 14.1% of the working population. It should be noted that no one who has a university diploma is unemployed in the community of Mistissini. Jobs in the service sector, such as health care and teaching, generally require a university education. Despite a strong presence in this employment sector in Mistissini (31.5%), the rate of university graduates remains very low (1.8%). This low education rate is representative of the northern region of Québec. However, there is a sharper difference for the Aboriginal communities than for the Jamésie population. Cree Human Resources Development based in Mistissini offers programs and courses that are adapted to employment realities and situations in the area. Chibougamau According to the interpretation of the 2006 Census on occupations held (Table 3.46), the sales and services sector accounts for one quarter of occupations practiced by the experienced workforce in Chibougamau. The second most frequently practiced occupations are in the trades and transportation sector and related professions. As in the Jamésie area, this sector covers 21% of the active population of Chibougamau. The fields of business, finance and administration also cover a large segment (14.7%). Although lower than in the Jamésie communities overall, a fairly high number of practicing professionals work in the primary sector and in processing, manufacturing and public utilities. A certificate or diploma obtained as an apprentice or from a trade school is a major factor and is significant for the community of Chibougamau. This type of education is held by 22.6% of the population, a difference of 7.3% from the figure for Québec overall. This rate is approximately the same for the Jamésie communities (Statistics Canada, 2007). A survey by Emploi Québec (2009) shows that out of 4,375 people, 375 are unemployed, which represents 8.6% of the active population. Among them, 37% hold a certificate or diploma as an apprentice or from a trade school. One quarter of the unemployed population holds a diploma higher than a college diploma. Finally, nearly 40% of unemployed workers do not have a diploma or have a high school equivalency. According to a survey of 128 businesses in Chibougamau on labour and training needs, 17% of the members of the workforce in the Nord-du-Québec region are non-residents (Emploi Québec, 2009).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 162 - December 2010 - 58093 Table 3.46 Percentage of labour force by occupation, 2001 and 2006 2001
Occupations in Trades, Natural and Occupation Occupations Business, social science, transport and Occupations applied s in arts, Sales and unique to Community Management finance and Health education, equipment unique to sciences and culture, service processing, occupations administratio occupations government operators primary related recreation occupations manufacturing n occupations service and and related industry occupations and sport and utilities religion occupations
Mistissini 5.4 14.3 1,0 2.5 18.2 3.0 25.1 12.8 16.7 1,0 Eeyou Istchee * 7.7 13.2 1.7 3.4 18.21 3.0 26.0 15.4 9.8 1.6 Chibougamau 6.1 13.4 4.2 5.1 7.7 1.5 24.9 21.7 7.9 7.5 Jamesian communities 6.8 13.1 5.3 3.9 7,0 1.5 23.0 21.3 8.1 10.1 Nord-du-Québec 7.1 12.6 3.6 4.2 13.2 2.6 25.2 18.7 7.1 5.7 All of Quebec 9.4 18.3 6.4 5.6 8.2 3.0 22.9 14.6 2.9 8.6
2006
Occupations in Trades, Natural and Occupation Occupations Business, social science, transport and Occupations applied s in arts, Sales and unique to Management finance and Health education, equipment unique to Community sciences and culture, service processing, occupations administratio occupations government operators primary related recreation occupations manufacturing n occupations service and and related industry occupations and sport and utilities religion occupations
Mistissini 5.5 14.5 2.4 2.8 17.6 1.0 26.0 11.4 18.0 0.7 Eeyou Istchee * 5.9 14.3 2,0 2.9 18.1 2.4 25.7 14.8 12.4 1.5 Chibougamau 7.3 14.7 5.4 5.4 7.7 1.3 25.7 21,0 3.7 7.9 Jamesian communities 6.7 13.1 5.5 4.4 7.1 1.5 24.4 21.6 5.7 9.9 Nord-du-Québec 6.6 13.0 3.5 4.0 14.1 2.6 26.1 18.3 6.9 4.9 All of Quebec 9.0 18.2 6.5 6.0 9.1 3.2 23.9 14.8 2.6 6.7
Source: Statistics Canada (viewed in April 2010), Community profiles - from the 2006 Census * Compilation of the nine Eeyou Istchee Cree communities (Mistissini, Oujé-Bougoumou, Waswanipi, Nemiscau, Waskaganish, Eastmain, Wemindji, Chisasibi and Whapmagoostui) ** Compilation of the cities and towns collectively known as the Jamesian communities (Chibougamau, Chapais, Lebel-sur-Quévillon, Matagami, Baie-James) 3.4.2.2 Economic structure The Nord-du-Québec region is a “resource region,” primarily because its economic structure differs from that of Québec overall given the large proportion of its workforce in the primary sector. More than 13% of the population works in this sector, or nearly three times the percentage of the population in Québec overall (4%). The economic structure in Chibougamau is similar to that of Jamésie and Nord-du-Québec, but with a more dominant service sector. Mistissini is more dependent on the primary industry and its public service. However, in 2006, this dependency decreased to the benefit of other services, particularly tourism. Outfitters have had great success since the construction of Auberge Mistissini, which is a departure point to access the territory by hydroplane, and in Oujé-Bougoumou, where a hotel and restaurant were also built in the community. Table 3.47 shows the economic structure in the study area based on the distribution of the active population, by industry. In terms of developing raw materials, the study area has a high rate of activity in the mining sector. Mining activities have increased, particularly since 2004. Numerous exploration projects have reached the development or operation phase. In the regional study area, a number of sites are under development, including: the Renard diamond mine project (Stornoway Diamond Corporation), the Matoush uranium mine project (Strateco Resources Inc.), the MacLeod copper-molybdenum project (Western Troy Capital Resources Inc.), the Eastmain mine and Ruby Hill gold mine project (Eastmain Resources Inc.) and the Lavoie uranium project (Abitex Resources). Major hydroelectric infrastructure projects in the Jamésie area also have a strong influence on the regional economic structure. The most recent development is the Eastmain-1-A–Sarcelle–Rupert project and the economic benefits linked to the construction of this project are extensive in the region. However, the economic benefits from this type of worksite generally have a limited transitory effect in terms of economic and sustainable demographic growth. Nonetheless, they allow for higher qualifications and better long-term employability for the workforce.
Mistissini A significant proportion of the active population in Mistissini (18.8%) worked in primary sector jobs in 2006. This proportion was similar in the region overall, where forestry and lumber industry activities are omnipresent. This represent a considerable difference of 6.1% compared to the Cree communities of Eeyou Istchee and 15.1% to Québec overall. Rates in the manufacturing or construction industries in Mistissini were very low. Construction companies also play a dominant role in the economy of Mistissini. For example, Mistissini residents account for the largest number of Cree workers on the Eastmain-1 project. This can be explained in part by the presence of the Cree Construction and Development Company’s (CCDC) headquarters in Mistissini; the company is the largest Aboriginal employer in Eeyou Istchee. The population growth in the community of Mistissini and the Paix des Braves agreements generate infrastructure needs (public and private) and labour requirements. Numerous investments have been made, are underway or are planned in various segments of the economy, such as building housing units, schools, and social service centres, and repairing and building various road networks. The manufacturing and construction industries employ 6.8% of the experienced workforce in the community of Mistissini. These infrastructure and construction projects also create a high demand for trades, transportation, machinery, and related occupations. Although strong in Mistissini, this area of activity remains relatively weak compared to Québec overall. Unlike the sales and service sector, the wholesale and retail sectors have little impact. Businesses in Mistissini are generally small companies that fulfill the essential needs for the local population without offering specialized products.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 164 - December 2010 - 58093 Table 3.47 Distribution of labour force by industry, 2001 and 2006 2001 Agriculture and other Construction Wholesale Finance Healthcare and Community Business Other resource- and and retain and real educational services services based manufacturing trade estate services industries Mistissini 23.3 5.8 6.8 1.9 34.5 8.7 18.9 Eeyou Istchee * 11.5 10.6 6.3 2,0 33.9 8.2 27.5 Chibougamau 13.9 19.6 15.1 1.2 16.8 10.6 22.8 17.3 24.1 11.7 1.6 13.9 10.3 21.0 Jamésie communities ** Nord-du-Québec 13.4 15.8 10.3 1.8 25.3 9.4 24.1 Québec overall 3.9 22.2 16.0 5.1 16.8 16.7 19.2
2006
Agriculture and other Construction Wholesale Finance Healthcare and Community Business Other resource- and and retain and real educational services services based manufacturing trade estate services industries
Mistissini 18.8 6.8 6.8 2.1 31.5 7.2 26.7 Eeyou Istchee * 12.7 10.3 6.1 1.5 32.9 7.3 29.1 Chibougamau 12 20.8 15.4 2.5 16.6 9.4 23.3 13.8 24.5 13.4 1.9 14.5 9.6 22.2 Jamésie communities ** Nord-du-Québec 11.4 14.7 10.1 1.8 27.1 9.1 25.8 Québec overall 3.7 19.8 16.4 5.4 18.1 17.1 19.4
Source: Statistics Canada (consulted in April 2010), Community profiles - from the 2006 Census * Compilation of the nine Eeyou Istchee Cree communities (Mistissini, Oujé-Bougoumou, Waswanipi, Nemiscau, Waskaganish, Eastmain, Wemindji, Chisasibi and Whapmagoostui) ** Compilation of the municipalities and towns collectively known as the Jamésie communities (Chibougamau, Chapais, Lebel-sur-Quévillon, Matagami, B Chibougamau In Chibougamau, the manufacturing and construction industries play a major role. In fact, 20.8% of the active population works in the secondary sector. However, the key activities are service-related, which account for 67.3% of the active population. The two wood manufacturing companies (Chantier Chibougamau and Barette-Chapais) employ the vast majority of this workforce. The tertiary industry includes wholesale and retail sales (15.4%), financial and real estate services (2.5%), health care and education (16.6%), business services (9.4%), and other services (23.3%). The primary sector employs 12% of the active population. In terms of businesses operating in the town of Chibougamau, the information available in the business directory lists a diversity of businesses in the community. The widest economic diversity in the Jamésie communities is in Chibougamau. According to the DSP report, the economic diversity in Chibougamau is similar to the diversity in Québec overall that is of 40%.16 This figure is substantial in this isolated, modest-sized community, but reflects urban vitality which is necessary in a vast, isolated region, and underlines the importance of the specialized forestry industry in the local economy.
3.4.2.3 Economic infrastructure A number of businesses and companies are likely to be directly or indirectly affected by the construction, presence and maintenance of the Route 167 extension. Specialized or general construction companies will want to bid for the work, possibly with larger companies for management and specialized services. In addition, the local communities already have a number of retail businesses, accommodation facilities, restaurants and other services needed to maintain camps for temporary workers during the road construction.
Mistissini and Cree communities The Mistissini Cree Nation is often the sole shareholder of a number of companies operating in forestry, aviation, radio, outfitting and construction, or it works in partnership with private operators. The community recently invested in the construction of the Neoskweskau multi-service complex which includes an arena, gym, fitness centre, restaurant and meeting room. In terms of municipal road work services, the community of Mistissini recently acquired a dump truck for road maintenance and repairs. In winter, the truck equipped with a plough is used to clear the access roads to the community and a section of Route 167. Household waste and recycling is collected with a front-loading truck. A new water treatment plant is located 13 km from Mistissini and draws water from an esker that is delivered to the community by pipeline. The Band Council also has interests in various businesses and companies that operate in the forestry, aviation, radio, outfitting and construction industries. In its report on the Crees of James Bay and the construction industry, the Commission de la construction du Québec (CCQ, 2010) listed six Cree companies with the James Bay Territory in 2006. These companies are likely able to provide services related to this project. The companies are: Blackned Construction Reg’d, Blackned Construction & Development, Waskaganish First Nation, CBC, Chee-Bee Construction and the CCDC. Business activities are carried on by some 40 companies that provide goods and services including food, secretariat services, arts and crafts, convenience store, furniture, real estate services, fishing gear, fuel, cleaner, taxi, laundry, oil drilling, restaurant, post office, banking services, clothing, canoes, daycare and video store.
16 Economic diversity is used to calculate the economic capital in the region. It is calculated using the total of the proportion of the active population aged 15 or older in the three industries with the highest shares of workers.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 166 - December 2010 - 58093 Health care, education and other services play a major role in the economy of the Cree community, both in Mistissini and in all of the Eeyou Istchee communities. Tourism-related activities have an economic impact in the community of Mistissini. The presence of visitor services promotes tourism structures. The villages have facilities for accommodations (Auberge Mistissini) and restaurants, as well as welcome, information and reservation centres. They also have souvenir sales outlets. The wharf provides mooring for boats and float planes. Mistissini is the departure point for outdoor tourism activities. The existence of these infrastructures gives Mistissini the opportunity to accommodate people transiting to planned tourism activities in the vast territory that surrounds the community. Outfitters play a large role in the northern Québec economy. In 2009, the 89 outfitters in operation accounted for the creation or consolidation of 1,137 person-years,17 approximately 2,850 jobs in the area, with a total economic impact of $47.5M in revenues for businesses and households. An association of outfitters exists at Lake Mistassini. Ecotourism is also promoted in the community of Mistissini. The Mwaak Outdoor Excursions are specialized in this type of tourism. It offers a range of activities related to the traditional Cree culture and diet. Some regional Cree organizations cover economic development:18 The Board of Compensation (which manages funding from the 1975 James Bay Agreement) funds economic ventures directly and manages Air Creebec, Cree Construction, Valpiro, and Cree Energy through its holding company, CREECO; Eeyou Corporation manages the funding received under the La Grande 1986 Agreement and invests in community development and economic development ventures; The Cree Development Corporation, established as part of the Paix des Braves Agreement (February 7, 2002) is a vehicle for investment in economic ventures in the territory using the funding from the new Agreement; Cree Regional Authority. Cree Human Resources Development (CHRD) provides job search services, administers employment insurance and provides funding for training. The funds for training provided by CHRD comes from regular program funding invested primarily in local training needs and in “Territorial Programs” as planned in the James Bay Agreement, and through the obligation of Canada to promote Cree employment in the regional development of mining, forestry, hydroelectricity, tourism, and construction throughout the territory.
Chibougamau and Chapais Chibougamau serves as a relay, service or transit point for travellers heading north. According to the DSP (2007), the numerous public and parapublic regional organizations located in the Chibougamau municipality area alone account for approximately 500 jobs. Businesses in Chibougamau regret that the local population tends to shop outside of the territory. In addition, the possibility of on-line shopping via the Internet is not helpful to local businesses and does not encourage new businesses to open in the area. However, the Cree communities represent a major pool of consumers for Chibougamau businesses. Buying locally is a sensitive and complex issue, because local merchants cannot easily compete with businesses in the south that offer better prices and more variety. Consumers face a monopoly situation, whereas merchants face low consumption rates.
17 One person-year is equal to the work of one full-time person over the course of one year. With seasonal or part-time work, on person-year may be equal to two or three actual jobs. 18 http://www.gcc.ca/cra/economicdevelopment.php
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 167 - Environmental and social impact assessment The availability of services, businesses and infrastructures creates significant potential in Chibougamau for recreational tourism activities. Outdoor activities linked to hunting and fishing, the numerous lakes and rivers, trails, outfitters, restaurants, accommodations and resorts are elements that encourage economic development in the tourism industry of the region. Only one licensed company in the region processes wood at the second and third levels: Chantiers Chibougamau, which manufactures trusses and joists. There are about 10 small businesses without a plant license, working in similar processing fields. BMD de Chibougamau, a cabinet-making company, and Scierie Simard, a sawmill, are two such examples. Mining operations and construction industry also have an influence on the community of Chibougamau. According to Emploi Québec, these areas of economic activity play a major role in regional job creation. Approximately 4% of jobs in the Nord-du-Québec region are directly related to mining and 2% to 3% are related to hydroelectric construction projects. Workers in these jobs generally earn better wages than in other sectors.
3.4.2.4 Cost of living During consultations, stakeholders often raised the issue of high cost of living. In Chibougamau, housing poses a challenge, because developers are not prepared to take the risk of developing housing before mining projects are defined clearly enough to determine the potential increase in the urban population in the short and medium terms. In Mistissini, residents expressed concerns about the high cost of food. A consumer price index has not been compiled for Chibougamau and Mistissini. However, the consumer price index for Matagami, which is the closest in comparison, was prepared as part of northern research conducted by Université Laval (Duhaime and Bernard, 2006). Matagami is a town of 2,000 residents located along the James Bay Road and is at the same distance away from a larger centre (Val-d’Or) as Chibougamau is from Chicoutimi. According to the study, the price of fuel in Jamésie (for example, in Matagami) and the cost of a snowmobile are approximately the same as prices seen in Québec city. However, the price of specialized items, such as personal care products and household items, can be up to 7% or 8% higher. The price of food overall was about 6% higher at the time of the study. These differences seem small in the context of a monopoly, as seen in the study area. Because businesses in Mistissini and Chibougamau often find themselves in a monopolistic situation, it is likely that the effect of higher costs for some products is particularly significant. Moreover, the transportation of a low volume of goods causes the price of products to rise.
3.4.2.5 Current economic development
Regional perspectives The industries in the primary sector play a major role in job creation and regional economic vitality. As in the resource regions, the Nord-du-Québec is subject to market uncertainties and little economic diversity. Furthermore, very few businesses process raw materials after extraction. In fact, the resources are generally exported elsewhere in Québec or even outside of the province. Thus, the region does not gain maximum benefits from the extraction of its resources, which would represent a greater value added. Economies of scale are obviously greater in urban areas with an abundance of industrial services and qualified labour. Economic development in the region currently relies mainly on the implementation of major projects and the development of natural resources. Development perspectives are linked to mining, forestry, tourism, industry, wind power development and hydroelectric projects. The mining industry has been expanding rapidly in the region in recent years. Rising prices caused in part by increased demand and certain tax benefits granted by the Québec government are two
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 168 - December 2010 - 58093 factors that have encouraged and allowed for considerable investments in infrastructure and mining exploration. In 2007, 42% of investments in the region were linked to the mining industry. The Nord-du-Québec region accounts for 70% of active mineral titles in Québec. According to the MRNF, the discovery of new deposits poses a major challenge for the mining sector and the region. In addition to these new deposits, diversifying the types of development and extracting rarer substances help consolidate the industry. The Nord-du-Québec region offers these diversified resources, but developing them requires that new territories be opened for exploration. About 58% of exploration and development spending in Québec in 2007 were concentrated in the Nord-du-Québec region. Based on MRNF estimates, the development projects could create 1,100 new jobs over a period of five to ten years. In terms of development, the Troilus mine, located west of Lake Mistassini, was mining for gold, but ceased its operations in June 2010.19 Forestry operations represent a major and essential part of the regional economy, with 20% of jobs in the region related to forest harvesting and related activities. The productive forest area in Nord- du-Québec is 51,470 km2 which represents 16% of the productive forest area for Québec overall. The presence of species such as fir, spruce, pine and tamarack constitutes 17% of the forestry potential in Québec. Between 2003 and 2006, the development of this primary resource generated up to $57 million in royalties annually for the region, the second highest in Québec after the Saguenay region. The MRNF estimates that 25% of the timber produced in the area is sent outside for processing. Out of the 23 mills supplied by lumber from the Nord-du-Québec region, only seven are located in the region. The logging industry is currently facing a crisis caused by numerous factors, such as the softwood lumber dispute with the United States, amendments to the Forestry Act and other legislative provisions (fewer possibilities for logging operations), increased energy costs, the higher Canadian dollar, the global economic downturn and international competition. All of these factors have led to the closure of mills and forestry operations, and consequently, the loss of numerous jobs. However, Chantiers Chibougamau has withstood the crisis well. It gained a competitive advantage by specializing in construction structures suited to the type of wood available in the North. The Cree communities of Mistissini and Waswanipi were granted timber rights on Category I land by the MRNF. Six companies benefit from supply and forestry management contracts and two benefit from timber supply contracts. One of these companies is located in the Nord-du-Québec region in the municipality of Chibougamau (MRNF, 2010a). Recreational tourism activities also make a significant contribution to the region, but are more limited in terms of jobs. Clients are mainly visitors from outside the region (70%), but according to the stakeholders consulted, a number of them come from nearby regions seeking havens for hunting and fishing. When the U.S. dollar is higher, American residents comprise a significant clientele in the region. Sport fishing is by far the most popular activity. According to the MRNF, this tourism activity generates $27 million per year in Nord-du-Québec, in addition to $7 million in value added. As a result of this activity, 238 jobs are maintained, which is equal to an estimated $3 million incomes. Spending on sport fishing is estimated at $5.5 million per year, and generates 46 jobs. Finally, non-harvesting wildlife activities are also a good way to enhance the economy in the region. However, their potential needs to be developed and promoted (MRNF, 2010a). The Albanel-Témiscamie-Otish National Park project fits into the perspective of developing tourism potential. Tourism activities other than wildlife-related activities are significant in the region as well. Adventure or ethnocultural tourism has good potential. Promoting local products is another way to enhance tourism in the region. Some products, such as game meat, fruits and herbal teas are already being promoted, but sales remain marginal.
19 INMET Mining Corporation news release, 27/07/2010
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 169 - Environmental and social impact assessment More than half of the electricity consumed in Québec is generated in the Nord-du-Québec region. The construction of the Eastmain-1-A-Sarcelle-Rupert project is nearing completion. The construction of smaller hydro-electric power plants is also being considered. This option could be carried out by the local communities and generate regional profits. It is important to note that the Nord-du-Québec region contains a major freshwater reserve, a resource that is currently being examined for its commercial value, even though it is a sensitive issue, as water is widely considered a public good with no market value. The Nord-du-Québec region has high potential for wind power development. According to the MRNF, wind studies are underway to determine wind power potential in the southwest sectors of Lake Mistassini and the northern part of Otish Mountains. The Cree community of Mistissini has expressed an interest in wind power development, which could take place in the newly accessible territory by the Monts Otish road. Thus, economic expansion in the region is encouraged by a number of factors. A great deal of effort has been made to diversify the labour market. Between 2001 and 2005, the GDP in Nord-du-Québec rose by 10.9% (Emploi Québec, 2009). This is the highest growth among the administrative regions of Québec. The major contributors to this remarkable increase are the construction, support services, waste management and remediation, transportation and storage industries. Investments in hydroelectric projects and mining play a key role in this economic upturn. These major projects also have a great impact on capital investments and job creation.
Outlook on the local economy of Mistissini The community of Mistissini is subject to the economic reality of the resource regions in northern Québec, dependent upon mining, forestry and parapublic jobs. Fluctuations in commodity prices and international competition in forestry are destabilizing factors for the local economy. However, it can rely on a high employment rate in the public service, because numerous local and regional administrative offices are located in Mistissini. Real estate development has highly stimulates the local economy, given the substantial demographic growth. Real estate development contributes to creating jobs in the private sector, including electrical and plumbing services. Aside from the public service which dominates the local job sector, the construction industry appears to contribute to job creation in the community. The community of Mistissini is in a strategic location for tourism development. The accessibility of services and its geographic location are essential factors to developing tourism. The coexistence of traditional hunting and fishing activities with non-Aboriginal hunting and fishing can be a sensitive aspect. However, according to the preliminary master plan prepared as part of the Albanel- Témiscamie-Otish National Park project, having trappers working as guides for park visitors could convert this constraint into an advantage. During consultations, both trappers and current Cree outfitters said that they hoped to offer recreational-tourism services with the advent of the Monts Otish road. However, the Band Council explained that training programs will be needed in Mistissini to enhance the abilities of entrepreneurs who have no experience in the field. However, Mistissini can benefit from the experience gained by the Auberge and current outfitters. Overall, the community of Mistissini sees recreational tourism as an industry that is compatible with the Cree lifestyle; this type of activity has very few consequences for the environment and their lifestyle, compared to hydroelectric, mining or forestry projects.
Outlook on the local economy of Chibougamau The town of Chibougamau, known as a resource region, is striving to change its image by veering toward sustainable economic development. According to the region’s DSP, recognition of political and economic development depends largely on gender equity, as well as knowledge and acknowledgement of northern specificities of Chibougamau.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 170 - December 2010 - 58093 Among the objectives of the various key stakeholders in economic, political and local community development, Chibougamau must be recognized as the regional capital. The major issue relies on the regional recognition of its vision for development. Consequently, the diversification of activities is ensured through the role Chibougamau plays as a “service centre” through dynamic and innovative entrepreneurship, the promotion of local shopping, and its substantial regional population density. Remoteness of Chibougamau from larger centres lessens its appeal to investors. Indeed, the long distance travelled to reach markets raises transportation costs and deters developers.
Challenges of local economic benefits The primary resources extracted from the Chibougamau region are processed elsewhere. In addition to the isolation factor, rotating work schedules now offered by mining companies do not help local economic development. These temporary assignments do not encourage individuals to spend and invest locally. Thus, local populations do not feel they will benefit from road development and future resource development as much as they might. Construction activities would be temporary and most of the workers would come from nearby regions or from southern Québec. Although permanent mining jobs provide better benefits locally, mining companies hesitate to move their staff and build facilities that will be abandoned once development is completed. However, methods and tools exist to help maximize the local benefits from major works. COMAX Nord is an organization which has experimented with such tools to maximize the benefits of the Eastmain project, among others. One major tool is a directory of companies/contractors and their qualifications, available for participating in the project. This directory publicizes fields of expertise of companies and provides quick access to a pool of businesses that work in business lines relevant to the project. The most recent business directory prepared by Comax (consulted in July 2010) for the Nord-du-Québec region, which is likely to benefit from the economic impact of the Route 167 extension project, is available in Annex 8d (Volume 2). According to stakeholders, local organizations must also be informed so that they may increase their capacity and enhance the “just-in-time” labour pool to meet development schedules. In terms of creating local jobs, tourism development appears to hold the most promise, although it is more modest than mining development. As noted in the report on the public hearing on the environment held as part of the Albanel-Témiscamie-Otish National Park project, a regional consensus emerges regarding the Route 167 extension project. One key reason for this enthusiasm is the potential development of the ecotourism industry. Easier access to the park via Route 167 could generate significant tourism and economic benefits for Chibougamau and Mistissini, and allow for socioeconomic development locally and regionally. Recreational tourism activities have gained momentum in the region in recent years. The town of Chibougamau is currently working on creating the Obalski regional park. Plans for the park include cycling, cross-country skiing and hiking trails, a beach, as well as a picnic and a lookout area. Also, Mistissini is preparing ecotourism programs to answer the requests from community members to improve their employability given the creation of the Albanel-Témiscamie-Otish National Park.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 171 - Environmental and social impact assessment 3.4.3 Land use by the Crees of Mistissini
3.4.3.1 Methodological approach Seven traplines located within the territory of the Mistissini Cree Nation are directly affected by the project. From south to north, these traplines are identified as: M42, M37, M36, M17C, M24A, M16 and M11 (Map 3.10). For the purpose of this study, interviews with the tallymen directly affected by the project were held from June 2 to 4, 2010. Six of the seven tallymen were interviewed; at the time this report was prepared, the trapline M37 tallyman had not yet been reached, despite the team’s numerous attempts to do so. In addition, the tallyman on trapline M42 specified that he did not want the results of the interview to be disclosed in a public manner. A list of individuals interviewed for each trapline is included at the end of the report, in the section on “people and organizations consulted”. It should be noted that the tallymen were also interviewed in 2009 as part of the pre-feasibility study; a general presentation of the project was given afterwards to the community in January 2010, at the outset of the impact assessment study. The key purpose of this consultation was to collect relevant data on the Crees’ use of the study area. An interview guide (Appendix 9a, Volume 2), prepared in cooperation with the professional staff assigned to the environmental and social impact assessment study, was used to document hunting, fishing and trapping practices, including the community aspect of these practices, in order to assess the impacts of the project. The interviews were conducted by a team including a socio-economist, a biologist and a Cree coordinator; each interview took an average of 90 minutes. Discussions took place in English when the participants were comfortable speaking that language, otherwise, they were held in Cree, in which case the Cree coordinator served as interpreter. Interviews were held after the tallymen signed the consent form. The inventories cover knowledge of natural resources, general resource development practices and land use as it is usually practiced, based on recent years. The inventory of biophysical data focuses on a 500-metre strip on either side of the proposed route alignment, whereas socioeconomic data was collected along a 10-km band on either side of the proposed alignment. Appendix 9b (Volume 2) summarizes the highlights of these interviews. Maps of each trapline (using a scale of 1:20,000) were used to gather geo-spatial information, and detailed notes were taken during the interviews. Map 3.11 (Volume 3) summarizes the information collected. At the tallymen’s request, information about trapline M42 is not presented on this map, except for the location of proposed parking areas.
3.4.3.2 General land use characteristics
Land regime The land use by Crees follows a set of traditional practices, knowledge and rules. The contemporary form of this use is the result of both recent history and the extension of a site-development approach in place long before the arrival of Europeans (Hydro-Québec, 2004).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 172 - December 2010 - 58093
The land regime introduced in the James Bay and Northern Québec Agreement (JBNQA) has played a decisive role in this regard by dividing the James Bay territory into Category I, II and III lands. The Crees have exclusive hunting, fishing and trapping rights on Category I and II lands, and exclusive harvesting rights for certain wildlife species20 and trapping rights on Category III land (Hydro-Québec, 2004). In this case, the trapline sections affected by the proposed route are located mainly on Category III land. The territory was divided into traplines when the government created beaver sanctuaries in the 1930s. In general, the boundaries of these traplines were established based on the water system. However, some overlaps exist between these lines and between communities, and these sections of the territory are still being discussed between the parties involved. For the Cree Nation of Mistissini, the community’s vast traditional territory was subdivided into 75 traplines of various shapes and size. Community land extends along a north-south sector covering more than 120,000 km2 from southwest of Lake Mistassini and Lake Albanel to the Trans-Taiga Road south of the La Grande complex reservoirs.
Tallymen and user groups On each of the traplines, resource and harvest management is traditionally assured by the tallymen, whose primary responsibility is to manage the beaver population within the boundaries of their traplines. They are responsible for determining the resources to be harvested and the areas to be preserved each year to ensure the renewal of species harvested and to guarantee the long-term use of the territory. In many respects, tallymen are an emblematic figure of the traditional lifestyle and associated knowledge. Although their social role became blurred as other functions were created in the contemporary socio-political organization of the Cree communities, tallymen are still seen today as the leading authority in the territory because they possess unequalled knowledge; in that regard, their authority is not questioned. Tallymen represent and lead a group formed by trapline users, primarily members of their extended family and the members of their hunting partners’ families. When a tallyman is no longer able to assume his duties, he transfers his title to a member of the user group, most often one of his sons. Except for the tallyman on lot M24A, an elderly man who does not travel to the territory alone, tallymen ply their trade on a full-time basis with support from the Cree Hunters and Trappers Income Security Program (ISP). This family program guarantees an annual amount to Crees who have chosen a lifestyle based on hunting, trapping and fishing; it encourages Crees to practice their traditional pursuits by offering guaranteed income, benefits and other incentive measures. In general, traplines are operated by an extended family unit that includes the tallymen’s children and grandchildren, as well as their brothers and sisters and their respective families. Based on the information gathered during interviews with Cree users, an average of 10 to 15 people depend on the trapline. Aside from the tallyman, and potentially his brother or father, the other family members are generally occasional users. This is the case in young families (parents aged 20 to 30) who are rather settled, because they have children in school and do not have enough savings for extended trips. These families are typically short-term seasonal hunters and fishers. However, even for these occasional users, outings to the territory are still an important part of their lifestyle.
20 Mammals: weasel, beaver, wolverine, ermine, wolf, otter, lynx, groundhog, American marten, skunk, Black bear, Polar bear, fisher, Freshwater seal, porcupine, muskrat, fox and mink. Fish: sucker, Lake whitefish (non-adranomous), sturgeon, mooneye, goldeye and burbot.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 174 - December 2010 - 58093 Annual hunting, fishing and trapping cycle During the interviews, the tallymen indicated that the key traditional activities practiced on the territory are as follows: Fishing: in spring and summer, all species combined, with no particular preferences. Fishing conditions are considered excellent and the lakes are nearly pristine, particularly on the traplines along the northern section of the route. There are no apparent indications that fish stocks are growing or dwindling; Hunting: in spring, fall and winter, depending on the species, with preference for moose, goose, and to a lesser extent, duck. The hunting season extends from September to December with a return to the community during Christmas holidays, then from January to March with a return by snowmobile before spring thaw. Moose and geese have cultural importance to Cree users in Mistissini, and hunting trips are essentially organized around the harvesting of these animals. Thus, the busy time in the annual cycle is the “Goose break.” This annual goose hunt is held in the spring, usually in late March or early April. It accounts for nearly one quarter of the game consumed by the Crees. Note that the Cree land users also hunt geese in the fall as they fly south (fall migration), but this activity is not as significant as the spring hunt. Lastly, Black bear is also “trapped” in some sectors of the territory, but this activity is marginal, because the Black bear population is not very abundant in the area. Trapping: in winter, mainly for marten, otter and beaver. Trapping is a consistent practice, even though the prices offered for furs are so low that the activity has lost its initial economic appeal. At present, only 5 to 10% of the tallymen’s annual income comes from the sale of furs. The annual harvesting cycle may vary according to the trapline’s geographic location and specific ecological conditions. For example, users of trapline M11 located at the far end of the proposed road in an area that is not easily accessible tend not to hunt to the north of their land because it is too costly to travel there. Each trapline is usually divided into a number of sectors and operations are carried out on a rotating and alternating basis. As such, the tallymen and their family members occupy some portions of the land and do not return for three or four years, time enough for the animals hunted and trapped in that area to be replenished. The same is true for lakes as fishing is practiced on different lakes to allow them to regenerate. Tallymen generally stay in the forest for two-month periods, twice a year; summer is a less appealing season owing to the abundance of stinging insects. Usually, tallymen settle with their families in a permanent camp and their activities are concentrated in the vicinity of the camp site. Some more highly-motivated users travel along watercourses in canoes to access remote portions of the land that remain untouched. Stays in the forest and the consumption of game meat and fresh fish are the main incentives for the pursuit of traditional practices. Based on the comments reported during the consultations with the tallymen, nearly 50% of the food consumed during the year comes from hunting and fishing trips. Fishing on the bigger lakes near Mistissini helps feed families and offset the excessively high cost of food bought at the supermarket. Fish is mainly consumed on-site during lengthy fishing trips, whereas moose meat is brought back to the village and preserved. Certain medicinal plants are collected at the community level and medical research in universities and private institutions is underway. Information about the institutions involved or their use of the plants remains confidential. Other than for medicinal use, picking plants is not a significant activity
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 175 - Environmental and social impact assessment for families. The tallymen and other stakeholders consulted indicated that the only fruit most community members pick are blueberries.
Access to the territory In the current conditions, access to the territory is difficult owing to the lack of infrastructures, or the quality of and limitations imposed by existing ones. During the winter, Cree users can travel north by snowmobile along the forest service roads and the winter road that leads to the old Eastmain mine. Snowshoes are sometimes used in short excursions in the forest for trapping fur-bearing animals. In summer, the Crees essentially travel by floatplane from the base in Témiscamie, and on rare occasions, by helicopter. The cost of the various modes of transportation used to travel around the territory is exorbitant. For example, depending on the distance, the cost for a trip by floatplane can easily range from $3,500 to $5,000. Therefore, it is more difficult for users of the most isolated traplines to practice their traditional activities consistently; the pursuit of these activities is directly dependant on the users’ financial means or the grants obtained from the Band Council for the practice of traditional activities. Tallymen cover the cost of their trips with funding obtained from the ISP or a program implemented by the Band Council. In Mistissini, this program generally funds 100 % of the first trip and 50 % of the second trip; grants for additional trips are established in a discretionary manner, based on the available budget. The Cree Trappers Association is developing new mechanisms that consider both the duration of the trip and the cost of transportation to access the family trapline. These lands are less accessible and used by one or two family members who stay for extended periods. According to a number of people consulted, the high cost of hunting and fishing in isolated areas and the sedentation of employment prevent the expansion of traditional activities among the more sedentary population. Lastly, based on the information gathered during the interviews, the tallyman on trapline M16 is the only one who continues to canoe and portage on the Eastmain River to fish and hunt.
Camps and other infrastructures Each tallyman has a permanent camp where various equipment and tools are kept permanently. This camp is used as a gathering place for families who travel there for medium or short periods. Tallymen or other family members most dedicated to practicing traditional activities also occupy one or more temporary camps, depending on the time of the year, where they can spend a few nights before returning to the permanent camp. The location of these temporary camps, which are more or less maintained, is far more important than their comfort level. They are often strategically built on an exceptional tract of land overlooking a lake or bordering a river at the beginning of a portage route. Some have significant historic value (meeting and gathering place).
3.4.3.3 Trapline use along the proposed route Interviews with the tallymen and some key users of the territory revealed that the portions of six traplines located less than 500 m on either side of the proposed route are occupied and used infrequently (the tallyman who operates the 7th trapline could not be interviewed). The following provides the most relevant information about land occupation and use for each trapline within the study area, beginning at km 0 of the road project. Trapline M42: This trapline extends from km 0 to approximately km 27 of the proposed route. Note that information about land use and occupation gathered during the interview are not presented in this report or illustrated on Map 3.11 (Volume 3), as the tallyman requested that this information remain confidential.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 176 - December 2010 - 58093 Trapline M37: The proposed route intersects this trapline along the border it shares with Trapline M36, between km 27 and km 64 (north of Lake Sylvio). A portage route at km 35 links Lake Albanel with the Témiscamie River. Trapline M36: The proposed route crosses this trapline in a number of places: between km 35 and km 38, between km 64 and km 107, and from km 111 to km 120 at the northeast end of the trapline. A snowmobile trail was identified near km 36 and links traplines M36 and M37. An harvesting area (hunting and fishing), two permanent camps and a winter encampment were also identified in the Lake Roxanne sector near km 71. Note that this part of the territory is accessible via the existing winter road. Trapline M17C: The proposed route follows the southwest end of this trapline between km 107 and km 111. The only land use reported by the tallyman includes an encampment south of km 108 and a site selected by the family for a future camp near km 110. Trapline M24A: This trapline runs along the proposed route from about km 120 to km 140. According to information collected during the interview, one of the tallyman’s camps is located near km 121, a short distance away from the proposed route, and another camp is located west of km 129, about 500 m from the proposed route. Trapline M16: The proposed route intersects this trapline between km 140 and km 211 (or at km 205 based on the indications given by the tallyman who operates trapline M11 concerning the boundaries of the two traplines). Two harvesting areas (fishing) were identified by the tallyman at km 146 and km 149. A permanent camp was identified east of the proposed route between km 155 and km 156; in addition, a series of permanent and temporary camps are located more than 500 m west of the proposed route near km 204 to km 206 (where the boundaries of traplines M16 and M11 overlap). An area further north contains a canoe route (km 184) and a portage that links to it north of km 187, as well as a snowmobile trail in the area near km 195. The proposed route intersects a number of moose yards and water bird, duck, otter and beaver habitats between km 191 and km 195, and between km 199 and km 205. Trapline M11: The proposed route crosses this trapline between km 211 (or 205, see note in description of trapline M16) and km 239+500 (Camp Lagopède) which marks the end of the project. No camps (permanent or temporary) were identified in the 500-metre strip on either side of the projected route. However, the tallyman indicated that the territory was used in many other ways; it contains a snowmobile trail at km 214, portages (south of km 212, at km 232 along the Misask River, and south of km 234), and a trail that links Lake Uuskanchiisuu and Lake Kaakus Kaanipaahaapisk between km 234 and 235. Lastly, a number of moose yards and water bird, duck, otter and beaver habitats were reported near km 216 to 218, at km 223, between km 225 and 226, and at km 228.
3.4.4 Land use by other users Aside from its traditional use by members of the Cree Nation of Mistissini, the land to be serviced by the Route 167 extension is also occupied and developed for various purposes by other users. Current land uses include commercial logging, recreation and tourism and mineral resource exploration. These activities sometimes overlap because they are distributed throughout the study area extending on either side of the proposed alignment. A brief description of these activities is presented below. This description provides further details on the information provided in Chapter 2, focusing on the lands overlapping or immediately adjacent to the alignment under study.
3.4.4.1 Logging Under a decree issued on December 19, 2002, the MRNF established the limit, designated by the term “northern limit for timber allocations”, north of which no timber supply and forest management
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 177 - Environmental and social impact assessment agreement (TSFMA) or forest management contract (FMC) can be granted. Beyond this boundary, however, the MRNF reserves the right to authorize the carrying out of reduced-scale forest management activities adapted to local environmental conditions. The northern boundary for timber allocations, whose line is irregular, lies south of Roxane Lake, near km 69 of the proposed alignment; to the east, it continues towards the northeast of Bethoulat Lake, while remaining at a good distance to the south of the Témiscamie River. Further to the Peace of the Brave agreement21, specifically the provisions of Chapter 3 that aims to make the requisite adjustments the regional forest regime by taking into account the traditional Cree lifestyle, the recommendations of the Commission for the Study of Public Forest Management in Quebec (Coulombe Commission, 2003), the revision of the Forest Act, as well as the annual sustained yield capacity calculations for the period 2008-2013, the configuration of the forest management units (FMU) was reviewed, particularly in the Northern Quebec region. The study area encompasses parts of two FMUs, including: To the south, FMU 026-62, covering 548,620 ha. It extends along an axis parallel to Route 167 between Mistissini and Temiscamie. Except for a portion that reaches the south of Lake Albanel, this FMU is mostly located to the east of the road and is not encroached by the proposed alignment; To the north, FMU 026-61, covering 349,305 ha. This unit is composed of two non-adjacent parts, the Broadback and Témiscamie sectors, located on either side of Lake Mistassini. The eastern part of this FMU is itself split into two sectors separated by the Témiscamie River. This part of the FMU is mostly concentrated around Coursay, Témiscamie and Bethoulat lakes. Only a small portion encroaches on the alignment, south of Roxane Lake, approximately between km 53+500 and 62+300. It is important to note that neither of these two FMUs are directly affected by the planned boundaries of the proposed Albanel-Témiscamie-Otish National Park. The authorized agent for both FMUs is Les Chantiers de Chibougamau. For each FMU, the company prepared, on behalf of the relevant subcontractors, a general forest management plan (GFMA) for the 2008-13 period. By virtue of Chapter 3 of the Peace of the Brave, these plans were submitted to the Cree-Québec Forestry Board for approval. In June 2009, the Board confirmed its support for the revised versions of these plans, which take into account the reduction of forest capacity and the requirements specific to these FMU, as determined by the Chief Forester. According to the FMU 026-61 GFMA for the five-year period in question, the areas to be subject to logging or forest management activities or targeted for the construction of major infrastructures (e.g. roads and camps) are all located north of Coursay and Témiscamie Lakes and east of Bethoulat Lake. Currently, nothing indicates that an expansion of the forest land allocation for commercial purposes could happen in a foreseeable feature within the limits of the study area, especially after the recent adoption of The Canadian Boreal Forest Agreement. Furthermore, any future changes shall be made in accordance with the forest regime adapted to this region (Chapter 3 of the Paix des Braves).
3.4.4.2 Recreation and tourism activities In the study area, recreation and tourism related uses are currently limited to activities and services offered in the Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve and by a few outfitting operations in the surroundings of Lake Mistassini and other remote locations. The Gouvernement du Quebec, in partnership with the Cree Nation of Mistissini, has proposed the creation of the
21 The official title of this agreement is: Agreement Concerning a New Relationship Between Le Gouvernement du Québec and the Crees of Québec.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 178 - December 2010 - 58093 Albanel-Témiscamie-Otish National Park. The wildlife reserve and national park boundaries are shown on Map 2.2, which is included in the section of this report describing the region’s recreation and tourism potential.
Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve The Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve is managed and operated jointly by the Cree Nation of Mistissini and the SEPAQ. It is the largest wildlife reserve in Quebec. This vast area encompasses the two largest bodies of water of Quebec, i.e. Lake Albanel and Lake Mistassini. The Lake Albanel entrance kiosk is located at 178 km from Chibougamau and is accessible by Route 167. The wildlife reserve is fragmented into several parts that are not contiguous to each other. The study area encroaches on the following parts: Between km 0 et 34 of the proposed alignment, the section of the wildlife reserve extending from Lake Albanel up to Lac à l’Eau Froide, including Tournemine and Cosnier Lakes; From km 95 up to about km 135 of the proposed alignment, the section of the wildlife reserve located north of Bethoulat Lake. The Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve is a prime sport fishing destination, as area waters are teeming with Northern pike, Walleye, Lake trout and Brook trout. However, as the wildlife reserve’s largest bodies of water are part of the Mistissini community territory, the harvesting of some fish species, including whitefish and sturgeon, are reserved exclusively for the Crees. The outfitting services include, among others, classic packages, such as fishing with stays in cabins and camping/fishing experiences on the shores of large, pristine lakes. Other activities that may be practiced in season include the following: camping, day fishing, summer vacation stays, canoe camping, canoeing and wild berry picking.
Outfitters In addition to the Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve, the recreation and tourism services offer includes three outfitting operations located northeast of Lake Mistassini: Osprey Excursions is located on an island in Lake Mistassini, about 50 kilometres (approximately 20 minutes by float plane) from the village of Mistissini. It has an operating area of 2,326 km2. Clients are offered American and European plan fishing packages (Brook trout, Lake trout, walleye and pike), as well as in satellite camps (most notably on the Témiscamie River). The operating season generally begins in late May and ends in early September; Association de Pourvoirie du Lac Mistassini; Mirage Outfitter, which operates a satellite camp on Pluto Lake, in the southern foothills of the Otish Mountains. This camp is located about 50 kilometres east of the proposed alignment, near km 163. The outfitter offers fishing packages. These three outfitters also offer caribou hunting opportunities.
Albanel-Témiscamie-Otish National Park The proposed Albanel-Témiscamie-Otish National Park project covers a total surface area of more than 11,000 km2, making it the largest park in Quebec. The proposed park boundaries encompass comprise the waters and shores of Lake Albanel and Lake Mistassini, the upstream section of the Rupert River, part of the Témiscamie River watershed, the historical canoeing corridor linking Lac À l’Eau Froide to Lake Témiscamie, part of the Otish Mountains and Naococane Lake, as well as its hundreds of islands (BAPE, 2006).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 179 - Environmental and social impact assessment Portions of this area are actually located within the Lacs-Albanel-Mistassini-et-Waconichi Wildlife Reserve boundaries. The development plan provides that the residual portions of the existing wildlife reserve will serve as buffer zones; activities complementary to those proposed in the park could be offered. The park project aims first and foremost to safeguard and showcase nature, while promoting the Cree culture. To achieve these objectives, the park zoning provides for the subdivision of the land into four zones, as follows: A maximum preservation zone (0.4% of the park area), where all circulation and development will be prohibited, providing habitat to rare and disturbance-sensitive species; A preservation zone (65.8%), where use of the land will be highly restricted and where development will be practically non-existent; A natural environment zone (33.7%), allowing the practice of low-impact activities supporting the appreciation of the environment; Finally, a services zone (0.1%) that will include reception and services functions (visitor reception, campgrounds, comfort stations, play areas, etc.) and where development restrictions will not be as strict as in the other zones. Developments aiming at enhancing the park area include a visitor services centre in Mistissini and a secondary reception point near the existing bridge on the Témiscamie River. A broad range of activities would be available within park boundaries, including hiking, snowshoeing and cross-country skiing, dog sled rides, snowmobiling, canoeing and kayaking, fishing, hunting and trapping, and educational activities. The only road access to the park would be via Route 167, north from Chibougamau. In addition, the Rupert River area, the heart of Otish Mountains massif and Naococane Lake, which are the most isolated areas of the park, would only be accessible by airplane. This broad expanse of land overlaps the proposed alignment in certain locations, including: Between km 0 and 53+500; Between km 63+500, in the Sylvio Lake area, and km 74+000, north of Roxane Lake. From Roxane Lake, the proposed park boundaries gradually turn away from the Route 167 alignment and continue beyond the Otish Mountains towards Naococane Lake.
3.4.4.3 Mining activities As is the case for much of the Nord-du Québec region, the study area is host to considerable mining-related activities. Following the discovery of diamond indicator minerals by the Ashton/SOQUEM joint venture on the Renard property in 2001, several companies and numerous prospectors have been active in the area. Although there is no mine in operation yet, mineral resource exploration continues quite intensively and some projects have even reached an advanced stage of development. In 2009, nearly twenty companies were active on the land extending northeast of Lake Mistassini and south of the La Grande Complex reservoirs and the Trans-Taiga Road. Some of these exploration companies were involved in more than one project. Although uranium (U) and gold (Au) are the two most sought-after mineral substances, the listed projects indicate that the mineral potential of the land is diversified and that several other minerals are present, including diamonds, copper, zinc, molybdenum and magnesium. As shown on Map 2.1 (Chapter 2), the land for which mineral titles (claims) have been granted is quite extensive. Along the proposed alignment, claims almost entirely cover the following areas: From about km 100 up to km 200 of the proposed alignment;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 180 - December 2010 - 58093 Between km 219 and the end of the proposed infrastructure near Lagopede Lake. In early May 2010, the companies who owned claim blocks were, from south (km 100) to north, the following: Otish Energy, Cameco, Ditem, Kodiak Exploration, Strateco Resources (Matoush project), Dios Exploration (Hotish property), Mary Lacoursiere, Lai Lai Chan, Eloro Resources, Icon Industries, Otish Energy, Eastmain Resources (Ruby Hill and Mine Eastmain properties), Dios Exploration, Stratabound Minerals (Marousia property), Exploration Dios and the Diaquem/Stornoway joint venture (Foxtrot property). Stornoway’s Renard diamond project and Strateco Resources’ Matoush uranium project are the most advanced of the study area. Several other claim blocks were also acquired in an extensive area covering a hundred of kilometres both to the west and east of the proposed alignment. This exploration work is now at various stages of development, in particular the properties owned by Western Troy (MacLeod project), to the west, and Abitex (Lavoie project).
3.4.5 Archaeology
3.4.5.1 Methodology The purpose of the study of archaeological potential is to assess the possibility that a geographic area may have been occupied by individuals, groups or populations in prehistoric and historic times. This work was done in order to propose protective measures or safeguards, as needed, for the remains of this occupation that may be buried and therefore threatened by roadwork. This study considers all of the data available concerning the occupation by Amerindians and European Canadians in the study area. For the purpose of analyzing and identifying areas of archaeological potential, the study area covers a 500-metre wide corridor divided by the centre line of the future Route 167 and the areas of potential materials sources needed to perform the work. However, the impact on potential archaeological remains present in these areas will be limited to the width of the projected road right-of-way and the areas of potential borrow pits. In terms of the potential presence of prehistoric sites, the criteria that support the selection of settlement sites are the result of an analysis of geographic and cultural data before the arrival of Europeans within the study area. For historic sites (European Canadian and Amerindian), various available documents (old maps, archives, oral traditions, etc.) sometimes help locate settlement sites or transit routes dating back to that period. Thus, this study uses different but complementary approaches: environmental inferences, archival research, and data from trappers (interviews held in summer 2010). In order to put into perspective the data compiled in the study area, the collection of documentary data was extended to a broader study area, covering a 5 to 10 km band on either side of the proposed route (topographic maps 32P02, 32P03, 32P06, 32P07, 32P08, 32P09, 32P16, 33A01, 33A08, 33A09 and 33A16 (BDTQ 1:20 000, NTSC, 1:50 000)). This data was obtained by consulting sources like the Inventaire des sites archéologiques du Québec (ISAQ – MCCCFQ), the Répertoire des biens culturels et arrondissements du Québec (MCCCFQ), the Répertoire québécois des études de potentiel archéologique (AAQ, 2005), and the various reports and publications available for the study area and region. In this study, the evaluation of potential for human occupancy is assessed using criteria referring to the probability that some landscape units (ecological units) are more likely to have been used than others. This hypothesis was validated in the course of the various phases of this study by referring to historic data and other defined criteria for archaeological potential in the study area (Table 3.48). Lastly, an archaeological inventory of the area covered by the proposed route will be established before this roadwork is done. It will include an inspection of areas with archaeological potential and, if warranted, trial excavations.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 181 - Environmental and social impact assessment Table 3.48 Assessment Criteria for Archaeological Potential (Table adapted from Gauvin and Duguay, 1981)
Environmental Level of Potential Factors High (A) Medium (B) Low (C) Geology Proximity to source of lithic materials Geography Sites sheltered from the wind, Elevated areas at a Cliffs, disturbed areas beaches, islands, points, coves, distance from (roads, sources of bays, dominant views watercourses materials, etc.) Morpho- Sand, gravel, flat land, marine Sheepback rock, Rock outcrops, bogs, sedimentology terraces, fluvial terraces altered clay, medium steep slopes, uneven slopes, eskers, terrain moraine Hydrography Primary hydrography, near Secondary Tertiary hydrography, major watercourses and lakes, hydrography, small marshes, bogs, ends of rapids, drinking water, merging watercourses (rivers, streams, 100 m or + watercourses, travel routes, 0 streams), 50 to 100 m from shore to 50 m from shore from shore Vegetation Edible plant resources, shelter Medium protection No protection from northern winds, exposure to southern winds, good view of adjacent land, firewood Wildlife Sites or near sites conducive to More or less wildlife Little wildlife found in hunting and fishing found in area area Accessibility Easy access territories Difficult, depending on Difficult at all times abundant in game, portage the season trails Mapping areas with archaeological potential (i.e., where sites of interest are likely to be discovered) relies on an analysis of the literature relevant to the study area (geological, geomorphological, hydrological, ecological, anthropological, ethnohistorical, archaeological, etc.), photo-interpretation of surficial deposits, microtopography, and consideration for current land use: Areas of geological interest (potential sources of lithic materials) were mapped out based on the boundaries proposed by geological data; Historic and ethnological data, including data obtained from current trapline managers (tallymen) concerning portages, burial grounds, encampments, etc. were mapped; The areas of archaeological potential defined as part of other studies were retained (Arkéos, 2008; Archéotec 2009a); A “high” or “medium” level of archaeological potential has been assigned where: − major lakes and rivers are present (primary and secondary hydrography); − travel routes are present (rivers); − rapids are present (fishing, portage); − surficial deposits are favourable to human occupation (sand and gravel first, till second); − the topography is relatively flat (reference: curves at 1 m). Areas deemed to have “low” archaeological potential, in other words, where the likelihood of discovering archaeological sites is “low,” include:
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 182 - December 2010 - 58093 Terrains associated with the tertiary hydric system (far end of small streams, isolated lakes); Sites at a distance from watercourses (50 to 100 m away); Rectilinear littoral segments in lakes and rivers; Interstream areas, unless they can be portaged (presumed link to major watercourses); Marshy areas and their immediate surroundings; Hummocky and rugged shores along rivers and lakes; Benches consisting of thin layers of till or till and rock outcrops; Escarpments, hills or mountains with steep slopes; Ridge peaks with rock outcrops or covered in thin layers of unconsolidated deposits.
3.4.5.2 Geographic area
Geology The bedrock in the study area mostly dates back to the Archean Eon and is composed mainly of gneiss. This type of rock was infrequently used in the prehistoric period by stone carvers who preferred more siliceous materials. However, small bands of sedimentary rock are present on the shores of the Eastmain River, including a formation that contains chert which was mapped out in the far west sector and on the south shore of René Lake (Hocq, 1985). This lake is located at km 178+000, about 3 km west of the proposed road right-of-way. The area south of the study area, from km 0+000 to km 55+000, comprises proterozoic formations lying on Archean basement rock. One such sedimentary rock formation is present in the study area: the Témiscamie Formation, which follows the southeast shore of Lake Albanel to the Témiscamie River and contains quartzite, particularly the ‘Mistassini quartzite’. The Colline Blanche substratum, where Mistassini quartzite originates, was well-defined in the work of Wahl (1947) and Neilson (1953) (which presented it as white chert). The study area intersects similar bedrock outcrops from km 12+000 to km 16+000. A visual inspection and trial excavations would help verify the quality of the material and determine whether it was used in the prehistoric era. Wahl and Neilson also reported the presence of iron-bearing black quartzite in the formations adjacent to the Mistassini quartzite formations (Neilson, 1949; 1950; 1951; 1953; Whal, 1947; 1953). Black quartzite similar to Mistassini quartzite was discovered in some archaeological sites in the James Bay area. An archaeological inventory would help confirm the presence or absence of this material in the study area.
Surficial deposits The study area contains numerous rock outcrops. Elsewhere, rock is often covered with variable thickness of soft materials. Soils in this area are mainly podzolic and deposits are mostly of glacial origin. Evidence of glacial retreat and occasional stagnation is visible owing to the presence of moraines and eskers. Glaciofluvial terraces originating from the rework of unconsolidated deposits run along most rivers, and glaciolacustrine deposits account for the past formation of Lake Barlow-Ojibway-Mattawaskin, a proglacial lake (Bouchard, 1983).
Hydrography The Otish Mountains area was identified as a hydrographic hub by botanist Jacques Rousseau (Rousseau, 1949). Some of the largest rivers in Québec are found in this area, including the Eastmain, Rupert, La Grande, Péribonka, aux Outardes and Manicouagan rivers. From an archaeological perspective, this feature is of certain interest, because a number of these rivers represent travel routes used by the Amerindians for thousands of years. In order to move from one
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 183 - Environmental and social impact assessment watercourse to another, the Aboriginal people developed and maintained numerous portages that link the secondary travel routes, such as the Témiscamie, Takwa, Tichégami and Misask rivers, to the main routes.
Deglaciation The glacier began retreating from the Lake Mistassini area around 7,900 BP to completely withdraw from the area a few hundred years later. The study area was not completely free of ice until about 7,000 BP. As the glacier melted, numerous bodies of water were formed and drained at the rate of the isostatic rebound (Bouchard, 1983; Denton [ed.], 1993). As a result, the southern part of Lake Mistassini and Lake Albanel was submerged by the Barlow Ojibway Mattawaskin proglacial lake (Occhietti et al., in press). This lake emptied into Hudson Bay between 7,900 and 7,700 BP, while the glacier was still present in the northeastern part of Lake Mistassini and Lake Albanel. The Barlow-Ojibway-Mattawaskin proglacial lake was later replaced by Lake Mistassini, a glacial lake. Its volume continued to rise with the supply of meltwater; consequently, it continued to border the glacier for a period of time, even though it was retreating at a rate of 220 to 260 m per year. This waterbody reached a maximum altitude of 403 m above current sea level. Given that evidences of the former shorelines are rare around Lake Mistassini and Lake Albanel, it is likely that the lacustrine phase of glacial Lake Mistassini was brief. The dimensions of the glacial lake gradually diminished, settling on the current shores of Lake Mistassini, about 375 m above current sea level (Bouchard, 1983). As the glacier retreated, plant colonization took place fairly quickly; these are the same plant species found in the area today, although the forest would have been more closed at that time. A warmer climate than today’s climate was conducive to this rapid invasion of ice-free, dried lands. By 7,000 BP, a boreal forest and forest tundra covered the study area. By 6,500 BP, a sufficient amount of wood resource was present in the region to support wildlife, and it could already support a human population. At about 5,500 BP, the climate deteriorated as it became cooler, more humid, and led to the appearance of an open forest similar to today’s forest (Dyke et al., 2004).
Settlement history Given current archaeological and paleontological knowledge, the study area likely became ecologically favourable to human occupation around 6,500 BP. Archaeological data indicate that settlement in the area may have started during the sixth millennium. However, the date of human occupation in the study area has not yet been clearly determined, nor has the origin of the first inhabitants of this area. In Québec, sites older than 5,000 years BP (using carbon-14 dating) are rare and found mainly in the St. Lawrence and Ottawa valleys, and Indian House Lake. In Lac Saint-Jean, Haute-Mauricie and Abitibi, regions that border Mistassini, no area was found to be older than 5,000 BP using carbon-14 dating (ISAQ, 2010). For the moment, researchers working in the mid-North must rely on dated archaeological contexts in southern Québec to date the older sites they discover. In southern Québec, some Amerindian groups from the late Archaic period (5,000 to 3,000 BP) share technology that northeastern archaeologists call Laurentian Archaic. The sites influenced by this tradition are relatively abundant in Abitibi (Côté, 1998) and in Lac Saint-Jean (Langevin, 1990). Some were discovered around Lake Mistassini (Pintal, 2005). It was likely during this period, i.e. around 6,000 BP, that the Amerindians arrived in Mistassini, in the southern part of the study area. In terms of the northern part, settlement may have followed settlement in the LG-4 and Caniapiscau area, which only dates back to the fourth millennium (Archéotec, 1985; Denton, 1988). Although the Mistassini area reflects some influence of the Laurentian Archaic, the archaeological artefacts in central Québec are more similar to those from the Labrador region. Up to now, the oldest archaeological sites carbon-14 dated in the Mistassini area goes back to the third millennium BP (Pintal and Denton, 2004). Beginning in this period, encampments appear to be
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 184 - December 2010 - 58093 abundant and are present along both rivers and the shores of major lakes. Excavations conducted in some settlement areas of Mistassini indicate that the Amerindians had a regular presence in the region, as evidenced by the discovery of numerous domestic fireplaces. Beginning in the 18th century, European and European Canadian items are increasingly present in the archaeological sites. However, evidence of stone-carving can be found until 1850 in the Mistassini area (Pintal and Denton, 2004). The first French visitors are thought to have arrived in Mistassini in 1663, when three traders crossed the region on their way to the ‘North Sea’ (James Bay). They were accompanied by numerous Amerindians, and surely Mistassins were among them. The Mistassiniouek, Mistassirins or Mistassirinis, or later, simply Mistassins, formed a group or a number of associated groups whose territory included Lake Mistassini. The first records of these Amerindians date back to 1642–43, where they were described as “Small nations” trading with the “Christian Indians of Tadoussac” (Thwaites, 1896-1901). Thanks to the efforts of Father Laure, geographic and ethnological knowledge improved greatly throughout the 18th century. He was the first to acknowledge the existence of Colline Blanche (‘Antre de Marbre’, ‘Tchichémanitououitchouapi’, or ‘House of the Grand Génie’) (Laure, 1733). He also identified the main nations in this region and their travel routes. Thus, in addition to the Mistassins associated with Lake Mistassini, Laure identified another nation in the northwest, past Otish Mountains, near the northern boundary of the study area: the Attikou Irinouetz (‘Gens du Caribou’). Very little information is available about this group, and the maps of Father Laure often place them further south. Although the existence of areas visited by the Attikou Irinouetz are uncertain, the same cannot be said of the Nitchik Irinouetz (‘Gens de la Loutre’) who are associated with Nichikun Lake beginning in the first half of the 18th century (Tanner, 1979). On the maps of Father Laure, the Témiscamie River and Eastmain River emerge as major travel routes for both the Attikou Irinouetz and the Nitchik Irinouetz (Laure, 1733). During the English rule, the busiest fur trading posts were located mainly in the southern part of Lake Mistassini. Beginning in 1786, and for a number of years, the North West Company (Montreal-based merchants) operated a trading post in the Baie-du-Poste sector, south of current- day Mistissini village. In 1812, the Hudson’s Bay Company (HBC) established its first post in the Mistassini area, marking the start of a commercial presence that subsisted until the 1990s. Except for the period from 1818 to 1821 when the HBC post was located near the Lake Mistassini outlet at the top of Rupert River, trading posts were always located near the current Cree village, on the same site as the village or south of Lake Témiscamie (Roy, 2001; 2009). Beginning in the late 19th century, major geological prospecting campaigns were carried out in the study area, the most well-known conducted by A.P. Low (1885; 1896). In addition to scientific findings, the work of these explorers provided a great deal of mapping and ethnological information (portages, travel routes, etc.) (Bédard, 1959; Bignell, 1885; Chown, 1971a; 1971b; Hamelin, 1971; Hasimoto, 1961; Hocq, 1976; 1985; Low, 1885; 1886; Neale, 1965; Neilson, 1949; 1950; 1951; 1953; 1966; Whal, 1947; 1953). Based on the information provided by Low and the information gleaned from interviews held with five Mistassini families who traded in Lac Saint-Jean, anthropologist F. G. Speck prepared a map of the area hunting territories (1923) (Speck, 1923; Speck and Eiseley; 1942). This map was revised by Tanner in 1971 (Tanner, 1971). From a more contemporary perspective, the current study area intersects seven traplines. As part of this study, interviews were conducted with six of the seven Cree managers (tallymen) on these traplines. Land use data (portage, encampment, burial ground, etc.) was mapped out and, where the study area is involved, the information was used to establish the boundaries of areas with archaeological potential, based on the interest they may have held for the practice of traditional activities.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 185 - Environmental and social impact assessment Archaeological knowledge The Mistassini region holds a special place in the archaeological history of Québec. Major archaeological work and research have been done in this area since the mid-1940s (Rogers and Rogers, 1948; 1950; Rogers and Bradley, 1953). In fact, one of the first major multidisciplinary research projects in Québec took place in this region during the mid-1960s (Martijn and Rogers, 1969). The Mistissini Archaeological Project (19997–2000) was conducted following this pioneering research. The purpose of the project was to document Mistassini quartzite-carving techniques and the lifestyles of recent Amerindian populations (1,000 to 1,850 AD) in the area. Although a great deal of archaeological research work has been done in and around the study area in the past 50 years, very little of it addresses the study area specifically. To date, two studies of archaeological potential have been carried out on the lands located near the study area. The first study was conducted as part of the Matoush mining project at km 131+000 (Arkéos, 2008). Some areas of archaeological potential set out in the survey intersect parts of the study area; these have been considered in this study. The second study of archaeological potential was completed as part of a project to resurface the winter road built for the Eastmain mining project (Archéotec, 2009a). The areas of potential identified in that study which intersect parts of the study area have also been considered in this study. An archaeological survey was also performed in 2009 near the study area by Archéotec (2009b). The purpose of the survey was to validate the archaeological potential identified by Arkéos in 2008. During this inventory, five areas—some located about 5 km east of the study area (km 131+000)— were verified through trial excavations, but no sites were discovered. A visual inspection of the lakes that border the areas of potential did not reveal any sites either. Four studies summarizing the state of knowledge about regional archaeology have been completed in the past 15 years. Two of them were conducted as part of mining projects (Eastmain, south of the corridor: Pintal, 1994; Emmanuel Lake, northeast of km 241+000: Pintal, 2004). The two other studies were carried out in the course of creating the Albanel Témiscamie-Otish National Park (Denton [ed.], 1993; Pintal and Denton, 2004). Although archaeological inventories have been conducted on the shorelines of the main watercourses in the area since the late 1940s (mostly south of the study area), we still do not have an accurate map of the areas inspected from 1945 to 1970. As a result, only the location of known archaeological sites show that research work was done in the region during that time. To date, 17 archaeological sites have been located within a 5-km band on either side of the centre line of the study area (Table 3.49). All of these sites are located between km 0+000 and km 26+000 (Map 3.12, Volume 3)22. Nearly half of these sites (as is the case for most sites in the area) were discovered in above-surface locations, i.e., artefacts directly lying on the beaches of the Témiscamie River.
22 Several dozen archaeological sites were discovered near the study area, to the south. Their features were not analyzed, but their location was taken into consideration in establishing the criteria for potential.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 186 - December 2010 - 58093 Table 3.49 Known archaeological sites within a 5-km band on either side of the study area
Borden Other Status Cultural period Waterbody Reference Code ID
Undetermined prehistoric Martijn and Rogers EgFg-013 M-214 Lake Albanel Amerindian 1968 Undetermined prehistoric Martijn and Rogers EgFg-014 M-215 Amerindian Lake Albanel 1968
Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-001 236 Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-003 242 Blanche Amerindian River 1968 Undetermined prehistoric Rogers and Rogers Colline Amerindian Témiscamie 1948, 1950 EgFf-009 R-11 Blanche River Martijn and Rogers 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-008 248 Blanche Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-007 246 Blanche Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-002 244 Blanche Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-005 245 Blanche Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-004 243 Blanche Amerindian River 1968 Colline Undetermined prehistoric Témiscamie Martijn and Rogers EgFf-006 237 Blanche Amerindian River 1968 Undetermined prehistoric Témiscamie Rogers and Rogers Colline Amerindian River 1948, 1950 EgFf-010 R-12-D Blanche Martijn and Rogers 1968 Undetermined prehistoric Témiscamie Rogers and Rogers Amerindian River 1948, 1950 EgFe-001 R-75 Martijn and Rogers 1968 Undetermined prehistoric Témiscamie Rogers and Rogers EgFe-009 76 Amerindian River 1948, 1950 Undetermined prehistoric Témiscamie Rogers and Rogers EgFe-010 81 Amerindian River 1948, 1950 Undetermined prehistoric Témiscamie Rogers and Rogers EgFe-011 78 Amerindian River 1948, 1950 Undetermined prehistoric Témiscamie Rogers and Rogers EgFe-012 80 Amerindian River 1948, 1950
Based on current knowledge, they are not linked with any of the known chronological cultural phases in the region. Nine of these known archaeological sites are found within the perimeter of the Colline Blanche site (MCCCFQ: ISAQ 2010) classified by the Québec government in 1976 and recognized by the Government of Canada as a National Historic Site in 2009 (Pintal, 2009).
Areas of archaeological potential The criteria for archaeological potential (Table 3.48, section 3.4.5.1) applied to the study area helped identify 169 areas of potential, 140 of them (1 to 11323) associated with the proposed road right-of-way and 29 linked to possible sources of borrow materials (A to EE), (Table 3.50 and Map 3.12). The size of these areas ranges from 1 ha to more than 100 ha; the largest (Map 3.12, zone 4) is a potential source of lithic materials, near the Témiscamie River. There are no currently known archaeological sites containing European Canadian settlements in the study area. Without objective criteria to distinguish between European Canadian archaeological potential and Amerindian archaeological potential, we consider that the European Canadians who travelled in the region settled in about the same places as the Native people did. In this study, no distinction has therefore been made between Amerindian and European Canadian occupation potential. Remember that until the 20th century, the only European Canadians who transited through the region were missionaries and explorers who, in most cases, hired Amerindian guides for their travels. In terms of trading posts, none in the region are located within the proposed road right-of-way. In fact, the only European Canadian sites that might be present are geologists’ encampments. Table 3.50 presents a list of areas of archaeological potential, justifications, bibliographical references, or the source of data that led to identifying archaeological potential, localizing areas based on the centre line mileposts and their size. Except for portage sites, where the boundaries are not limited by topography and surficial deposits, the terrains of archaeological potential are generally flat and comprise mostly sand, gravel and till. Sites conducive to portaging are considered areas of archaeological potential because their use by the Amerindians can reveal traces of their passage. A dozen such portage sites that intersect the study area have been identified. These should be visually inspected, surveyed and mapped out.
3.4.6 Noise
3.4.6.1 Methodology Ambiant noise conditions have been determined through an inventory of noise-sensitive areas and the identification of environmental components that could be a source of noise. According to road noise policy of the MTQ (1998), noise-sensitive areas are places where ambient noise plays a key role in the practice of human activities. They are associated with residential, institutional and recreational uses. In the case of this road project, there are no residences or institutional buildings near the proposed alignment. However, in accordance with the MTQ’s definition of a sensitive area, the sectors of the study area that were assumed to be noise sensitive are the tallymen’s camps (permanent or temporary camps). Moreover, the Témiscamie River is deemed to be a noise-sensitive recreational area in its section closest to the proposed road, i.e. at km 28, because of its potential use by kayakers.
23 Some areas containing archaeological potential have been subdivided and identified by a letter (ex.: 104a, 104b, etc.)
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 188 - December 2010 - 58093 3.4.6.2 Detailed Description The noise environment of a site (ambient noise) results from the accumulation of noises generally coming from a number of close or remote sources, each having unique characteristics of stability, duration and content. This section deals with the existing condition of the noise environment, i.e. the one that prevails in the study area prior to any change resulting from the construction of the proposed road. Noise sources may be of a natural or anthropogenic origin. In the present case, noise-sensitive areas are essentially exposed to noises of a natural origin, i.e. wind through trees, watercourses and wildlife. Some trucks also use the winter road for a few months throughout the year. The existing noise level in this type of environment is well known and it is, therefore, not necessary to undertake any field surveys. According to the United States Environmental Protection Agency (1978), the noise level in sensitive areas should be about 30 dBA LAeq24hr. (A-weighted equivalent continuous sound pressure level during 24 hours).
3.4.7 Visual Environment
3.4.7.1 Methodology The visual assessment of the landscape was carried out using the “Expert” method, which is based on concepts developed by the MTQ and described in the document entitled Méthode d’analyse visuelle pour l’intégration des infrastructures de transport (“Visual Analysis Method for Integration of Transportation Infrastructure”). The concepts and specific nature of the data to be collected were adapted to the context of this project. The choice of this method was also influenced by the size of the study area. The visual analysis is divided into three steps: The first step consists in assessing the regional landscape encompassed by the proposed project, in order to give a general overview of the environmental context. The regional landscape is divided into spatial scenic units delineated by marked bioclimatic discontinuities. Physiographic criteria, like topography and major geological formations, play an essential role in the identification of these units; The second step consists in assessing the various types of landscapes within the study area, as well as in delineating and characterizing the landscape units that compose them. A landscape unit is defined as a distinct portion of space, delineated on the basis of relief, vegetation cover, land use and key views, which has a unique character and visual characteristics; The third step of the analysis consists in identifying the constraints and the relative importance of the visual components of the units and subunits previously defined, by taking into account different criteria, such as visibility index, visual interest and cultural value. These criteria help assess the value of each landscape unit and rank them according to their visual appreciation value and thus their visual compatibility. The landscape inventory conducted within the study area is based on the interpretation of aerial photographs and the evaluation of thematic maps. A site visit, along with a photographic site survey, helped complete and validate the collected information, in addition to providing a tangible experience of the character of the study area.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 189 - Environmental and social impact assessment 3.4.7.2 Regional Landscape The study area is part of two regional landscape units, i.e. the Lake Mistassini and Lake Témiscamie units (Robitaille and Saucier, 1998). The Lake Mistassini unit, located north of the town of Chibougamau, includes the land surrounding Lake Mistassini. It is characterized by rolling terrain and generally consists of low, sloping hills and some rocky knolls. West of the lake, the hills are delineated and separated by extensive areas of rolling plains, whereas east of the lake extends a cuesta landform in the northwest-southeast direction. Lakes Mistassini and Albanel dominate the landscape. The Lake Témiscamie regional landscape unit lies 75 km east of Lake Mistassini. The landform is rugged and composed of hills with moderate slopes. Small steep valley slopes are also present. The bedrock is composed of crystalline metamorphic rocks (gneiss). Within these two landscape units, the land use is forest-oriented, and lands are part of the public domain. The land is almost uninhabited. In fact, for both landscape units, human occupation is essentially found in the town of Chibougamau and the village of Mistissini.
Climate The study area belongs to the spruce-moss bioclimatic domain. The climate is of the continental subpolar type, characterized by a short growing season. The potential vegetation on mesic sites is the black spruce-moss forest stand, while hydric sites are characterized by black spruce-speckled alder stands, among others.
Geology and topography Besides the thick till that covers most of the landscape units, thin till is also present on high slopes and hilltops. Large bogs are also found around Lake Mistassini. Glaciofluvial deposits stretch alongside the main rivers or occupy the main valleys.
Hydrology Lakes Mistassini and Albanel dominate the drainage system of the Lake Mistassini landscape unit. Characterized by an indented form and numerous islands, these lakes feed the Rupert River, which flows into James Bay. Several waterbodies ad watercourses are also observed in the Lake Témiscamie landscape unit, including Témiscamie, Coursay et Tournemine lakes, as well as the Témiscamie River, which is essentially the line of demarcation between the James Bay and the St. Lawrence River watersheds.
3.4.7.3 Assessment of visual components The assessment of visual components is based on the visibility index, visual interest and cultural value. The visibility index takes into account the opening of the landscape, the presence of abutting viewers and road users (Table 10a, Volume 2). The visual interest criterion takes into account the system harmony of the landscape unit, its overall character, the presence of landmarks and orientation components as well as elements of special interest (Table 10b, Volume 2). Finally, the cultural value is based on the specific setting, historical and symbolic elements, and the vocation of the unit, as well as on land planning and tourism documentation (Table 10c, Volume 2). Table 3.52 summarized the parameters taken into consideration in the scenic environmental value of each landscape unit and subunit. This scenic environmental value also corresponds to the landscape compatibility. The higher the value, the higher is the compatibility. Five landscape units (burns, dry barrens, wetlands, dense woodlands and open woodlands) have been identified. They reflect an interesting diversity of views. These units break down into distinct subunits (Table 3.51 and Map 3.13, Volume 3).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 190 - December 2010 - 58093 Table 3.50 List of potential archaeological areas
Generic Area (m2) potential Zone Source and bibliographical Potential justification Geographic key feature Location (km) Within right- number reference of-way or Total System borrow pit area 1 Portage Neilson 1953 0+500 53 510 0 Medium 2 Portage Neilson 1953 0+600 28 379 0 Medium 3 Travel route, camp Bay bottoms, watercourse 0+700 20 931 0 Medium 4 Source of lithic materials Neilson 1953 12+000 au 15+000 2 603 407 0 Medium 5 Travel route, camp Raised beaches 23+000 76 553 0 Medium 5A Travel route, portage Possible portage site 25+000 126 694 0 Medium 6 Portage Neilson 1953 26+500 200 478 0 Medium 7 Travel route, camp Point 29+000 au 32+000 135 214 0 Medium 8 Portage Neilson 1953, Oral interviews 35+000 60 042 0 Medium 9 Travel route, camp Possible portage site 36+000 15 547 0 Medium 10 Travel route, portage Possible portage site 39+500 13 163 0 Low 11 Travel route, camp Point 40+200 2 341 0 Medium 12 Travel route, camp Bay bottoms, watercourse 42+200 6 299 0 Medium 13 Travel route, camp Bay bottoms, watercourse 43+100 9 754 0 Medium 14 Portage Neale 1965 50+000 30 185 0 Medium 15 Travel route, portage Possible portage site 69+300 112 448 0 Medium 16 Camp Oral interviews 71+000 36 609 0 Medium 17 Travel route, camp Point 71+300 29 716 0 Medium 18 Travel route, camp Archéotec 2009, Oral interviews 72+000 29 360 0 Medium 18A Travel route, camp Oral interviews 72+800 7 213 0 Medium 19 Portage Neale 1965 73+100 77 268 0 Medium 20 Travel route, camp Point 76+500 79 726 0 High 21 Travel route, camp Point 76+500 103 006 0 High 22 Travel route, camp Bay bottoms, watercourse 77+500 2 150 0 High 23 Travel route, camp Point 77+500 2 402 0 High 24 Travel route, camp Bay bottoms, watercourse 78+500 19 817 0 High 25 Travel route, camp Point 79+100 4 290 0 High 26 Travel route, camp Point 79+500 5 023 0 High 27 Travel route, jonction, camp Merging waterways 80+000 8 303 0 High 28 Travel route, jonction, camp Point, Merging waterways 80+000 13 967 0 High 28A Travel route, fishing Fishing area 80+500 1 122 0 Medium 28B Travel route, fishing Fishing area 80+500 1 040 0 Medium 29 Travel route, portage Fishing area 81+000 1 380 0 Medium 30 Travel route, camp Point 81+100 712 0 Medium 31 Travel route, camp Point and bay bottoms with watercourse 81+100 2 892 0 Medium 32 Travel route, camp Point 81+100 345 0 Medium 33 Travel route, camp Point 81+100 147 0 Medium 34 Travel route, camp Bay bottoms, watercourse 81+100 790 0 Medium 35 Travel route, camp Point 81+100 229 0 Medium 35A Travel route, portage Fishing area 81+500 846 0 Medium 36 Travel route, camp Point and bay bottoms with watercourse 83+000 5 684 0 High 37 Travel route, camp Bay bottoms, watercourse 83+500 6 271 0 Medium 38 Travel route, portage Bay bottoms, watercourse 83+500 9 202 0 Medium 39 Travel route, portage Bay bottoms, watercourse 83+500 12 076 0 Medium 40 Travel route, camp Archéotec 2009 Possible portage site 96+400 22 477 0 High 41 Camp Oral interviews 110+100 14 435 0 High 42 Travel route, camp Point 110+850 8 201 0 Medium 43 Travel route, camp Point 110+850 10 913 0 Medium 44 Camp Oral interviews 120+850 5 260 0 High 45 Zone with potential Arkéos 2008 123+000 1 891 0 High 46 Zone with potential Arkéos 2008 123+300 5 183 0 High 47 Zone with potential Arkéos 2008 123+500 4 367 0 High 48 Camp Oral interviews 129+700 10 846 0 Medium 48A Travel route, camp Oral interviews 129+200 5 883 0 Medium 49 Travel route, camp Bay bottoms, watercourse 130+000 2 126 0 Medium 50 Travel route, camp Oral interviews 142+500 374 0 Medium 51 Travel route, camp Point 142+500 2 295 278 Medium 52 Travel route, camp Point and Bay bottoms with watercourse 142+500 2 294 0 Medium 53 Travel route, camp Point 142+500 3 102 0 Medium 54 Travel route, camp Fishing area 144+000 1 791 0 Medium 55 Travel route, camp Point, fishing area 145+200 2 865 0 Medium 56 Travel route, camp Point, fishing area 145+200 2 241 0 Medium 56A Travel route, fishing Oral interviews 146+100 12 693 0 Medium 56B Travel route, fishing Oral interviews 146+200 3 423 0 Medium 56C Travel route, fishing Oral interviews 146+800 2 030 0 High 56D Travel route, fishing Oral interviews 145+800 1 192 0 Medium 57 Travel route, camp Point, fishing area 147+500 11 746 0 High 58 Travel route, camp Point, fishing area 147+500 3 945 0 High 59 Travel route, portage Bay bottoms, watercourse 149+000 976 0 High 60 Travel route, portage Bay bottoms, watercourse 149+000 1 125 0 High 61 Travel route, portage Bay bottoms, watercourse 149+500 487 0 High 61A Travel route, fishing Oral interviews 149+400 4 071 519 High 62 Travel route, portage Bay bottoms, watercourse 150+500 392 0 High 63 Travel route, portage Bay bottoms, watercourse 154+500 302 0 Low 64 Travel route, portage Bay bottoms, watercourse 154+500 1 225 0 Low 65 Travel route, camp Point 155+500 825 0 High 66 Travel route, portage Bay bottoms, watercourse 155+500 832 0 High 67 Travel route, portage Bay bottoms, watercourse 155+500 2 065 0 High 68 Travel route, camp Point 156+200 7 295 0 High 69 Travel route, camp Point 156+400 593 0 High 70 Travel route, camp Point 156+700 1 145 0 High 71 Travel route, camp Point and bay bottoms with watercourse 156+700 1 102 0 High 72 Travel route, portage Bay bottoms, watercourse 156+500 898 0 High
Generic Area (m2) potential Zone Source and bibliographical Potential justification Geographic key feature Location (km) Within right- number reference of-way or Total System borrow pit area 73 Travel route, portage Bay bottoms, watercourse 156+500 872 0 High 74 Travel route, portage Bay bottoms, watercourse 157+800 6 877 0 High 75 Travel route, portage Bay bottoms, watercourse 169+500 4 352 0 Medium 75A Travel route, portage Bay bottoms, watercourse 169+500 1 648 961 Medium 76 Travel route, camp Point 177+500 477 0 High 77 Travel route, camp Point 177+500 2 851 0 High 78 Travel route, camp Point 177+500 2 052 0 High 79 Travel route, camp Point 177+500 1 355 0 High 80 Travel route, portage Bay bottoms, watercourse 177+500 1 219 0 High 81 Travel route, portage Bay bottoms, watercourse 177+500 1 620 0 High 82 Travel route, camp Point, fishing area 184+000 22 372 2 230 High 82A Travel route, fishing Oral interviews 183+500 31 677 0 Medium 83 Travel route, portage Bay bottoms, watercourse 184+00 3 474 0 High 84 Travel route, camp Point 187+000 2 090 0 High 85 Portage Oral interviews 187+400 14 258 632 High 86 Travel route, camp Point 187+400 2 071 306 High 87 Travel route, camp Point 187+500 7 426 899 High 87A Travel route, portage Oral interviews 191+000 16 525 3 303 Medium 87B Travel route, portage Oral interviews 195+600 25 735 0 Medium 87C Travel route, camp Point 191+100 5 706 0 Medium 87D Travel route, camp Point 191+000 8 651 0 Medium 88 Travel route, portage Point 198+000 3 255 0 High 89 Travel route, portage Point 198+350 10 139 0 High 90 Travel route, camp Point 201+000 8 462 0 Medium 91 Travel route, camp Point 201+000 1 868 0 Medium 92 Travel route, camp Oral interviews 201+000 12 360 2 313 Medium 93 Travel route, camp Point 201+000 11 524 1 084 Medium 94 Travel route, camp Bay bottoms, watercourse 200+700 940 0 Medium 95 Travel route, camp Point 200+800 7 919 0 Medium 96 Travel route, camp Point 200+700 2 306 0 Medium 97 Sépulture Oral interviews 201+250 2 800 0 Medium 98 Travel route, camp Bay bottoms, watercourse 204+750 1 278 0 Medium 99 Camp Oral interviews 208+500 2 247 0 Medium 100 Portage Oral interviews 210+700 11 392 592 High 101 Portage Oral interviews 212+900 20 270 0 Medium 102 Travel route, portage Bay bottoms, watercourse 216+750 51 107 8 681 High 103 Travel route, portage Bay bottoms, watercourse 216+750 4 516 0 High 104 Travel route, camp 222+500 7 108 0 High 104A Travel route, portage Bay bottoms, watercourse 221+000 4 689 1 655 High 104B Travel route, camp Point 222+500 7 325 0 High 104C Travel route, camp Point 222+500 7 211 0 High 104D Travel route, portage Bay bottoms, watercourse 220+800 8 820 0 High 105 Portage Oral interviews 231+350 21 911 677 Medium 105A Travel route, camp Point 229+400 6 019 0 High 105B Travel route, camp Point 230+000 2 635 0 High 105C Travel route, camp Point 230+000 6 330 0 High 106 Travel route, camp Bay bottoms, watercourse 231+300 2 443 0 High 107 Travel route, camp Bay bottoms, watercourse 231+500 1 583 0 Medium 107A Travel route, camp Bay bottoms/Point 231+800 38 621 0 Medium 108 Camp Oral interviews 232+500 24 308 0 Medium 109 Portage Oral interviews 233+100 19 099 812 Medium 109b Portage Oral interviews 233+200 1 737 0 Medium 110 Portage Oral interviews 233+900 43 263 751 Medium 111 Travel route, portage Bay bottoms, watercourse 236+100 1 335 0 Medium 112 Camp Oral interviews 237+700 2 949 0 Medium 112A Travel route, camp Point 237+900 4 651 0 Medium 113 Travel route, camp Point 238+000 4 064 0 Medium A Travel route, camp Raised beach 24+000-25+000 46 117 46 117 Medium B Travel route, camp Point and Bay bottoms with watercourse 24+000-25+000 29 782 29 782 Medium C Travel route, camp Bay bottoms, watercourse 43+000 4 135 4 135 Medium D Travel route, camp Bay bottoms, watercourse 75+000 8 942 8 942 High E Travel route, camp Point 78+000 4 391 4 391 High F Travel route, camp Point 96+000 11 340 11 340 High G Travel route, camp Bay bottoms, watercourse 97+000 2 473 2 473 High H Travel route, camp Point 111+400 1 887 1 887 High I Travel route, camp Point, Merging waterways 149+000 5 615 5 615 Medium J Travel route, camp Point, Merging waterways 149+000 4 715 4 715 Medium K Travel route, camp Point, Merging waterways 150+000 17 411 17 411 High L Travel route, camp Point, Merging waterways 150+000 14 219 14 219 High M Travel route, camp Bay bottoms, watercourse 150+500 5 291 5 291 High O Travel route, camp Point 157+500 1 901 1 901 High P Travel route, camp Point 157+500 12 192 12 192 High Q Travel route, camp Bay bottoms, watercourse 189+100 27 193 27 193 High R Travel route, camp Bay bottoms, watercourse 202+500 2 847 2 847 High S Travel route, camp Point, Bay bottoms 210+000 6 717 6 717 High T Travel route, camp Point, Merging waterways 231+750 27 665 27 665 High U Travel route, camp Point, Merging waterways 232+000 41 864 41 864 Medium V Travel route, camp Point, fishing area 228+550 30 858 30 858 High W Travel route, camp Point 228+550 8 115 8 115 High X Travel route, camp Point 228+550 9 054 9 054 High Y Travel route, camp Raised beach 18+000 10 807 10 807 Medium AA Travel route, camp Point 88+000 8 991 8 991 High BB Travel route, camp Bay bottoms, watercourse 116+900 2 568 2 568 High CC Travel route, camp Possible portage site 117+350 8 405 8 405 High DD Travel route, camp Bay bottoms, watercourse 177+000 1 866 1 866 High EE Travel route, camp Bay bottoms, watercourse 177+000 3 336 3 336 High Total 5 013 930 386 392
3.4.7.4 Synthesis of the Visual Environment Analysis All landscape units have a low environmental scenic value, except unit MH-3, which has a moderate value. Given the very natural character of the study area, all areas will be deemed as having more or less the same environmental value. This result is explained by the type of land use and the virtual absence of users and abutting viewers in the study area (Table 10a, Volume 2). The land use is exclusively related to commercial uses, logging and mineral exploration. The proposed infrastructure will mainly service exploitation sites, which implies a clientele of users for work purposes. This type of users and abutting viewers tend to less appreciative of the landscape. It will therefore be necessary to create a dynamic visual experience. The infrastructure feature proposed to achieve this dynamic experience is the design of a curve every 2 km of road on average, which corresponds to the maximum observed in the MTQ’s network. The land is also used for traditional Cree pursuits, namely hunting, trapping and fishing. However, the limited number of users and meetings held with tallymen lead to believe that this land use does not change the cultural value to landscape units.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 195 - Environmental and social impact assessment
Table 3.51 Description of landscape units Nomenclature of landscape units Physical characteristics Visual characteristics Symbolic Special features and sub-units UNIT: Burned area BR1 Burned woodland area Stable elements: Visual accessibility: Roxane Lake is used by the Cree for fishing Visual features: km 46 to 87 Flat topography, abundance of small lakes and Moderate given the absence of ground- and goose hunt Open view of Charlot Lake, km 48 to 50 streams level features Viewpoint overlooking Sylvio Lake, km 62 Viewpoint overlooking Roxane Lake, km 68 Dynamic elements: Visual accessibility from other landscape units: Viewpoint overlooking Tillite Lake, km 76 Burned and regenerating vegetation Good for RO2 given the gradual transition Open view of the Takwa River, km 79 to 85 and moderate for RO1 Discordant visual elements: None BR2 Burned woodland area Stable elements: Visual accessibility: None Visual features: km 142 to 145 Mountainous topography and valley Moderate given the absence of ground- View of the mountains, km 145 level features Dynamic elements: Discordant visual elements: Burned and regenerating vegetation Visual accessibility from other landscape units: None Good from MH1 and MH2 given the gradual transition
BR3 Burned woodland southeast of Stable elements: Visual accessibility: « Moose Yard » - Cree hunting grounds Visual features: Hécia Lake Flat topography The most accessible landscape unit, None km 196 to 202 because of the topography and burned Dynamic elements: vegetation Discordant visual elements: Burned and regenerating vegetation None Visual accessibility from other landscape units: Good with MH3 and RO2 given the gradual transition over 6 km
UNIT: Dry barrens DS1 Dry, barren area Stable elements: Visual accessibility: None Visual feature: km 160 to 166 Flat topography Moderate given the ground-level features Open view of an unnamed lake at km 163 and topography Dynamic elements: Discordant visual elements: Dry vegetation Visual accessibility from other landscape units: None Moderate from RO3 and RO4 given the topography DS2 Dry, barren area Stable elements: Visual accessibility: The Eastmain River is used as a navigable Visual feature: km 174 to 188 Flat topography, Eastmain River and its The most accessible landscape unit, waterway (canoeing) by the Cree Open view of the Eastmain River tributaries because of the topography and very open vegetation Discordant visual elements: Dynamic elements: None Dry vegetation Visual accessibility from other landscape units: Good from RO5 and RO4 because of the topography DS3 Dry, barren area Stable elements: Visual accessibility: None Visual feature: km 219 to 221 Flat topography The most accessible landscape unit, None because of the topography and very open Dynamic elements: vegetation Discordant visual elements: Dry vegetation None Visual accessibility from other landscape units: Moderate for RO6 and RO7 given the short distance between these units
Nomenclature of landscape units Physical characteristics Visual characteristics Symbolic Special features and sub-units DS4 Dry, barren area located south Stable elements: Visual accessibility: Presence of Cree hunting camps Visual feature: of the Stornoway mine Flat topography and Misask Lake Moderate given the ground-level features Open views of Misask Lake at km 233, 236 km 231 to 241 and topography and 237 Dynamic elements: Mining exploration Visual accessibility from other landscape units: Discordant visual elements: Moderate with RO7 given the sparse Mine site vegetative cover UNIT: Wetlands MH1 Bog area Stable elements: Visual accessibility: None Visual feature: km 129 to 142 Flat topography, streams and small lakes Moderate given the topography and open Viewpoint overlooking the valley at km 145 vegetation from km 140 Dynamic elements: Bogs Visual accessibility from other landscape units: Discordant visual elements: Moderate from BR2 because of the opening None created by the bogs and the burn. No visibility from the others MH2 Bog area Stable elements: Visual accessibility: Cree fishing territory (Brook trout) Visual feature: km 145 to 151 Mountainous topography Moderate given the absence of ground- Mountain valley level features Dynamic elements: Discordant visual elements: Bogs Visual accessibility from other landscape units: None Good from BR2 because of the topography and the openings created by the vegetation
MH3 Bog area located east of Stable elements: Visual accessibility: Presence of a burial ground at km 202 Visual feature: Hécia Lake Flat topography and Hécia Lake Moderate given the absence of ground- Viewpoint overlooking Hécla Lake at km 202 km 202 to 205 level features Area used by the Cree for duck hunting and Dynamic elements: other waterfowl hunts Discordant visual elements: Bogs Visual accessibility from other landscape units: None Good from BR3 and RO5 because of the topography and the opening created by the vegetation UNIT: Dense woodland RD1 Woodland area south of Lake Stable elements: Visual accessibility: None Visual feature: Albanel Flat topography, streams and small lakes Poor because of the conifer cover None km 0 to 19 Dynamic elements: Visual accessibility from other landscape units: Discordant visual elements: Abundant vegetation cover None None
UNIT: Open woodlands RO1 Woodland area south of Lake Stable elements: Visual accessibility: Cree hunting and fishing grounds Visual feature: Albanel Rolling topography, streams and small lakes Moderate because of the topography and Lookout at km 30.5 km 19 to 46 the woodland canopy openness Dynamic elements: Discordant visual elements: Sparse vegetation cover Visual accessibility from other landscape units: None Moderate from BR1 because of the opening created by the burn and non-existent for the others given the great distance
Nomenclature of landscape units Physical characteristics Visual characteristics Symbolic Special features and sub-units RO2 Open woodland area Stable elements: Visual accessibility: Presence of the “Old Grown Forest” at km 107 Visual feature: km 87 to 129 Flat topography and very large number of Moderate because of the topography and to 113 Open view of the lake, km 125 and 126 streams and small lakes the woodland canopy openness Discordant visual elements: Dynamic elements: Visual accessibility from other landscape units: None Sparse vegetation cover Moderate from MH1 and BR1 because of opening created by the bogs and the gradual transition RO3 Open woodland south of Barou Stable elements: Visual accessibility: None Visual feature: Lake Hilly topography and valleys Moderate given the topography and the Mountain valley km 151 to 160 absence of ground-level features Dynamic elements: Discordant visual elements: Sparse vegetation cover Visual accessibility from other landscape units: Mining exploration camp at km 155.5 Moderate from MH2 and DS1 because of the topography
RO4 Open woodland Stable elements: Visual accessibility: None Visual feature: km 166 to 174 Flat topography Moderate given the topography and the None absence of ground-level features Dynamic elements: Discordant visual elements: Sparse vegetation cover Visual accessibility from other landscape units: None Good from DS2 because of the gradual transition over 3 km Moderate with DS1 given the flat topography RO5 Open woodland north of the Stable elements: Visual accessibility: « Moose Yard » - Cree hunting grounds Visual feature: Eastmain River Rolling topography, lakes and streams Poor given the topography Moose Yard Mountain km 188 to 202 Dynamic elements: Visual accessibility from other landscape units: Discordant visual elements: Sparse vegetation cover Very good with BR3 given the gradual None transition over 6 km Moderate with MH3
RO6 Wooded area intersecting with Stable elements: Visual accessibility: Presence of Cree activities: Visual feature: the Grand Portage Creek Flat topography and Grand Portage Creek Moderate given the topography and the Portages at km 211 and 214 Open view overlooking several lakes at km 205 to 219 ground-level features km 211, 214 and 218 Dynamic elements: Moose hunting area at 216 and 218 Sparse vegetation cover Visual accessibility from other landscape units: Bear Trail at km 217 Discordant visual elements: Canoe portage Moderate for DS3 because of the flat None topography
RO7 Open woodland Stable elements: Visual accessibility: None Visual feature: km 221 to 231 Flat topography, small lakes and streams Moderate given the topography and the Viewpoints overlooking unnamed lakes at km ground-level features 222, 223 and 225 Dynamic elements: Sparse vegetation cover Visual accessibility from other landscape units: Discordant visual elements: Moderate for DS3 and DS4 given the None topography and sparse vegetation
Table 3.52 Visual environment value index
Landscape Units Single Magnitude Landscape BR-1 BR-2 BR-3 DS-1 DS-3 DS-4 MH-1 MH-2 MH-3 RD-1 RO-1 RO-2 RO-3 RO-4 RO-5 RO-6 RO-7 index Visual High Visible 2 accessibility Moderate 1 1 1 1 1 1 1 1 1 1 0 1 1 1 1 0 1 1 Low Hidden 0 Visual interest High Concordant 2 Moderate 1 1 1 1 1 1 1 1 1 1 0 1 1 1 1 1 1 1 Low Discordant 0 Cultural value High Valued 2 Moderate 1 0 0 0 0 0 0 0 0 1 0 0 0 0 1 1 1 1 Low Dull 0 Visual environment value index (max 6) 2 2 2 2 2 2 2 2 3 0 2 2 2 2 1 2 2
Index > 4: high environmental value Index = 3 or 4: moderate environmental value Index < 3: low environmental value
4. Comparative analysis of variants Several alternative routes were analyzed before the optimal alignment for the Route 167 extension to the Stornoway mine site was determined. This exercise involved a detailed analysis of the corridor options developed by Genivar within the framework of the initial mandate and those later developed by Poly-Géo inc. as part of a follow-up mandate. The various alternatives were analyzed to determine the optimal Route 167 extension corridor north of Lake Albanel and to establish its horizontal and vertical alignment profiles.
4.1 Compared variants
4.1.1 Alignments proposed by Genivar (2009) In 2009, the Gouvernement du Québec retained the services of Genivar to conduct a preliminary alignment study for the extension of Route 167. After analysing five options, Genivar proposed a preferred alignment.
4.1.2 Alignment proposed by Poly-Géo inc. (2009) Concurrent to the Genivar study, the James Bay Elected Officials Regional Council (Conférence régionale des élus de la Baie-James – CREBJ) awarded an ad hoc mandate to Poly-Géo inc. to conduct the photo-interpretation and mapping of surficial materials within a one kilometre-wide strip of land for all the corridors under study. This mandate also included proposing preliminary alternative alignment variants, along with the identification and delineation of potential borrow pits on aerial photographs.
4.1.3 Alignments under review As stated in the September 2009 Genivar report, the alternative alignment developed by Poly-Géo in August 2009 was not submitted to an in-depth review, given the specific timeline requirements of each contract. The initial alignment put forth by Genivar is very similar to the preliminary option proposed by Poly-Géo, except for the section located between km 115 and km 170, which Genivar locates further east. North of km 170, the preliminary Poly-Géo option and the Genivar option are also quite similar, although the former is further refined between km 171 and km 184 and between km 199 and km 212. The main options for the primary alignment are as follows:
Option 1 The alignment corridor is shifted eastward between km 58 and km 73
Option 2 The alignment corridor is shifted considerably westward between km 115 and km 170
Option 3 The alignment corridor is shifted eastward between km 135 and km 147, in the area designated as the “East Variant” on Map 4.1
Option 4 The alignment corridor is shifted eastward between km 205 and km 214
Option 5 The alignment corridor is shifted westward between km 238 and km 242
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 205 - Environmental and social impact assessment 4. Comparative analysis of variants Several alternative routes were analyzed before the optimal alignment for the Route 167 extension to the Stornoway mine site was determined. This exercise involved a detailed analysis of the corridor options developed by Genivar within the framework of the initial mandate and those later developed by Poly-Géo inc. as part of a follow-up mandate. The various alternatives were analyzed to determine the optimal Route 167 extension corridor north of Lake Albanel and to establish its horizontal and vertical alignment profiles.
4.1 Compared variants
4.1.1 Alignments proposed by Genivar (2009) In 2009, the Gouvernement du Québec retained the services of Genivar to conduct a preliminary alignment study for the extension of Route 167. After analysing five options, Genivar proposed a preferred alignment.
4.1.2 Alignment proposed by Poly-Géo inc. (2009) Concurrent to the Genivar study, the James Bay Elected Officials Regional Council (Conférence régionale des élus de la Baie-James – CREBJ) awarded an ad hoc mandate to Poly-Géo inc. to conduct the photo-interpretation and mapping of surficial materials within a one kilometre-wide strip of land for all the corridors under study. This mandate also included proposing preliminary alternative alignment variants, along with the identification and delineation of potential borrow pits on aerial photographs.
4.1.3 Alignments under review As stated in the September 2009 Genivar report, the alternative alignment developed by Poly-Géo in August 2009 was not submitted to an in-depth review, given the specific timeline requirements of each contract. The initial alignment put forth by Genivar is very similar to the preliminary option proposed by Poly-Géo, except for the section located between km 115 and km 170, which Genivar locates further east. North of km 170, the preliminary Poly-Géo option and the Genivar option are also quite similar, although the former is further refined between km 171 and km 184 and between km 199 and km 212. The main options for the primary alignment are as follows:
Option 1 The alignment corridor is shifted eastward between km 58 and km 73
Option 2 The alignment corridor is shifted considerably westward between km 115 and km 170
Option 3 The alignment corridor is shifted eastward between km 135 and km 147, in the area designated as the “East Variant” on Map 4.1
Option 4 The alignment corridor is shifted eastward between km 205 and km 214
Option 5 The alignment corridor is shifted westward between km 238 and km 242
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 205 - Environmental and social impact assessment 4.2 Comparative analysis
4.2.1 Methodology This analysis involved an in-depth comparison of the initial Genivar corridor and the refined Poly-Géo corridor, including all proposed options. The comparative analysis considered the following factors: Major constraints potentially requiring the construction of structures (bridges); The quality of the horizontal and vertical alignment profile; The extent of earthwork requirements; The avoidance of sensitive environments (e.g., lakes, bogs, erosion-prone areas, etc.); The proximity of potential sources of road-building materials; The length of road to be built (i.e., distance to cover). The following reference documents were used for the comparative analysis: A series of 1:50 000 scale topographic maps showing surficial materials and landforms (Poly-Géo, 2009); A series of 1:2 000 topographic maps showing the horizontal and vertical alignment profile for the primary corridor and the Genivar options (2009).
4.2.2 Analysis and recommendations The optimal alignment and alignment options are shown on Map 4.1, and Table 4.1 provides a summary of the advantages and disadvantages of each option.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 206 - December 2010 - 58093
Table 4.1 Advantages and disadvantages of alignment alternatives
Section Genivar Alignment (2009) Poly-Géo Alignment (2009) 0+000 à 70+000 In this section, the two alignments overlap, so there is no difference in choosing one over the other. Given the immovable aspect of the southern extremity (point of connection with the existing road), this alignment is the only logical option, as it generally follows a straight line and generally keeps close to the existing winter road. Also, this alignment is located within the corridor set aside by the MTQ within the ATO Park boundaries. 70+000 to 75+000 The Genivar alignment cannot be chosen The Poly-Géo alignment as it does not connect with the preceding connects with the preceding section (0+000 à 70+000). section. 75+000 to 96+000 This alignment requires larger volumes of This alignment requires excavation and backfilling. smaller volumes of excavation and backfilling. 96+000 to In this section, both alignments overlap, and thus present the same 115+000 advantages and disadvantages. 115+000 to This alignment follows quite rugged This alignment follows less 170+000 terrain, which would result in a road with rugged terrain, with shorter, steep slopes, higher risks of erosion, smoother slopes. larger volumes of excavation and As a result, it is less erosion- backfilling and less energy-efficient prone, requires less excavation (higher fuel consumption) for users. and backfilling and is more energy efficient. 170+000 to This alignment is longer as it includes a This alignment is straighter, 184+000 sharp curve. therefore shorter. It will result in reduced construction costs. 184+000 to In this section, both alignments overlap, and thus present the same 194+000 advantages and disadvantages. 194+000 to This alignment requires crossing Lake This alignment circumvents 212+000 Hecla (backfilling in the lake itself). Hecla Lake (no backfilling in the lake). 212+000 to In this section, both alignments overlap, and thus present the same 239+240 advantages and disadvantages.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 209 - Environmental and social impact assessment 4.3 Optimal alignment A 150-metre-wide corridor was established in November 2009 by the MTQ based on the Genivar (2009) and Poly-Géo (2009) alignments; this corridor was set aside for the road within the boundaries of the future Albanel-Témiscamie-Otish National Park. This series of routings required further refinement to establish the optimal alignment for the first 70 kilometres of the extension and the section beyond km 70+000. A preliminary refinement exercise was conducted to identify the preferred alignment (corridor), to be followed by a more detailed second refinement to determine the optimal alignment. While it does not deviate significantly from the established tangents, the optimal alignment avoids lakes and circumvents certain mountains. In addition, some of the curves added to the alignment will reduce the amount of earthwork required. A comprehensive topographic analysis enabled the establishment of a more uniform horizontal and vertical alignment profile. Finally, the identification of bogs with deep peat deposits influenced the alignment and accounts for specific deviations from and adjustments to the initial corridor. Three alignment modifications were reviewed to circumvent two hunting grounds located from km 189 to km 196 and from km 214 to km 221 (as requested by the tallymen) and the location of the future Stornoway landing strip. In regard to the first hunting ground, the new alignment will be located east of the initial alignment, and although it will slightly increase the quantity of forest clearing required (600 linear meters over a 9 km section), it will eliminate the need for a bridge over a watercourse and reduce from 700 m to zero the length of this segment located less than 60 m from a lake or watercourse. For the second hunting ground, the modified alignment will require the clearing of an additional 1.1 km (linear) of forest land, but the length of the segment located less than 60 m from a lake or watercourse will also be significantly reduced, from 400 m to 100 m. Although an additional watercourse crossing will be required, it can be accomplished with a culvert. Near the future landing strip, at km 230, two alternatives were subjected to study. Both alternatives include a 275 m (900-foot) buffer at each end to comply with air safety requirements, and provide for the possible lengthening of the landing strip in the future. After consulting with Stornoway authorities, the ‘west’ alternative was selected, as it presents several advantages: it is shorter and less expensive to build, it does not run close to rivers and lakes, follows smoother terrain (less excavation/backfilling) and is located on an esker, which is a good source granular materials (thus requiring less temporary roads to access remote borrow pits). Based on the preferred alignment developed in section 4.2, a 500 metre-wide corridor was delineated and within this corridor, variants were identified and analysed in order to establish the optimal alignment. In a few instances, the corridor was widened to accommodate a promising variant. The table included in Map 4.2 (Volume 3) provides a justification for the selected variants and alternatives and describes the changes made to the proposed alignment. This map illustrates the variants and alternatives, along with optimal alignment that was retained.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 210 - December 2010 - 58093 5. Selected project description Following the comparative analysis of all variants, the optimal alignment was retained. It stretches over a total length of 239.5 km, as shown on Map 4.2 (Volume 3). To minimize impacts, this alignment follows the existing winter road for the most part. However, in certain areas, the optimal alignment veers away from the winter road because of design and engineering considerations (curve radius, among other factors), which are substantially different for a permanent road from those used for a winter road.
5.1 Engineering characteristics The design criteria are those used for local, low-volume (<500 vehicles per day) collector roads. The geometric design criteria are listed in Table 5.1 below. The width of the right-of-way to be cleared will vary according to the topography and the road profile, but will typically be between 30 and 35 metres. Table 5.1 Geometric design criteria Geometric parameter Value Design speed 80 km/h Posted speed 70 km/h Minimum K value – sag curves 32 Minimum K value – crest curves 36 Minimum curve length (longitudinal profile) 80 m Preferred slopes 4 % Maximum slopes 7 % Minimum radius 255 m Single lane width 3.5 m Shoulder width 1.5 m Rounding 300 mm Normal crown 3 % Maximum superelevation 6 % Development of superelevation 1:200
The standard road structure will be enhanced with the addition of a layer of MG 56 to protect its integrity because the road will be maintained with a grader (unpaved road with paved bridge approaches – 60 m of asphalt at each end to protect the wooden bridge decks). The road structure will include a 150 mm thick sub-base layer of MG 20b, covered by a 300 mm base course of MG 56 and a 300 mm surface course of MG 112, for a total thickness of 750 mm. The following figures show standard road cross-sections for different situations. Roadside parking areas will be built in certain key locations identified by the tallymen (Table 5.2). In addition, truck lay-by sites will be built at different locations along the road, as a safety measure. Furthermore, approximately 20 % of each 50 km section of road will be designed as “passing allowed” areas.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 211 - Environmental and social impact assessment 5. Selected project description Following the comparative analysis of all variants, the optimal alignment was retained. It stretches over a total length of 239.5 km, as shown on Map 4.2 (Volume 3). To minimize impacts, this alignment follows the existing winter road for the most part. However, in certain areas, the optimal alignment veers away from the winter road because of design and engineering considerations (curve radius, among other factors), which are substantially different for a permanent road from those used for a winter road.
5.1 Engineering characteristics The design criteria are those used for local, low-volume (<500 vehicles per day) collector roads. The geometric design criteria are listed in Table 5.1 below. The width of the right-of-way to be cleared will vary according to the topography and the road profile, but will typically be between 30 and 35 metres. Table 5.1 Geometric design criteria Geometric parameter Value Design speed 80 km/h Posted speed 70 km/h Minimum K value – sag curves 32 Minimum K value – crest curves 36 Minimum curve length (longitudinal profile) 80 m Preferred slopes 4 % Maximum slopes 7 % Minimum radius 255 m Single lane width 3.5 m Shoulder width 1.5 m Rounding 300 mm Normal crown 3 % Maximum superelevation 6 % Development of superelevation 1:200
The standard road structure will be enhanced with the addition of a layer of MG 56 to protect its integrity because the road will be maintained with a grader (unpaved road with paved bridge approaches – 60 m of asphalt at each end to protect the wooden bridge decks). The road structure will include a 150 mm thick sub-base layer of MG 20b, covered by a 300 mm base course of MG 56 and a 300 mm surface course of MG 112, for a total thickness of 750 mm. The following figures show standard road cross-sections for different situations. Roadside parking areas will be built in certain key locations identified by the tallymen (Table 5.2). In addition, truck lay-by sites will be built at different locations along the road, as a safety measure. Furthermore, approximately 20 % of each 50 km section of road will be designed as “passing allowed” areas.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 211 - Environmental and social impact assessment Table 5.2 Location of the parking areas requested by the tallymen Location Location 17+000 (left) 177+680 (right) 38+000 (right) 184+190 (right) 72+000 (right) 200+500 (right) 107+500 (right) 216+900 (right) 110+100 (right) 222+930 (right) 117+000 (right) 231+580 (left) 129+070 (right) 232+335 (right) 155+580 (right)
Figure 5.1 Standard cross-section with gravel parking area
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 212 - December 2010 - 58093 Figure 5.2 Standard cross-section at culvert installation
Figure 5.3 Standard cross-section - consolidation by surcharge on organic soil
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 213 - Environmental and social impact assessment Figure 5.4 Standard cross-section at bridge approaches (60 m stretch of pavement on either side of bridge)
Figure 5.5 Standard cross-section – rock excavation
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 214 - December 2010 - 58093 In general, roadside slopes will be of a 2:1 grade. However, in the locations identified as snowmobile crossings or portages by the tallymen, the cross-slope profile will be reduced to a 3:1 grade, to make road crossings easier. Table 5.3 Locations where the slope profile will be reduced to 3:1 Snowmobile crossings Portages 195+300 34+800 214+100 187+380 233+930 211+620 231+600 233+600 In addition, in order to limit the number of guardrails required, certain slopes will be reduced to 4H:IV in order to comply with MTQ design criteria. Guardrails will be installed at the requisite locations, based on height of fill, and at all bridge approaches. The guardrails will be semi-rigid steel, with steel posts and lateral deviation/crash cushion devices at both ends.
5.2 Future of the winter road and existing access/side roads The MTQ does not intend to preserve or maintain the winter road as it does not have ownership of the road. In general, the sections of the winter road that do not overlap the proposed road will be abandoned. Where needed, rows of trees will be planted to close off access to these unused sections. However, as requested by the tallymen, some sections may be left untouched, although they will not be maintained by the MTQ. In addition, a number of the existing winter road’s culverts are scheduled for removal as part of the fish habitat loss compensation measures (refer to Chapter 6 for details). Existing access roads will be maintained, but subject to prior approval by the future national park authorities. The first access road is located at Roxane Lake, close to km 72+000. This access needs to be kept open as it connects to the winter road, providing access to the lake. The Lake Albanel access road located at km 0+560 will need to be adjusted to connect adequately with the proposed Route 167 horizontal profile. In addition, connections with the Matoush and Caméco mining camp access roads will have to be established. These access road connections will involve the installation of a culvert and construction of a very short (20 m) section of road. Finally, the entrance location of the Lagopède Camp access road has been determined in cooperation with Stornoway authorities.
5.3 Expected users and types of vehicles The road is being designed for a traffic volume of less than 500 vehicles per day. At this stage, it is very difficult to estimate with precision the number of vehicles that will actually travel to the sectors made accessible by this new road. In the southern sector, the road will be used by park visitors and the tallymen (automobiles, four-wheel drive vehicles). This sector will also be used for transportation of workers involved in mining exploration activities and later, in mining operations at the planned mine sites (Stornoway, Strateco, Western Troy, Caméco, etc.). In addition, trucks of these mining companies carrying ore and/or concentrate will also travel along this road. Finally, the tallymen and other hunters and fishermen are expected to use the road in its entirety.
5.4 Location of temporary and permanent camps Each phase of the construction project will require the establishment of a temporary camp. The exact location of each camp will be determined by the contractor, in consultation with the relevant tallyman. According to estimates, each temporary camp will be designed to accommodate between
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 215 - Environmental and social impact assessment 75 and 100 workers. Upon work completion, the temporary camp locations will be reinstated to their original conditions. Two permanent camps, used for road maintenance, will be established in the vicinity of km 100 and 200. Drinking water will most likely be drawn from a lake adjacent to the camp. Adequate water treatment system (filter system or ultraviolet treatment) will be installed. A waste water collection system will also be installed, in compliance with applicable regulations (septic tank and field; settling system with enzyme tank, followed by ultraviolet treatment).
5.5 Waste management Waste management will most likely be conducted on site (landfill in a remote location), as the road will not be usable during construction. In addition, disposal sites will be required for non-reusable excavated materials. The exact location of these disposal sites has yet to be determined. Re-use of these materials on roadside slopes and embankments (where slopes are to be reduced from 1:2 to 1:4) will be encouraged.
5.6 Safety standards As previously mentioned, parking areas for the tallymen and lay-by truck stopping areas will be built on the roadside. In addition, approximately 20 % of each 50 km section of road will be designed as “passing allowed” areas. An emergency response plan will be developed and implemented for both the construction phase and road operation (see Chapter 7).
5.7 Road construction In general, forest clearing activities will be contained within the width of the right-of-way, which averages between 30 and 35 m. However, additional forest clearing will be required for discharge ditches, and in some curves to improve driver visibility. In addition, borrow pits and their access roads will need to be cleared. The total surface area to be cleared amounts 651.2 ha for the road and 2,900.4 ha for borrow pits, should they all to be used. To prevent windfalls, selective cutting within the last 3 m strip inside the right-of-way, will be done on both sides of the road. The selective cut will focus on harvesting all commercially viable trees, on clearing all main stems found at an angle 20 degrees or over and all dead stems. In conducting this clearing work, no machinery will be allowed inside the 3 m strip. In the southern sector, where there is a Timber Supply and Forest Management Agreement (TSFMA) in place, the commercial-grade timber will be made available to the designated logging companies. In the northern area of the project, upon consultation with the tallymen, a certain quantity of wood could be made available to the tallymen. Any such wood would be left by the roadside, in a location to be accessible once road construction activities have been completed. The remaining wood debris would be burned on site or chipped and spread over roadside embankment slopes. Wetland areas (bogs) will either be excavated or overloaded, depending on their depth and other characteristics. Balanced culverts will be installed to ensure proper drainage. Blasting operations will most likely be required in some areas, but the exact locations have yet to be determined. The road profile has been balanced as much as possible in order to limit excavation requirements and the need for backfill materials as much as possible. However, a certain amount (approximately 1.2 million m3) of road base materials will need to be taken from borrow pits located along the road and disposal areas will be developed to dispose of excess materials deemed unsuitable for road
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 216 - December 2010 - 58093 construction. Topsoil will be stockpiled for reuse on the road embankments and the waste areas will be reseeded mechanically or by hydro-seeding. Watercourse crossings (installation of culverts) will be conducted under dry conditions, by diverting water flow with a diversion channel or a cofferdam structure, depending on the size of the watercourse. Temporary erosion control structures (sediment barriers, straw bales, berms and sediment traps) along with sediment retention ponds will be installed at the required locations during construction activities.
5.8 Drainage
5.8.1 Culverts The design standards normally used for local and collector roads are typically based on a ten-year return period for culvert structures. However, it has been decided to use a 50-year return period to minimize maintenance requirements for the culverts because of the remoteness of this sector. At this stage, round corrugated aluminium alloy culverts are planned to be used. For wetland applications, polyethylene minimum energy loss culverts with a maximum diameter of 1,200 mm will be used. For watercourse applications, 900 mm diameter and larger culverts will be used. In watercourses not designated as fish habitats, culvert design will be based on a 50-year return period. In watercourses designated as fish habitats, culverts will also be sized based on a 50-year return period, but will be adjusted upward as needed to match the width of the watercourse at 80 % bankfull discharge. The following Fisheries and Oceans Canada guidelines: “Recommandations pour la conception des traversées de cours d’eau où le libre passage du poisson doit être assuré – Projets routiers et autoroutiers” and “Bonnes pratiques pour la conception et l’installation de ponceaux permanents de moins de 25 m” (DFO, 2007; 2010) will be used for culvert design in watercourses designated as fish habitats and where the free passage of fish is required. A summary of design criteria is provided in Appendix 12a (Volume 2). All culverts will be buried of at least 10 %. Those located in fish habitats will be buried at 20 %. All culverts will follow the natural slope of the watercourse. A protective riprap structure will be put in place upstream and downstream of each culvert to prevent erosion, and the rest of the shoreline will be reseeded mechanically or by hydro-seeding. Whenever possible, the following recommendations will be implemented in all watercourses designated as fish habitats.
Low angle culverts An enclosed bottom culvert will be installed if the natural slope of the streambed at the watercrossing is less than 1 %, and the following design criteria will be used: Install culvert at the same angle as the natural slope of the watercourse; Culvert size must be equivalent to 80 % of the watercourse width at bankfull discharge; Bury the culvert (upstream and downstream inverts) to a depth equivalent to 20 % of the height of the culvert, below the natural streambed in order to facilitate the reconstitution of natural streambed conditions inside the culvert; Ensure that there is a control sill (natural or man-made sill) upstream of the culvert. This sill must be high enough to maintain a minimum water depth of at least 150 mm at the culvert’s upstream entrance during low-water (minimum flow) periods, or to maintain the natural water level, if it is less than 150 mm deep. When there is no natural sill upstream, the man-made sill will be built at a distance equivalent to three times the diameter of the culvert. The man-made sill must be resistant to high flow events, sufficiently waterproof to prevent water seepage and must include a notch to channel the flow of water and allow the free passage of fish during low
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 217 - Environmental and social impact assessment flow periods. The use of a geotextile membrane is not recommended for construction of riprap sill; Riprap structures will be used only to stabilize culvert extremities and for the upstream sill.
Multiple culverts In some specific situations, a structure consisting of a maximum of two side-by-side culverts will be used, as long as the following recommendations are respected: The culverts must be spaced at least one metre apart to allow proper compacting of backfill materials; These culverts must not cause a widening of the watercourse (bankfull width); A debris deviation structure (e.g. rock buttress) must be installed on the upstream end of the culverts.
Restoration of watercourse sections At a certain point during the installation of a culvert, it may be necessary to connect the culvert and the watercourse after the temporary diversion of the watercourse. In these situations, the following recommendations must be followed: Conduct the watercourse diversion as specified in Drawing DS-103-EN-101 (MTQ, 2008); Reinstate watercourses by recreating original conditions (renaturalize banks with native vegetation and same granulometry, slope and width); As needed, plan the reprofiling of bank slopes to achieve optimum stability; Select the proper substrate for the watercourse bed that will provide optimal flow above the substrate by reducing to a minimum interstitial flow (minimizing water seepage through the substrate). A levelled substrate with consistent granulometry and featuring a maximum of 10-15 % fine particles (smaller than 80 µm) is recommended; Plan a preferential flow path (thalweg) in the substrate of each watercourse bed; Use a layer of natural granular material as upper layer for the watercourse bed substrate; On the banks of watercourses, limit riprap height to the natural high-water mark and replant the banks above the riprap using state-of-the-art planting practices, with an emphasis on overhanging shrubs and grasses; Riprap structures must consist of use clear stone or other materials that will allow natural revegetation, as required.
Mitigation measures and best practices In order to mitigate negative impacts on fish and fish habitats, the following mitigation measures and best practices will be implemented as part of this project. Temporary structures Ensure the free flow of water at all times in order to maintain fish habitat functions (feeding, rearing, spawning) downstream from the work zone. Take the necessary precautions to prevent or limit impacts (e.g.: flooding, exposure, erosion, sediment transport, etc.) upstream and downstream from the work zone; As a rule, use the types of cofferdams that minimize encroachment into fish habitat;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 218 - December 2010 - 58093 Where stone cofferdams are deemed necessary, the granular materials used in their construction must be clean and a membrane should be used in order to ensure that the structure is waterproof; Design temporary watercourse diversion (if required) to resist potential high flow events that could occur during the construction, properly stabilize shorelines to prevent erosion and sediment transport downstream, and maintain the free passage of fish. Construction Conduct work required in the water outside of high flow and heavy precipitation periods to prevent local erosion and sediment transport, and to comply with seasonal restrictions relating to fish population requirements; Avoid, by taking all the necessary precautions, the release of fine particles into the aquatic environment outside the immediate construction zone; Sediment curtains should be used whenever possible to prevent or limit sediment transport in the water; Limit land clearing to where strictly necessary, that is at the exact location of the watercourse crossings only; Do not throw any debris into the aquatic environment and remove any debris discharged in the water without delay; Do not perform any earthwork or excavation near watercourses during high flow or heavy rain periods; Fording a watercourse with machinery is prohibited, unless warranted by exceptional circumstances; Stabilize stream and river banks as quickly as possible using standard bioengineering techniques that take into account the instability, erosion potential, slope and height of the banks, as an alternative to generalized use of riprap. Maintenance Channel drainage ditches toward areas of stable vegetation, at least 20 m from the ordinary high-water mark. If impossible to redirect a drainage ditch, implement an adequate and effective sediment control system to prevent leaching; Avoid to destabilize watercourse bank and release of sediments into the watercourse during routine maintenance operations (e.g. road grading) at watercrossing sites; Drainage ditch maintenance must be limited to the bottom third of the embankment slopes to protect the stability of the replanted slopes.
5.8.2 Bridges A total of 24 bridges are currently planned, and each will feature a wooden deck on a steel structure. The standard plans for these bridges are included in Appendix 12b (Volume 3) of this report. However, upon further detailed review, culverts may be used instead of bridges in some locations. These decisions shall be made upon review of bathymetric information and other site-specific data, and upon further discussions with DFO authorities. Bridges will have a standard width of 7.3 m and will be designed with a 20 % overload capacity. On both sides of a bridge, the final 60 m of the bridge approach will be asphalted to reduce wear and tear of the wooden deck. Bridges have been designed for a 100-year return period. Wherever possible, in locations where the floodplain (OHWM) is not out of proportion with the bankfull width, the DFO Operational statement “clear span bridges” was followed for bridge design.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 219 - Environmental and social impact assessment The table below gives a summary of bridge characteristics. During the interviews and discussions with the tallymen, only the Eastmain River was mentioned as a canoe route, thus bridge design will include a minimum 1.5 m vertical clearance based on average summer water levels for this river. Table 5.4 Bridge locations and characteristics Location Span (m) 1 39+654 15 2 76+813 10 3 81+195 (Takwa River) 36 4 129+748* 10 5 132+706* 10 6 142+159 (South branch of Tichégami River) 18 7 142+453 (Tichégami River) 33 8 149+396 (North branch of Tichégami River) 18 9 158+246 8 10 161+496 25 11 169+559 19 12 176+670 12 13 177+557 18 14 184+038 (Eastmain River) 132 15 187+473 30 16 198+031* 10 17 201+011 (Léran Creek) 40 18 204+508 (South branch of Grand-Portage) 20 19 207+715* 10 20 210+611 (Grand-Portage Creek) 40 21 216+761* 10 22 222+540 (Nerveuse River) 60 23 231+200 (Misask River) 28 24 236+145* 10
* Or culvert, according to bathymetry surveys, other field data and further discussions with DFO.
5.8.3 Ditches Ditch construction will be done by excavation only. In backfill areas, water will flow freely as long as the natural slope of the land drains the surface water away from the construction zone. The design parameters for ditches are as follows: Minimum width – 1 m; Minimum depth below the infrastructure line – 500 mm; Minimum slope – 0.3 %; Riprap structures will be installed in ditches as required. This will be optimized at the plans and specifications stage.
5.9 Borrow pits Potential borrow pit locations have been identified by Poly-Géo inc. (2009) as sources for road construction materials. The granular materials potentially available for road construction almost entirely consist of fluvio-glacial deposits. Deposits located downstream of fluvio-glacial channels and along the edges of existing watercourses comprise less than 1 % of potential sources. The surface
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 220 - December 2010 - 58093 area of potential deposits was measure on aerial photographs and their depth was estimated based on the height of the landforms and the level of the surrounding water table. Together, these measurements provided an estimated volume of available materials in each deposit (Poly-Géo inc., 2009). Detailed surveys are under way to determine the actual depth and extent of these borrow pits, which will help establish the quantity of usable materials available at each location. The locations of potential borrow pits are shown on Maps 5.1 to 5.24 (Volume 3). These borrow pits are unevenly distributed in the southern section (the first 75 km) of the proposed roadway extension, are quite rare between km 100 and km 138 and are more abundant in the northern section. A partially used former borrow pit has been located 11 km south of the proposed road extension, adjacent to existing Route 167. Assuming the full use of all locations under review, the pits would cover a total surface area of 2900 ha (29 km²), half of which is located in Black spruce-lichen (Cladonia) stands. The development and use of these borrow pits will comply with the Regulation respecting standards of forest management for forests in the public domain (L.R.Q., c. F-4.1, r.1.001.1; RNI). Although half of the total surface area of the proposed borrow pits is covered in Black spruce-lichen (Cladonia) stands, the purpose of this report is to obtain a certificate of authorization from the MDDEP in accordance with section 154 of the Environmental Quality Act. Therefore, the provisions of section 22, paragraph 2 of the Regulation respecting standards of forest management for forests in the public domain shall apply. Also, in accordance with section 23 of the Regulation, and given the lack of available granular materials in the study area, the usable area and boundaries of each borrow pit were delineated by maintaining a minimum distance of 30 m from adjacent watercourses. In this regard, it should be noted that a field inspection was carried out in August 2010 to determine the ordinary high water mark (OHWM) of watercourses located close to potential borrow pits. These measurements (OHWM plus 30 m buffer) are shown on Maps 5.1 to 5.24 (Volume 3). The information required by the MDDEP for the issuance of the requisite authorization is described in the Reference guide establishing the content of an environmental impact study relative to the operation of a sand quarry located less than 75 m from a watercourse (Guide de référence indiquant le contenu de l’étude de répercussions environnementales pour l’exploitation d’une sablière à moins de 75 m d’un cours d’eau – MENV, 1990). These requirements, pertaining to the location, demarcation and description (hydrology, adjoining flora and fauna habitats, etc.) of the borrow pits, have all been presented in detail in Chapter 3 of this report. However, they will be collated as part of a separate environmental impact study, as required by the MDDEP. Furthermore, section 2 of the Regulation stipulates that a 20 m forest buffer strip must be preserved around any string bog, marsh or swamp, their boundaries having been measured from the limits of adjoining forest stands. This buffer strip is also shown on the maps. It should be noted that this provision does not apply to the boundary of a bog if it is located 500 m away from a pond. At this stage, the proposed alignment of the borrow pit access roads have yet to be determined. However, these access roads will be located away from all sectors of special interest identified by the tallymen during the consultations. The borrow pits will be restored in accordance with the Regulation. However, it could be of interest to transform borrow pits excavated below the water table into waterfowl ponds. In these instances, the relevant tallyman will be consulted to assess their interest in this measure.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 221 - Environmental and social impact assessment 5.10 Road maintenance Summer maintenance will be done with a road grader to maintain and adjust the road profile. Extra gravel will be added as needed. To ensure constant flow, culverts will be routinely inspected for obstructions. The structural integrity of bridge structures will be assessed on a regular basis. Winter maintenance will uniquely consist of spreading sand and gravel on snow-covered road surfaces. Road salt and other de-icing products will be used only in exceptional circumstances. A snowplow will be used to push the snow to the low side of the road, and special attention will be given to the maintenance of roadside parking areas.
5.11 Construction schedule and project costs For this project, construction costs are estimated at $238M, including a 20 % contingency reserve. Construction costs by item category are as follows: Table 5.5 Construction cost estimates Item category Estimate Organization, camps, environmental protection, etc. $40,700,000 Earthwork $43,400,000 Road structure $80,500,000 Flexible road surface $2,880,000 Structures and culverts $39,300,000 Signage $2,400,000 Miscellaneous works $28,900,000 Total $238,080,000 Work will start in 2011 if all requisite authorizations are obtained, and could extend over a period of five years. Based on the rate of progress of construction activities and production capacity, access to the Stornoway site could be reduced to 3 or 4 years (access via the permanent road and a winter road overlaping the proposed permanent road alignment).
5.12 Access controls For safety reasons, the MTQ will control access to the road for the entire duration of the construction phase. Limited access (for tallymen and mining companies) will be given when road sections are deemed completely safe to use. Upon completion of the construction project, once the road is open in its entire length, it is not the MTQ’s intention to control access.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 222 - December 2010 - 58093 6. Impact Analysis and Assessment
6.1 Environmental issues The Route 167 extension project raises several concerns regarding environmental issues associated with the construction and operation of this new infrastructure. An environmental issue is defined as any major concern relating to the natural, human or visual environment, as expressed by concerned citizens or by experts, that could affect the completion of the project. Assessment of project-specific environmental issues must consider all of the following factors: Technical aspects; Local environmental knowledge; Site-specific concerns; Knowledge acquired from previous projects. Compiling a list of environmental issues allow the identification ahead of time of the physical, biological and human components most likely to be impacted by the project, and ensures that inventory, analysis, and research activities are focused on those priority issues. For this project, the following key environmental issues were identified: Preserving the integrity of aquatic ecosystems; Preserving the integrity of forest ecosystems and wetlands; Providing improved access to the territory; and Improving regional economic development. Therefore, the environmental impact description and analysis of the Route 167 extension project focuses on various aspects of these issues.
6.1.1 Preserving the integrity of aquatic ecosystems Preserving the integrity of fish habitats, especially for species of interest to the Mistissini community, is a major issue of concern related to the construction and operation of the Route 167 extension to the Otish Mountains. The proposed road alignment includes 152 watercourse crossings, and therefore the construction and maintenance of the roadway infrastructure could potentially impact the aquatic habitats of watercourses and waterbodies located close to or downstream from the road. As a result, the mitigation measures to be implemented during the construction and operation phases must ensure: The preservation of potential spawning sites; Free movement of fish; The durability of infrastructures to prevent erosion; and The implementation of state-of-the-art protection measures to prevent input of sediments and pollutants into watercourses.
6.1.2 Preserving the integrity of forest ecosystems and wetlands The review of this issue in the impact assessment includes three main components.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 223 - Environmental and social impact assessment 6.1.2.1 Preservation of the Woodland caribou The forest-dwelling ecotype of Woodland caribou is apparently found in the study area on a regular basis (St-Pierre et al., 2006). As a result of declining numbers in many herds in recent years (COSEWIC, 2002; Schaefer, 2003; Environment Canada, 2008), the Woodland caribou is designated “vulnerable” species under Québec law and “threatened” species under Canada’s Species at Risk Act. The preservation of Woodland caribou populations is an issue of concern throughout Québec and across Canada, and must therefore be taken into account in this project. Sport hunting of Woodland caribou has been prohibited in Québec since 2001, but some aboriginal hunters continue to harvest the species for subsistence purposes. The construction and operation of the future Route 167 to the Otish Mountains could negatively impact the Woodland caribou by fragmenting, over a distance of 240 km, what is now essentially a pristine habitat. Some caribous could modify their primary range by avoiding areas close to the road corridor. Moreover, improved access to the territory provided by the new road could result in increased harvesting of Woodland caribou by the tallymen and their families for subsistence, traditional or community purposes and an increased risk of poaching by new road users. Finally, the opening of the new road will bring a new element of risk to the caribou—the threat of vehicle collisions. All these factors will result in increased pressure on the woodland caribou.
6.1.2.2 The barrier effect and wildlife habitat fragmentation The loss of forest habitats and the noise of traffic along the future Route 167 will contribute to a phenomenon known as the “filter effect,” or the “semi-permeable barrier effect.” Avoidance of the roadway corridor because of the noise of passing vehicles and the breach in the forest cover caused by the roadway will to some degree reduce the use of adjacent habitats by some species and restrict the movements and interchange between wildlife populations located on either side of the roadway (Forman & Alexander, 1998). The “filter effect” is considered one of the major impacts of roadway construction and traffic on wildlife because dividing animal populations in this manner can have demographic and genetic repercussions on these populations (Forman et Alexander, 1998). This issue is of particular importance for this project, given that the future Route 167 will run through two separate sections of the Albanel-Mistassini-Waconichi Wildlife Reserve, which has a forest and wildlife resources conservation and development mandate. It is important to note that a considerable part of this wildlife reserve will eventually be included in the Albanel-Témiscamie-Otish National Park (currently in the project stage), which will have primarily a conservation mandate.
6.1.2.3 Wetland preservation The wetlands located in the study area are primarily made up of ombotrophic bogs. Only one fen (minerotrophic bog) and a limited number of shoreline wetlands, including swamps, marshes, shorelines and shallow water expanses, have been identified in the study area. In setting out the proposed roadway alignment, encroachment on wetland areas was avoided whenever possible. However, as a result of certain technical constraints, the construction will affect some wetlands. The overall impact is expected to be minimal because wetland areas are quite abundant throughout the territory. Nevertheless, it will be necessary to mitigate the construction and operation impacts as much as possible by maintaining existing flow and drainage conditions, and by renaturalizing the shoreline areas impacted by the project.
6.1.3 Providing improved access to the territory With the construction of the Route 167 extension northward, this virtually inaccessible territory will be open to all who wish to visit, and this accessibility will undoubtedly have both positive and negative ramifications for those who currently use these lands.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 224 - December 2010 - 58093 The Crees hold exclusive hunting, fishing and trapping rights on Category I and II lands, along with exclusive trapping and harvesting rights for specific wildlife species on Category III land (see section 3.4.3.2). The proposed extension alignment runs mainly through trapline territories located in Category III land. The construction of the road will give the tallymen and other Cree users easier access to their traplines, which is a definite advantage; however, it will also provide access to new users, including aboriginal and non-aboriginal hunters and fishermen. Increased access will result in increased hunting and fishing pressures on trapline lands, especially those located on Category III land. These pressures will have an impact on traditional resources management and harvesting practices, which until now have been managed by the tallymen. Their ancestral ways and practices, developed over many generations, will be disrupted by new users, whose behaviour and practices are frequently at odds with those of the tallymen and their families, a discord that has been observed following the construction of other northern roads, including the Trans-Taiga Road.
6.1.4 Improving the region’s economic development outlook The primary objective of the Route 167 extension is to promote the economic growth of the region and natural resource development. The new road will create new economic development opportunities by providing improved access to the region’s recreation and tourism, mining, forest and wind energy resources. Currently, the lack of transportation infrastructure is affecting the economic viability of various potential diamond, uranium, gold, copper, zinc and magnesium mining projects. By simplifying the logistics of personnel and material transportation, the road extension will play a key role in providing the impetus to get these major projects on track, and these new industries will in turn provide new employment opportunities for the local population, both aboriginal and non-aboriginal. Regarding recreation and tourism, the new road will provide access to the Albanel-Mistassini- Waconichi Wildlife Reserve and the future Albanel-Témiscamie-Otish National Park, which could provide local employment opportunities for the Cree population. In addition, an influx of hunting and fishing enthusiasts could result in the establishment of new outfitting operations requiring Cree hunting and fishing guides. The new road could also encourage the development of forestry operations in the commercially viable forests located at its southern end. Finally, the road could encourage the development of the region’s wind energy potential in the area north of Lake Mistassini by facilitating the transportation of required materials to the wind energy project locations.
6.2 Methodology
6.2.1 General Project impacts are assessed in terms of their type and their significance.
6.2.1.1 Types of impacts Impacts can be divided into positive (improvement or enhancement to environmental components) and negative impacts (deterioration of environmental components). The effect of either positive or negative impacts can be direct (directly affecting an environmental component), indirect (affecting a component as a consequence of directly affecting another component), cumulative (affecting environmental components through the combination of other past, present or future actions), deferred (having an effect which only appears some time after the
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 225 - Environmental and social impact assessment implementation of the project), synergetic (having a significantly greater effect when compounded with other impacts) or irreversible (having a permanent effect on the environment).
6.2.1.2 Determining the significance of an impacts The significance of an impact refers to the changes imposed on an environmental component by a project. The accurate prediction of how important a change may be requires objective knowledge and the use of parameters such as the magnitude, the geographical extent and the duration of a change. The impacts are assessed only with regard to the valued components of the environment - the relative value of the component is not considered in the assessment. Interviews with the tallymen have in fact confirmed the value of the components selected for the analysis.
Magnitude The magnitude of an impact refers to the relative importance of the consequences for the environment caused by the change of a specific environmental component. Measurement of the intensity takes into account the natural and social environment of which the component is a part. The magnitude may be low, moderate or high. Low magnitude Natural environment: the impact modifies a component to such a degree that its abundance or general distribution in the study area may be slightly affected; Human environment: the impact alters a component only slightly and restricts its use by a community or a regional population only slightly. Moderate magnitude Natural environment: the impact modifies a component to such a degree that its abundance or general distribution in the study area may be affected but not to the point of compromising its integrity; Human environment: the impact restricts the use of a component by a community or a regional population. High magnitude Natural environment: the impact destroys a component or significantly alters its integrity to the point where it may considerably affects its abundance or distribution and causes its decline in the study area; Human environment: the impact compromises the integrity of the component or considerably limits its use by a community or the regional population.
Geographical extent The extent of the impact depends on its magnitude and on the number of people affected by it. It can be specific, local or regional: A site-specific impact is one which is self contained, affecting only a small surface area, for example the actual road right-of-way or its immediate surroundings or else which affects or is perceived by only a few individuals; A local impact is one which affects a larger area, for example a trapline, or which affects a larger number of people or groups of people; Finally, a regional impact is one which affects whole territories or significant communities, such as numerous traplines accessed by the road.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 226 - December 2010 - 58093 Duration The duration of the impact indicates its timeline. It expresses the period of time over which a change affects a component, as well as its frequency – either continuous or sporadic. The duration can be short, medium or long: The impact is considered of short duration when its effect is felt, continuously or sporadically, only during the period of construction or during a period of recovery or adaptation not exceeding five years; The impact is considered of medium duration when its effect is felt, continuously or sporadically, over a period extending between five and ten years; The impact is considered of long duration when its effect is felt, continuously or sporadically, over one or more periods exceeding ten years. The combination of these three parameters (intensity, extent and duration) leads to the determination of the importance of an impact. Each parameter has the same relative weight in assessing the overall importance of the impact. However, a different weight is given to the three classes of each parameter, as indicated in Table 6.1. Table 6.1 indicates the way of determining the importance of each impact by multiplying the value of each parameter – thus giving a global weight resulting from the class of importance attribution. A global significance rating of “High” is attributed to those impacts with a weighted score of 12 or more – the maximum being 27. Such an impact must by definition have a synergy of factors – with at least one high score (score of 3) and the remaining two scores being at least moderate (score of 2). A global rating of “Moderate” requires a weighted score from 4 to 9 and a global rating of “Low” means a weighted score of three or less.
6.2.1.3 Mitigation, compensation and enhancement of impacts, residual impacts Once the type and the importance of the impacts are established for each of the environmental components, mitigation and/or compensation measures are identified in order to reduce or compensate for any negative impacts as well as enhancement, measures for positive impacts. After identifying these measures, it is possible to determine the residual impacts of the project. Impacts are assessed separately for the two phases of the project: the construction phase and the operation phase of the road infrastructure.
6.2.2 Building the interactions matrix Following the method described in the preceding section, the first step is to establish the interactions which will be used to identify potential impacts of the project. This approach allows a systematic identification of potential impact sources based on the project description and of the environmental components potentially affected by the project. The next section presents the results of the project impact assessment. The results were obtained by analyzing each environmental component with regard to the effects associated with the impact sources identified.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 227 - Environmental and social impact assessment Table 6.1 Determination of the impact significance Magnitude Geographical extent Duration Significance of the impact (weight) High (3) Regional (3) Long (3) High (27) Medium (2) High (18) Short (1) Moderate (9) Local (2) Long (3) High (18) Medium (2) High (12) Short (1) Moderate (6) Site-specific (1) Long (3) Moderate (9) Medium (2) Moderate (6) Short (1) Moderate (3) Moderate (2) Regional (3) Long (3) High (18) Medium (2) High (12) Short (1) Moderate (6) Local (2) Long (3) High (12) Medium (2) Moderate (8) Short (1) Moderate (4) Site-specific (1) Long (3) Moderate (6) Medium (2) Moderate (4) Short (1) Low (2) Low (1) Regional (3) Long (3) Moderate (9) Medium (2) Moderate (6) Short (1) Low (3) Local (2) Long (3) Moderate (6) Medium (2) Moderate (4) Short (1) Low (2) Site-specific (1) Long (3) Low (3) Medium (2) Low (2) Short (1) Low (1)
6.2.2.1 Identification of impact sources Based on the description of the proposed project, activities considered as a potential source of impact are described below. These activities are grouped together under two general phases of the proposed project, the road construction phase and the operation phase.
Construction phase Presence of the construction sites At the very outset, each of the contractors will be setting up its own main worksite. Each of these areas will act as headquarters and will comprise trailers equipped with sanitary facilities. General construction activities The generic term « General construction activities » includes all of the activities required to build the road; it includes in fact five different operations described in detail hereunder:
Clearing and grubbing One of the first steps in building the road is to remove the vegetation from the road right-of-way. This requires the removal of the trees and stumps, shrubs, the undergrowth and any old wood decaying on the ground. This step requires the deployment of loggers equipped with chainsaws, or
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 228 - December 2010 - 58093 timberjacks, skidders and brush cutters. Where the road follows the existing winter road alignment the vegetation has already been removed over a width of about 15 meters. Clearing activities will be conducted in a way as to protect the remaining vegetation (trees, bushes and other types) required to be preserved as specified in the plans and specifications. To the extent possible, the greater part of the clearing will be carried out in the fall to avoid the bird breeding season. Bulldozers will also be used on site to remove stumps and to pile material. Commercial grade wood found in the southern portion of the project area will be given to logging companies holding certificates (CAAF) issued by the MRNF. For the northern section, a certain volume of ligneous material will be stocked in predetermined locations and will be made available to the tallymen at the end of the project if they wish to use it. The remainder of the wood will be burned or will be chipped and dispersed over exposed slopes.
Earthwork, grading and ditching This step begins with the removal and stocking of the topsoil left on the forest floor. Earthwork and grading operations then follows to prepare the roadbed to meet the required profile. Soil will be excavated where the ground is too high and added where low points need to be raised. Fill material may be used from the highpoints to fill the low points provided it has the required characteristics. Surplus material will be removed by truck and stocked in depots of which location will be determined by the contractor with the collaboration of the tallymen. Blasting will be required in areas where the bedrock rises up to the surface. While these activities are controlled with stringent regulations, they nonetheless cause inconveniences mainly associated with noise and access limitations. Works related to roadside and cross ditches, as well as take-off ditches, will also be undertaken in this second stage. The ditches will collect the water runoff from the road. Finally, the levelling and drainage work will be carried out according to the specifications on plan. This will depend on the type of soil encountered from one location to another and may include the stocking of material on the road right-of-way or the transport of fill material. The work will be carried out with conventional heavy machinery, including backhoes, dump trucks, graders, loaders and road rollers.
Watercrossings and watercourse restoration The crossing of many watercourses will be required along the road alignment. Except for large watercourses that will require the construction of a bridge, all of the watercrossings will be built using properly sized and stabilized culverts.
Roadway foundations and surfacing Once the rough grading has been completed (substructure), the road structure will be put in place (base, lower and upper foundations, and surface material with gravel or bituminous paving only at the approach of bridges). The thickness and the type of materials used for the road structure are presented in chapter 5. Sampling and drilling will be undertaken over the entire length of the project to determine the nature of the existing underlying soil. Geotechnical, geological and pedological studies will be carried out to determine the appropriate construction technology (lighter backfills, pilings, consolidation with or without surcharge) required to ensure the functional durability of the road over time. The road structure begins with a base made out of natural gravel or crushed rock. The foundation layers consisting of crushed rock will then be added. These materials will be spread out and compacted in progressive uniform layers. The material will be brought from borrow pits located along the corridor. Crushed rock may also be produced with a crusher using the rock removed from
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 229 - Environmental and social impact assessment the site provided the local rock material meets the required specifications. The road structure will then be covered with a layer of gravel or asphalt at the approach of bridges. All materials will be brought to the work site by truck. Once the road structure is completed, the signage, safety guardrails and railings will be installed. Finally, the portions of the road alignment located next to the road will be seeded after being covered with the top soil put aside during the early clearing stage. Any large depressions or eroded areas will be filled with surplus material put aside during earthwork or else with material brought in. Seeding will be conducted mechanically or by hydro-seeding.
Use of borrow pits Considering the relative scarcity of gravel and sandy material in the area, the use of borrow pits outside the construction corridor will be needed. These potential borrow pits are identified on the maps in Volume 3. An access road will be built to reach each borrow pit. When a pit is no longer required it will be revegetated. Alternately, if the tallymen express their interests, borrow pits excavated below the water table could be restored as wetlands for waterfowls.
Operation Phase Presence and use of the road The very presence of the future road and its use represent a source of permanent impacts from various aspects: modification of the local drainage patterns, noise, new infrastructure in the landscape, changes in local traffic, etc. Opening a road access to a territory currently not easily accessible also means the project will have important economic consequences. Maintenance and repairs The new infrastructure will require maintenance and repair operations from time to time. For example, the use of abrasive material during the winter months will affect the environment, in particular the quality of surface water. Various periodical works only needed on a mid- and long-term basis, such as ditch cleaning or structural repairs will also have impacts on the environment.
6.2.2.2 Interactions matrix On the basis of the environmental description and the concerns of the public and the tallymen, the different components of the environment susceptible of being affected by the project are identified in Figure 6.1. The relationship between the potential sources of impacts and the environmental components allows us to identify the potential impacts of the project. Each of the shaded areas of Figure 6.1 represents a potential impact whose importance will now be evaluated in the following sections.
6.3 Impacts and mitigation measures A wide range of techniques will be used to minimize the impacts during construction work, including the implementation of erosion and sediment control measures. These techniques are the most widely used around the world and have proven to be very effective when properly applied. These measures are found in construction plans and general specifications, in environmental management specifications, in standard work statements and general specifications packages (Cahier des Charges et Devis Généraux, CCDG) and in road construction standards.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 230 - December 2010 - 58093 During the construction phase, a designated environmental specialist will be present on site at all times to ensure that all requisite environmental protection measures are implemented in a timely and proper manner by the contractor. Appendix 13 contains excerpts of the document entitled “L’environnement dans les projets routiers” (“Environment in Road Projects”, MTQ, 2008), which describes the way the MTQ manages its worksites from the environmental standpoint.
6.3.1 Soils (erosion, contamination, sediment transport) The physical changes potentially generated by the construction and operation of the proposed road relate to soil disturbance (soil stripping, erosion, suspended solids, etc.) and soil quality (potential of contamination). The other physical environment components, like climate, geology and ice regime, will not be affected and thus, are not considered in the impact analysis.
6.3.1.1 Impacts during the construction phase
Presence of worksite; construction activities The main activities that might have an impact on soils during the construction phase are the following: Deployment of worksite facilities (site offices, accessory buildings and sheds, sanitary facilities, maintenance and storage sites, waste areas, fuel depots, etc.); Forest clearing and grubbing; Earthwork, grading and ditch excavation; Watercourse crossings, diversions and restoration; Excavation and backfilling activities, and construction of the road base; Use of borrow pits and temporary access roads. Anticipated impacts during these activities include the following: Risk of soil contamination by spills or leaks throughout the duration of the work; Risks of water erosion of exposed soils, transport and deposit of more or less fine sediments in watercourses, and disturbance of the natural bed of watercourses. Impact stemming from soil contamination risks Most construction phase activities involve soil contamination risks. The main sources of contaminants are storage tanks used for fuel (diesel or gas), lubricating or hydraulic oils, waste oil and chemicals of all kinds used for the proper operation or maintenance of machinery. Leaks of petroleum products or other products (e.g. liquid coolants) from heavy machinery (e.g. line breaks), or accidental spills during transfer of petroleum products from a tank truck to a tank, can occur at any time on a worksite and contaminate soils. However, the impact of petroleum or other product leaks, losses or accidental spills would be very site-specific. In addition, all these potential events are usually of short duration. However, the intensity of these events may vary and the negative impact could be significant if the spill were to reach the water table or a watercourse. Mitigation measures The applicable mitigation measures consist in taking all customary precautions to avoid leaks and spills, as follows: Machinery maintenance and cleaning, along with refuelling and lubrication must be conducted in stable and secure facilities located at least 60 m from any lake, watercourse or any other body of water;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 231 - Environmental and social impact assessment Defective machinery and vehicles must be repaired without delay at an installation designed and built for this purpose; No storage tank or container containing fuel, oil or chemicals may be left unsupervised within a distance of 60 m of a watercourse, unless placed on a waterproof tarp; The contractor shall provide, on the worksite, a stock of absorbing materials (petroleum products emergency recovery kit) and well-identified water-tight containers intended to store the residual oil and wastes; Install a floating boom in calm waters, downstream from the work site; In the event of a spill, immediate action must be taken to stop the spill, to contain the spilled materials and to salvage the contaminated soil. The MDDEP must be notified through Urgence Environnement, the Québec government’s 24-hour environmental emergency hotline. A sign showing the Urgence Environnement phone number and the emergency response team (names and phone numbers) must be placed in a location that is highly visible to all workers on the construction site. Impact stemming from risks of soil erosion and sediment transport and deposition in watercourses During the construction activities, soil erosion and transport of soil particles (sediment) resulting from exposed soils at construction sites may occur. Soil erosion and sediment transport processes are strongly influenced by soil composition and texture, by the gradient and length of the slope and by the intensity of precipitation phenomena (rains and associated runoff). As such, high and steep talus slopes made of fine materials (fine sand, silt or clay) represent a much higher risk of soil erosion and sediment transport during heavy rains or floods than those composed of coarse material (coarse sand, gravel and pebbles). Erosion problems mainly occur during topsoil stripping (removal and recovery of organic matter, which may be very thick in some places); earthmoving and grading within the right-of-way (final profiles); reworking of cuts and embankments; digging of drainage ditches; watercrossing, diversions or restorations (construction of bridges and culverts); and borrow pit operation. The removal of the vegetation cover reduces the absorption and retention of surface water during heavy rains. This has the effect of saturating the soil much more rapidly than when humus is present, resulting in a more rapid and intense runoff. Runoff water carries eroded particles down the slopes, then to watercourses. Depending on the size and volume of sediments reaching a watercourse and on flow velocity, the particles will rapidly settle on the bed or will be transported over a variable distance downstream by saltation, as part of the bottom load (sand and gravel) or through suspension (silt, clay and fine organic particles) in the water column. This road project will require the construction of over 150 engineering structures and culverts. The stripping of stream and river banks and the necessary realignment of some watercourse sections, as well as the localized reworking of their bed, might also cause erosion and the release of suspended particles into the aquatic environment. The movement of heavy machinery over a stripped area frequently causes the formation of ruts in steep slopes. Water then flows primarily through these ruts, concentrating runoff, which will tend to mobilize sediments and cause soil erosion. Erosion could also occur in borrow pit sites, since a large portion of the mineral soil will be exposed. The timing of construction work can also play an important role in the erosion processes. Indeed, the execution of construction work in spring, when soils are saturated with snowmelt water, greatly increases the risk of erosion and, therefore, the risk of instability. However, the execution of construction work in summer and early fall, when there is less water in soils, will have the effect of greatly reduce erosion risks and related problems.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 232 - December 2010 - 58093
Visual environment Visual
(noise)
Acoustic environment environment Acoustic
Archaeology
Land use by other users other by use Land
Cree community Cree
Land use by the Mistissini Mistissini the by use Land
Economy
Social environment Social
Forest birds Forest
Birds of prey of Birds
aquatic birds aquatic
Waterfowls and other other and Waterfowls
Large mammals Large
Small mammals Small
Furbearing animals Furbearing
Ichthyofauna
Herpetofauna
species
Special status plant plant status Special
Wetlands
Terrestrial vegetation Terrestrial
Water quality Water Soil
act interaction and identification matrix p
sical and social im y h Potential interaction Worksite installations Construction activities p Maintenance and repair
Presence and use of the road
phase phase
Operation phase Operation Construction Construction ure 6.1 Bio g
Fi Most of the proposed Route 167 right-of-way is located on generally well-drained deposits of undifferentiated or streamlined till or of ribbed moraine (lodgment till) with low slopes. In some areas, the alignment crosses glaciofluvial drifts that also provide adequate drainage, such as rather shallow incised valleys and eskers. Eskers may present significant slopes. Moreover, between km 143 and 158, the road will run at the bottom of a valley or slightly on the Otish Mountains hillside. Embankments will have to be built. Mitigation measures A series of mitigation measures will be applied to efficiently overcome or reduce the risks of soil erosion and sediment transport.
Excavation and backfilling, earth banks: Before proceeding with excavation work within the right-of-way, intercepting ditches could be built along the edge of the right-of-way in order to reduce runoff input from adjacent slopes, particularly in the Otish Mountains area. These intercepting ditches (to be built before excavation work and whose location will be determined at the plans and specifications stage) and energy-dissipating ditches (on slopes) shall be consolidated with riprap without delay; As soon as a resurgence is detected on a slope, it has to be immediately consolidated with riprap.
Watercourse protection: Take all the necessary precautions to avoid any transport of fine particles beyond the work area or work carried out directly in a watercourse or involving the stripping or the disturbance of soils nearby; To avoid silting sand accumulation in lakes and watercourses, the bulk of shoreline vegetation must be kept in place right up to (within one week) the start of earthwork around these sensitive areas; Filter berms, sediment traps and settling ponds shall be installed during the work; Straw bale filters or sediment barriers shall be installed between the earthwork areas (foot of slopes) and the edge of watercourses and lakes. These straw bale filters could also be placed across drainage ditches (when discharge and flow velocity are low) in order to avoid sediment input into watercourses and lakes; Aside from exceptional situations, fording a watercourse with the machinery is prohibited. When unavoidable, follow prescriptions provided in the MTQ statement of work and general specifications (CCDG) in this regard; Install temporary bridges, decks or culverts for the passage of machinery; No earthmoving or excavation work shall be performed at less than 15 m from watercourses during flood periods or heavy rains; Except for the installation of drainage culverts, all construction work conducted less than 30 m from a permanent or intermittent watercourse or a lake, including soil stabilization work as well as stonework to reconfigure the bed of a watercourse or related to non-redirected drainage ditches, bridge and culvert ends, and shoreline must be completed without delay, within a 72- hour timeframe; All temporary stockpiles of unconsolidated materials (mounds of earth) left for more than 24 hours in a location less than 30 m away from a lake or watercourse, must be protected from erosion, such as by way of a sediment barrier, in order to prevent the release of sediments into a watercourse, lake or wetland.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 234 - December 2010 - 58093 Restoration of work areas: As work is completed, all reconfigured areas at risk of erosion must be stabilized immediately and permanently; Reinstate watercourse shorelines, grain-size and profile of waterbeds to their original condition after the dismantling of temporary works; Permanently stabilize all reworked areas as the work is completed. If additional time is required, erosion control measures shall remain in place in order to prevent erosion and capture any eroded materials. Accumulated materials shall be excavated and stockpiled in a site provided for this purpose; Take the necessary measures to limit erosion problems during temporary worksite closures.
Waste materials: For all waste disposal sites, the requisite permits and authorizations must be obtained from the proper authorities; Natural solid waste materials must be disposed of in compliance with the Shorelines, coastal areas and floodplain protection Policy and the Forest Act (Public Domain). In addition, disposal of any natural solid waste in wetlands is prohibited, including ponds, marshes, swamps and bogs; If waste is to be placed outside the road right-of-way, it must be stacked in piles with stable and steady slopes. The disposal of waste outside the right-of-way must be done in compliance with the Regulation respecting the landfilling and incineration of residual materials and the Environmental Quality Act, and in a designated location established in consultation with the affected tallyman; The disposal of hazardous materials shall be conducted in accordance with the Regulation respecting hazardous materials and the Environment Quality Act (R.S.Q., c. Q-2), in a site provided for that purpose; In order to preserve granular materials, which are considered a non-renewable resource, the waste disposal sites must not affect or disturb surface mineral resources (sand and gravel) that could be deemed usable from a qualitative, quantitative and regulatory standpoint; The disposal areas shall not be visible from the road.
Borrow pit operations: The excavated area shall be renaturalized at the end of borrow pit operations (unless the tallyman wants to convert it into a pond for waterfowl, if operation was done below the water table); If a borrow pit had to be operated below the water table, measures shall be agreed upon with the MDDEP in order to minimize the impacts.
Temporary access roads: All borrow pits, stone crushing installations, waste disposal sites, field offices and other facilities required for the construction work must be accessible by only one access road per location. Each of these side roads must diverge as sharply as possible from the main road in order to be as invisible as possible; The maximum width of an access road will be limited to 2.5 times the width of the widest vehicle using it. Forest clearing for this purpose cannot exceed the width of the corridor including the roadway, embankments and ditches;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 235 - Environmental and social impact assessment The granular materials used for construction of access roads, storage areas, etc. must not be excavated from waterbeds or shorelines, or any other unauthorized source located less than 75 m from a stream, river, lake or wetland, nor can they be reusable excavated materials from the work site; All temporary accesses shall be closed. However, within the boundaries of the future park, the MDDEP shall be consulted.
Residual impact The magnitude of the impacts associated with each activity of the construction phase is deemed to be low. The duration of the impact is deemed to be short and the scope is from site specific to local, since the effects could extend downstream from the right-of-way. The negative impact is deemed low.
6.3.1.2 Impacts during the operations phase
Presence and use of the road; maintenance and repairs The presence and use of the future road will be permanent sources of impacts on soils from various standpoints, such as drainage modifications, the hardening and virtual sealing of a large surface (gravel road) and increased runoff towards drainage systems, as well as ditch, embankment and watercourse shoreline erosion. Regular maintenance activities, such as grading and snow removal, could generate various types of impacts on the immediate environment of the road, but also indirectly, i.e. downstream from watercrossing sites. Similarly, infrastructure maintenance and repairs (e.g. ditch cleaning and repair of structures like culverts and bridges), which will only be required in the mid- and long terms, could also have impacts on the receiving environment. Impacts stemming from soil erosion and sediment transport Although unpaved, the future road will be an almost impervious surface that will increase runoff towards drainage systems and watercourses (high discharge within a short period of time). The sudden flow increase in some ditches and watercourses, during major precipitation events, could intensify or revive erosion processes on the slope of road cuts and embankments, ditches and watercourse banks (e.g. basal sapping and concentration of runoff into gullies). This could result in increased sediment transport towards watercourses. The sand and gravel used for winter road maintenance could be mobilized by runoff and carried towards watercourses during heavy rains or high flow spring events. Mitigation measures The following permanent measures will be implemented during the operation phase of the proposed road: The stability of embankments and edges of watercrossings will be ensured by adequate riprap structures; The slopes of road cuts, embankments and drainage ditches will be seeded immediately upon work completion in order to rapidly enhance their stability; In areas of abrupt slopes and long downslopes, ditch bottoms will be consolidated by riprap structures; Permanent filter berms and water and sediment control basins may also be required. During heavy rainfalls, these stone structures will help slow down runoff velocity and retain eroded soil particles.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 236 - December 2010 - 58093 Impact stemming from soil contamination risks caused by road accidents During the operations phase, the presence and use of the road network involve risks of accidents and chemical, petroleum product and bulk hazardous material spills into the environment. This potential impact must be anticipated and planned given the number of tank trucks and trucks carrying heavy machinery (both containing hazardous materials) that will use the road to access the mine exploration or operation sites located along the road alignment, or to permanent road maintenance camps. In the event of a spill, the remoteness of the spill site could cause delays in the implementation of the necessary control measures. However, the two permanent maintenance camps will have, on site and at all times, the equipment necessary to contain and salvage accidentally spilled hazardous products (petroleum product emergency recovery kit; see Emergency Plan, Section 7.1). Mitigation measures The conformity of the proposed road with MTQ standards will reduce the risks of accidents compared to the winter road previously used over a portion of the alignment, by improving all aspects of transportation safety, particularly in regard to curves, watercrossings and quality of gravel roads and shoulders. The regulations on the transportation of hazardous materials and transportation safety standards greatly reduce the risks of accidental spills. In addition, the Chemistry Industry Association of Canada has established a “Responsible Care” program that includes chemical handling and transportation policies and practices. The permanent maintenance camps will have, on site and at all times, the necessary equipment to ensure to contain and salvage accidentally spilled hazardous products. Impact stemming from soil erosion and sediment transport The new road infrastructures will require maintenance and repair work in future years (e.g. ditch cleaning and repair of structures like culverts and bridges). Ditches clogged by sediments and plants, small foot-slope slides occurring over time, the formation of gullies during heavy rains and the onset of resurgences on embankments are all issues that will need to be addressed. This maintenance and repair work could have impacts on the surrounding environment, if no measures are taken or if no special attention is paid during their execution. For example, the stripping of ditch bottoms and embankments would reactivate the risks of erosion and sediment transport towards watercourses. Mitigation measures The following means will be taken: The same embankment and ditch stabilization measures implemented during construction work shall be used during infrastructure maintenance and repair operations; Drainage ditch cleaning shall be carried out in a way to protect and restore, as needed, the riprap structures, filter berms and water and sediment control ponds; The lower-third method used by the MTQ for ditch maintenance will protect and maintain the stabilizing vegetation on the ditch sides. Residual impact The magnitude will be low and the duration long (the impacts will be felt over a short period, but repeatedly), and the extent is site specific. The significance of the negative impact is thus deemed to be low.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 237 - Environmental and social impact assessment 6.3.2 Water Quality
6.3.2.1 Impacts during the construction phase The main potential impacts on surface water quality during the construction phase will be mainly related to erosion and sediment transport caused by various project activities. In addition, indirect impacts related to site clearing activities and potential increases of suspended solid concentrations may raise water temperature in small watercourses and small ponds. Other potential sources of water contamination include: Accidental hydrocarbon spills and leaks from machinery, generators and/or fuel storage depots; Leachate from remote waste-disposal sites where non-hazardous materials (food scraps, paper, plastic, metal, etc.) will be deposited; Effluent from waste-water treatment facilities associated with the temporary camps, that can discharge phosphorus, nitrogen, fecal coliforms, etc. into the environment; Contaminated water from containers used for storage of materials contaminated with hydrocarbons and other residual toxic and/or hazardous materials; Exposure of oxidation-prone rocks that could slightly alter the ionic composition of the water in smaller watercourses; In specific locations, acidic leachate caused by the exposure of ferruginous rocks. The potential negative impacts on groundwater consist mainly in water contamination following spills or accidental leaks associated with the use of equipment during general construction activities. However, the regional hydrogeological conditions suggest a low vulnerability of groundwater to a potential contamination from the surface. Actually, as the till is typically not very permeable, this characteristic reduces the risk of infiltration from the surface towards the underlying rock aquifer. The granular surficial deposits would be more vulnerable, but their presence along the alignment is limited throughout the territory. Excavation construction work of some road sections and the development of temporary basins to collect surface runoff could represent a negative impact on the groundwater flow regime. However, considering the nature of the work typically related to road construction, few significant drainage activities are foreseen and those would be rather localized. These would disrupt the groundwater flow network in a very limited manner and will concern only the groundwater system in surficial deposits. It should also be noted that there are no water supply wells close to the proposed road alignment.
Worksite The installation and use of temporary camps and worksite facilities can have several potential impacts on water quality. The presence of workers will generate wastewater and domestic waste that will have to be managed on site, given the remoteness of camps from inhabited areas, which could add fecal coliforms, nutrients (e.g. phosphorus and nitrogen) and other contaminants (e.g. organic matter and metals) to surface water. Authorized residual materials will be buried in a remote landfill, according to the directions of the Regulation respecting the landfilling and incineration of residual materials (RLIRM, c. Q-2, r. 6.02). Other residual materials coming from the camp and construction activities and that cannot be disposed of in a remote landfill (e.g. materials contaminated by hydrocarbons), as stipulated in the regulation, shall be managed separately. The development of the various camp and worksite areas, as well as the use and circulation of machinery, will expose soils to erosion and favour sediment transport towards watercourses. Moreover, the presence of machinery and fuel storage sites involves risks of hydrocarbon (fuels, oils and greases) and liquid coolant leaks and accidental spills.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 238 - December 2010 - 58093 Mitigation measures To minimize the risks of surface water contamination by the above-listed factors, the following mitigation measures will be applied. The planned areas for the general construction of the worksite will respect the following conditions (MTQ, 2010a): Locate access roads to worksite, parking and storage areas, camps, site offices and other temporary facilities at least 60 m from a permanent watercourse or lake, and at more than 30 m from an intermittent stream; During camp site design and construction, minimize destruction, trampling and compaction of vegetation, soils and wetlands by clearly delineating the traffic ways for workers and by planning them so as to avoid sensitive areas; In accordance with the Forest Act and the Regulation respecting standards of forest management for forests in the domain of the State, localize the following elements at a minimum distance of 10 m from the 20 m forest strip that must be preserved along the edge of lakes and watercourses, at a minimum distance of 30 m from an intermittent stream or outside forest strips to be preserved: − Materials storage and stockpiling; − Contractor equipment; − Camps and site offices; − Lopping, cutting and stacking areas; − Residue depots and stockpiles of materials to be recycled or reused; − Bypasses and access roads (except for watercourse crossings). Soil erosion throughout the worksite will be prevented and controlled at the source in order to avoid transport of particulate matters towards watercourses. This objective will be achieved by stabilizing the soil at all worksite locations where there is a risk of erosion. The contractor shall prepare sketches and descriptions of provisional and permanent works that he intends to carry out to prevent erosion, and submit them to the Ministry (MTQ, 2010b). The contractor will apply, among others, the following MTQ recommendations (MTQ, 2010b) in order to prevent erosion on the worksites: Intercept and divert surface runoff coming from outside the construction site towards stabilized areas during all the construction period; Adequately stabilize slopes according to plans and specifications; Carry out preventive stabilization work according to plans and specifications requirements, if work is suspended during winter. Section 6 of chapter 2 of the Regulation respecting the landfilling and incineration of residual materials (RLIRM, Q-2, r.6.02) imposes the conditions to be met in a remote landfill. The following measures aim to protect surface water and water intake quality: Develop remote landfills at a minimum distance of: − 150 m from any watercourse waterbody; − 500 m from any surface water or groundwater intakes for human consumption. However, this prescription does not apply if the landfill is in no way likely to affect water quality. When the height of residual materials deposited in a remote landfill reaches the ground level at the site limit, it is to be covered with a layer of materials of a minimum thickness of 30 cm, of
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 239 - Environmental and social impact assessment which at least 15 cm is made up of soil suitable to vegetation growth, or of a maximum thickness of 30 cm of any other material suitable to vegetation growth. Any raising of the ground surface level at the limits of the site is prohibited; In order to facilitate surface runoff to flow out of the landfill while limiting soil erosion, the final layer must also be graded in order to achieve a minimum slope of 2 % that does not exceed: − Either 5 %, where the slope of the ground surface at the limits of the site does not exceed this gradient; − Or the gradient of the slope of the ground surface at the limits of the site, where it is greater than 5 %. The materials that cannot be disposed of in a remote landfill (see Section 1 of Chapter 1 of the RLIRM, Q-2, r.6.02) include, among others, hazardous materials24 such as waste oil and materials contaminated by hydrocarbons. All these materials will be adequately stored in leak-proof and closed containers for transportation away from the work site and disposed in an approved engineered landfill. Regular and systematic inspections will be made and documented to ensure that there are no leaks or fire hazards. The applicable regulations and requisite authorizations for the installation of wastewater management facilities depend on the total daily volume generated by each camp. For camps where the total daily wastewater volume will be 3,240 L/day at the most, an authorization request will be made to the Municipality of James Bay, and the requisite provisions of the Regulation respecting waste water disposal systems for isolated dwellings (c. Q-2, r.8) will be applied. However, for camps where the total daily wastewater volume will exceed 3,240 L, certificate of authorization requests will be made to the MDDEP in accordance with Section 32 of the Environment Quality Act (R.S.Q., c. Q-2), and wastewater treatment facilities will be designed so as to meet the environmental effluent objectives that will be set out by the MDDEP following these requests. The contractor in charge of the work shall ensure that the machinery used is clean or exempt of any leaks of hydrocarbons and/or other fluids. Machinery shall be inspected in a regular and systematic manner. The results of inspections shall be documented. Moreover, since the work is located on lands in the domain of State, machinery maintenance and hydrocarbon storage shall meet the following requirements in order to avoid contamination of surface water by hydrocarbons (MTQ, 2010a): Carry out machinery maintenance more than 60 m from a watercourse; Carry out fuelling and mechanical inspection of generators and fixed equipment more than 60 m from a watercourse; Install fuel tanks on leak-proof holding pads having a minimum volume equivalent to 150 % of the tank capacity in order to ensure a margin of safety; Avoid any contamination of the aquatic environment and provide for emergency measures in case of accidental spills of petroleum products. Despite all precautions taken during machinery maintenance and inspection, a leak or an accidental spill may still happen. This is why the contractor shall at all times have a hydrocarbon spill kit at hand, including confinement booms, absorbing rolls, sphagnum moss, as well as essential containers and related accessories (e.g. gloves) to deal with small-scale accidental spills and ensure recovery,
24 According to the Environment Quality Act (R.S.Q. c. Q-2), hazardous materials are: “a material which, by reason of its properties, is a hazard to health or to the environment and which, within the meaning of a regulation under this Act, is explosive, gaseous, flammable, poisonous, radioactive, corrosive, oxidizing or leachable or is designated as a hazardous material, and any object classed by regulation as a hazardous material”.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 240 - December 2010 - 58093 storage of stained material and management of contaminated soils and material (MTQ, 2010b). The kit shall include enough absorbing rolls to be able to intervene on the width of waterbodies or to confine petroleum products within the perimeter of the machinery involved (MTQ, 2010b). Its location shall be known by the relevant staff and be easily accessible at all times for a rapid response. Floating booms shall also be placed on watercourses, downstream from the work site and in calm water areas. At the end of work, worksite areas and temporary camps shall be promptly restored, stabilized and revegetated with indigenous plant species. Residual impact Overall, the impact on water quality due to the presence of the worksite is deemed to be low (moderate magnitude, site specific and short duration).
Construction activities Road construction work will have the main impact of causing erosion and increasing sediment transport towards the surface water system and, consequently, the increase of surface water turbidity. Sediment transport will be the result of soil exposure subsequent to deforestation, grubbing, earthwork, grading and ditch excavation work. Bare soils will then be exposed to adverse weather and will be more sensitive to erosion by surface runoff. Grubbing and the movement of machinery will increase soil sensitivity to erosion by affecting its integrity. Work carried out on the shores will be the most likely to affect significantly the quality of surface water because of their proximity to the surface water system. The low-discharge watercourses and the small waterbodies are the most likely to be affected by these changes. In addition to work in the terrestrial environment, the construction of culverts and bridges will require work in the aquatic environment. The anticipated impacts on surface water quality are also mainly related to increases in turbidity and suspended solids stemming from excavation and backfilling work and the circulation of machinery on the bed and banks of watercourses. The operation of borrow pits will also have potential impacts on downstream surface water quality. Borrow pit pumping and drainage water may increase transport of suspended solids towards surrounding watercourses and waterbodies. Runoff of rainwater on the exposed surface of a borrow pit is also a potential source of particulate matters. The watercourses and waterbodies of the study area have naturally very low suspended solids concentrations and turbidity levels and any anthropogenic increase will be noticeable. In order to adequately protect aquatic life in these environments, it is advisable to respect as much as possible the criteria set out by governmental authorities (CCME and MDDEP), all the more so since the background concentration is very low. In addition to increasing water turbidity, construction work is likely to remobilize organic matters that may be transported into watercourses and could affect water quality (humic acids, pH, SS, nutrients, BOD). Soil particles resulting from erosion may also transport various nutrients (nitrogen and phosphorus) and metals that affect surface water quality. Moreover, the disappearance of the forest cover and the possible increase of suspended solid concentrations could potentially contribute to increase water temperature in small streams or waterbodies and consequently affect the biological processes in these aquatic environments. The Route 167 alignment crosses an area of ferruginous rocks between km 0+000 and 19+000 (pers. comm., MDDEP, April 27, 2010) that correspond to the jaspilite iron formation of the Mistassini Group (MRN, 2002). On the largest part of this section, the soil layer is thin (<2 m) and rock outcrops are present within the road alignment between km 15+100 and 17+200 (Map 3.2, Volume 3). Surface exposure of these ferruginous rocks to air and rain could enhance their oxidation and produce an acid drainage with heavy metals (pers. comm., MDDEP, April 27, 2010). The surface runoff of these acidic waters towards waterbodies and watercourses of the region would have a
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 241 - Environmental and social impact assessment non-negligible impact on their pH considering their low alkalinity, which does not provide a good level of protection against acidity inputs (low buffering capacity). Mitigation measures The impacts due to forest clearing activities and soil exposure to erosion will be felt right at the outset of the work and will continue until the revegetation of bare areas, if mitigation measures are not applied during the construction work. Various measures can be implemented to prevent, mitigate and control erosion at the source, to limit the transport of sediments and other contaminants towards the surface water system and to prevent significant alterations of aquatic ecosystems downstream from the work: Locate the access roads outside the riparian zone and wetlands (CIF, 2007a); Tree cutting within 20 m of a watercourse must be done manually, and all wood debris must be left outside the ordinary high-water mark (DFO, 2010). This measure is intended to prevent trees falling into lakes and watercourses and to protect the integrity of existing soil conditions by prohibiting machinery in these locations; Grubbing operations within 20 m of the ordinary high-water mark must be conducted no sooner than one week prior to the start of construction operations; Do not release any debris into the aquatic environment and remove any introduced debris as soon as possible (DFO, 2010); Permanently dispose of all materials and debris from clearing and ground-level cutting operations (trees, stumps, shrubs, branches, brush, dead wood and other plant debris) at least 60 m away from the shoreline of any lake or watercourse, flood-prone area, marsh, swamp or bog (MTQ, 2010a); Limit to the strict minimum the cleared areas laid bare and exposed to atmospheric agents. Restrict clearing activities to the section of the road under construction. Prior to the start of the work, the contractor must inform the Ministry of the exposure time, as well as the road section to be cleared or laid bare (MTQ, 2010b); Control at the source surface runoff velocity over large areas exposed to erosion, as well as in drainage ditches, by installing intercepting ditches and sediment barriers in order to limit sediment transport; Avoid leaving shorelines exposed during high flow period in order to limit erosion and increase of suspended solids, by scheduling construction activities accordingly or by installing temporary shoreline stabilization structures; Install appropriate sediment retention and control structures (sediment barriers, hay bales, filter berms, sediment traps, sediment ponds, etc.) in order to limit sediment transport towards watercourses and waterbodies; During work, stabilize all stripped surfaces and design an adequate drainage system so as to minimize sediment input into adjacent lakes, watercourses and adjacent wetlands (MTQ, 2010a); Initiate slope stabilization promptly using recognized bio-engineering techniques that take into account the instability, sensitivity to erosion, gradient and height of slope, as an alternative to generalized use of riprap (DFO, 2010); Prohibit circulation of heavy machinery within the 20 m buffer strip measured from the ordinary high-water mark, except in the authorized work area (MTQ, 2010a); Limit work with heavy machinery to stable area, if possible, in order to avoid rut formation (CIF, 2007a);
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 242 - December 2010 - 58093 Encourage the use of wide-tire or wide-track machinery and stop work if rut creation is excessive (CIF, 2007a); Select sources of granular materials (borrow pits) located at more than 75 m from any waterbody for the construction of the road (MTQ, 2010a) or, if they are located between 30 et 75 m from a waterbody, carry out an environmental assessment impact in accordance with the EQA in order to obtain the requisite certificate of authorization; Apply the guidelines of the Regulation respecting standards of forest management for forests in the domain of the State concerning the use of sand pits. For example, Section 21 states that: − Every person working or opening a sand pit during road construction, improvement or maintenance shall completely clear the vegetation of the required part of the site before using it, remove and pile up the organic matter for later reuse no closer than 20 m of a lake, a watercourse or a fish habitat, and extract the non-consolidated substances in the most distant part from any lakeshore or the bank of any watercourse; − Runoff shall be diverted towards a vegetated area located at least 20 m from any lake or watercourse, as measured from the ordinary high-water mark; − After closure of the sand pit, the person shall reduce its slopes, remove debris, waste, machine parts and other litter out of the site surface and then spread the organic matter that has been piled up; − Where the sand pit is located south of the 52nd parallel (which crossed the future road alignment at about km 135), the person shall, within 2 years after it is abandoned, ensure that the area is regenerated with commercial species and that the distribution coefficient of such regeneration, established in accordance with section 90, is at least equal to the coefficient existing before the cutting of the species over that area; − The person shall also ensure that the coefficient is maintained 8 years after the area is abandoned; − Where the sand pit is located north of the 52nd parallel, the person shall ensure that the area is regenerated with species adapted to the site as soon as the pit is abandoned. At the end of construction activities, when these access roads are no longer in service (or needed for other uses, such as the future national park, as determined in consultation with the MDDEP), the abandoned roads must be scarified and replanted with the suitable vegetal cover, preferably native plant species (CIF, 2007a). This accelerated renaturalization process will allow these sites to quickly return to their natural state by facilitating water infiltration into the reclaimed surfaces, reducing the risk of erosion.
Interventions in the aquatic environment Work in watercourses shall be conducted outside of high flow period or heavy precipitation events to prevent site erosion and limit sediment transport. According to MTQ standards (2010a), it is strictly prohibited for machinery to circulate on the bed of a watercourse, except when fording cannot be avoided. In this case, the Ministry must be informed, and the contractor must respect the following conditions (MTQ, 2010b): Develop the ford site in way to reduce water turbidity to a minimum, when the watercourse bed is not constituted of solid rock; Stabilize the bed of the watercourse using pebbles or gravel exempt of fine particles; Keep the amount of ford crossings by machinery to the absolute minimum; Develop the ford to a maximum width of 7 m;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 243 - Environmental and social impact assessment Stabilize soil at the locations presenting a risk of erosion; Clean up the parts of the machinery that will be submerged during fording and do not pour washing water directly into the watercourse (divert it towards a vegetation area located at least 20 m from the watercourse); Block the ford on either side in order to discourage its use by all-terrain vehicles; Recover all materials used for the construction of the ford at the end of work in order to reinstate the watercourse profile and characteristics as they were prior to the work; carry out this work in a manner to limit the risk of sediment input into the water; conduct the removal of stabilization materials in an upstream direction. In developing temporary access roads to waterbodies, the following measures (MTQ, 2010b) will be applied: Position machinery access and egress roads in a way to mitigate impacts to the shoreline, soil and vegetation; Clearly delineate and indicate the location of the temporary access roads; Avoid areas with steep slopes that would require vehicles to come to a sudden stop; When dismantling temporary access roads, remove from the water’s edge all granular materials used for ramp-building; Reinstate damaged areas to prevent erosion. Finally, excavation work in the aquatic environment shall comply with the following recommendations (MTQ, 1992): Undertake excavation work for bridge and culvert abutments and foundations within the cofferdam area isolating the work area; When pumping is necessary within a cofferdam, pump water to a vegetation area (located more than 15 m from the watercourse) or sediment ponds in order to retain sediments before the water is reintroduced into the watercourse; Use materials containing no more than 10 % of fine materials passing through the 80-micron sieve and being likely to remain in suspension during the construction of temporary works (cofferdams and dikes).
Prevention of acid drainage Special attention should be paid to preventing and controlling acid drainage in the ferruginous rock zone located between km 0+000 and 19+000. In this area, it would be preferable to avoid any exposure of the rock to the atmosphere through soil stripping and/or blasting, for example, by raising the road profile. However, if such operations are deemed necessary, storage, drainage and retention methods adapted to such rocks shall be selected so as to limit rock oxidation and avoid the production of acid leachate that could reach and affect watercourses and waterbodies. This blasted rock should in no case be used as fill materials in the construction of the road. No regulation currently governs the blasting and use of rock presenting an acid generation potential in road construction. However, to demonstrate sound environmental practices, the MTQ will undertake the characterization of the shot rock (sulphur content, acid production potential test, metal leaching, etc.). The shot rock will then be managed according to generally accepted practices in order to avoid any subsequent contamination of the environment. According to the Guide de valorisation des matières résiduelles inorganiques non dangereuses de source industrielle comme matériau de construction (“Guide to the reclamation of non-hazardous inorganic residual materials from industrial source as construction materials”, MENV, 2002), it is not desirable to use materials
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 244 - December 2010 - 58093 that may have a deleterious effect on the works and the environment, and this would probably be the case with acid generating materials.
Integration of stabilization and erosion control practices As prescribed by the MTQ (2010c), the risks of erosion and sedimentation related to the road will be mitigated by integrating appropriate stabilization practices using plants. All soil surfaces partially or entirely left bare further to the work will be stabilized by vegetation. These surfaces include: The road interior and exterior slopes; The edges of watercourses; The work area and its access structures; The camp, storage and parking areas. Only areas where bedrock is present may be left exposed. A landscaping plan will be prepared and will specify the measures to be taken to ensure the reinstatement of vegetation, particularly: Seeding; Sodding; Reforestation. Site revegetation activities will be undertaken upon earthwork completion, as soon as weather permits, in order to promptly minimize soil erosion (MTQ, 2010c). Moreover, in order to prevent ditch and watercourse bed erosion in the long term subsequent to the road construction, the permanent environmental mitigation measures being the most appropriate to the specific road characteristics will be implemented. These permanent environmental mitigation methods include (MTQ, 2010c): Ditch stabilization for a length of 30 m through sodding, stone lining or any other appropriate measure, close to a watercourse; Construction of stone box culverts on slopes likely to be eroded in areas of high-volume surface runoff; Excavation of intercepting ditches at the top of slopes recently created to control surface runoff upstream from berms. Residual impact The effects of construction activities will be of moderate magnitude, of local extent and of short duration. Therefore, the significance of the impact on water quality is deemed to be moderate.
6.3.2.2 Impacts during the operation phase
Presence and use of the road The presence of a new road will permanently alter drainage patterns in the area. Surface runoff will increase, given the low permeability of the roadway surface (compared with the existing landscape) and the addition of roadside ditches. Thereby, changes can be expected in the flow regimes of watercourses downstream of the road, including higher crests during peak flood and severe flow periods. Furthermore, the presence of the new road infrastructure will lead to an increase of motorized traffic in the region. Increased use of the territory by all-terrain vehicles (ATV) users may contribute to the creation of new erosion zones on either side of the access road. Moreover, the presence of motor
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 245 - Environmental and social impact assessment vehicles in the region will bring traffic accidents, which could involve hydrocarbon spills. The movement of motor vehicles also pose a risk of surface water contamination by other contaminants (e.g. dust and sand), as well as by exhaust gases. The type of road infrastructure proposed for this project typically generates few potential negative impacts on the groundwater flow regime. Therefore, road operations should not permanently affect the groundwater flow regime following the installation of drainage systems along the road. These infrastructures may occasionally disturb the groundwater flow regime in surficial deposits. As mentioned previously, there are no water supply wells close to the proposed alignment. The potential negative impacts of road operations on groundwater quality are related to spills or accidental leaks along the alignment stemming from road use and maintenance activities. However, as previously stated, the degree of vulnerability of groundwater resources in surrounding rock formations is considered low, and the presence of groundwater in the surficial formations of the area is limited. Mitigation measures The MTQ has developed an emergency response plan to respond to traffic hazards and hydrocarbon spills (Section 7.1). Residual impact The impact of the presence and use of the road on water quality will be of long duration. However, considering the mitigation measures provided in the project, the magnitude of this impact will be low, and the extent, local. Therefore, the overall impact of the presence and use of the road is deemed to be moderate.
Maintenance and repairs Summer road maintenance will involve grading of the gravel to ensure it has an adequate profile. The risk associated with grading activities is the accidental release of gravel and sand into the aquatic environment, through ditches, bridges and culverts, which could occasionally increase water turbidity downstream. A maintenance program will be implemented in order to ensure the long-term viability of the road infrastructure. For example, culverts will be inspected regularly for structural integrity, unobstructed flow and signs of downstream erosion. A blocked culvert increases the risk of road and bank erosion, resulting in sediment transport into nearby lakes, rivers and streams. The use of road abrasives during the winter months will affect water quality by increasing the input of suspended solids to surface water. In fact, during the snowmelt and the spring rains, the abrasives used on the road throughout the winter accumulate in the roadside ditches and eventually transport downstream into watercourses and waterbodies. Mitigation measures To ensure efficient operations, road structures must be inspected on a regular basis, and any problems fixed without delay. The criteria to monitor during bridge and culvert maintenance and inspection include the following (MTQ, 1992): Regularly inspect, under various conditions (peak flow and low periods, etc.) the newly installed bridges and culverts and those where problems have already been documented during routine maintenance, in order to ensure the long-term viability of the infrastructure; Promptly and adequately stabilize any sign of erosion on reworked surfaces alongside watercourses; Remove accumulated debris and sediments at watercourse crossings and dispose of these materials at an appropriate location;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 246 - December 2010 - 58093 In conducting repairs, do not use granular materials from the bed or banks of a watercourse; Conduct at least two inspections of all replanted areas during the first two years of regrowth. For ditch maintenance, the following measure will be applied: Maintain ditches using the bottom-third technique (MTQ, 1997), which allows to limit excessive ditch erosion and sedimentation problems, improve water quality and reduce ditch maintenance costs (Clément, 2004). Residual impact Road maintenance and repair work will be localized and done regularly, and of short duration. Therefore, the impact of these activities on surface water quality will be low (low magnitude, local extent, short duration). The residual impact will be low.
6.3.3 Terrestrial Vegetation
6.3.3.1 Impacts during the Construction Phase
Construction activities The clearing work and use of borrow pits for the road construction are likely to affect approximately 3,450 ha of terrestrial environments covered mainly of coniferous stands (Table 6.2). In this table, the figures for the anthropogenic element relate to the existing winter road. The forest stands with the highest ecological value related to age and composition are those of Mount Norancon (km 29 to 32). The project will not affect these stands significantly because the alignment follows mainly the existing winter road in that location. No site classified by the MRNF as exceptional forest ecosystem will be affected by the project. Mitigation measures Current mitigation measures provide for seeding on exposed soils of the road right-of-way and work areas and the revitalization of abandoned borrow pits. Residual impact This project takes place in a natural setting presently undisturbed by infrastructures or human activities. The magnitude of disturbance to the terrestrial vegetation is deemed low, because its integrity will not be significantly affected. The extent is local; the duration is long, because the losses of terrestrial vegetation will be permanent and the losses related to the development and operation of the borrow pits moderate. Therefore, the significance of the residual impact is deemed moderate in both cases.
6.3.3.2 Impacts during the Operation Phase
Presence and use of the road The road will provide a dissemination corridor for some plants. Introduced exotic species could take advantage of the corridor to establish themselves in the road right-of-way and ditches. Hardwoods (birch and poplar) should also benefit from recently disturbed and cleared areas along the road to extend their distribution northward. Shrubs such as willows and Mountain serviceberry will also benefit from right-of-way routine maintenance. The presence of an access could also favour logging in the southern portion of the study area, which includes MNRF forest management units (up to km 66).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 247 - Environmental and social impact assessment Residual impact The intensity of disturbance is low; its extent is site-specific and its duration, long. The overall significance of the residual impact of road operations on the terrestrial vegetation is deemed to be low.
6.3.4 Wetlands Wetlands are a high-value component of any environment. Within the scientific community, there is broad consensus on the importance of conserving and protecting wetlands, and they are also protected by both provincial and federal policies. The wetlands of the study area have significant hydrological, biogeochemical and ecological functions (terrestrial and aquatic habitats) as well as high social, cultural, aesthetic and recreational values. Table 6.2 Area of forest stands and other environmental components affected by the project Element Road Borrow pits Total ha % ha % ha % Terrestrial environments 652.6 94.3 2,797.8 96.5 3,450.4 96.0 Coniferous stands 429.3 61.9 2,088.5 72.0 2,517.8 70.1
Dense Black 32.0 4.6 173.9 6.0 205.9 5.7 spruce-moss stand Open Black 167.0 24.1 330.5 11.4 487.5 13.8 spruce-moss stand Black spruce-lichen stand 181.1 26.1 1,446.6 49.9 1,627.7 45.3 Jack pine stand 49.2 7.1 137.5 4.7 186.7 5.2 Mixed stand dominated 8.2 1.2 0.0 0.0 8.2 0.2 by conifers Regeneration 124.9 18.1 540.8 18.7 665.7 18.5 Recent burn 112.9 16.3 486.2 16.8 599.1 16.7 Coniferous regeneration 11.5 1.7 54.6 1.9 66.1 1.8 Deciduous regeneration 0.5 0.1 0.0 0.0 0.5 0.0 Dry barren 51.0 7.4 159.4 5.5 210.4 5.9 Anthropogenic 39.2 5.7 9.1 0.3 48.3 1.3 Wetlands 37.8 5.4 93.4* 3.2 131.2 3.7 Bogs 32.5 4.7 51.7 1.7 84.2 2.3 Open bog 23.4 3.4 41.6 1.4 65.0 1.8 Wooded bog 8.4 1.2 10.1 0.3 18.5 0.5 Open fen 0.7 0.1 0.0 0.0 0.7 0.0 Riparian environments 5.3 0.7 41.7 1.5 47.0 1.4 Swamp 4.9 0.7 31.1 1.1 36.0 1.0 Marsh 0.2 0.0 5.5 0.2 5.7 0.2 Grass bed 0.2 0.0 5.1 0.2 5.3 0.2 Aquatic environments 2.3 0.3 9.2* 0.3 11.5 0.3 Total 692.7 100.0 2,900.4 100.0 3,593.1 100.0
*These areas will not be affected during the operation phase (see section 5.9).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 248 - December 2010 - 58093 6.3.4.1 Impacts during the Construction Phase
Construction activities Construction work will involve the loss of nearly 38 ha of wetlands being crossed or affected by the planned road (Table 6.2). These areas are mainly composed of bogs (31.8 ha) and poor fens (less than 1 ha). The selected alignment avoids most of the significant bogs, but crosses several small bogs and some larger peat complexes. Between km 202 and 205, in the vicinity of Hecla Lake, the alignment crosses a huge bog complex; it also crosses large bogs; i.e., over one kilometre from km 136 to km 137; over some 400 m between km 169 and 171; and over about 300 m at km 27. Five other bogs are affected by approximately 200 m of the alignment, at km 49, between km 76 and 77, at km 89, at km 131 and at km 196. In this region, bogs cover close to 10 % of the territory and are much more abundant than fens. The only true fen found in the study area is south of the planned road, between km 36 and 37. It is not touched by the project, but its outlet towards Lac des Potamots must be crossed. The affected wetlands include a small portion of riparian environments (5 ha) at some of the numerous watercourse crossings. Riparian wetlands are rare at the regional scale. About twenty watercourse crossings encroach on riparian environments, which consist mainly of swamps and include very few marshes and grass beds. These riparian environments are of similar plant species composition and of small dimensions, often limited to a narrow strip along watercourses. Two watercourse crossings encroach on swamps over about 100 m of alignment between km 129 and 130 and at km 142. Other swamps are affected over less than 50 m in length. The riparian environment with the highest value—richer and more diversified than all of the other affected swamps—is the peat swamp at the fen outlet, which is crossed by the alignment between km 36 and 37. During optimization of the alignment, special attention was paid to avoiding impacts on wetlands; however, given their distribution, as well as that of lakes in some places, complete avoidance was not possible. Only 2 % of the wetlands in the study area will actually be affected by the project. Wetlands are also present in potential borrow pits, but use of the pits will not include these areas, which will then be preserved. Mitigation measures Current mitigation measures for riparian environments provide for the renaturalization of the banks affected by the work at watercourse crossings. As for bogs affected by the project, all necessary precautions will be taken to avoid altering the flow and drainage conditions in the residual portions. The hydrological and biogeochemical functions of wetlands in the region will not be altered, and ecological functions will not be significantly affected; however, the losses of wetland areas caused by the construction of the road will result in a reduction of their terrestrial and aquatic habitat function. Wetlands are generally frequented by numerous mammals and small mammals for feeding and are used for breeding and shelter by small mammals. String bogs are used by Anurans and forest salamanders for feeding, breeding, hibernation or shelter and by the Bonaparte’s gull for nesting and feeding. Bogs are also calving sites for the Woodland caribou. They are used for nesting and feeding by shorebirds such as the Least sandpiper and the Greater yellowlegs; some passerines, such as Lincoln’s sparrow, the White-throated sparrow, the Savannah sparrow, the Palm warbler; birds of prey such as the Northern harrier and the Sandhill crane. The riparian environments are used for feeding, breeding and shelter by creek salamanders and semi-aquatic mammals; for nesting and feeding by ducks and geese (Canada goose, American black duck, Common teal, Ring-necked duck and Surf scoter); by the Common loon; by shorebirds such as the Common snipe, the Spotted sandpiper and the Solitary sandpiper; and by passerines such as the Alder flycatcher, the Northern waterthrush and the Rusty blackbird.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 249 - Environmental and social impact assessment The construction of the road will not affect other wetland functions and values in the study area; i.e., their social, cultural, aesthetic and recreational values. The impacts of the project on wetlands relate primarily to bogs and influence their terrestrial and aquatic habitat functions. Apart from the usual mitigation measures (prohibit the circulation of machinery outside the main alignment of the road, avoid hampering natural drainage and use appropriate techniques to control erosion during construction), no specific measures are considered to mitigate these impacts. Residual impact The magnitude of the disturbance is deemed to be low. The extent of the impact is site-specific, but the duration is long, because the losses of wetland areas will be permanent. The impact of the road construction on wetlands is therefore deemed to be of low significance.
6.3.4.2 Impacts during the Operation Phase
Presence and use of the road The presence of a road corridor could cause the introduction of exotic plants into the wetlands affected by the project, which will influence mainly their ecological functions. Road access will increase the aesthetic and recreational values of wetlands and could also confer educational values on them. Residual impact Road operations will entail a low impact on wetlands. The magnitude of this impact is low; its extent is site-specific and its duration is long.
6.3.5 Special Status Plant Species
6.3.5.1 Impacts during the Construction Phase
Construction activities Construction activities jeopardize the survival of about twelve False mountain willow specimens (Map 3.3, Volume 3). The False mountain willow species tolerates high levels of sunlight (CDPNQ, 2008c) and will benefit from partial opening of the forest cover; however, it is highly sensitive to the alteration of drainage conditions and does not tolerate dry soil. As well, it is highly sensitive to trampling and cannot survive the circulation of machinery. Mitigation measures Specific measures must be taken to support the survival of specimens that can be spared (i.e., located outside the right-of-way); as a result, each inventoried False mountain willow will be properly marked, and the circulation of machinery or other activity around them will be prohibited. Alteration of the topsoil layer will be avoided so that it does not dry out. After the work, previous cuttings from the specimens that have had to be sacrificed should be transplanted within the road right-of-way, in appropriate conditions to their survival. Willows are known for their capability to propagate from cuttings. The application of these specific measures should allow the conservation of a False mountain willow population of a similar size to that existing in the study area. Residual impact Since the construction of the road is likely to only slightly alter the abundance and distribution of this species in the study area, the magnitude of the disturbance is deemed to be low. The extent is
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 250 - December 2010 - 58093 deemed to be site-specific and the duration, short, i.e. for the duration of the construction phase. Therefore the construction phase will have a low impact on False mountain willow.
6.3.5.2 Impacts during the Operation Phase
Presence and use of the road; maintenance and repair The False mountain willows of the study area grow within the existing road right-of-way. Therefore, there is no reason to expect that the operation of a new road will have negative effects on the species. The presence of a new road corridor could even enhance the dissemination of the species within the right-of-way adjacent to the existing population. It is no more likely that maintenance will jeopardize surviving of transplanted specimens because this small shrub species is not targeted by regular control treatments for forest tree species. Residual impact For the above reasons, there will be no negative impact on special status plant species of the study area during the road operation phase.
6.3.6 Herpetofauna
6.3.6.1 Impacts during the Construction Phase
Construction activities Various amphibian species and the Common garter snake use numerous types of wetlands (marshes, swamps, bogs, shorelines, temporary ponds) as well as adjacent terrestrial sites over a possible distance of about 300 m from the edge of wetlands (Semlitsch and Bodie, 2003). Wetlands are among the habitats for breeding and development of amphibian larvae, whereas terrestrial sites are used for feeding and hibernation by several amphibian species and the Common garter snake. Forest clearing and other construction activities, including the use of borrow pits, will cause the permanent loss of 37.8 ha of wetlands and 613.4 ha of terrestrial sites frequented by herpetofauna. If all pits are used, an additional 2,788.7 ha of terrestrial habitat would be permanently lost. In addition to those, temporary ponds will be destroyed but it is impossible to estimate the extent of the losses for this type of habitat. Existing vegetation will be replaced by the “dry barren ground” type favourable only to the Common garter snake, which likes open sites (Patrick and Gibbs, 2009). As well, the work areas and temporary roads will cause the fragmentation of habitats. Machinery used during grubbing, soil stripping, ditch excavation, blasting, right-of-way drainage, etc., and vehicular traffic on temporary and access roads to borrow pits, especially during the migration of some amphibian species, will cause mortality of amphibians and snakes (Mazerolle, 2004; Fahring and Rytwinski, 2009). Traffic should be relatively sustained during construction. Amphibians do not tend to avoid roads and have no vehicle avoidance behaviour (Fahring and Rytwinski, 2009); rather, they tend to remain immobile when a vehicle approaches (Mazerolle et al., 2005). Mortality is likely to be more significant for species that travel more (Carr and Fahrig, 2001). Finally, if construction work takes place in spring, the breeding of Anurans living close to work areas could be partially disturbed by noise if work is conducted in the evening or during the night. However, these various impacts will not threaten the survival of amphibian and Common garter snake populations at the scale of the study area given the abundance of appropriate habitat in the surroundings. Moreover, all the inventoried species in the study area are widely distributed throughout Québec. Mitigation measures The following mitigation measures will reduce the number of mortalities by restricting traffic in specific corridors and avoiding some sensitive areas:
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 251 - Environmental and social impact assessment Integrally preserve the forest strip between the right-of-way limit and a watercourse or a lake by identifying the right-of-way limit onsite with orange ribbons or a fence; Use machinery only on areas to be deforested, with the exception of banks, riparian strips and selective cutting areas, where machinery is prohibited. Residual impact The magnitude of the disturbance is deemed to be moderate. Since the impacts affect only a limited area—the immediate surroundings of the road right-of-way and the borrow pits—the extent is site- specific. The impact duration is short, because it will be felt only during the construction phase. Therefore, the significance of the impact is low.
6.3.6.2 Impacts during the Operation Phase
Presence and use of the road The negative effects of roads on the majority of amphibian and reptile species are well documented in the literature (Fahrig et al., 1995; Ashley and Robinson, 1996; Ward et al., 2008; Eigenbrod et al., 2009; Fahring and Rytwinski, 2009). For all species inventoried in the study area except the Northern two-lined salamander, for which the effects could be positive (Ward et al., 2008), the anticipated effects are negative (Fahring and Rytwinski, 2009). The presence and use of the road will fragment the habitat and expose amphibians and the Common garter snake to the hazards of vehicular traffic. First, the road will act as a semi-confining barrier to amphibian movement (Marsh et al., 2005), particularly by reducing the quality of habitat for forest species (Semlitsch et al., 2007; Eigenbrod et al., 2008); for example, Yellow-spotted salamanders and Blue-spotted salamanders are rarely found in an environment like a road right-of-way because of the absence of the litter and canopy necessary to prevent desiccation. The only herpetofauna species that should prefer the road right-of-way to adjacent forest sites is the Common garter snake (Shine et al., 2004; Patrick and Gibbs, 2009). When the herpetofauna cross the road, vehicles will cause mortality among amphibians and snakes (Fahrig et al., 1995; Ashely and Robinson, 1996; Mazerolle, 2004; Fahring and Rytwinski, 2009). The areas of concern are those where wetlands are less than 100 m from the road, on both sides of the right-of-way (Langen et al., 2009). Herpetofauna do not tend to avoid roads and have no vehicle avoidance behaviour (Fahring and Rytwinski, 2009); rather, they remain immobile when a vehicle approaches (Mazerolle et al., 2005). Mortality is likely to be more significant for species that travel more (Carr and Fahring, 2001). The Common garter snake generally avoids crossing gravel roads or takes the shortest route (Shine et al., 2004); however, roads do diminish the ability of males to locate breeding females (Shine et al., 2004). Wetlands existing within the road right-of-way or that will be created by construction work will be used by some amphibian species for reproduction, but it is unlikely that the right-of-way will constitute a habitat of particular interest for the other needs of adults. The “dry barren ground” type of vegetation that will border the roadway and shoulder will be favourable to the Common garter snake, which likes open sites for thermoregulation (Patrick and Gibbs, 2009). The various negative effects of the presence and use of the road will not threaten the survival of amphibian and Common garter snake populations at the scale of the study area given the abundance of appropriate habitat in the surroundings. Moreover, all the species inventoried in the study area are widely distributed throughout Québec. Mitigation measure The following mitigation measure will reduce mortalities: Temporary access will be closed; however, in the future park area, the MDDEP will be consulted before closure.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 252 - December 2010 - 58093 Residual impact Magnitude is deemed to be low. Since the disturbance affects only the immediate surroundings of the road right-of-way, the extent is site-specific; however, duration is deemed to be long, because the impacts will be felt throughout the projected lifespan of the road—more than 10 years. Therefore, the significance of the negative impact is low.
6.3.7 Ichthyological fauna The main anticipated impacts of the project on fish and their habitat are as follows: Reduction in fish habitat quality directly downstream from watercrossing sites; Changes in habitat use by aquatic fauna at watercrossing sites; Potential richness decrease of benthic communities, a source of food for fish; Loss of aquatic fauna habitat at watercrossing sites where the infrastructure will encroach on fish habitat; Increased pressure on fish stocks from fishing activities.
6.3.7.1 Impacts during the construction phase
Presence of a construction site; construction activities Reduction in fish habitat quality directly downstream from the watercrossing sites As previously discussed in the section dealing with water quality, the road construction phase will increase the concentration of suspended solids in runoff as well in the watercourses (at the crossing sites). During the construction of bridges or installation of culverts, particulate matter could be released into the water column, resulting in increased turbidity that would impact fish habitat downstream from the work zone. The use of a jetty for the construction of bridge piers across the Eastmain River, of cofferdams made out of stones rather than cement blocks due to the remoteness of the area, and of bridge abutments could also potentially lead to an increase in suspended solids in watercourses. Other changes in water quality might also reduce fish habitat quality directly downstream from the crossing sites and are mainly linked to the following: A temporary increase in the concentration of suspended solids and their transport downstream during the construction of the new road and borrow pit operations; A potential increase in the water temperature of small watercourses as a result of shoreline clearing and the input of warmer, more turbid runoff; The accumulation of sediments on rocky or gravely substrates that are used for fish reproduction and the development of benthic fauna; The risk of accidental hydrocarbon spills or leaks; The possible development of periphyton and algae in small watercourses as a result of potentially greater inputs of organic matter and phosphorus due to: − clearing, excavation and site grading; − greater exposure of some watercourses to sunlight; − effluent from wastewater treatment facilities at the temporary camps; − input of leachate from remote landfills.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 253 - Environmental and social impact assessment Mitigation measures The mitigation measures and best practices that have been proposed for reducing impacts on fish habitat are essentially the same as those discussed in the section on water quality. The work methods that will be used should help to mitigate the negative impacts on fish and their habitat resulting from the presence of fine particulate matter in runoff and watercourses. More specifically, the following measures will be applied to temporary structures and during construction work: Temporary structures: Ensure the free flow of water at all times in order to maintain fish habitat functions downstream from the work zone. Take the necessary precautions to prevent or limit impacts (e.g.: flooding, dewatering, erosion, sediment transport, etc.) upstream and downstream from the work zone; The use of cofferdams that minimize encroachment into fish habitat is preferable; Where cofferdams made out of rocks are necessary, clean granular materials must be used during the construction of cofferdams as well as a membrane in order to ensure that the structure is sealed; Water pumped outside of a cofferdam must be decanted or pumped into either the surrounding vegetation (minimum of 15 m from the watercourse) or a settling pond prior to send it back to the watercourse; Design temporary watercourse diversions (if required) in a way to: withstand potential high flow events during the construction period; prevent erosion and sediment transport downstream by properly stabilize shorelines, and maintain the free passage of fish. Construction work: Perform the work during low-flow periods, while respecting the restricted dates identified to protect ichthyological fauna (September 15th to June 15th); Always control erosion at the source and slow down surface runoff to reduce its erosive forces; Facilitate soil infiltration of runoff originating from the work zone; Avoid all transport of fine particulates in the aquatic environment outside of the immediate work zone by taking all necessary precautions; Sediment curtains should be used during bridge construction (calm zones) in order to prevent or limit sediment transport in the water; Limit land clearing to where strictly necessary, at the exact location of the watercrossing only; Do not put any debris into the aquatic environment and remove all introduced debris without delay; Do not perform any earthwork or excavation near watercourses during periods of high flow or strong rains; prohibit machinery from crossing in the watercourses or if necessary, follow the MTQ General Construction Standards and Specifications (CCDG, Cahier des charges et devis généraux); Stream and river banks should be stabilized as quickly as possible using state-of-the-art bioengineering techniques that take into consideration the instability, erosion potential, slope and height of the banks, rather than just using riprap. The proposed measures will considerably reduce the risks of shoreline erosion and sediment transport while the work is being performed, thereby preserving fish habitat. Specific mitigation measures will also be applied in order to protect the habitat of the main fish species of interest during the spawning, incubation and fry rearing periods. For Brook trout, Lake trout and lake
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 254 - December 2010 - 58093 whitefish, spawning usually occurs between September and November (Bernatchez & Giroulx, 2000). Several fish species observed in the study area also spawn in the spring (mid-April to June), such as Walleye and Northern pike (Scott & Crossman, 1974). As much as possible, work must not be performed near spawning areas during the spawning and fry rearing periods. Therefore, work can only be performed in aquatic environments between June 15th and September 15th. Changes in habitat use by aquatic fauna at watercrossing sites In the event of a substantial increase in turbidity, fish directly downstream from the worksite could temporarily abandon the area. According to Bash et al. (2001), prolonged exposure to large quantities of suspended solids will have direct physiological and behavioral effects on fish as well as impacting habitat. For example, possible effects include: the blockage and abrasion of fish gills, poor egg and fry development, and problems related to osmoregulation, navigation, foraging, etc. Warmer runoff from newly cleared areas could increase water temperature in the receiving watercourse. Some areas located near the new road that are used by cold-water species might be abandoned due to the anticipated habitat changes. This impact will mostly be felt if the watercourse’s exposure to sunlight increases as a result of land clearing and if runoff remains for extended periods of time on surfaces that are exposed to the sun. The relative importance of this impact will depend on the size of the surface area that is contributing to the runoff, as well as drainage conditions and the relative importance of watercourse discharge. Potential richness decrease of benthic communities, a source of food for fish This impact will be felt mainly in habitats directly downstream from crossing sites that are located on small watercourses with rocky or gravely substrates. Reduction in benthic richness could result from potential deterioration of substrate quality due to sedimentation, an increase in water temperature or the development of periphyton. In small watercourses with rocky or gravely substrates, the specific richness of benthic communities generally decreases as sediments accumulate (clogging) over the substrate (Schofield et al., 2004). Some taxons such as mayflies (ephemeroptera), caddisflies (trichoptera) and stone-flies (plecoptera) disappear and are replaced by taxons that are less sensitive to sedimentation, such as flies (diptera). Loss of aquatic fauna habitat The main impact from the construction of the new road will be fish habitat loss as a result of backfilling along certain waterbodies and encroachment on stream and river beds during bridge and culvert construction. At this stage of the project description, the final design of the culverts and bridges that will be constructed across the various watercourses is not known. Appendix 12a (Volume 2) presents a decision tree for establishing the types and dimensions of structures required for a watercrossing while ensuring the free movement of fish. In situations where a watercourse does not provide any fish habitat, culvert diameter will be established following a hydraulics study using the theoretical 0-2 year discharge levels. Where a watercourse does provide fish habitat, culvert size will be determined according to different design approaches (low slope, watercourse simulation, with a spillway, etc.) based on the following criteria: watercourse slope, culvert length, bankfull width, culvert countersinking depth, etc. According to DFO guidelines (2010), watercourses with a bankfull width greater than 5-6 m require the construction of a bridge. Most will be clear-span bridges (abutments outside the NHWL), with some exceptions. The construction of a center pier bridge will be necessary to cross the Eastmain River (km 184+038). Aluminized corrugated steel pipe (ACSP) culverts ranging in size from 900 to 3,300 mm in diameter will be used for small watercourses. For most culverts measuring less than 25 m long, the minimal width of the structures will be determined based on a percentage of the bankfull width (80 %). For culverts greater than 25 m in length, the minimal width of the culvert will be 1.25 times the bankfull width. In order to minimize encroachment on fish habitat, the various structures will be designed with compliance of: MTQ standards, recommendations for the design of watercrossings that ensure the free passage of fish
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 255 - Environmental and social impact assessment (DFO, 2007), the guide to best practices in the design and installation of culverts less than 25 m in length (DFO, 2010) and the operational statement on clear-span bridges (DFO, 2007).
Temporary losses Certain stages in the construction of bridges and culverts will result in the temporary loss of habitat: The creation of a jetty approximately 65 m long by 5 m wide to facilitate the construction of bridge piers in the Eastmain River; The use of cofferdams to facilitate the installation of abutments for the other bridges; The temporary diversion of certain watercourses during culvert installation. These stages in the construction of bridges and culverts will result in the temporary encroachment on fish habitat.
Permanent losses In order to estimate the amount of habitat that will be permanently lost as a result of the construction of culverts and bridges, affected surface areas were calculated based on culvert length and its encroachment within the NHWL, up to 80 % of the bankfull width. This represents the maximum potential loss of habitat, which can be mitigated during the plans and specifications phase through the implementation of mitigation and wildlife management measures. Table 6.3b details the amount of fish habitat that will be lost as a result of the construction of the various bridges and culverts. This information was calculated based on preliminary plans (preliminary project PC-3). Two stream diversions at km 129+824 and km 140+758 into an adjacent watercourse will generate permanent losses of approximately 970 m2. During bridge construction, abutments will be built directly on the shoreline (outside the NHWL, with a few exceptions). This measure will help reduce encroachment on the riverbed. Some watercourses might be straightened during culvert installation. Should this be required, watercourse straightening will be restricted to the shortest area possible. Finally, backfilling along certain waterbodies adjacent to the proposed route will be inevitable. These losses have been estimated in Table 6.3a. A total of approximately 10,258 m2 of fish habitat might be destroyed. Mitigation measures In order to minimize encroachment on fish habitat and ensure the free passage of fish at the crossing sites, the construction of culverts and bridges will comply with recommendations for the design of watercrossings that ensure the free passage of fish (DFO, 2007), the guide to best practices in the design and installation of culverts less than 25 m in length (DFO, 2010) and the operational statement on clear-span bridges (DFO, 2007). Watercourse slope, the minimal width of the structure required to ensure low restriction relative to bankfull width, countersinking percentage and stream- and riverbed reconstruction/restoration are the main elements that need to be considered when choosing the type of structure in order to minimize the loss of fish habitat. Riprap might be used to anchor the structure and recreate the natural habitat conditions. Finally, shoreline stabilization will be undertaken in order to facilitate vegetation re-growth. Residual impacts Fish will be able to move freely under the different bridges and in the various culverts. In addition, a number of measures will be used to protect fish habitat and recreate similar conditions of the natural environment following the completion of the project. Residual impacts are therefore considered to be of low magnitude, of limited extent (site-specific) and long-term. The overall residual impact is low. A compensation project for the residual losses will be developed in accordance with the Fisheries Act.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 256 - December 2010 - 58093 With respect to worksite installations and borrow pit operations, the mitigation measures identified in the section on water quality will result in residual impacts of low significance (low magnitude, site-specific extent, short duration). Compensation for the loss of fish habitat Compensation for the loss of fish habitat resulting from the road construction will focus on watercourses that have been impacted by the presence of the winter road. Because the new road will be built in a remote area relatively undisturbed by human activity, few options for compensation are available. However, several problems regarding fish habitat were observed during the field surveys at many of the watercrossing of the winter road. The main issues include: Poorly installed, shifted or obstructed culverts (e.g., culvert placed too high, creating a waterfall at the downstream end that restrict free movement of fish (Photos 92 to 94)); Under-sized culverts for the size of the watercourse that restrict water flow and impede fish movement (Photo 95); Watercourses flowing across the winter road (Photo 96); Winter road backfill deposited directly on the shoreline or in certain lakes (Photo 97). The problems observed at the winter road water crossings impede the free passage of fish, preventing them from reaching good-quality habitats located upstream, and encroach directly on fish habitat. Table 6.3b Estimates of habitat loss due to backfilling in certain waterbodies Location (km) Length (m) Habitat loss (m2) Side of the route 122+413 10.0 51.0 west 122+424 32.0 140.4 east 122+567 14.2 33.7 west 123+218 7.7 54.6 west 123+220 63.5 104.2 east 123+893 2.6 13.1 east 123+911 12.3 79.3 west 124+449 13.6 98.12 east 124+554 23.4 297.5 east 132+903 18.7 41.3 west 132+918 6.5 3.5 east 133+729 9.6 24.5 east 141+839 18.2 99.9 center 153+750 22.0 12.9 east 203+533 5.3 1.0 west 231+678 11.3 68.7 east TOTAL 1123.7 Several compensation options were developed based on field observations done in July 2010. The first option could involve the removal of poorly installed culverts in order to restore water flow and substrate conditions to their original state as much as possible. Several of these culverts were observed near the Otish Mountains in the Tichégami River watershed. A number of watercourses in this area are tributaries of the Tichégami River (Map 3.4, Volume 3). For the most part, these tributaries have a gravel substrate and a flow regime that is conducive to the spawning of running water lithophilic species such as Brook trout. Results from the fish habitat characterization indicate that this type of habitat is underrepresented within the territory. This option would therefore allow Brook trout to reach new sectors upstream from the winter road that offer potential habitat for spawning as well as feeding and nursery areas.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 257 - Environmental and social impact assessment The second compensation option would involve recreating original flow conditions by removing the road’s backfill and restoring stream and river beds where they cross the winter road. This would allow fish to move freely, thereby making upstream habitats accessible for various functions (spawning, feeding, nursery areas, etc.). Finally, backfilling occurred along the shoreline and in certain lakes during the construction of the winter road. Most of these backfills are found in the Takwa River watershed and in some cases encroaches on fish habitat. Backfill could be removed from certain lakes in order to recreate the natural shoreline and gain additional habitat. The winter road also creates a barrier between two lakes near km 114 of the proposed route (Photo 97). The creation of a breach across the winter road would allow fish to move freely between the two lakes and use the good quality habitats found in each of them. In total, the 22 sites identified for compensation (Map 3.4, Volume 3) provide potential habitat gains of approximately 590,000 m2 (Table 6.4). The selection of priority sites to compensate for the estimated 10,258 m2 of lost fish habitat will take place during the plan and specification phase of the project, in collaboration with DFO. A detailed comprehensive compensation plan will therefore be developed at a later date, in compliance with requirements of the Fisheries Act.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 258 - December 2010 - 58093 Table 6.3a Estimates of fish habitat losses at the watercourse crossings
Width (m) Culvert Habitat Habitat loss km Watershed Bankfull Type of structure length Habitat function quality NHWL 2 discharge (m) (m ) (potential) 0+303 Albanel-Mistassini 0.7 2 culvert (Ø 900 mm) 21 23.1 feeding poor 5+173 Témiscamie 1 7 culvert (Ø 1500 mm) 21 115.5 feeding poor 5+803 Témiscamie 0.7 11 culvert (Ø 1500 mm) 24 228.0 feeding poor 6+537 Témiscamie 1 7 culvert (Ø 1500 mm) 30 165.0 feeding poor 8+298 Témiscamie 0.7 2.5 culvert (Ø 1500 mm) 30 30.0 feeding poor 11+689 Témiscamie 1.4 2 culvert (Ø 1800 mm) 66 13.2 feeding poor 13+399 Témiscamie 0.8 1 culvert (Ø 1500 mm) 48 0.0 feeding poor 14+955 Albanel-Mistassini 0.4 4.5 culvert (Ø 1800 mm) 66 178.2 feeding poor 19+840 Albanel-Mistassini 0.5 1.5 culvert (Ø 1500 mm) 30 0 feeding poor 22+883 Albanel-Mistassini 0.7 0.7 culvert (Ø 1500 mm) 51 0 nursery poor 23+513 Albanel-Mistassini 0.6 0.8 culvert (Ø 1500 mm) 21 0 feeding poor 24+846 Albanel-Mistassini 6 34 culvert (Ø 3300 mm) 30 921.0 feeding, spawning, fry rearing good 25+112 Albanel-Mistassini 8.4 22 culvert (Ø 2200 mm) 33 653.4 feeding moderate 27+331 Témiscamie 1.4 1.7 culvert (Ø 2000 mm) 30 0 feeding, fry rearing, spawning moderate 35+925 Albanel-Mistassini 3 6 culvert (Ø 2200 mm) 30 114.0 feeding, fry rearing moderate 36+353 Albanel-Mistassini 1.2 10 culvert (Ø 1500 mm) 33 280.5 feeding poor 38+007 Albanel-Mistassini 1 3 culvert (Ø 1400 mm) 24 38.4 feeding poor 38+979 Témiscamie 0.8 1.5 culvert (Ø 1500 mm) 42 0 feeding poor 39+654 Témiscamie 10 19 clear-span bridge (span 15 m) ── feeding, fry rearing poor 41+964 Témiscamie 2.3 3.3 culvert (Ø 1800 mm) 27 40.5 feeding poor 48+859 Témiscamie 0.7 1.6 culvert (Ø 1500 mm) 21 2.1 feeding poor 49+694 Témiscamie 2 2.6 culvert (Ø 1500 mm) 27 29.7 nursery poor 50+064 Témiscamie 0.3 0.5 culvert (Ø 1200 mm) 30 0 feeding poor 53+652 Témiscamie 0.3 1.2 culvert (Ø 1500 mm) 42 0 feeding poor 55+098 Takwa 1.3 2.5 culvert (Ø 1600 mm) 21 18.9 feeding poor 56+075 Takwa 3.1 3.7 culvert (Ø 2200 mm) 30 45.0 feeding poor 63+854 Témiscamie 1.3 1.7 culvert (Ø 2000 mm) 30 0 feeding poor 69+223 Témiscamie 3 3.5 culvert (Ø 1400 mm) 33 69.3 feeding, nursery spawning moderate 74+235 Takwa 1.4 2.1 culvert (Ø 1800 mm) 42 12.6 feeding moderate 75+120 Takwa 4.6 8 culvert (Ø 3300 mm) 30 141.0 feeding, nursery moderate 76+813 Takwa 4.5 5.4 clear-span bridge (span 10 m) ── nursery moderate 77+862 Takwa 0.9 2 culvert (Ø 1500 mm) 36 18.0 feeding poor 78+694 Takwa 1 1.5 culvert (Ø 1500 mm) 30 0 feeding poor 81+195 Takwa 10 ─ clear-span bridge (span 36 m) ── feeding, rest, migration good 81+361 Takwa 0.9 1.5 culvert (Ø 1500 mm) 42 0 feeding poor 81+535 Takwa 0.9 1.5 culvert (Ø 1500 mm) 27 0 feeding poor 82+558 Takwa 1.5 2 culvert (Ø 900 mm) 24 26.4 feeding poor 82+708 Takwa 0.8 1 culvert (Ø 1500 mm) 42 0 feeding poor 84+095 Takwa 0.7 2.2 culvert (Ø 1400 mm) 30 24,0 feeding poor 96+290 Takwa 2.5 5.4 culvert (Ø 2200 mm) 24 76.8 feeding poor 105+923 Takwa 2.5 5.9 culvert (Ø 2000 mm) 30 117.0 feeding, spawning, nursery moderate 107+750 Takwa 1.1 2 culvert (Ø 1400 mm) 30 18.0 feeding, nursery moderate 110+257 Takwa 1 3 culvert (Ø 1500 mm) 24 36.0 feeding moderate 114+420 Takwa 3 37 culvert (Ø 2400 mm) 30 1,038.0 feeding moderate 116+371 Takwa 13.9 16.2 culvert (Ø 2400 mm) 27 372.6 spawning, nursery good 116+632 Takwa 1 1 culvert (Ø 2400 mm) 30 0 feeding moderate 120+809 Takwa 1.3 1.9 culvert (Ø 1500 mm) 33 13.2 feeding poor 123+221 Takwa 2.6 3.6 culvert (Ø 1800 mm) 24 43.2 feeding moderate 123+932 Takwa 2 3.7 culvert (Ø 2700 mm) 42 42.0 feeding, nursery, migration moderate 125+789 Tichégami 1.9 3 culvert (Ø 2400 mm) 33 19.8 feeding moderate 129+748 Tichégami 7.5 11.4 clear-span bridge ── feeding, migration moderate 129+824 Tichégami 10 10 watercourse diversion* over 90 m ─ 900 feeding moderate 130+681 Tichégami 0.7 1.5 culvert (Ø 3000 mm) 27 0 feeding poor 131+220 Tichégami 2.4 3.4 culvert (Ø 3000 mm) 27 10.8 feeding moderate 132+706 Tichégami 4.1 7 clear-span bridge (span 10 m) ── feeding moderate 133+111 Tichégami 2.9 3.4 culvert (Ø 1800 mm) 36 57.6 feeding moderate 133+619 Tichégami 3.7 4.9 culvert (Ø 1500 mm) 30 102.0 feeding poor 136+216 Tichégami 0.4 8.1 culvert (Ø 1400 mm) 24 160.8 feeding moderate 136+942 Tichégami 4.2 5.1 culvert (Ø 2200 mm) 33 95.7 spawning, nursery moderate 137+998 Tichégami 0.5 1 culvert (Ø 1200 mm) 30 0 feeding poor 138+812 Tichégami 1.5 2.7 culvert (Ø 1600 mm) 24 26.4 nursery good 139+909 Tichégami 2.1 2.3 culvert (Ø 2700 mm) 30 0 feeding, spawning, nursery moderate 140+758 Tichégami 2.3 3.5 watercourse diversion** sur 20 m ─ 70.0 feeding moderate 141+735 Tichégami 2.6 4 culvert (Ø 3300 mm) 27 18.9 feeding poor 142+159 Tichégami 7 ─ clear-span bridge (span 18 m) ──feeding, spawning, nursery good 142+453 Tichégami 20 32.5 clear-span bridge (span 33 m) ── feeding, rest, migration good 145+007 Tichégami 3.6 3.8 culvert (Ø 2000 mm) 33 59.4 spawning, nursery moderate 145+151 Tichégami 3.4 3.8 culvert (Ø 2400 mm) 36 50.4 feeding, spawning, nursery moderate 149+396 Tichégami 18 25 clear-span bridge (span 25 m) ── feeding, rest moderate 149+563 Tichégami 1.4 2.5 culvert (Ø 2400 mm) 36 3.6 feeding poor 150+581 Tichégami 2.5 3.9 culvert (Ø 3300 mm) 39 23.4 feeding moderate 151+017 Tichégami 2.1 3.6 culvert (Ø 3000 mm) 42 25.2 feeding poor 151+989 Tichégami 1.2 2.6 culvert (Ø 2400 mm) 39 7.8 feeding poor 152+800 Tichégami 1.7 2 culvert (Ø 1800 mm) 36 7.2 feeding moderate 154+780 Eastmain 3.2 3.5 culvert (Ø 2400 mm) 39 42.9 spawning, nursery moderate 156+993 Eastmain 1.5 2.8 culvert (Ø 2700 mm) 27 2.7 spawning, nursery good 158+246 Eastmain 5 8 clear-span bridge (span 8 m) ── feeding, rest, migration good 159+974 Eastmain 0.6 0.8 culvert (Ø 1400 mm) 24 0 feeding poor 160+572 Eastmain 0.6 1.1 culvert (Ø 2400 mm) 27 0 feeding poor
Table 6.3a Estimates of fish habitat losses at the watercourse crossings
Width (m) Culvert Habitat Habitat km Watershed Bankfull Type of structure length loss Habitat function quality NHWL 2 discharge (m) (m ) (potential) 161+496 Eastmain 8 15 clear-span bridge (span 25 m) ── feeding moderate 165+087 Eastmain 0.6 1.8 culvert (Ø 2400 mm) 48 0 nursery moderate 169+559 Eastmain 6 11 clear-span bridge (span 19 m) ── feeding, rest, migration moderate 170+047 Eastmain 0.5 4 culvert (Ø 1600 mm) 24 57.6 feeding poor 173+378 Eastmain 3.5 5.5 culvert (Ø 3300 mm) 30 66.0 spawning, nursery good 173+765 Eastmain 0.8 4.1 culvert (Ø 1500 mm) 33 85.8 feeding poor 176+106 Eastmain 1.5 2 culvert (Ø 1600 mm) 24 9.6 feeding poor 176+670 Eastmain 8 12 clear-span bridge (span 12 m) ── feeding, nursery moderate 177+557 Eastmain 12 17 clear-span bridge (span 18 m) ── spawning, nursery moderate 182+169 Eastmain 1.1 1.8 culvert (Ø 2400 mm) 30 0 nursery poor 184+038 Eastmain 128 131.5 double-span bridge (1 pier 5 x 12 m) ─ 60 feeding, migration good 187+473 Eastmain 25 29.4 clear-span bridge (span 30 m) ── nursery moderate 188+290 Eastmain 0.5 0.7 culvert (Ø 900 mm) 21 0 feeding poor 190+485 Eastmain 8 13.5 culvert (Ø 3000 mm) 30 315.0 feeding poor 194+988 Eastmain 0.8 1 culvert (Ø 2400 mm) 30 0 feeding poor 198+031 Eastmain 4.4 7 clear-span bridge (span 10 m) ── feeding, nursery poor 201+011 Eastmain 35 39.4 clear-span bridge (span 40 m) ── feeding, migration, rest good 201+583 Eastmain 0.7 24.2 culvert (Ø 2400 mm) 36 784.8 nursery poor 203+263 Eastmain 1.1 2 culvert (Ø 2200 mm) 27 0 feeding poor 204+508 Eastmain 9 15 clear-span bridge (span 20 m) ──feeding, migration, nursery moderate 207+515 Eastmain 2.8 7.4 clear-span bridge (span 10 m) ── feeding poor 208+492 Eastmain 2.5 10 culvert (Ø 3300 mm) 27 180.9 spawning, nursery poor 210+611 Eastmain 20 30 clear-span bridge (span 40 m) ──spawning, feeding, migration good 211+620 Eastmain 1.9 2.8 culvert (Ø 2400 mm) 30 12.0 feeding poor 216+761 Misask 1.8 2.5 clear-span bridge (span 10 m) ── feeding moderate 220+927 Misask 18.8 27 culvert (Ø 3300 mm) 30 711 feeding good 222+540 Misask 25 50 clear-span bridge (span 60 m) ── feeding, migration good 226+426 Misask 1 6 culvert (Ø 1500 mm) 30 135 nursery poor 226+600 Misask 0.8 5 culvert (Ø 2400 mm) 30 78 nursery poor 229+258 Misask 1 1.5 culvert (Ø 1200 mm) 30 9 feeding poor 231+200 Misask 10 25 clear-span bridge (span 28 m) ── feeding, migration good 232+585 Misask 2 2.6 culvert (Ø 2700 mm) 30 0 nursery poor 236+145 Misask 8.8 9.3 clear-span bridge (span 10 m) ── feeding moderate TOTAL 1917,0
* Diversion of water flow toward the watercourse at km 129+748 **Ditch reconfiguration to replicate the watercourse over a length of approximately 20 m.
6.3.7.2 Impacts during the operation phase
Presence and use of the new road; maintenance and repairs Once constructed, most of the new infrastructure should generate few additional impacts on fish habitat. Potential impacts on aquatic habitats resulting from the use of the new road include decreases in water quality due to sediment and increased water temperatures, as well as runoff and the transport of various pollutants (e.g., hydrocarbon residues) from the road surface into the aquatic environment. Diversion of drainage ditches towards areas with stable vegetation located more than 20 m from the NHWL will reduce contaminant transport into surrounding aquatic environments. Other water quality changes resulting from the use of abrasives in winter (sand) and the maintenance of drainage ditches are expected. However, water quality changes will be minor due in part to the use of sand as an abrasive. Mitigation measures The following mitigation measures will be applied during the maintenance of the new road and its drainage ditches (DFO, 2010): Divert drainage ditches towards areas with stable vegetation located more than 20 m from the NHWL. In situations where this is not possible, potential sediment input must be controlled with the use of an adequate and efficient system to prevent sediment transport; Avoid destabilizing shorelines and releasing sediment into the watercourses during maintenance operations of the watercrossing (e.g., when working with a grader); Drainage ditch maintenance must be limited to the excavation of the bottom third of the embankment in order to maintain the stability of re-vegetated slopes. Increased pressure on fish stocks from fishing activities The improved accessibility of the territory will lead to additionnal fishing pressure on game fish. However, it would not be possible to fish across the territory. According to the 1975 James Bay and Northern Québec Agreement, category I and II lands are reserved for use by First Nations. Authorizations from the appropriate band councils are thus required to fish on these lands. Fishing is permitted on category III land as elsewhere in Québec, except for Lake whitefish, a species that is strictly reserved for First Nations. Residual impact Since fishing activities are subject to the 1975 James Bay and Northern Québec Agreement, that these activities will be limited to sectors near the new road and will take place in a remote area, the residual impact is considered to be of low magnitude, of site-specific extent and of long duration. The overall residual impact is moderate.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 263 - Environmental and social impact assessment Table 6.4 Compensation options for the loss of fish habitat Site Gain Watershed Compensation option Description number (m2) Lakes Albanel Obstruction of the Lake Albanel tributary C-1 1,075 and Mistassini watercourse crossed by the road Access to habitats in a C-2 Témiscamie Riv. Poorly installed culvert 5,285 tributary C-3 Témiscamie Riv. Flow across the road - Free passage Access to habitats in two C-4 Takwa River Backfill 47,200 lakes Access to habitats in two C-5 Takwa River Backfill 190,000 lakes Access to habitats in two C-6 Takwa River Backfill 35,400 lakes Backfill / Poorly installed Access to a stream with a C-7 Takwa River - culvert gravel substrate Access to habitats / free C-8 Tichégami Riv. Poorly installed culvert 211,500 passage Access to habitats / free C-9 Tichégami Riv. Poorly installed culvert 185,000 passage Access to habitats / free C-10 Tichégami Riv. Poorly installed culvert 77,000 passage Gain in habitat surface C-11 Tichégami Riv. Backfill 1,135 area Under-sized culvert / Flow C-12 Tichégami Riv. 36,800 Free passage across the road Access to habitats (gravel C-13 Tichégami Riv. Poorly installed culvert 200 zone) Free passage / habitat C-14 Tichégami Riv. Flow across the road 140 (gravel zone) Access to habitats (gravel C-15 Tichégami Riv. Poorly installed culvert 780 zone) Access to habitats (gravel C-16 Tichégami Riv. Poorly installed culvert 85 zone) Access to habitats (gravel C-17 Tichégami Riv. Poorly installed culvert 580 zone) C-18 Tichégami Riv. Flow across the road 375 Free passage C-19 Tichégami Riv. Flow across the road 125 Free passage Poorly installed culvert / Gain in habitat surface C-20 Tichégami Riv. 3,800 Backfill area Access to habitats (gravel C-21 Tichégami Riv. Poorly installed culvert 270 zone) Access to habitats in two C-22 Tichégami Riv. Poorly installed culvert 75,000 lakes
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 264 - December 2010 - 58093 Photo 92 Watercourse obstructed by a Photo 93 Downstream waterfall out of a wooden bridge (Site no C-1) culvert placed too high (July 4, 2010) (Site no C-17) (July 6, 2010)
Photo 94 Improperly installed culvert Photo 95 Culvert undersized for the width (Site no C-9) (July 6, 2010) of the watercourse (Site no C-12) (July 6, 2010)
Photo 96 Watercourse flowing across the Photo 97 Road fill materials between two winter road (Site no C-18) lakes (Site no C-4) (July 6, 2010) (July 6, 2010)
6.3.8 Furbearing animals
6.3.8.1 Impacts during the construction phase
Presence of construction sites; construction activities Furbearing animals inhabit a broad range of terrestrial and wetland habitats. Some of the species inventoried in the study area are associated with forest areas (e.g.: American marten, Red squirrel, Snowshoe hare, Canadian lynx, American porcupine), some prefer open habitat (e.g.: Groundhog; Photo 59 in Section 3.3.4.3), others inhabit aquatic habitats and their surrounding areas (e.g.: American beaver, Muskrat, river otter, Mink), while still others are rather ubiquitous (e.g.: Red fox, Long-tailed weasel, Ermine, Grey wolf, Striped skunk) (Prescott and Richard, 1996; Feldhamer et al., 2003). As a result, all of the natural environments affected by the construction work provide potential habitat for at least one species of furbearing animal. Forest clearing, borrow pit operations and other construction activities will result in the permanent loss of 3,533.3 ha of habitat, assuming all of the designated borrow pits are used during the construction. This habitat loss includes forest stands, regenerating areas, barrens, and wetlands, and is currently home to most of the inventoried species of furbearing animals. The existing vegetation will be replaced by dry barren vegetation type on either side of the road surface that will provide potential habitat for both open habitat and ubiquitous species. The work sites, temporary roads and borrow pit access roads will also temporarily fragment furbearing animal habitat. The different construction activities will disturb all furbearing animals whose home ranges overlap with the proposed right-of-way, due in large part to increased noise and activity levels. In fact, the tallymen have expressed concern over the effects of dust and noise. Depending on the timing of construction activities, behaviours such as foraging, reproduction and young rearing will be disturbed for all species. Effects will be greatest for species with small home ranges. Impacted individuals will modify their home range by avoiding the edges of the right-of-way and also by using the numerous habitats located around the periphery of the work area. These impacts are temporary and will cease once construction work is completed. Regarding borrow pits, the animals will use first their surrounding areas and then the borrow pits themselves once re-vegetated. The effort required on the part of herbivores (e.g.: American porcupine, Groundhog, Snowshoe hare) to reach a safe habitat could affect their physical condition or increase their vulnerability to predation. For example, beavers directly affected by winter construction activities could be forced out onto the open snow where they would be at much greater risk of being preyed upon by wolves. The use of heavy machinery for forest clearing and other construction activities (grubbing, topsoil stripping, excavation of ditches, blasting, draining of the right-of-way, etc.) as well as traffic on temporary roads and borrow pit access roads will result in animal mortality. Construction traffic will remain relatively sustained throughout the construction period. Mortality will mainly affect less mobile species, forest-dwelling species (e.g.: Red squirrel, Northern flying squirrel, Chipmunk, American porcupine, American marten) as well as the young of most species. Newborns remain confined to their nests or dens for several weeks (from March to May for most species) before being able to move about independently. Landfills, feeding of animals by construction crews and food odours at the work sites will attract some furbearing animals and require the relocation or killing of unwelcome animals. In fact, there are several reported cases of black bears, American martens and Red foxes being attracted to the Matoush and Lagopède mining camps. Overall, these impacts will not threaten the survival of the furbearing animal populations in the study area given the abundance of available habitats surrounding the areas affected by the project and the high reproductive rates of most species. In addition, with the exception of the wolverine, all of the species inventoried in the study area are widely distributed throughout Québec.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 266 - December 2010 - 58093 Mitigation measures The following mitigation measures will help to decrease mortality rates, disruptions, and habitat loss by confining heavy machinery circulation to specific corridors and by avoiding certain sensitive areas. Other measures will minimize the number of unwelcome animals at the work sites: The MTQ could develop a wildlife protection program in collaboration with the MRNF; the MTQ will inform the tallymen and construction crews of the hunting and fishing regulations that apply within the territory (e.g.: no hunting within 2 km of the construction site); The strip of forest between the right-of-way boundary and any watercourse or lake must be protected. The boundary line will need to be identified on the ground using flagging tape or fencing; Heavy machinery must be operated only within the areas that are to be cleared. Heavy machinery is prohibited within shorelines, riparian areas and selective cutting zones; Beavers that will be affected by winter construction activities need to be either trapped beforehand by the Cree or captured alive in the summer and relocated to appropriate habitats; Awareness among construction crews must be raised regarding the problems associated with feeding wild animals and attracting them inadvertently by improperly disposing of food at the work sites. This can be achieved through information sessions and posters. Residual impact As a result of the proposed mitigation measures, the abundance and distribution of furbearing animals will only be temporarily and marginally modified, and their integrity will not be compromised. The anticipated disruption is therefore of low magnitude. The extent of the impact is site-specific, given that the impacts will affect only a well-defined area located within the immediate vicinity of the right-of-way and the borrow pits. The residual impact is also considered to be short-term as effects will only be felt during the construction period. The overall negative residual impact is therefore low.
6.3.8.2 Impacts during the operations phase
Presence and use of the new road While roads have an overall positive impact on the populations of small mammals such as chipmunks (McGregor et al., 2008), the impacts on moderately sized mammals, however, are generally considered to be neutral or negative, depending on the ecology and road avoidance behaviors of the different species (Fahrig and Rytwinski, 2009; Benitez-Lopez et al., 2010). For example, impacts are considered neutral for the American marten and negative for the Red fox (Fahrig and Rytwinski, 2009). The main effects of roads for this group of species include: creation of a barrier effect, increased mortality from collisions with vehicles, increased trapping and poaching activities, as well as loss of habitat (Forman and Alexander, 1998; Trombulak and Frissell, 2000). Road avoidance as a result of traffic noise and the opening of the forest cover created by the right-of-way will limit to a certain extent the use of adjacent habitats by some species and restrict exchanges between populations located on either side of the road (Forman and Alexander, 1998). This effect is called the “filter effect” or “semipermeable barrier”. However, all species present in the study area are known for crossing roadways that are similar to the projected road (right-of-way approximately 30-35 m wide and AADT <500 vehicles/day), either by crossing the road surface (Oxley et al., 1974; Fudge et al., 2007) or using passage ways under the road such as culverts (Clevenger et al., 2001; Grilo et al., 2008). According to O’Brien (2006), roads with traffic volume less than 1,000 vehicles per day are permeable for most species. Barrier effects are more often seen along highways with heavy traffic or with very large right-of-ways (Forman and Alexander, 1998). For example, the Canadian lynx will cross right-of-ways up to 80 m wide as long as there is
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 267 - Environmental and social impact assessment well-preserved habitat on either side of the road and good visibility when approaching the road (Fortin, 1996). The same is true for both the red fox and the snowshoe hare. Chipmunks generally avoid roads regardless of traffic volume (Ford and Fahrig, 2008), with the occasional exception for gravel roads within a right-of-way less than 30 m wide (Oxley et al., 1974). American martens seem not to avoid roads (Pereboom et al., 2008). Beavers for their part often anchor their dams on the edges of roadways (Jensen et al., 2001; Curtis and Jensen, 2004; Jakes et al., 2007). Wolves use linear corridors such as roads in areas with limited human activity (James and Stuart-Smith, 2000), which should be the case for this project. In summary, the projected route is not expected to create an impervious barrier to furbearing animals but rather act as a filter that will somewhat limit exchanges between populations on either side of the road. The main factors affecting collision rates with terrestrial animals would be traffic volume, vehicle speed and the topography adjacent to the road (Trombulak and Frissell, 2000; Clevenger et al., 2003; Grilo et al., 2009). The number of collisions increases with traffic volume up to the point at which certain species begin to avoid crossing the road, resulting in a decrease in collisions. American porcupine, Striped skunk, Snowshoe hare, Muskrat, Red squirrel, Red fox and Groundhog are particularly vulnerable to collisions, although the majority of species found in the study area are also subject to collisions (Oxley et al., 1974; Buchanan, 1987; Clevenger et al., 2003; Fudge et al., 2007, Grilo et al., 2009; Barthelmess and Brooks, 2010). Carnivores tend to be involved in fewer collisions than herbivores due to their lower densities and more developed road avoidance behaviours (Barthelmess and Brooks, 2010). The highest collision rates occur in the summer and diminish substantially in the winter months (Clevenger et al., 2003; Fudge et al., 2007; Barthelmess and Brooks, 2010). Collision rates are also lowest where the road is higher than the surrounding area (Clevenger et al., 2003; Fudge et al., 2007). During a study conducted by Clevenger et al. (2003), mammals were more vulnerable to collisions along a narrow road with low traffic than along a busy nearby highway. The excessive disruption caused by the many vehicles traveling on the highway discouraged the species under study from attempting to cross the roadway, thereby reducing the number of collisions. The impact of collisions for each species affected depends largely on species density and their reproductive rate. Species with low population densities, long life spans and low reproductive rates are at greatest risk (Fahrig and Rytwinski, 2009). Therefore, the impacts from vehicle collisions should be relatively important only for the American porcupine and to a lesser extent for the Striped skunk (Barthelmess and Brooks, 2010). The other species have either a high reproductive rate or a low reported incidence of collisions in the studies that were consulted. Regarding the River otter, this species is rarely mentioned in North American studies of vehicle-animal collisions, mainly due to its aquatic lifestyle (Barthelmess and Brooks, 2010). The “dry barrens” vegetation type that will colonize road embankments will provide habitat for furbearing mammal species associated with open habitat, ubiquitous species, as well as species that thrive on road edges (forest/right-of-way interface). It will not, however, provide appropriate habitat for forest species. This habitat change is not expected to have any significant impact on furbearing mammals with a very large home range (Grey wolf, American marten, fisher and Canadian lynx) given that the proposed right-of-way will occupy a low or negligible proportion of the territory. Predators with smaller home ranges (fox, ermine, weasels) will use the proposed right-of-way due to the abundance of small mammals that will be attracted to the habitat provided along the edges of the road. It is also unlikely to have a significant impact on species associated with aquatic habitats (muskrat, mink, river otter) since several standard mitigation measures protect these habitats. For example, tree-cutting activities will not significantly affect aquatic habitats, on which the Muskrat and the River otter rely on for food. Habitat changes will have negative impacts on forest species such as the Snowshoe hare, Red squirrel and American porcupine, especially in winter. The availability of winter cover from predators in the form of young conifer branches is a limiting factor for hares (Guay, 1994). Within the right-of-way, the height of this vegetation must exceed the snow cover to be useful. The Red squirrel relies on conifer cones for food for the most part (Prescott and Richard, 1996). The loss of conifer forest will therefore reduce the local carrying capacity for this species, although regional
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 268 - December 2010 - 58093 population dynamics will not be compromised. American porcupines feed on the inner bark of trees and shrubs throughout the winter (Prescott and Richard, 1996). Their energy balance is very difficult to maintain during this time of year and they avoid open areas as much as possible due to the much greater risk of predation (Sweitzer, 1996). The loss of forest habitat will therefore result in a lower habitat quality for porcupines in the winter; during the summer they should benefit from the availability of herbaceous plants in parts of the right-of-way. This impact should not substantially modify the regional population dynamics of this species. The new road will significantly increase access to this isolated territory that currently experienced low traffic volume. This will create new access for poachers which will be able to travel by vehicle, ATV and snowmobile with much greater ease. In addition, improved access to certain sectors (especially in the northern part of the study area) will lead to an increase in traditional trapping activities by the Cree population, especially among the younger generation, due to reduced access costs and travel time. The tallymen as well as other stakeholders share these concerns, fearing resource overuse along the roadside and increased poaching. Greater accessibility will increase the probability of local declines in American marten (Hogman et al., 1994), American beaver and River otter populations, species that are particularly prized by the Crees. This problem is accentuated by the fact that there is currently minimal monitoring of the territory due to insufficient resources (most notably a limited number of conservation officers) to cover the vast territory. However, in order for trapping by Crees and poaching to have an important and persistent negative impact (i.e. new harvesting pressures exceed the capacity of the populations to maintain themselves), the harvesting pressure would need to be high and generalized across a regional scale. This is unlikely given the currently stagnant fur market and the low number of potential users relative to the large size of the study area. It is therefore unlikely that furbearing animal populations will suffer any important and irreversible long-term effects as a result. Habitat fragmentation resulting from the new road is unlikely to be an important issue for furbearing animals since the proposed road will be the first permanent linear infrastructure in the study area. In addition, only sand and gravel abrasives will be used during winter maintenance operations except in exceptional circumstances. Therefore, there will not be any negative effects on wildlife resulting from the use of road salt. Mitigation measures The following mitigation measures will decrease mortality rates due to vehicle collisions and poaching while others will reduce the semipermeable barrier effect. The measures were recommended by some of the stakeholders and agreed upon by all. Temporary access roads will be closed. However, the MDDEP will be consulted before-hand for access roads located in the sector of the future park; Cut back the vegetation along the road in order to provide motorists a clear view of animals that are crossing or about to cross the road (Grilo et al., 2009). This measure aims to reduce the frequency of collisions with furbearing animals and large wildlife. Residual impact The residual impact is considered to be of moderate magnitude, site-specific extent and long-term. The overall negative residual impact is therefore moderate.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 269 - Environmental and social impact assessment 6.3.9 Small Mammals
6.3.9.1 Impacts during the Construction Phase
Construction activities Small mammals generally use various types of terrestrial sites and wetlands. Among the species inventoried in the study area, some small mammals are associated mainly with woodlands (e.g., Southern red-backed vole); others with open sites (e.g., Meadow vole); some prefer wetlands (e.g., Southern bog lemming), whereas others are ubiquitous (e.g. Cinereous shrew). Thus, all of the natural habitats affected by the construction work are suitable to one or several species. Forest clearing and other construction activities, including the use of borrow pits, will cause the permanent loss of 3,402.1 ha of terrestrial sites (coniferous stands, mixed stands, regeneration, barren ground) and 37.8 ha of wetlands (bogs, marshes and swamps) frequented by small mammals if all the pits are used (wetlands in borrow pits will not be affected). The “dry barren ground” type of vegetation that will replace the existing vegetation on both sides of the road will be favourable to open-site species and ubiquitous species. In fact, only forest species like the Southern red-backed vole, the Woodland jumping mouse and the Rock vole will suffer from a loss of habitat where deforestation has taken place. The work areas, temporary roads and access roads to borrow pits will temporarily fragment the habitats of these species. The various construction activities will disturb all individuals of all species whose home range overlaps the proposed right-of-way. The affected individuals will move to the numerous substitute habitats located in the surroundings. Animals will use the surroundings of the borrow pits, then the borrow pits themselves once they have been revegetated. However, the efforts of some individuals to move toward a safe site could alter their physical condition or increase their vulnerability to predation. The machinery used during deforestation and other construction activities (grubbing, soil stripping, ditch excavation, blasting and right-of-way drainage) and vehicular traffic on temporary roads and access roads to borrow pits will cause mortality. Traffic should be relatively sustained during construction; however, small mammals tend either to avoid roads or to cross quickly, which limits the risks of collision (Fahring and Rytwinski, 2009). The various impacts will not threaten the survival of small mammal populations in the study area because of the abundance of suitable habitats in the surroundings affected by the project, and the high reproductive rates specific to this group of species. Moreover all the species inventoried in the study area, including the two special status species, are widely distributed throughout Québec. Mitigation measures The following environmental mitigation measures will reduce the mortality rate by restricting traffic to specific corridors and by avoiding some sensitive areas: Integrally preserve the forest strip between the right-of-way limit and a watercourse or a lake by identifying the right-of-way limit on the site (with orange ribbons or a fence); Use machinery only on areas to be cleared, with the exception of banks, riparian strips and selective cutting areas, where machinery is prohibited. Residual impact The magnitude of the disturbance is deemed moderate. Because the impacts affect only a limited area—the immediate surroundings of the road right-of-way and the borrow pits—the extent is site- specific. The duration is short, since the disturbance will occur only during the construction phase. Therefore the significance of the negative impact is low.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 270 - December 2010 - 58093 6.3.9.2 Impacts during the Operation Phase
Presence and use of the road The neutral or positive impacts of roads on small mammals are well documented (McGregor et al., 2008; Bissonette and Rosa, 2009; Fahring and Rytwinski, 2009). Small mammals actually tend to avoid roads or to cross quickly, which limits the risks of collision (McGregor et al., 2008; Fahring and Rytwinski, 2009). Therefore, roads represent only partial barriers to small mammal movements (Clark et al., 2001), except for some highways where the traffic volume is very high (Oxley et al., 1974). As well, small mammals have high reproductive rates that allow them to offset the slight increases in mortality rates due to collisions. In addition, roads often negatively affect some predators of small mammals (e.g., Red fox), thereby reducing the mortality rates of small mammals. For this reason, roadside areas may represent a good habitat for some small mammal species (Rytwinsli and Fahrig, 2007; Fahring and Rytwinski, 2009), which favours individual survival and population growth. Roadside vegetation will be suitable to some species, particularly the Meadow vole and the Meadow jumping mouse; i.e., species associated with open sites and ubiquitous species. However, this habitat will not be suitable to forest species such as the Southern red-backed vole and the Woodland jumping mouse. Mitigation measures No specific mitigation measure is deemed necessary for this group of species during the operation phase. Residual impact The magnitude is deemed to be low, the extent is site-specific and the duration, long. The positive impact is low.
6.3.10 Large Mammals
6.3.10.1 Impacts during the Construction Phase
Presence of worksite; construction activities Woodland caribou Woodland caribou generally uses habitats that are not suitable for other cervids. Large mature-to-old coniferous forest massifs and bogs (Photo 70) are particularly important for the caribou (Courtois et al., 2007; 2008; Environment Canada, 2008; Fortin et al., 2008; Courbin et al., 2009; Hins et al., 2009; Bowman et al., 2010). If all the borrow pits are used, forest clearing and other construction activities will cause the permanent loss of 2,602 ha of forest stands preferred by the Woodland caribou. In addition, the work areas, temporary roads and access roads to borrow pits will temporarily fragment caribou habitat. Various construction activities will disturb caribou whose home range overlaps the proposed right-of-way or is located nearby, primarily as a result of noise and increased activity. Several studies have shown less use of territory by caribou near areas disturbed by various human activities, with the area of influence varying between 250 m and 5 km (Nelleman and Cameron, 1998; Dyer et al., 2001; 2002; Mahoney and Schaefer, 2002; Environment Canada, 2008; Vistnes and Nellemann, 2008). Groups comprising mainly females and their young are more sensitive to disturbance than other groups (Nelleman and Cameron, 1998; Dyer et al., 2001). Depending on the exact timing of work on each section of the road, construction activities will disturb behaviours related to feeding, breeding and rearing of young, and efforts to move towards a safe site may alter the animals’ physical condition or increase their vulnerability to predation. In addition, caribou disturbed by
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 271 - Environmental and social impact assessment construction noise may tend to eat less, especially during the calving period, leading to a decrease in nutritional intake. Caribou affected by disturbances will adapt their home range by avoiding work areas and moving to alternative habitat in the surrounding area. Moose Good quality habitat for moose contains not only an abundance of food in the form of deciduous tree species (Samson et al., 2002) but also an absence of predators and deep snow (Dussault et al., 2005). As well, a protection cover of dense coniferous or mixed forests is required to reduce the energy expenditure to move about in snow. Ideally, this forest cover should juxtapose the feeding sites. The forest environment also provides moose with cover for escape from hunters and predators. Although the cover of coniferous stands is adequate in the study area, the low availability of hardwood species limits the numbers of moose. If all borrow pits are used, forest clearing and other construction activities will cause the permanent loss of 436.8 ha of stands frequented by moose (dense spruce stands, pine stands, mixed stands and swamps). As well, the work areas, temporary roads and access roads to the borrow pits will temporarily fragment the habitat of this cervid. Various construction activities will disturb moose whose home range overlaps the proposed right-of-way or is nearby, primarily as a result of noise and increased activity. Depending on the exact timing of work on each section of the proposed road, construction activities will disturb behaviours related to feeding, breeding and parenting of young, and efforts to move towards a safe site could alter the animals’ physical condition or increase their vulnerability to predation. Moose affected by disturbances will adapt their home range by avoiding the work areas and moving to alternative habitats in the surrounding area. These temporary impacts will cease at the end of the construction work. Black bear The Black bear frequents a variety of habitats, including wetlands, intolerant hardwood stands, old tolerant hardwood stands and various disturbed sites such as forest cuttings (Samson, 1996). The study area provides potential habitat for the Black bear, particularly because of the presence of wetlands, spruce-lichen stands and disturbed sites. The Black bear finds the grassy vegetation it seeks in the spring in riparian sites and bogs, whereas berries (e.g., blueberries, cranberries, crowberries and serviceberries) are available in numerous habitats (open spruce stands, Jack pine stands, barren grounds, burned areas, bogs and riparian sites). If all the borrow pits are used, forest clearing and other construction activities will cause the permanent loss of 3,252.6 ha of habitat suitable to the Black bear. In addition, the work areas, temporary roads and access roads to borrow pits will temporarily fragment the habitat of this carnivore. Various construction activities will disturb all bears whose home range overlaps the proposed right-of-way or is located nearby, primarily as a result of noise and increased activity. Depending on the exact timing of work on each section of the proposed road, construction activities will disturb feeding, breeding and parenting behaviour. Animals affected by the disturbance will modify their home ranges by avoiding work areas and moving to alternative habitat in the surrounding area. As well, bears whose den is within or close to the proposed right-of-way will be disturbed in winter. This impact will be more significant for females accompanied by their young. However, because the population density of black bears is low and the proposed right-of-way is relatively narrow (30-35 m), the proposed road is likely to affect only a few animals. The area between km 143 and 157 seems to be particularly suitable for the establishment of dens because of the presence of talus, other rocky sites and numerous well-drained sites. The area between km 29 and 32 (Mount Norancon) also seems favourable to the establishment of dens. Waste-disposal sites, open food, food odours and the feeding of bears around the camps and work areas will attract some Black bears, which could threaten worker safety and lead to the relocation or killing of unwelcome animals. Several instances have been reported of Black bears attracted in the
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 272 - December 2010 - 58093 Matoush and Lagopède mining camps. This problem could affect a significant number of bears if no measures are taken to preclude it. Mitigation measures The following measures will mitigate the loss of habitat for caribou, moose and Black bear by confining traffic to specific corridors and avoiding some sensitive areas. Other measures will reduce the number of Black bear mortalities: MTQ–MRNF cooperation to implement a wildlife protection program; In cooperation with the MRNF, the MTQ will inform tallymen and workers of the hunting and fishing regulations that apply in the territory (e.g., prohibition of hunting within a 2-km radius of the worksite); Preservation of the forest strip between the right-of-way limit and a watercourse or lake by the identification of the right-of-way limit on the site (orange ribbons or fence); Circulation of machinery only on areas to be deforested, with the exception of banks, riparian strips and selective cutting areas, where machinery is prohibited;
An increase in employee awareness, by means of posters and information sessions, so they do not feed animals or leave food in the open to attract animals close to work areas and camps. As well, ensure that wastes are stored safely. If unwelcome animals must be killed, the tallymen should be allowed to hunt them; the hides and meat can be recovered by the community; The monitoring of caribou movement during the work period in cooperation with the MRNF; in addition, the MTQ will participate in other measures, including worker awareness. Residual impact The magnitude is deemed to be moderate; the extent, site-specific, and the duration, short. The negative impact is deemed moderate.
6.3.10.2 Impacts during the Operation Phase
Presence and use of the road Woodland caribou
Description of potential impacts According to the scientific literature, the proposed road will potentially have numerous impacts on the Woodland caribou. Each impact is reviewed below and interpreted in the context of this project. 1. Increase of predation Wolves use linear corridors, including roads, in areas where human activity is limited (James and Stuart-Smith, 2000; Whittington et al., 2005; Courbin et al., 2009); for example, Houle et al. (2010) observed that wolves specifically selected roads in areas where road density was low. In winter, wolves move about three times as fast along roads as in forests (James, 1999), increasing the efficiency of their hunting in the habitat of their prey (James and Stuart-Smith, 2000). Caribou frequenting the surroundings of linear corridors are exposed to a higher risk of predation by wolves (James and Stuart-Smith, 2000). As well, increased access for wolves, especially in bog complexes, reduces the refuge effect that these habitats, which are used less by moose and wolves, provide for Woodland caribou (James et al., 2004). Wolves in the study area currently use the winter road, and it seems likely that they will use areas of the proposed road when traffic volume is particularly low. The length of the proposed road beyond the end of the existing winter road (which ends at km 123.5 of the proposed road), will extend the corridor available to wolves and give them access to a new region (northern part of the study area).
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 273 - Environmental and social impact assessment As mentioned, tree cutting generally has negative impacts on the Woodland caribou by extending the forest stands suitable to moose (hardwood or mixed stands) and, therefore, to wolves. In some domains of the boreal forest, hardwood regeneration (e.g., European white birch and poplar) along road right-of-ways generally follows the forest clearing, which provides moose with an additional source of food. This would most likely be the case in only the first section of the proposed road, from km 0 to km 30; for the rest of the alignment, the plant community should be similar to a “dry barren ground” type of vegetation, where heaths and lichen predominate. This is not a suitable habitat for the moose. 2. Habitat modification The project will cause the loss of habitat of particular interest to the Woodland caribou, i.e., bogs and coniferous stands, which will be permanently replaced by an open site (road right-of-way) characterized by the roadway and a plant community maintained at the early successional stage. In the extreme south of the study area, the plant community along the right-of-way should be similar to a “hardwood regeneration” type of vegetation, which will be of some interest to the caribou. Along the rest of the alignment, the plant community should be similar to a “dry barren ground” type of vegetation, where heaths and lichen predominate. This lichen could eventually be a source of food for the Woodland caribou, although food availability does not seem to be a limiting factor for caribou in the Québec boreal forest (Courtois et al., 2007). The caribou could use the rest of the right-of-way, i.e., the roadway and shoulders, as a travel corridor when and where traffic volume is particularly low. If this behaviour is adopted, however, it will increase the likelihood of encounters with wolves and the risks of collisions with vehicles (Renaud et al., in prep.). Overall, habitat modification caused by the road seems not to be favourable to the Woodland caribou. 3. Loss of functional habitats The avoidance of roads and surroundings by Woodland caribou is very well documented in the literature (Dyer et al., 2001; 2002; Apps and McLellan, 2006; Vors et al., 2007; Fortin et al., 2008; Bowman et al., 2010). The behavioural species responses include greater vigilance, redistribution in adjacent sites and abandonment of some portions of the landscape, although some of the population sometimes adapts (Vistnes and Nellemann, 2008; Renaud et al., in prep.). Because the anticipated traffic volume is low, the road will not constitute an impassable obstacle to the movement of Woodland caribou but rather will act as a semi-permeable barrier. Avoidance distances for roads and surroundings vary from one study to another, but generally lie between 250 and 1,250 m, although the avoidance of some linear structures can extend up to 5 km (Dyer et al., 2001; Vistnes and Nellemann, 2008; Renaud et al., in prep.). A recent study in Québec shows that this avoidance distance would be about 750 m for forest roads with low frequency of traffic (Leblond et al., in prep., cited in Renaud et al., in prep.), which would be the case along the proposed road. Cameron et al. (1992) observed that female caribou avoided roads during the calving period, even in areas of low traffic volume (100–200 vehicles/day), which is lower than that anticipated for this road. Therefore, a potentially significant area of the Woodland caribou habitat will possibly become inaccessible (loss of functional habitats; Dyer et al., 2001; 2002) as a result of this cervid's typical avoidance behaviour. 4. Habitat fragmentation Road density in the study area is currently very low. The proposed road will fragment the habitat of the Woodland caribou which, except for the winter road, is still almost intact. Frequency of travel on the winter road is low and occurs only during a very short period of the year; for example, when the proposed road crosses established home ranges, some caribou may stop using areas on one side of the road and modify their home range accordingly. This situation could affect the survival or reproduction of some animals (Faille et al., in prep.). It is difficult, however, to assess the severity of this potential impact given the absence of specific data on Woodland caribou ranging patterns in the study area and on land use intensity.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 274 - December 2010 - 58093 5. Increased harvesting for dietary, ritual or social purposes, and poaching Harvesting by humans, often facilitated by land use development, seems to play a major role in the decline of Woodland caribou populations (Québec Woodland Caribou Recovery Team, 2008). The road will significantly increase access to this seldom-visited territory and establish a new penetration route for poachers, who will circulate more efficiently by vehicle, ATV or snowmobile. This problem is accentuated by the currently low surveillance as a result of limited resources (conservation officers, in particular) to cover this vast territory. As well, hunting for dietary, ritual or social purposes will also be facilitated by this new access. The number of Woodland caribou currently harvested is not negligible considering the low natural productivity of the populations. In the absence of precise data on the population density and natural mortality rates, it is not possible to predict a compatible harvest level for dietary, ritual or social purposes. The new access will also facilitate the harvesting of moose, which should maintain the density of this cervid at a low level, and, indirectly, the density of wolves, but it is actually not possible to predict the relative significance of one factor (increased Woodland caribou harvest) or the other (increased moose harvest) on the dynamics of the Woodland caribou population of the study area.
Summary of potential impacts Predicting the effects of roads on the Woodland caribou is difficult because of the complex ecology of the species (Renaud et al., in prep.). According to the scientific literature, it is likely that the existing distribution of Woodland caribou will be considerably modified at the scale of the study area, as a result of the caribou's road avoidance behaviour and of habitat fragmentation. However, the impact of the road on the abundance of this cervid is uncertain, in the absence of precise biological data (e.g., survival rate, recruitment rate, mortality causes, population growth rate) on the populations affected by the project. The road density (km of roads by km2), even after implementation of the proposed road, is so low that Woodland caribou populations affected by the project could show resilience to some degree. Conversely, if Woodland caribou show significant avoidance of the road and its surroundings, its overall condition (physiology, behaviour, reproduction, demography and predator-prey relationships) could be significantly affected. Moose Because of the anticipated low traffic volume, the road will not constitute a full barrier to moose movement, but rather will act as a filter. In fact, moose will generally avoid the surroundings of the road, although local incursions along it are to be expected. For example, Laurian et al. (2008) observed that moose usually avoid roads up to a distance of 500 m, although 20 % of the individuals followed by telemetry made occasional visits to sites less than 50 m from roads. Dussault et al. (2007) conclude that roads and their surroundings are perceived as low-quality habitats by the moose. This avoidance behaviour could be explained by various factors; for example, the avoidance of predators, such as wolves, which use roads seldom frequented by humans (James et al., 2004), the avoidance of noise associated with moving vehicles or the avoidance of areas where noise hampers the detection of predators (Laurian et al., 2008). This avoidance behaviour will cause a loss of functional habitat for this cervid, the extent of which cannot be estimated with current knowledge. The presence of the road will significantly increase access to this territory, especially on Category III land in the North, where the presence of mining camps and the pristine character of the territory may be very attractive to native and non-native hunters. On the one hand, the road will provide a new penetration route for poachers, who will be able to travel more efficiently by vehicle, ATV or snowmobile. On the other, the participation of the Cree in traditional hunting activities will increase, especially among the young, since some areas will be more easily accessible (especially in the northern part of the study area) and therefore access costs and travel time will be reduced. Moose hunting is an important traditional activity for the Cree in fall and winter. Hunting trips are in fact organized, among others, depending on this animal. Tallymen and other community stakeholders
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 275 - Environmental and social impact assessment share concerns that an anticipated overhunting of moose along the road and increased poaching will increase the risk of a local decline of populations. This problem is accentuated by the currently low surveillance as a result of limited resources (conservation officers, in particular) to cover this vast territory. Winter maintenance will consist only of spreading sand and gravel on the snow-covered road surface; except in exceptional conditions, no de-icing salt will be used. Therefore, the salty puddles that develop with the use of de-icing salt will not exist to attract moose (Laurian et al., 2008; Grosman et al., 2009). In addition, on the largest portion of the alignment, the plant community of the right-of-way should be similar to a “dry barren ground” type of vegetation, where heaths and lichen predominate, which does not constitute a habitat suitable to moose. However, in spite the general road avoidance behaviour of this species, some moose will cross the road; therefore some moose–vehicle collisions are anticipated, but the number will most likely be low owing to the low density of moose, low anticipated traffic volume and the low speed limit on the proposed road (70 km/h; Joyce and Mahoney, 2001; Litvaitis and Tash, 2008). It is particularly difficult to predict the areas where moose will choose to cross the road (Dussault et al., 2007). During this study, the crossing areas were characterized by a high proportion of feeding habitats, a small proportion of lakes and rivers and a typical valley topography. Most collisions with vehicles occur at night, during summer and fall (Joyce and Mahoney, 2001). In the context of a cost-benefit analysis (Huijser et al., 2009), it currently seems unwarranted to contemplate significant mitigation measures (e.g., fences and under-road passages); however, some simple measures (e.g., signs near existing moose yards) will be implemented. Overall, the road should negatively affect moose populations during the operation phase, especially because of the increase in mortalities resulting from the increased harvest and road avoidance behaviour; however, the implementation of mitigation measures will reduce the anticipated impact. Black bear The road will negatively affect the survival of Black bears by increasing the risks of harvest by the Cree, poaching and vehicle collisions (Brody and Pelton, 1989; Reynolds-Hogland and Mitchell, 2007). The presence of the road will significantly increase access to this territory, and the participation of the Cree in hunting and trapping activities will increase. This increased accessibility will likely not cause a local decline of Black bear populations, however, because hunting and trapping of Black bear is not as important to the Cree as moose hunting. The anticipated volume of traffic is far too low to constitute a barrier to Black bear movement (Beringer et al., 1989; Brody and Pelton, 1989); however, it is possible that bears will generally avoid the surroundings of the road to reduce the likelihood of encountering hunters, which will cause a loss of functional habitat. Reynolds-Hogland and Mitchell (2007) observed that Black bears generally avoid an area of about 800 m on both sides of gravel roads, but other authors observed the opposite reaction (Reynolds-Hogland and Mitchell, 2007). Waste disposal sites, open food, food odours and feeding the bears around permanent camps will attract some Black bears, which could threaten personal safety and lead to the relocation or killing of unwelcome animals. In fact, several instances have been reported of Black bears attracted to the Matoush and Lagopède mining camps. Conversely, the road could increase the survival and reproduction of Black bears by providing travel corridors, especially during periods of the day or the year when traffic volume will be particularly low (Beringer et al., 1989; Brody and Pelton, 1989). Some signs of Black bear presence were noted along the winter road (individuals, tracks, droppings; Photo 71). As well, sources of food will be available along the road; for example, berries (Beringer et al., 1989; Brody and Pelton, 1989), which constitute a significant part of the Black bear’s summer diet (Samson, 1996). The existing vegetation will be replaced by a “dry barren ground” type of vegetation, which will include some berries species, particularly blueberries. It is therefore difficult with current knowledge to predict the combined effect of the various negative factors (increased harvest, increased predation and road avoidance) and positive factors
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 276 - December 2010 - 58093 (travel corridors and increased food availability) that will influence the dynamics of the Black bear populations affected by the proposed road. Mitigation measures The following mitigation measures will help to control moose and Black bear harvests and reduce the risk of poaching for the three species. Other measures will help to reduce the number of Black bear mortalities related to predation and vehicle collisions: Close all temporary access roads when no longer in use to limit accessibility (Measure no. 14 of the Recovery Plan, Québec Woodland Caribou Recovery Team, 2008). However, in the future park area, the MDDEP will first be consulted; Install signs (moose presence) near existing moose yards; Trim vegetation around curves so that drivers can clearly see animals crossing or about to cross the road (Grilo et al., 2009); this measure aims to reduce the frequency of collisions; Raise employee awareness, by means of posters and information sessions, so that they do not feed animals and do not leave food that could attract animals close to work areas and camps. Ensure that wastes are safely stored. If unwelcome animals must be killed, the tallymen should be allowed to hunt them, so the hides and meat can be recovered by the community. Several measures are presented in the Woodland caribou recovery plan. Although these measures do not come under its direct authority, the MTQ could cooperate with the MRNF to implement them, particularly the following: Raise public and native peoples’ awareness of the effects of harvesting, poaching, accidental kills and disturbance of Woodland caribou (Measure no. 19.2 of the Recovery Plan, Québec Woodland Caribou Recovery Team, 2008); Reach a specific agreement with the Cree community and the other interested stakeholders with the objective of interrupting Woodland caribou hunting (Measure no. 2 of the Recovery Plan, Québec Woodland Caribou Recovery Team, 2008); In cooperation with other stakeholders (MRNF, logging companies, mining companies, tallymen), take part in the implementation of moose population and habitat management measures aimed at maintaining the low population density. This will prevent the expansion of the Grey wolf population and consequently reduce predation on Woodland caribou (Courtois and Ouellet, 2002).
Residual impact Woodland caribou Roads generally have negative impacts on cervids (Fahrig and Rytwinski, 2009; Benitez-Lopez et al., 2010), and particularly on the Woodland caribou (Renaud et al., in prep.), as explained in the previous section. Some studies suggest that Woodland caribou populations have some resilience to human activities (Courtois et al., 2008; Fortin et al., 2008; Renaud et al., in prep.); however, no precise model currently exists for predicting the limit of tolerance of the species to roads that considers, for example, various densities of the species of interest (Woodland caribou, moose and Grey wolf), right-of-way widths and traffic volumes (Renaud et al., in prep.). In other words, the current state of knowledge is insufficient to determine the extent of habitat disturbances that may be tolerated by the Woodland caribou (Environment Canada, 2008). The resilience of no. 53 analysis unit, known as “of Québec”, to which the populations of the study area belong, is currently undetermined (Environment Canada, 2008). Scientific research on thresholds in relation to the Woodland caribou is still at an early stage, but clearly shows sensitivity to anthropogenic disturbances (Vors et al., 2007; Sorensen et al., 2008). In this context, predicting how and to what
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 277 - Environmental and social impact assessment degree the Woodland caribou will be affected by this project is risky or even impossible. Consequently, the significance of the impact on this component cannot be evaluated. Moose and Black bear The significance of the impact of the road during the operation phase on large mammals will be assessed only for the moose and the Black bear. The magnitude of the disturbance is deemed to be low when considering the implementation of mitigation measures relating to harvest control (which falls under the authority of the MRNF), which should mitigate this impact. The extent of the impact is regional; the duration, long. Therefore, the significance of the negative impact is deemed moderate.
6.3.11 Waterfowl and other aquatic birds
6.3.11.1 Impacts during the construction phase
Construction activities Forest clearing and grubbing operations could lead to the loss of some waterfowl and other aquatic bird species nests and habitats in work areas (Forman and Alexander, 1998; Spellerberg, 1998). The species most likely to be affected by this source of impact are those that build their nests on the ground in woodlands, such as the Surf scoter (Ouellet and Bordage, 1995), cavicolous species, such as the Common goldeneye (Bordage, 1995) and species nesting in tree branches, such as the Bonaparte’s gull (Savard and Morrier, 1995). Moreover, it should be noted that the Migratory Birds Convention Act and its Migratory Birds Regulations prohibit the disturbance or destruction of a migratory bird nest. However, the impacts of clearing and grubbing operations on the aquatic avifauna will be limited to places where the road alignment runs along a waterbody, a watercourse or a wetland, since most of these species nest close to these habitats. In addition, a large portion of the forest stratum no longer exists in places where the road alignment follows the winter road, which limits the impact of clearing and grubbing operations on this component. The development of watercourse crossings and accompanying reinstatement operations will create disturbances that could lead to the abandonment or destruction of nests by species breeding alongside watercourses, such as the American black duck (Bordage et Reed, 1995). In addition, several construction activities (e.g. clearing, grubbing, earthwork, grading and ditch excavation), as well as the traffic associated with these activities, will generate noise that can disturb pairs nesting nearby and ultimately lead to their abandonment of the nest and relocation in other areas (Korschgen et Dahlgren, 1992). This type of disturbance will only affect breeding pairs in the areas located close to aquatic habitats, which will be relatively unaffected by the work. However, it is difficult to evaluate the number of breeding pairs that will be affected by this type of impact, given the variability of tolerance to disturbance of each species and each individual. The borrow pits in themselves generally offer little habitat potential for waterfowl and other aquatic birds. However, some of the potential borrow pit sites are adjacent to aquatic habitats suitable to this category of birds. Therefore, the impacts (nest and habitat loss and disturbance) described for construction activities taking place close to wetlands, waterbodies and watercourses also apply to the use of borrow pits. The construction of a gravel road crossing a number of watercourses may contribute to silting issues in some locations, including areas frequented by the Harlequin duck. This could result in a degradation of the breeding habitat of this species, particularly through the reduction of prey availability (Environment Canada, 2007). Mitigation measures A series of mitigation measures to help limit the negative impacts on waterfowl and aquatic bird nests, habitats and breeding pairs is listed below:
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 278 - December 2010 - 58093 Whenever feasible, carry out forest clearing work in the fall or winter in order to avoid the bird breeding season; Preserve the integrity of the forest strips located between the boundaries of any road right-of-way limit or borrow pit and a watercourse, lake or wetland. In order to do this, clearly delineate right-of-way boundaries on site (orange ribbons or fencing); Implement watercourse protection measures for fish in order to simultaneously protect the harlequin duck habitat; Keep machinery and worker movements contained within work area boundaries; Restore vegetation cover along watercourses as soon as each crossing structure construction work is completed; Revegetate borrow pits as soon as they are no longer in use. At the request of tallymen, some borrow pits excavated below the water table could be converted into wetlands providing waterfowl habitat. The borrow pits best suited for this measure are presently unknown. This measure will, therefore, be examined on a case-by-case basis. Residual impact The magnitude of the disturbance is deemed to be low. Since the impacts only affect a small area, the scope is site-specific. The impact is deemed to be of short duration, since it will only be felt during the construction phase. Therefore, significance of the negative impact is low.
6.3.11.2 Impacts during the operation phase
Presence and use of the road The presence of the road will result in the permanent loss of 2.3 ha of waterbodies and 37.8 ha of wetlands, which are suitable habitats for waterfowl and the other aquatic birds, such as the Canada goose, the Sandhill crane and the Greater yellowlegs. These habitat losses could affect waterfowl breeding pairs (Table 6.5). Considering that they represent respectively only 0.6 % and 2.6 % of the study area’s open water surfaces and wetlands, the effects on waterfowl breeding inventories should be negligible. Furthermore, the permanent loss of 437.5 ha of coniferous and mixed forest stands could affect the breeding habitat of about 68 waterfowl breeding pairs, mainly of Hooded merganser (Table 6.5). This species usually nests in tree cavities in wooded areas located less than 500 m from a small waterbody (Dugger et al., 2009). The number of breeding pairs of Hooded merganser and other cavicolous species affected by the loss of suitable nesting sites could be lower than the figures presented in Table 6.5, as these birds are not necessarily present within the road right-of-way. In addition, the relatively low number of breeding pairs potentially affected by the loss of forest habitats should not affect the overall status of the study area’s Hooded merganser population. Actually, although specific population trends cannot be confirmed for this species either in the Bird Conservation Region 8 (BCR 8), to which the study area belongs, or Québec-wide (Downes and Collins, 2009), its population is apparently on the increase at the continental scale (North American Waterfowl Management Plan Committee, 2004). The development of the road infrastructure will facilitate access to the land, particularly for Cree hunters. This could lead to an increased hunting pressure on some waterfowl species (Roedenbeck et al., 2007). Greater accessibility due to the presence of the road could also result in an increase in recreation and tourism activities by mine workers and visitors of the future Albanel-Témiscamie- Otish National Park, in particular. Such activities, when carried out during the breeding season in suitable habitats for this group of birds, can contribute to the disturbance of some reproductive individuals and their clutches (Korschgen and Dahlgren, 1992). Moreover, the Harlequin duck,
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 279 - Environmental and social impact assessment although tolerant to a moderate disturbance level, would tend to abandon a site if the disturbance became chronic (Environment Canada, 2007). Mitigation measures No specific measure is provided for. Residual impact The impact magnitude is deemed to be moderate, the extent is site-specific and the duration is long- term. The impact is therefore deemed to be moderate.
6.3.12 Birds of prey
6.3.12.1 Impacts during the construction phase
Construction activities Forest clearing and grubbing-up operations could result in the loss of numbers of nests of birds of prey that have not been located and recorded, given some species’ tendency to choose well-hidden nest sites (e.g., Red-tailed hawk). As no Bald eagle or Golden eagle nests have been identified within a 700-m-wide corridor on either side of the proposed road alignment, construction operations should not disrupt these species’ breeding activities. As all identified Osprey and Northern harrier nests are located at least 400 m from the proposed alignment, road construction operations are not expected to disrupt their breeding activities. The clearing of surfaces used as borrow pits could cause the loss of some bird of prey nests that could not be localized. Since no Bald eagle or Golden eagle nest has been identified at less than 700 m from the potential borrow pits, these operations should not disrupt the nesting activities of these species. The conversion of 701.8 ha of open sites (for example, recent burns, dry barrens and open bogs) into borrow pits will slightly reduce the hunting ground areas of some species, like the Red-tailed hawk, the Northern harrier and the Merlin (Bird and Henderson, 1995; Chagnon and Bombardier, 1995; Henderson, 1995). Most construction work using heavy machinery (for example, blasting, earthwork, cut-and-fill activities and land levelling) generates noise that can disturb breeding pairs at some distance from the right-of-way. However, it is not possible to determine the number of breeding pairs affected by this type of impact. Mitigation measures Whenever practical, carry out forest clearing work in the fall or winter in order to avoid the bird breeding season; Limit circulation of machinery and workers to work areas. Residual impact The magnitude is deemed to be low, the extent is site-specific and the duration is short. Therefore, the significance of the impact is deemed low.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 280 - December 2010 - 58093 Table 6.5 Estimated numbers of waterfowl breeding pairs affected by habitat losses related to the road project Breeding Population trend2, 3 Total number of inventories pairs potentially Species in 2010 affected by the Québec RCR 8 (breeding project1 pairs) American black duck 19 0 0 0 Black scoter 3 0 ? ? Bufflehead 1 1 ? ? Canada goose 23 6 + + Common goldeneye 9 9 0 0 Common loon 3 0 0 + Common merganser 10 10 + 0 Common teal 11 4 ? ? Hooded merganser 32 32 ? ? Mallard 2 0 + + Red-breasted merganser 2 2 ? ? Red-throated loon 2 0 ? ? Ring-necked duck 7 0 + 0 Surf scoter 35 2 ? ? Wood duck 2 2 0 ? 1 See Appendix 7k (Volume 2) for the criteria used to identify the pairs affected by the project. 2 According to Downes and Collins (2009) for the period 1968-2008 for Québec and the Birds Conservation Region 8 (Boreal Softwood Shield). 3 +: On the rise, significant trend (p<0,1). 0: Stable or insignificant trend (p>0,1). -: In decline, significant trend (p<0,1). ?: No data.
6.3.12.2 Impacts during the operation phase
Presence and use of the road The presence of the road will result in the permanent loss of 437.5 ha of softwood and mixed stands that provide potential habitat for specific species, including the Red-tailed hawk (Chagnon and Bombardier, 1995). However, because the project will affect a linear, rather narrow strip of land, the impacts will be localized on a relatively small portion of the range of a limited number of birds of prey nesting in the study area. The areas of vegetation in the right-of-way on either side of the road surface will likely be colonized by a variety of small mammals that are a source of food for several species of birds of prey, both diurnal and nocturnal. In this respect, the roadside vegetation areas will add new hunting sites for local populations of species that typically hunt on open land (Meunier et al., 2000) such as the Red-tailed hawk and Northern harrier. Finally, road traffic will inevitably lead to the death of an undetermined number of birds through collision with vehicles. Opportunistic species, like the Bald eagle, could take advantage of the presence of large animal carcasses. However, this food source should not be significant since the predicted Average Annual Data Traffic (AADT) on the road during the operation phase should not exceed 500 vehicles.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 281 - Environmental and social impact assessment Mitigation measures No specific mitigation measure is suggested. Residual impact The magnitude is deemed to be low, the extent is site-specific and the duration, long. The significance of the impact is deemed low.
6.3.13 Forest Birds
6.3.13.1 Impacts during the construction phase
Construction activities If conducted during the breeding season, forest clearing operations will cause the loss of forest bird nests in work areas (Forman and Alexander, 1998; Spellerberg, 1998). The nests of migratory birds are protected under the Migratory Birds Convention Act and its Migratory Birds Regulations. The impact of forest clearing operations on forest birds in the study area will be limited, because much of the forest stratum has long been cleared where the proposed alignment follows the existing winter road. The opening of borrow pits could cause the loss of forest bird nests if operations are conducted during the nesting season. Moreover, forest clearing and other activities related to the use of borrow pits will cause the loss of 2,797.8 ha of terrestrial sites and 93.4 ha of wetlands that could be frequented by these birds during breeding. If all the borrow pits are used, this habitat loss will affect about 10,343 breeding pairs (Table 6.6). The species most likely to be affected by the loss are the White-throated sparrow, the Dark-eyed junco and the Ruby-crowned kinglet. Several construction activities requiring heavy machinery (blasting, earthwork, land levelling, ditch excavation, etc.) and the circulation associated with these activities will generate noise that will disturb bird activities. This disturbance could stress tetraonid and passerine pairs nesting nearby (Turcotte et al., 1994; Benìtez-Lòpez et al., 2010) and ultimately cause the abandonment of nests and the relocation of breeding pairs (Korschgen and Dahlgren, 1992). Worker traffic during the construction phase will result in collisions with birds. Birds that do not fly much, such as tetraonidae, will be particularly at risk because they tend to stand rigidly on the ground when a vehicle approaches (Jacobson, 2005; Glista et al., 2009). Nest-dwelling forest birds will also be vulnerable to collisions during the period they feed their young, as a result of their increased frequency of travel (Kuitunen et al., 1998). Mitigation measures Whenever feasible, conduct forest clearing work in the fall or winter to avoid the bird breeding season; Revegetate borrow pits upon abandonment (with some exceptions at the tallymen’s request); Limit movement of machinery and workers to work areas. Residual impact The magnitude is deemed to be low; the extent, site-specific and the duration, short; therefore, the significance of the impact is low.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 282 - December 2010 - 58093 6.3.13.2 Impacts during the operation phase
Presence and use of the road The impacts of the existence and use of the road during the operation phase are mainly habitat loss and fragmentation, road mortality and disturbance (Spellerberg, 1998). Habitat losses The presence of the road will result in the permanent loss of 690.4 ha of suitable nesting habitat for several forest bird species; an estimated 2,239 breeding pairs could be affected by this loss (Table 6.7). The impact will be primarily in coniferous stands, where 1,591 breeding pairs will potentially have to relocate. The main species affected will be the Ruby-crowned kinglet, the White-throated sparrow and the Dark-eyed junco; however, these species are relatively abundant in the boreal forest and their populations do not seem to decline. Conversely, the presence of the road should favour the establishment, along the right-of-way, of Trembling aspen and European white birch, as well as of other shrubby and grassy species. This will have the effect of diversifying the available bird habitats in the south of the study area, but likely not beyond km 30 of the road alignment, based on the current distribution of these tree species. The extent of suitable nesting habitats for three species of special-status birds may be reduced in the study area, i.e., the Olive-sided flycatcher, the Rusty blackbird and the Common nighthawk. It has not been possible to estimate the number of Olive-sided flycatcher breeding pairs that could be affected by this impact. Generally, its breeding habitats consist of open sites including large living trees or snags, such as canopy openings, forest edges and burned areas (COSEWIC, 2007). In the study area, these habitats could be recent burned areas, open Black spruce-moss stands, open Black spruce-lichen stands, wooded bogs and swamps. The road right-of-way will affect about 5.2 % (474.3 ha) of the area of these habitats. About six Rusty blackbird breeding pairs will be affected by habitat loss, most likely primarily in bogs, where this species seems to be most abundant (Table 6.7). Since the Rusty blackbird nests near the edge of wetlands (COSEWIC, 2006) and the project avoids wetlands, there should be little negative effect on this species. Overall, less than 3 % of this habitat will be lost in the study area. It has not been possible to estimate the number of Common nighthawk breeding pairs affected by habitat loss because of the absence of mentions of this species during surveys based on listening stations in 2010, although the species was observed along the alignment in 2009 (Genivar, 2009). The Nighthawk usually nests in open sites having little or no vegetation (Limoges, 1995). In the study area, the Nighthawk nesting habitats may be dry barren grounds, recent burned areas and anthropogenic sites, which will be relatively unaffected by the road project at the scale of the landscape, accounting for less than 7 % of the area of these habitats in the study area. Habitat fragmentation In the northern section the alignment, where there are no existing roads (unlike in the south, at the winter road location), the presence of the road will fragment forest bird habitats. Globally, habitat fragmentation is often associated with a loss of biodiversity (Boulinier et al., 1998). The surroundings of the newly built road will provide a habitat for the species that frequent forest edges, such as the Common yellowthroat, the Tennessee warbler, the White-throated sparrow and the Fox sparrow (Létourneau and Lafontaine, 1995; Limoges and Gauthier, 1995; Spencer et al., 1995; Bisson and Limoges, 1995); however, more forest-dependent species such as the Winter wren, the Swainson’s thrush, the Golden-crowned kinglet and the American three-toed woodpecker (Hejl et al., 2002; Boisseau, 2008) will settle deeper inside the forest. For species more sensitive to fragmentation, the quality of the habitat could also decrease in the first 100 m from the edge of the road right-of-way. Ortega and Capen (1999) noted the seemingly
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 283 - Environmental and social impact assessment lower quality of the Ovenbird habitat up to 150 m from the edge of unpaved roads in highly wooded areas, which would affect the density of Ovenbird and possibly their breeding success. This study suggests that even narrow forest roads do fragment habitats, negatively affecting the quality of the habitat for sensitive species. In fact, empirical experiments showed that several forest bird species avoided crossing canopy openings as narrow as 50 m (Clevenger et al., 2003). Finally, the availability and diversity of macroinvertebrate species as a source of food near forest roads will be lower than inside the forest (Haskell, 2000), which suggests that forest bird species feeding mainly on this type of prey, such as thrashers, could suffer the effects of limited food availability along forest roads (Šálek et al., 2010). Increased nest predation along the road by small predators (e.g., mustelidae and corvidae) could be associated with habitat fragmentation (Jacobson, 2005; Boulet and Darveau, 2000). According to the study by Pescardor and Peris (2007) in Spain, the incidence of nest predation along roads with a medium or low traffic density decreases with distance. Road mortality Traffic increases the risk of mortality of nesting birds, especially during the period they feed their young (Kuitunen et al., 1998). Birds that do not fly much, such as tetraonidae, would be particularly vulnerable because of their specific behaviour upon the approach of a vehicle (Jacobson, 2005; Glista et al., 2009). Nevertheless, the predicted low daily traffic on the proposed road (AADT < 500) and a restricted maximum speed should limit the number of collisions with birds. The Common raven and the American crow are opportunistic predators and sometimes scavengers (Roy and Bombardier, 1995; Pelletier, 1995) and therefore could benefit from the presence of the road by scavenging dead animals on the roadside.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 284 - December 2010 - 58093 Table 6.6 Estimated number of forest bird breeding pairs affected by habitat loss stemming from borrow pit operations Population Number of breeding pairs affected by habitat loss2 trend3, 4 Species1 Riparian Coniferous Mixed stands Bogs Regeneration Total Quebec RCO 8 environments stands Spruce Grouse 0 0 0 32 0 32 ? ? Arctic Three-toed Woodpecker 0 0 0 65 0 65 ? ? Black-backed Woodpecker 0 0 0 0 52 52 0 0 Northern Flicker 0 0 4 0 0 4 - 0 Yellow-bellied Flycatcher 0 0 0 129 0 129 + 0 Alder Flycatcher 0 0 13 0 104 117 0 0 Least Flycatcher 0 0 11 194 0 205 - 0 Solitary Vireo 0 0 0 0 0 0 + 0 Philadelphia Vireo 0 0 0 0 0 0 0 0 Red-eyed Vireo 0 0 0 0 0 0 + 0 Canada Jay 0 2 2 581 78 663 0 0 Tree Swallow 0 8 7 161 0 176 0 0 Boreal Chickadee 0 0 0 226 0 226 0 0 Golden-crowned Kinglet 0 0 0 129 0 129 0 + Ruby-crowned Kinglet 0 2 5 1,129 116 1,252 0 0 Swainson's Thrush 0 0 0 194 0 194 - 0 Hermit Thrush 0 4 4 420 129 557 + 0 American Robin 0 5 14 226 91 336 0 0 Bohemian Waxwing 0 0 0 32 26 58 ? ? Cedar Waxwing 0 3 0 0 0 3 + 0 Tennessee Warbler 0 0 4 65 52 121 0 0 Orange-crowned Warbler 0 0 0 65 26 91 ? ? Yellow Warbler 0 0 47 65 0 112 + + Magnolia Warbler 0 0 0 194 26 220 + 0 Black-throated Blue Warbler 0 0 0 0 0 0 + 0 Population Species1 Number of breeding pairs affected by habitat loss2 trend3, 4 Yellow-rumped Warbler 0 1 11 710 194 916 + 0 Black-throated Green Warbler 0 0 0 0 0 0 + 0 Palm Warbler 0 2 0 65 26 93 ? + Blackpoll Warbler 0 5 18 194 52 269 0 0 Northern Waterthrush 0 0 18 0 0 18 0 0 Common Yellowthroat 0 0 7 0 0 7 0 0 Wilson's Warbler 0 0 22 129 78 229 0 - Savannah Sparrow 0 11 4 0 26 41 - 0 Fox Sparrow 0 0 14 226 13 253 + + Song Sparrow 0 0 4 0 0 4 0 0 Lincoln's Sparrow 0 21 11 0 142 174 0 0 Swamp Sparrow 0 2 54 0 0 56 0 0 White-throated Sparrow 0 10 7 678 582 1,277 - 0 White-crowned Sparrow 0 2 0 0 104 106 ? ? Slate-coloured Junco 0 6 0 1,130 194 1,330 0 0 Rusty Blackbird 0 5 16 0 0 21 0 - Red Crossbill 0 0 0 65 0 65 ? 0 White-winged Crossbill 0 4 2 645 91 742 0 0 Total 0 93 299 7,749 2,202 10,343 1 This table includes only those species for which a density index could be estimated. 2 Excluding the anthropogenic areas and dry barrens, where no density index could be estimated. 3 According to Downes & Collins (2009), for the 1968-2008 time period, for Quebec and Bird Conservation Region No 8 (Boreal Coniferous Shield). 4 +: increasing - significant trend (p<0,1). 0: stable or non-significant trend (p>0,1). -: declining - significant trend (p<0,1). ?: No data.
Disturbance It is known that the disturbance of highways can affect birds at a perpendicular distance of up to 2 km and degrade the adjacent habitat (Clevenger et al., 2003). In a forest environment, tetraonidae can be disturbed up to 500 m from relatively low-traffic highways (Räty, 1979 cited in Reijnen and Foppen, 1997). The density of several species is often lower close to the road (Reijnen and Foppen, 1995, 1997). The effect of road traffic on bird breeding can be explained by the noise levels (Reijnen et al., 1995). Traffic noise in habitats along the road can hamper song detection between congeners, which makes it more difficult to establish and maintain a territory, attract a partner and preserve the pair relationship and therefore result in reduced breeding success (Parris and Schneider, 2008). However, small and unpaved roads with a low-density traffic in highly wooded areas do not cause a decrease of passerine productivity (King and DeGraaf, 2002). According to Reijnen et al. (1995), there would actually be no impact on breeding birds along roads where the traffic-related noise level is relatively low. Given the predicted low volume of traffic for the Route 167 extension, the anticipated disturbance to forest birds should be negligible. Finally, maintenance mowing of the right-of-way can represent a risk for some bird species nesting on the ground if done during the nesting season (Graham, 2008). Mitigation measures Vegetation control of the right-of-way and cleaning of ditches (carry out work at the end of summer and in the fall to avoid disturbance of nesting of birds). Residual impact The magnitude of the disturbance is deemed to be low; the extent, site-specific, but the duration, long. Therefore, the significance of the impact is low.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 287 - Environmental and social impact assessment
Table 6.7 Estimated number of forest bird breeding pairs affected by permanent habitat loss stemming from the presence of the road Number of breeding pairs affected by habitat loss2 Population trend3, 4 1 Species Mixed Riparian Coniferous Bogs Regeneration Total Quebec RCO 8 stands environments stands Spruce Grouse 0 0 0 7 0 7 ? ? Arctic Three-toed 0 0 0 13 0 13 ? ? Woodpecker Black-backed Woodpecker 0 0 0 0 12 12 0 0 Northern Flicker 0 0 1 0 0 1 - 0 Yellow-bellied Flycatcher 2 0 0 27 0 29 + 0 Alder Flycatcher 0 0 2 0 24 26 0 0 Least Flycatcher 1 0 1 40 0 42 - 0 Solitary Vireo 2 0 0 0 0 2 + 0 Philadelphia Vireo 1 0 0 0 0 1 0 0 Red-eyed Vireo 1 0 0 0 0 1 + 0 Canada Jay 0 1 1 119 18 139 0 0 Tree Swallow 0 5 1 33 0 39 0 0 Boreal Chickadee 0 0 0 46 0 46 0 0 Golden-crowned Kinglet 4 0 0 27 0 31 0 + Ruby-crowned Kinglet 1 1 1 232 27 262 0 0 Swainson's Thrush 2 0 0 40 0 42 - 0 Hermit Thrush 1 2 1 86 30 120 + 0 American Robin 0 3 2 46 21 72 0 0 Bohemian Waxwing 0 0 0 7 6 13 ? ? Cedar Waxwing 0 2 0 0 0 2 + 0 Tennessee Warbler 2 0 1 13 12 28 0 0 Orange-crowned Warbler 0 0 0 13 6 19 ? ? Yellow Warbler 0 0 6 13 0 19 + + Magnolia Warbler 7 0 0 40 6 53 + 0 Black-throated Blue Warbler 1 0 0 0 0 1 + 0 Yellow-rumped Warbler 4 1 1 146 45 197 + 0 Black-throated Green Warbler 3 0 0 0 0 3 + 0 Palm Warbler 0 1 0 13 6 20 ? + Blackpoll Warbler 1 3 2 40 12 58 0 0 Northern Waterthrush 0 0 2 0 0 2 0 0 Common Yellowthroat 0 0 1 0 0 1 0 0 Wilson's Warbler 0 0 3 27 18 48 0 - Savannah Sparrow 0 7 1 0 6 14 - 0 Fox Sparrow 0 0 2 46 3 51 + + Song Sparrow 0 0 1 0 0 1 0 0 Lincoln's Sparrow 0 13 1 0 33 47 0 0 Swamp Sparrow 0 1 7 0 0 8 0 0 White-throated Sparrow 3 6 1 139 135 284 - 0 White-crowned Sparrow 0 1 0 0 24 25 ? ? Slate-coloured Junco 2 4 0 232 45 283 0 0 Rusty Blackbird 0 3 2 0 0 5 0 - Red Crossbill 0 0 0 13 0 13 ? 0 White-winged Crossbill 2 2 1 133 21 159 0 0 Total 40 56 42 1,591 510 2,239 1 This table includes only those species for which a density index could be estimated. 2 Excluding the anthropogenic areas and dry barrens, where no density index could be estimated. 3 According to Downes & Collins (2009), for the 1968-2008 time period, for Quebec and Bird Conservation Region No 8 (Boreal Coniferous Shield). 4 +: increasing - significant trend (p<0,1). 0: stable or non-significant trend (p>0,1). -: declining - significant trend (p<0,1). ?: No data.
6.3.14 Social Context The construction, presence of workers, presence and use of the road, as well as road maintenance and repair will have direct impacts on the social environment. The impacts on institutions relate more specifically to road safety, emergency services and wildlife protection services. The other anticipated impacts are related to increased access to the territory and the engagement of communities in regional development.
6.3.14.1 Impacts during the construction phase
Presence of worksite; construction activities Road safety and emergency services The main source of impacts related to construction activities is the transportation of construction materials and workers to the worksites. Although transportation details (itineraries, traffic, type of freight) are not yet known, it is expected that during the five years of construction project-related transportation will temporarily increase traffic on the existing sections between Chibougamau and the worksites. Increased traffic may result in increased collisions and, indirectly, greater pressure on existing emergency services, i.e., the Sûreté du Québec and the Chibougamau Health Centre. Although first aid will be provided on the worksite for work accidents, it is likely that injured workers will be transferred to the Chibougamau Health Centre by ambulance or helicopter. According to MTQ data, in 2006 the average annual daily traffic25 (AADT) was 540 vehicles on the Route 167 section between Chibougamau’s north exit and the access road leading to Mistissini. Beyond this access road, traffic volume fell to 60 vehicles/day. The increase in volume as a result of the transportation of construction materials will be significant; however, its overall effect will be low because the existing road network is used lightly and has a significant absorption capacity. Although this impact on traffic volume is deemed to be low, road use by both heavy trucks and private passenger vehicles will require motorists to adapt their driving habits and be extra vigilant when passing heavy vehicles. As well, increased volumes of traffic will require increased police surveillance to ensure respect of traffic regulations. The current strength of the police force, only 31 officers, may not be sufficient to maintain road safety on the network. Given that road accidents are rare in Nord-du-Québec Québec (160 in 2008, including two fatal accidents), even a substantial increase in accidents on the road or on the worksites should not exceed the response capacity of medical institutions, which is currently excellent. A localized impact is expected on Chibougamau’s commercial artery (Route 167 as it crosses the town), where the AADT is 3,100 vehicles. An increase will adversely affect the already dense traffic, and the combination of small vehicles, trucks and pedestrians using the strip will increase the risk of accidents. As well, Chibougamau residents, faced with increased heavy vehicle traffic and its associated inconveniences, such as noise and the loss of a sense of safety, will experience a reduction in their quality of life. Mitigation measures – Emergency and safety services Before construction, the MTQ, in partnership with the managers of the various emergency services, will establish an emergency response protocol for the road and the worksites (first responders network). The MTQ will also provide information sessions on traffic rules to improve road sharing, which will be more complex than it is now while traffic volume is minimal.
25 The average annual daily traffic (AADT) is an estimate of the daily traffic for an average day of a given year. It is calculated for both traffic directions.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 291 - Environmental and social impact assessment Wildlife protection As described in Chapter 3, five MRNF wildlife conservation officers and two part-time officers in Mistissini are responsible for the protection of wildlife, but it is already difficult for them to ensure efficient surveillance over such a vast territory. The MRNF’s budget is proportional to the resident population, which is the least dense in the province. The presence of a construction site has the most significant impact on the MRNF because workers will wish to hunt and fish during their free time. The number of workers on the sites could reach 1,500 in the peak period, adding pressure on the wildlife resources along the road under construction, and especially in the vicinity of the temporary camps. The first kilometres of the road lie within a wildlife reserve or the proposed park and will be patrolled by Sepaq officers; the final section is of particular concern, because there is no surveillance and the remoteness of construction camps precludes efficient follow-up by conservation officers. Mitigation measures – Wildlife protection In cooperation with the MRNF, the MTQ will inform tallymen and workers of the hunting and fishing regulations that apply in the territory (e.g., prohibition of hunting within a 2-km radius of the work area). Residual impact The negative and direct residual impact on road safety, emergency services and wildlife protection is low. The magnitude of this residual impact is deemed to be low; the extent, local and the duration, short. The Town of Chibougamau is currently assessing the possibility of building a town centre bypass using the former Campbell mine road. If this option is implemented before the road extension, the traffic increase will have little impact on Chibougamau’s urban network, because the magnitude of the impact would be reduced to a low level. Otherwise, the impact of construction activities on Chibougamau residents (noise level, air quality, traffic and public safety) will be moderate, with a high magnitude, site-specific extent and short duration. Lodging and food services The local labour force will be insufficient to fill all temporary jobs, direct or indirect, estimated at 3,115 person-years over a period of five years. The required workers from outside the region will increase the demand for lodging, food and beverage and health services for the town of Chibougamau and, to a lesser extent, for Mistissini. However, the impact of incoming workers during construction will depend on several still undetermined factors; i.e., staff management approach on worksites and work schedule (e.g., 14 consecutive working days; 7 days of rest), the type of worker camps, workers’ departure and arrival point (the Renard mine landing strip or the Chibougamau Airport), the number of workers from the region, etc. Since the proposed worksites are remote, workers will not necessarily stay in Chibougamau permanently. The towns of Chibougamau and, perhaps to a lesser extent, Chapais and Mistissini, are likely to experience increased demand for their lodging services and especially food services in response to transitory movement of workers. There will be economic opportunities for meeting the needs of workers in transit. Since Mistissini is away from the road corridor and especially far from the airport, it is less likely that workers in transit will head there; however, if some workers wish to stay in the region, they may decide to take hunting and fishing trips, for which the Auberge Mistissini is a starting point. Residual impact The impact, which is direct and positive, is deemed moderate. The magnitude will be moderate; the extent, regional and the duration, short.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 292 - December 2010 - 58093 6.3.14.2 Impacts during the operation phase
Presence and use of the road Road safety and emergency service The opening of the Route 167 extension will modify local traffic on the existing road infrastructure. The road was designed to accommodate a maximum of 500 vehicles/day. It will be used primarily for freight transportation, to supply the future tourist and mining sites, and for worker transportation to mining camps. It will also be used by tourists, especially in summer, who will visit the park or the wildlife reserve or will access lakes further north, where non-natives are authorized to hunt and fish (Category III land). On the basis of information relative to the Renard mine, the operation of the diamond mine will generate less road traffic than a mining project requiring the transportation by ground of heavy ore because much of the transportation will be by plane, and only to a lesser extent by truck. The road will be used mainly to provide the camp with fresh supplies and to haul material during construction. The progress of the Matoush project does not enable putting forward information on freight transportation. Since the daily traffic volume is low on the Route 167 section between Chibougamau and Mistissini (540 vehicles/day in both directions) and very low after Mistissini (60 vehicles/day in both directions), the foreseeable permanent traffic will not have much adverse local effect. The commuting of workers will most likely be limited to transportation to and from mining camps on 14-day work schedules. There will be a localized impact on Route 167 as it crosses the town of Chibougamau, where the volume is 3,100 vehicles/day and where most local businesses are located. The permanent traffic increase resulting from the new development activities will have adverse effects on the already dense traffic on this section and the difficulty of road sharing with small vehicles, trucks and pedestrians might provoke more collisions. The number of recorded accidents for remote northern roads is low, partly as a result of low traffic volume; however, the difficulty of providing rapid response in case of an emergency makes travel on these roads dangerous. When an accident occurs more than one hour’s drive from the Chibougamau Health Centre, a helicopter is sent to the site, which will also be the case for accidents along the Route 167 extension. To access this service, however, a person must be able to dial 911, which requires an adequate telecommunication system. Given that road accidents are rare and that the strengths of medical facilities are high, even a substantial increase in the number of road accidents should not adversely affect response capacities of these institutions. To ensure respect for traffic regulations on the road extension, however, the current police force strength of 31 officers will have to be increased. Mitigation measures – Safety and emergency services During consultations, it was noted that use of a mobile phone or at least a radio communication system is sometimes possible on some James Bay roads, which gives road users a greater feeling of security. The MTQ, in cooperation with the Sûreté du Québec, Hydro-Québec and telecommunications providers, will examine a public communications approach that would help to ensure health and safety on this new road. Wildlife protection The opening of the road will attract tourists and local and regional residents for hunting and fishing, and some will not be aware of existing regulations or of Cree customs. The arrival of newcomers constitutes the most significant impact by increasing the MRNF’s responsibilities in regard to wildlife protection. The MRNF will, therefore, have to increase its strength to enable year-round surveillance of the territory because it will be frequented during all seasons; however, the capacity of wildlife protection
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 293 - Environmental and social impact assessment institutions will also depend on the measures taken as part of the Albanel-Témiscamie-Otish National Park project. Residual impact The impact on the existing institutions is negative and direct. If the various mitigation measures are implemented, the residual impact will be low. The magnitude is deemed to be low; the extent, site-specific and the duration, long. Demographics The road project will not generate a population increase, because maintenance of the road will require about ten employees and these workers are available in town. Residual impact The direct impact of road operation on the demographics is null.
Cohabitation in the territory The extension of Route 167 will make the territory even more accessible to users having various objectives and motives. Mobilization and community and regional relations All stakeholders see the Route 167 extension as a unifying project that will allow the region to develop sustainably. Even though this project is desired and well received, its proper implementation depends mainly on the means adopted to involve regional people, particularly the residents of Chibougamau and Mistissini. Several past projects left people feeling rejected from the benefits of development of their region; for example, during the construction of the North Road, a turnkey contract was awarded to a single contractor and not one regional business took part in the project. More recently, on the Eastmain worksites, although measures were taken to maximize the project’s local economic benefits, the results show otherwise and the public again has the feeling of having been cut off from the project. Mitigation measures To ensure that regional stakeholders and the general public have the feeling of taking part in the project, the MTQ intends to: Maintain efficient communications with the public to ensure that the process (e.g., awarding contracts and environmental follow-up) is transparent and that concerns (especially those of tallymen) are taken into account; Establish an operational committee for Chibougamau and Chapais to link the communities and the MTQ. This committee would be composed of MTQ’s operational stakeholders (including the designated consultants) and community stakeholders and will result from a joint initiative of the towns of Chibougamau and Chapais and the MTQ (e.g., mechanism for maximizing local benefits, training, road safety and town planning). Residual impact The residual positive impact will be high, given a high magnitude, a regional extent and a long duration.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 294 - December 2010 - 58093 6.3.15 Economy The construction, use and maintenance of the road will all impact the regional economy. The anticipated direct benefits mainly relate to job creation and business growth in the construction industry, the generation of tax revenues and improved access to the territory for economic development purposes. Most of the economic estimates presented in this section come from studies carried out by Genivar in 2009 based on the preliminary road alignment. Despite a number of changes made to the road alignment and to the project, the scale and significance of the economic benefits remain essentially the same.
6.3.15.1 Impacts during the construction phase
Presence of worksite; construction activities During this phase, the impacts will stem from site preparation operations, road construction and the establishment of construction camps. The supply of goods and services to camps and construction sites will also have some impacts. Specifically, the anticipated impacts on economic activity during the construction phase include job creation, development of regional and local businesses, and generation of new tax revenues through wages and business incomes. Economic benefits The Route 167 extension project represents an investment of about 260 M$. According to Genivar (2009), the economic benefits resulting from this investment are estimated at 180.9 M$26. According to estimates, 59 % of this total would consist of direct benefits to Québec wage-earners, suppliers, contractors and distributors, while 41 % would be categorized as indirect benefits. Although a certain amount (76 M$) of benefits will flow to imported products and services, the proportion of benefits remaining in Québec territory remains high. Table 6.8 provides a summary of the project’s economic benefits. Table 6.8 Direct, indirect and induced economic benefits Type of benefits Direct Indirect Totals Jobs (full-time equivalents) 1,398 978 2,376 Revenues (K$) 107,435 73,502 180,937 Wages 63,809 39,211 103,020 Business incomes 9,662 3,240 $12,901 Taxes (K$) Provincial 5,785 4,654 10,439 Federal 3,565 2,410 5,975 Incidental taxation 17,199 7,148 24,347
Source: Genivar, 2009b Mitigation measures In order to increase the sustainable development potential and economic diversification at the regional level, stakeholders expressed their wish to participate in the work planning and to develop communication tools to assess the best ways to foster regional development. This can be achieved if workforce training organizations are involved early enough in the process.
26 In value added to base price (K$)
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 295 - Environmental and social impact assessment In addition to this enhancement measure, the MTQ will develop monitoring tools of local and regional economic benefits. Job creation By assessing the economic benefits of the project on the workforce, it becomes possible to measure the extent of the economic impact on the region. The availability of local workers with the required skills will have a significant impact on local benefits. Moreover, the project’s local and regional economic development policy will also be critical to the development and involvement of the local workforce. The construction work will extent over a period of five years. Approximately 1,398 full-time equivalent (FTE) jobs will be created throughout the construction phase. In addition, this project is expected to generate 978 jobs annually in sectors indirectly related to construction. It is estimated that nearly 500 FTE jobs will be directly or indirectly created each year based on a project implementation period of 5 years. The economic benefits attributable to the road extension construction work should generate the equivalent of 2,376 FTE jobs (excluding induced jobs). In addition to the economic benefits directly related to job creation, wages will result in an increase in local expenditures. Retail businesses, lodging and food services and other businesses are likely to benefit from the influx of new workers. The estimated direct and indirect revenues should be around $103,020,000 for wages and $12,901,000 for business incomes. Assuming that project employees transit through Chibougamau, Mistissini and other localities of the region, these direct and indirect impacts might result in a significant local and regional economic stimulus. In order to meet the project requirements, workers from outside the region will need to be hired. The region is already facing a shortage of skilled workers. This phenomenon is attributable to the current low economic potential of the region. The adjacent regions, like the Saguenay and Abitibi, offer employment opportunities that draw workers, most often permanently, from the region under study. According to comments from the consulted stakeholders, more than 80 workers from Chibougamau and about 60 from Mistissini could work on the road extension project. The construction industry workers and businesses of the study area will not be able to supply all the workforce required for this major road construction project. The consulted stakeholders acknowledge that it will be difficult to train a pool of construction workers to meet the project needs, especially since the construction project will only extend over a period of five years. Enhancement measures The hiring of young unemployed Aboriginals and workers from the study area will generate local economic benefits. In fact, the decrease in Hydro-Québec project activities may increase the availability of the local and regional workforce. The Mistissini and Chibougamau communities, which are geographically the closest and the most likely to be in a position to supply local workforce, want to be given priority when considering workers with equivalent skill levels. The other Cree communities, including Némaska, Oujé-Bougoumou and Waswanipi should also be favoured. Finally, given the high workforce needs, workers from adjacent regions (Saguenay-Lac-Saint-Jean and Abitibi-Témiscamingue) or southern urban regions are likely to supplement the workforce.
Integration of the local workforce In order to encourage the hiring of qualified workers locally, the MTQ will as soon as possible notify stakeholders of the workforce requirements for this project, by job category, to allow as much time as possible for worker training.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 296 - December 2010 - 58093 Integration of the Cree workforce Northern projects usually include measures regarding the integration of Cree workers. The MTQ will then encourage the hiring of Cree workers. Some stakeholders have raised the issue of potential conflicts between native and non-native workers on construction sites. The MTQ is looking at holding awareness sessions prior to the start of construction in an effort to increase awareness of prejudice issues and to reduce tensions in the workplace.
Integration of the young workforce The development of specific training programs for the region’s young people could increase their involvement in the construction phase of the project. Although this employment experience would terminate at the end of the five-year term, future employability of young workers would be improved. These trainings would be especially beneficial to the young Crees of Mistissini and adjacent Cree communities, who are relatively less mobile and suffer from higher unemployment. For example, short training sessions on roadway signage were recently provided as part of the Route 167 paving contract near Mistissini: also, a road section of the Hydro-Québec Sainte-Marguerite III project was used for on-the-job training and assistance in obtaining CCQ (Commission de la construction du Québec) competency certificates at the end of work. The issue of youth workforce integration will be closely followed by the Workforce Monitoring Committee established by the MTQ. Business development In addition to the businesses involved directly in construction activities, several retail businesses, accommodation and/or camp services providers, food services and other businesses are likely to benefit from the influx of new workers. In order for them to benefit fully from the project, the MTQ, through the Monitoring Committee, will provide the information needed to plan and develop opportunities to supply goods and services to the work sites. Enhancement measures To avoid awarding the contracts to a single contractor, regional hiring will be encouraged. Given that local workers do not typically possess all the required permits and qualification cards, a local monitoring committee established in cooperation with the CCQ and local organizations will assist in implementing control mechanisms. Organizations such as COMAX/AT and COMAX/NORD are given the mandate of awarding a certain percentage of contracts to local businesses, and assist these businesses in qualifying. In cooperation with regional organizations, the MTQ will develop a directory of local and regional businesses given their fields of expertise, which will greatly assist in identifying businesses by sectors of activity. Fiscal benefits The tax revenues (excluding incidental taxation) are estimated at $16,414,000 for both orders of government, i.e. $10,439,000 for Québec and $5,975,000 for Canada. These governmental revenues would mainly flow from taxes levied on wages, sales taxes and specific taxes. They allow governments to improve services to the public. However, these fiscal benefits do not necessarily translate into investments within the region. In fact, governmental budgets are generally based on the number of residents and redistributed according to provincial or national priorities. The low regional population density and the widespread focus on shift work in remote worksites do not favour an increase in the number of permanent residents in remote regions. As a result, public infrastructure development does not necessarily occur in the region of the project.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 297 - Environmental and social impact assessment Residual impact Overall, the residual positive impact on the economy during the construction phase will be moderate. The magnitude of the impact is moderate, the extent is regional and the duration is short.
6.3.15.2 Impacts during the operation phase
Presence and use of the road The costs associated with hunting, fishing and trapping activities would be substantially reduced during the operation phase. These reduced costs will take effect only after the construction phase, since access to the land will remain limited during construction, for safety reasons. The floatplane fares are currently $5,000 per trip and are partially subsidized by the community. Reduced floatplane use (and associated costs) could result in a reallocation of funds to other activities. In summer, fishing will also be facilitated by improved access to the roadside lakes. In addition, sport fishing might be practiced on a larger number of lakes, which would lessen pressure on the resource in certain areas. The air carrier that currently services hunting grounds of the Mistissini community could incur a loss of revenues. However, this business, which is owned by the Band Council, could service new destinations further north, by developing a new base in that part of the region. In winter, road access will reduce costs, as motor vehicles can carry more passengers than snowmobiles. Moreover, as Mistissini wage-earners will have improved access to family traplines, it is possible that some of them increase their expenses related to traditional hunting and fishing activities. Finally, families could save on food costs by harvesting larger quantities of wild game and fish. Residual impacts The impacts during the operation phase are positive and direct. The magnitude is moderate, the extent is regional and the duration is long. The significance of the residual impact on the expenditures related to traditional activities is deemed high. The anticipated impacts stemming from maintenance and repair activities are considerably more modest than construction-related impacts, but will last for a longer period of time. They involve job creation and local/regional economic development, in addition to generating tax revenues.
Economic benefits and job creation Road maintenance and repair costs are estimated at about 2.5 M$ per year, i.e. a total cost of 50 M$ over 20 years of operation. Of this annual amount, 2.1 M$ are benefits for the Province of Québec, i.e. $1,457,000 in direct impacts (mainly wages) and $569,000 in indirect impacts. This means that during the road operation phase, about 37 full-time equivalent jobs per year will be directly associated with road maintenance and repairs. Table 6.9 summarizes economic benefits of the project during the road operation phase. Road maintenance and repair operations should generate direct employment for 37 persons (full-time equivalents) and indirect employment for 8 persons. The local construction businesses are likely to meet the road maintenance needs. Given the nature of the work, a great deal of the economic benefits will be at the local level. Actually, these positions will be filled through the hiring of local residents or persons who will settle permanently in the region to put forth their particular expertise. The tallymen and their families want to cooperate to the development of the territory and wish to be given priority for the jobs located on their traplines, if one of their family members can obtain the required skills within a reasonable timeframe. In this regard, the Band Council will establish training programs.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 298 - December 2010 - 58093 Table 6.9 Annual economic and tax benefits attributable to Route 167 annual maintenance and repair work Type of benefits Direct Indirect Total Jobs (full-time equivalents) 37 8 44 Revenues (K$) 1,457 569 2,027 Wages 878 269 1,146 Business incomes 127 39 165 Taxes (K$) Provincial 56 53 109 Federal 28 28 55 Incidental taxation 154 48 202
Source: Genivar, 2009 Enhancement measures Since road maintenance and repair activities will have a positive impact on the economy, no mitigation measure is necessary. However, enhancement measures would help to enhance this impact: For maintenance operations, the hiring of local businesses and workers will be encouraged, as long as they possess the required training at the time of hiring; For environmental monitoring purposes, hire workers from the Mistissini and Chibougamau communities, and also workers from other communities across the region (Chapais, Oujé-Bougoumou, Waswanipi, Nemiscau). Tax revenues Tax revenues related to road maintenance and repair operations (excluding incidental taxation) is estimated at $164,000 for both orders of government, i.e. $109,000 for Québec and $55,000 for Canada. Of these revenue totals, 51 % are related to direct impacts and 49 %, to indirect impacts. Residual impact Overall, the economic impacts related to road maintenance and repairs during the operation phase are positive. The magnitude is low, the extent is local and the duration, long. The residual impact is thus deemed to be moderate.
6.3.16 Land Use by the Crees of Mistissini
6.3.16.1 Impacts during the Construction Phase
Presence of worksite; construction activities Several activities related to the construction phase of the project are likely to have impacts on the land use by Crees of Mistissini, and more specifically on the seven traplines upon which the proposed alignment encroaches. This specifically applies to: The presence of the temporary camps that will be required for each of the contracts; The various construction activities involved in building the infrastructure (forest clearing, earthwork, site grading and ditch excavation, watercourse crossings, etc.); The presence of workers, and especially the hunting and fishing activities they could practice outside working hours.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 299 - Environmental and social impact assessment Table 6.10 indicates the number of km of road to be built within the boundaries of each trapline territory. The most directly affected traplines are M16 and M36, whereas M17C is the least affected trapline by the road encroachment (Map 6.1). Table 6.10 Encroachment of the proposed alignment on Mistissini Cree traplines Trapline Number of km M42 27.0 M37 33.7 M36 55.5 M17C 3.9 M24A 19.1 M16 70.3 M11 29.9 Tallymen expressed concerns about the presence of the construction camps associated with each of the contracts; apart from their location, which should be decided by the contractors in consultation with the Cree users, their main concerns refer to the level of activity within these camps and in their surroundings, and the impacts on wildlife species present in these areas, as well as the disturbances that this may cause. According to the work planning schedule, most contracts will be carried out outside the “Goose Break”, the annual goose hunting that is held in the spring, typically around late March and early April. Construction activities will be concentrated during the summer, a period essentially dedicated to fishing, and the fall, overlapping with the moose hunting season. Some contracts or specific activities (e.g. forest clearing and controlled burning) will occur in winter, a period when Crees conduct extended fur-trapping expeditions. However, there has been a decrease in trapping activities in recent years. Overall, the annual land use and resource harvesting cycle could at certain times of the year be affected by some of the work scheduled during the construction phase. Forest clearing, excavation, blasting and development of construction sites and borrow pits, among other project activities, will disturb the traditional activities of users; these impacts will be felt over more or less extended periods depending on the traplines, especially in close proximity to work areas. Odours and smoke generated during wood burning, noise, dust emissions and increased traffic could also cause disturbances to the Cree land users. Moreover, the presence of workers, and particularly the wildlife resource harvesting activities they might practice outside of working hours are deemed to be part of the potentially negative impacts of the project. As is the case on Hydro-Québec worksites, personnel will essentially contribute to an increase in the fishing pressure on the lakes closest to the camps or along the various road construction sites. Actually, the experience gained by Hydro-Québec on similar worksites in the James Bay Territory indicates that workers generally have little interest in moose and waterfowl hunting. In addition, the possibility of increased hunting pressures on small game in some areas cannot be discounted. It is difficult at this time to quantify the extent of the pressure put by workers or to identify the areas the most likely to be affected by this increased pressure on wildlife resources, but this should mainly apply to worksites located on Category III land, since the Crees hold exclusive hunting, fishing and trapping rights on Category II land.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 300 - December 2010 - 58093
Due to the impacts they anticipate, some users plan to reorganize their usual circuits to occupy only portions of their traplines away from construction activities, whereas others intend to avoid using the land altogether until the end of the work. Furthermore, although the surveys showed that the tallymen and the main users of the affected traplines do not use intensively the portions of their trapline territory located at less than 500 m on either side of the road alignment, construction activities will actually be the source of direct impacts in locations where the road alignment crosses established travel routes or is near a camp (permanent or temporary). Specifically, these locations include: Trapline M37: portage (km 35); Trapline M36: snowmobile route (km 36), camps and winter camp site (between km 71 and 73); Trapline M17C: camp (south of km 108) and site of a future camp (km 110); Trapline M24A: tallyman’s camp (km 121); Trapline M16: camp site (between km 142 et 143), 2 harvesting areas (fishing) close to km 146 et 149, permanent camp (between km 155 and 156), camp (km 184, north of Eastmain River), canoe route (km 184), portage (between km 187 and 188), moose harvesting area (km 199 to km 204), snowmobile route (km 195); Trapline M11: several areas suitable for moose (moose yard), beaver and otter (km 221, between km 223 and 224, km 226), snowmobile route (km 213), portages (south of km 211, km 231/Misask River, south of km 233), maintained trail (between km 233 and 234). Finally, further to what they observed during the construction of the Route du Nord, the tallymen fear that their permanent and temporary camps, which are located close to the proposed road alignment, will be subjected to acts of vandalism and thefts.
Mitigation measures At the project design stage, the MTQ already added a number of measures in response to expressed concerns or to specific requests made by tallymen. This includes the development of roadside parking areas (Table 5.2) or the softening of road embankment slopes in areas where the road alignment crosses a snowmobile route or a portage (Table 5.3). However, several other measures may be implemented before and during the work in order to mitigate anticipated impacts and to reduce the drawbacks resulting from construction activities, to reassure the affected users. These measures include the following: Prior to the beginning of the work (applicable to each phase and each contract): − Establish at least one coordinating and monitoring committee allowing Cree users, who know the land well, to be informed of the work; − In cooperation with the Band Council, communicate the construction schedule, including a description of the work involved (forest clearing, blasting, etc.) to Crees so that they may plan their trips and movements throughout the territory accordingly, taking into account the range of construction activities and accompanying inconveniences; − Locate the camps required for each construction contract in consultation with the affected tallymen; − In cooperation with the MRNF, the MTQ will inform the tallymen and construction workers of the hunting and fishing regulations that apply to the land (e.g. hunting prohibited within a 2-km radius of the construction zone).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 302 - December 2010 - 58093 During the work: − Establish a communication program to inform the appropriate users, and the entire Mistissini Cree community when as required, of the progress of construction activities and the inconveniences they may experience, as well as the names of the people in charge, including the contractors on the construction site and the MTQ representatives; − Establish a monitoring committee with the community and the tallymen to inform them of upcoming construction activities and to collect and consider their immediate concerns as this phase of the project unfolds; − In areas more at risk, use appropriate and environment-friendly dust abatement methods; − Carry out right-of-way clearing by taking into account the applicable forest management standards and the presence of existing transportation routes, such as portages and snowmobile trails; − Install appropriate road signage in places where the road alignment crosses snowmobile trails used to access and travel within the traplines. The selection of these sites will be made in cooperation with those directly affected; − In areas not subjected to a Timber Supply and Forest Management Agreement (TSFMA), after consultation with the tallymen, put aside some volume of harvested wood for their use. Ideally, this wood should be left along the road, in spots that will remain accessible once the construction is completed; − Involve Cree users and Mistissini community leaders in the planning and implementation of environmental and social monitoring activities to be completed during the construction phase. The results of this monitoring shall be communicated to them so that they could ensure that their recommendations have been followed or, in cases where they could not be applied, understand the underlying reasons; − Dismantle all temporary facilities (i.e. those not required during the road operation phase) and restore the sites once the work is completed. Residual impact Taking into account the application of all proposed mitigation measures, the magnitude is deemed to be low, the extent, regional, and the duration, short. The negative residual impact is deemed low.
6.3.16.2 Impacts during the Operation Phase
Presence and use of the road; maintenance and repair The presence and use of the future road, as well as the regular maintenance and repair operations or the carrying out of occasional work (e.g. ditch cleaning and structure rehabilitation), i.e. that will be required only in the medium or the long term, are likely to have both positive and negative impacts on the surrounding environment and its use by the Crees of Mistissini. The opening of the Route 167 extension will facilitate access to the land for the tallymen and their extended family user groups. At the end of the project, it will be possible to easily reach each of the seven traplines directly affected by the project. For tallymen, this new ease of access means that they will spend more time hunting, fishing and trapping and that family members could more easily visit them at the main camp. The presence of the road will also increase safety during trips into the backcountry. Actually, some users mentioned during interviews that their families were reluctant to let them go on the land because this could be dangerous at their age. The new access will not only make trips on the land less costly than they are now, but it will provide the Crees of Mistissini with an increased flexibility. It will always remain possible to go on the land
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 303 - Environmental and social impact assessment for long stays, but the presence of the road will make it possible to interrupt these by returning in the community as the need arises, or to multiply shorter stays. The increased accessibility will, of course, benefit to regular users of the land, but it is mainly the occasional users who would take the most advantage. Those who cannot use the land much because they have a job, have less free time or do not have sufficient resources will now be able to do it. Numerous workers go on the traplines during weekends or days of rest, and it will be easier for them to do so once the road is opened. Although these activities involve significant costs, the Crees enjoy them as a way to get back to their roots, for relaxation and for the sustenance they provide, and also because they help strengthen community and family links through gatherings like goose or big game (i.e. moose and caribou) hunting. Moreover, the tallymen believe that the opening of the land will help the preservation and transmission of Cree values and traditions to younger generations, which are more difficult to mobilize for longer outings. In their view, improved access represents an opportunity for increased youth participation in these activities. Other than the numerous positive impacts listed below, some aspects of the presence and operation of the future road are of concern to the Cree users, and are seen as likely to impair their future use of the land. Since the road will not be for the exclusive use of the Crees, it must be expected that its presence and the fact that it provides access to lands that were previously, for all intents and purposes, inaccessible will elicit, at least for some time, a degree of interest and excitement on the part of the local and regional population. Increased use of the land by other new entrants is a source of concern among the tallymen and the entire Mistissini community. These concerns are especially related to the following elements: The loss of peace and tranquility when they are on the land, due to higher activity levels, noise, dust, etc.; Safety concerns ensuing from driving habits of other users, especially speeding; The possibility that this will lead to overfishing and overhunting on their lands (especially on Category III land), as has been observed further north, along the Trans-Taiga Road; The possibility that some forest and mining operations may move northward or intensify; The unacceptable behaviour of Non-Aboriginals in their wildlife resource harvesting activities which, generally due to a lack of knowledge of the Cree cultural practices, may prove to be incompatible with Cree customs and values; Acts of theft and vandalism at their permanent and temporary camps, located close to the proposed road alignment; these types of occurrences were observed following the opening of the Route du Nord; Cohabitation difficulties with some Non-Aboriginal users, and the conflicts that could entail. In spite of all this, tallymen and other consulted Cree users, overall, are of the opinion that the implementation of this project is desirable and that, should the application of measures to control land use by other users be implemented, the positive impacts will outweigh the negative. Mitigation measures With the view to making development of the Route 167 extension north to the Otish Mountains a real success in the short, medium and long term and ensuring a fair cohabitation between all users of the land, various measures must be enforced right from the opening of the road and throughout its operation. These measures are as follows:
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 304 - December 2010 - 58093 In an effort to foster continuous improvement, maintain the coordination committee(s) in order to allow the Cree users to express their complaints and make suggestions concerning road operations and their impacts on the use of the adjoining lands; Establish, during operation, a communication program intended for the directly affected users; Encourage the involvement of Cree users and Mistissini community representatives in planning and conducting the environmental and social monitoring activities scheduled for the operations phase of the project; Provide appropriate signage – the tallymen have recommended sign panels located 2 km on either side – indicating the location of a permanent or temporary Cree camp. Signage must include a message informing the public that parking (except in emergency situations), hunting and fishing at these camps are prohibited; For the safety of trapline users, install road signs informing truck drivers to reduce their speed while approaching permanent and temporary camps, portages and snowmobile trails; Provide roadside parking areas close to these camps so that users may park their vehicle, thus avoiding having to park on the road, where the vehicles could be damaged (especially during snow removal). Provide for the long-term maintenance of these roadside parking areas. Finally, although the Mistissini community is not concerned, it is recommended to hold workshops with tallymen in order to discuss the impacts of the road on their lifestyle and their land use made accessible by the road. This activity should be undertaken and managed by the Band Council. Residual impact Taking into account the application of all mitigation measures previously proposed, the magnitude is deemed to be moderate, the duration, long, and the extent, regional. The significance of the positive residual impact is high. Maintenance and repair activities will not have any significant impacts on the land use.
6.3.17 Land Use by Other Users
6.3.17.1 Impacts during the Construction Phase
Presence of worksite; construction activities The various activities related to the construction phase are not very likely to entail impacts, either negative or positive, on the land use for forestry, recreation and tourism or mining purposes. The work areas do not really encroach in any significant manner on the lands currently used for these purposes, and construction activities are not likely to affect these types of uses. The only potential effects would result from the opening of portions of the road as construction contracts are completed. The opening of new sections of the road will gradually lead to increased land development over time, especially for recreational and tourism in and around the Lacs-Albanel- Mistassini-et-Waconichi Wildlife Reserve and the future Albanel-Témiscamie-Otish National Park, and for mineral resource exploration elsewhere. No impacts are anticipated on the other land users during the construction phase. Mitigation measures No specific mitigation measure is planned in this respect during the construction phase. However, the MTQ will maintain contact with local and regional economic development leaders and with regional stakeholders involved in forestry, recreation and tourism and mining in order to keep them informed as the project unfolds. In addition, as appropriate, the MTQ will notify the proper
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 305 - Environmental and social impact assessment authorities and stakeholders as contracts are completed and road sections opened, and will provide details on access provisions and requirements in order to ensure road user safety. Residual impact There will be no residual impact on the other users of the land during the construction phase.
6.3.17.2 Impacts during the Operation Phase
Presence and use of the road The presence of the road will have significant positive impacts on non-traditional uses of the lands northeast of Lake Mistassini. These impacts will be especially obvious in the recreation and tourism sector and the mining sector as the presence of the road will provide access to previously inaccessible parts of the region, which will facilitate and accelerate the development of new recreation and tourism and mining operations. Fishermen and hunters who prefer to practice these activities independently, outside of organized platforms, will also benefit from access to a vast, pristine territory. In the current context, forestry operators would appear to have little to gain from improved road access, considering the location of the northern limit of timber allocations and the fact that a northerly expansion of timber allocations for commercial purposes is not likely in the short term. With respect to recreation and tourism, as indicated in the Northern Québec Regional Wildlife Resource Development Plan (FAPAQ, 2003), accessibility and transportation constitute one of the main constraints the region faces in its projects to develop a viable and economically sustainable outdoor pursuits industry. Despite the existence of an extensive and ramified network of forest roads, areas with high wildlife potentials, such as the northeast portion of the wildlife reserve, remain inaccessible, and this situation will be rectified by the extension of Route 167 northward. In the case of the Albanel-Témiscamie-Otish National Park project, the Interim Master Plan views improved road access in a positive light. During public hearings conducted by the BAPE, the project proponents stated that this road would significantly reduce the cost of recreation and tourism opportunities (e.g. canoe-camping) by providing land access to the southwest sector of the Otish Mountains. Moreover, this would open new perspectives regarding the offer of activities and services within the proposed park. The presence of the road will provide non-Cree fishermen and hunters access to a vast territory (at least on Category III land) that was previously inaccessible except by way of air. Conversely, their presence might be source of an increased pressure on wildlife resources in certain areas. Furthermore, as they discover and gain better knowledge of the region, some of these fishermen and hunters might seek to obtain land leases to establish camp facilities. The tallymen voiced their concern that this might lead to cohabitation difficulties and even conflicts with traditional Cree uses of the land. It is difficult to predict the eventual extent of land use by Non-Aboriginals. However, study of the precedents established with the opening of the James Bay Road, the Trans-Taiga Road and more recently the Route du Nord, indicate that if wildlife is bountiful, the presence of a road northeast of Lake Mistassini will definitely attract a certain number of fishermen and hunters from outside the region (CREBJ, 2007). With regard to mineral resource exploration and development, issues relating to improved access to the land are highly significant: For mineral exploration, the presence of a road entails numerous advantages. In particular, it would solve several logistical challenges with regard to incoming and outcoming staff, camp installation, the supply of perishable goods, materials, fuel and equipment to camps, and staff safety in case of contingencies (e.g. medical evacuation and forest fires). Moreover, from a bottom line perspective, road access significantly reduces operating costs;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 306 - December 2010 - 58093 The development of regional mining properties significantly increases the need for transportation infrastructure, particularly for the supply of fuel, explosives, maintenance materials and machine parts, food and other consumer goods required for worker services and accommodation facilities, for personnel transportation and for the shipment of outputs (including ore). The availability of road access will be a key factor in determining the economic feasibility of some of the mining projects in the Otish Mountains region that are at a more advanced development stage. In this context, the presence of a road appears indispensible to the development of the mineral potential of this region; in fact, the absence of a road would call some projects into question and could even mean their abandonment. This is not only true for the Renard diamond project, which is at the northernmost point of the region to be made accessible by the Route 167 North extension, but also for Strateco’s Matoush project (uranium) and Western Troy’s MacLeod Lake project (molybdenum). Mitigation measures No specific mitigation measure is provided for during the operation phase. However, the Ministry will establish a Route 167 User Committee gathering regional stakeholders of the forest, recreation and tourism and mining sectors, land managers (e.g. MRNF, Northern Québec Regional Branch, Land, Forest and Mine Sectors; MDDEP, Parks Sector) and local community representatives (Mistissini and Chibougamau). This committee will be the preferred instrument to allow those who should be MTQ’s partners and the main users of the road to discuss problems related to its use, but also to its maintenance. Residual impact The magnitude of the project’s impact on the land use by other users is deemed to be high, the extent, regional, and the duration, long. The significance of the residual positive impact is high.
6.3.18 Archaeology
6.3.18.1 Impacts during the construction phase
Presence of worksite; construction activities The implementation of the road project is likely to cause major impacts to possible archaeological sites in areas of archaeological potential located within the road right-of-way boundaries. Major impacts may also affect archaeological sites potentially present in areas of archaeological potential contained within the outlines of surface materials likely to be used during the work and their access roads, as well as temporary bypasses, waste disposal sites or material storage areas, worksites and contractor camp sites. Mitigation measures The areas of archaeological potential located within the boundaries of the road right-of-way, the surface materials likely to be used during the work and their access roads, along with temporary bypasses, waste disposal or material storage areas, worksites and contractor camp sites shall be subjected to an archaeological inventory including a visual inspection and, if warranted, systematic trial trenching. In the event of the discovery of an archaeological site during the inventory, and depending on the results of its quantitative and qualitative assessment, protection measures shall be applied or excavations shall be undertaken to ensure that construction work will have no impact on the archaeological site(s) in question. Despite the rigorous application of these measures, archaeological sites may be uncovered incidentally during the work, since archaeological surveys are based on exploratory trenching. In such circumstances, any site discovered will be dealt with in accordance with the provisions of the
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 307 - Environmental and social impact assessment Cultural Property Act (R.S.Q., c. B-4, s. 41 et 42) and subject to temporary protection measures, to an archaeological assessment and, if warranted, to archaeological excavations. The archaeological inventory and excavations will be subject to the procedures provided for in the Cultural Property Act for obtaining an archaeological research permit. In accordance with the Act, the inventory will form the matter of a study report to be submitted to the Québec Minister of Culture, Communications and Status of Women. Before the start of construction work, all archaeological work will be conducted by archaeologists directly under the responsibility of the MTQ. In addition, notwithstanding the results of the archaeological inventories, the worksite superintendents shall be apprised of their obligation to inform the main contractor of any fortuitous discovery and to stop the work on the discovery site until a comprehensive assessment is conducted by an archaeologist. Residual impact Taking into account the mitigation measures (fortuitous discoveries: temporary protection, assessment and archaeological excavations, if warranted), no impact is anticipated on this environmental component.
6.3.18.2 Impacts during the operation phase No impact is anticipated during the operation phase.
6.3.19 Noise conditions According to the environmental description based on information received from the public and tallymen, the distance between the work areas, the road and the closest noise sensitive areas is 600 m (at km 72) or more. At km 28, where the Témiscamie River could be used by kayakers, the distance will be at least 300 m. The effect of road slopes has not been assessed; however, if the slopes are very steep, truck drivers could use their Jacobs engine brakes, which generate considerable noise if exhaust mufflers are of poor quality.
6.3.19.1 Impacts during the construction phase
Construction activities The work activities likely to emit the highest noise levels in the environment are excavation operations and earthwork, which require extensive use of heavy machinery. Assuming the presence of two heavy construction machines operating simultaneously at full capacity, the estimated noise levels at the km 72 camp are 48 dBA at a distance of 600 m. Along the Témiscamie River at km 28, the estimated noise levels for possible kayakers are 55 dBA at a distance of 300 m. Given the current low noise level, construction operations could occasionally be audible at the closest and, consequently, the most exposed locations; however, these noise levels would not be high enough to hinder a conversation in a normal voice. No specific mitigation measure is deemed necessary. Mitigation measures No measure seems necessary in regard to the anticipated noise levels.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 308 - December 2010 - 58093 Residual impact The magnitude is deemed to be low; the extent, site-specific and the duration, short. The significance of the impact is deemed to be low.
6.3.19.2 Impacts during the operation phase
Presence and use of the road The noise levels generated during the operation phase have been estimated by assuming the passage of 500 vehicles/day at a speed of 70 km/h (maximum impact). Since the composition (distribution by vehicle type) of the traffic is unknown, a conservative approach was taken in assuming that all vehicles would be heavy trucks. The MTQ advocates the use of the TNM (Federal Highway Administration Traffic Noise Model, version 2.5) calculation software in impact studies for road projects; however, this software does not enable the determination of traffic noise on unpaved roads. Therefore, data were calculated using the SoundPLAN software, version 7.0, which has been used in many other impact studies. The input data used for simulation purposes are results of noise measurements during the passage of trucks on gravel roads. The noise levels estimated for the two previously mentioned sensitive locations in the study area are presented in Table 6.11. Table 6.11 Predicted noise levels at two sensitive locations in the study area Instantaneous Average Distance noise level Location daily noise level from the road during the passage (L ) of a truck Aeq24h Camp (km 72) 600 m 39 dBA 31 dBA Témiscamie River (km 28) 300 m 47 dBA -*
* Because kayakers are passersby on the river, not fixed receptors, only one instantaneous level has been calculated. The passage of a single heavy vehicle will be audible at the two locations of the study area closest to the proposed road but not to a level that would hinder a conversation in a normal voice. Furthermore, the average daily noise level in the study area, which is the noise descriptor advocated by the MTQ, is clearly below the limit of its Road Noise Policy, i.e. 55 dBA LAeq24h. Residual impact The magnitude is deemed to be low; the extent, site-specific and the duration, long because the impact will occur only during the passage of a vehicle but will be repeated throughout the lifespan of the road. The significance of the impact is deemed to be low.
6.3.20 Visual Environment
6.3.20.1 Impacts during the construction phase
Presence of worksite Modification of the existing landscape: In addition to being visual nuisances, access roads, construction trailers and storage sites for the materials and machinery required for the construction of the new road infrastructure will modify the existing landscape.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 309 - Environmental and social impact assessment Modification of the viewers’ fields of vision: Depending on the location of worksites, this modification could affect some of the landscape units and be apparent to a number of fixed viewers, as well as to users of the trapping territories, the watercourses (Eastmain River), the winter road and the portages. Residual impact The magnitude of the disturbance is deemed to be low; the extent, site-specific and the duration, short. Therefore the significance of this impact is deemed to be low.
Construction activities The construction of the required engineering structures will modify the landscape units and the viewers’ fields of vision. Modification of the existing landscape: The presence of the road infrastructure will have a high impact on the landscape units. Modification of the viewers’ fields of vision: The presence of the road infrastructure will be apparent from all landscape units. Forest clearing is the activity that will most modify the landscape. Modification of the existing landscape: The clearing required for the construction of the road infrastructure will modify the existing forest landscape, especially the clearing of spruce-moss stands. Forest clearing will also result in a loss of riparian vegetation. Modification of the viewers’ fields of vision: Forest clearing will also increase the visibility of some portions of the infrastructure for users of the landscape units. After work completion, a grassy vegetation typical of road surroundings will replace the existing vegetation. Grass seeding on slopes will help to stabilize soils and mitigate the loss of forest stands. Mitigation measures The proposed measures to mitigate the negative impacts of the work on the landscape and viewers' fields of vision are the following: Wherever possible, minimize the areas to be cleared and conserve vegetation by identifying these areas and avoiding encroachment; Plan to recover the topsoil, store it onsite and encourage its subsequent use in the restoration of the vegetation in the surroundings and along watercourse banks; Wherever conditions permit, plant shrub species such as Speckled alder and willow along watercourses to accelerate the restoration of the riparian vegetation; Seed the right-of-way with grass. View discordance generally refers to a lack of system harmony that may occur between the earthwork required for the construction of the road infrastructure and the existing profile of the surrounding natural environment. Modification of the existing landscape: Earthwork, including the recovery of the organic matter, cut-and-fill, rock cutting and drainage work required for the implementation of the new road infrastructure, will modify the natural relief of the existing landscape. These modifications could impair the view integrity and composition of the landscape units as a whole. Modification of the viewers’ fields of vision: The nature and depth/height of cuts and fills, including rock cuts, will affect the magnitude of impacts and the view quality of the landscape by introducing visual discordance into the viewing field of sites and paths. Depending on the location of the
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 310 - December 2010 - 58093 excavation sites, these modifications could affect some landscape units and be apparent to a number of fixed and mobile viewers. The proposed measures to mitigate the negative impacts of earthwork on the landscape and viewers' fields of vision are the following: Harmonize new planting with the existing natural landscape and maximize the survival rate by choosing a variety of plant species representative of the surrounding natural environment, adapted to the ecological conditions of the existing natural environment and resistant to road conditions; As required, install bank stabilization works, favouring vegetation techniques (environmental engineering); restore banks by planting shrubs and seeding grass in the riparian strip, using various species representative of the natural environment. Residual impact The magnitude of disturbance is deemed to be moderate; the extent, site-specific and the duration, long. Therefore the significance of the impact is deemed moderate.
6.3.20.2 Impacts during the operation phase
Presence and use of the road The presence of this new transportation infrastructure will modify the viewers’ fields of vision by opening up landscape units previously not visible. Depending on their locations, fixed and mobile users will have direct or indirect views of the new road. Mitigation measures The proposed measures to mitigate the negative impacts on the landscape and viewers' fields of vision during the operation phase are the following: Favour the enhancement of panoramic views during the preparation of the drawings and specifications, wherever possible, at the following locations: − Key view towards the south at km 30.5; − Open view towards a lake between km 40 and 43; − Key view on Sylvio Lake at km 62; − Key view on Roxanne Lake at km 68; − Key view on Tillite Lake at km 76; − Open views on the Takwa River between km 79 and 82 and between km 83 and 85; − Open views on lakes between km 125 and 126; − Key view on the valley (around km 145) at km 140; − Key view on mountains at km 145; − Open view on a lake between km 162 and 163; − Open view on Eastmain River; − Key view on Hecla Lake at km 202; − Open views on several lakes at km 211, 214 and 218; − Key views on lakes at km 222, 223 and 225;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 311 - Environmental and social impact assessment − Open views on Misask Lake at km 233, 236 and 237. Residual impact As a result of the foregoing mitigation measures, no significant impact is anticipated.
6.4 Cumulative effects The assessment of cumulative effects was carried out according to the principles presented by Hegmann et al. (1999).
6.4.1 Delimitation of the study area The study area retained for the analysis of cumulative effects on the biophysical environment includes: A 70-km corridor on both sides of the Otish Mountains road alignment. All of the former and future mine sites of the sector are located within this corridor; The corridor of the proposed power transmission line between the LG-4 power station and the Renard mine site, over a length of 150 km; The area that encompasses the future Albanel-Témiscamie-Otish National Park. The designated study area for the socio-economic impact analysis encompasses the Mistissini, Oujé-Bougoumou and Waswanipi Cree communities as well as the towns of Chibougamau and Chapais.
6.4.2 Projects and activities considered
6.4.2.1 Past and present projects and activities The main past and present projects and activities include: The Eastmain gold mine project, along its access road that has been used for exploration work (existing winter road); The Copper Rand and Principale (Campbell Resources) gold and copper mines located near Chibougamau. These mines are now inactive and at the site restoration phase; The Troilus mine (Inmet Mining) located southwest of Lake Mistassini. The activities ceased in mid-June 2010 and the site restoration is under way; Development work (advanced exploration and feasibility study) at the Renard (diamonds; Stornoway Diamond Corporation), Matoush (uranium; Strateco Ressources) and MacLeod Lake (copper and molybdenum; Western Troy Capital Resources) mine sites; Preliminary exploration work at the Eastmain (gold; Eastmain Resources), Éclat, Pacific Bay and Mistissini (uranium; Strateco Resources), Strategis and Otish Uranium (uranium; Virginia Energy Corporation), Lavoie (uranium; Abitex Resources), Epsilon (uranium, gold, silver and lead; Abitex Resources), Hotish (uranium and diamonds; Dios Exploration) mine sites; Logging operations by Chantiers Chibougamau, more specifically within the limits of forest management units (FMU) 026-61 and 026-62.
6.4.2.2 Future projects and activities The projects and activities with a high implementation probability include: The Renard mine site (diamonds; Stornoway Diamond Corporation), with construction activities scheduled to begin in early 2012, and production activities for late 2013 (news release dated
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 312 - December 2010 - 58093 July 26, 2010). It should be noted that, according to the MTQ schedule, the Otish Mountains road would reach the mine site in December 2016. The site could become accessible sooner via a winter road. This mine is expected to remain in production for about 25 years, i.e. until 2038; The construction of a power transmission line is proposed from the LG-4 power station along a corridor of about 150 km in length (Scott Wilson Mining, 2010). The site is located close to the Otish Mountains road, so that the length of the access road will be limited; The Matoush mine site (uranium, Strateco Resources), with construction scheduled to begin in early 2012, and production activities scheduled to start in late 2013 or early 2014 (website consulted on September 3, 2010). It should be noted that, according to the MTQ schedule, the Otish Mountains road would reach the mine site in the fall of 2012; The power requirements for this mine project are to be supplied by a diesel generator, so there will be no power transmission corridor connected to this site (Scott Wilson RPA, 2010). The construction of a power line from the Troilus mine has been deemed unfeasible. The site is located close to the Otish Mountains road, so that the length of the access road will be limited. Production should last about 7 years, i.e. until 2020; The construction of the MacLeod Lake mine site (copper and molybdenum; Western Troy Capital Resources), should take place in 2012 or 2013. Production is expected to last about nine years, i.e. until 2023 (news release dated May 21, 2010). This project will require the construction of a 70 km long access road from the Otish Mountains road; The power requirements for this mine project are essentially to be fulfilled by a diesel generator. It is also possible that a small supplemental power station would be built on the Eastmain River. Thus, a short (about 10 km) power transmission corridor could be required; Preliminary exploration work is expected to continue at most of the previously mentioned mine sites (Eastmain, Éclat, Pacific Bay and Mistissini, Strategis and Otish Uranium, Lavoie, Epsilon, and Hotish) as well as at new sites; Current logging operations by Chantiers Chibougamau, more specifically within FMU 026-61 and FMU 026-62. In fact, the presence of the Otish Mountains road should not lead to additional logging operations beyond the northern limit of FMU 026-61, as this corresponds to the northern limit of the commercial wood attributions, as defined by the MRNF. The same northern limit is indicated on the map delineating the boundaries specified in Chapter 3 (Forestry) of the Agreement Concerning a New Relationship Between Le Gouvernement du Québec and the Crees of Québec; Increased activities by the existing outfitting operations. Incidentally, the Cree community requested a moratorium on the opening of new outfitting operations; Opening of the Albanel-Témiscamie-Otish National Park.
6.4.3 Valued Components The valued components retained are: Cree land use; Employment; Transportation and health infrastructures; Archaeological and cultural resources; Recreation and tourism activities, including sport fishing and hunting; Special status wildlife species (and their habitats): Wolverine, Woodland caribou, Harlequin duck, Bald eagle, Golden eagle, Olive-side flycatcher, Rusty blackbird, Common nighthawk;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 313 - Environmental and social impact assessment Wildlife species of special interest to the Crees (and their habitats): Canada goose, ducks, tetraonids (grouse and ptarmigans), moose, American marten, River otter, American beaver, Brook trout and Lake whitefish; One special status plant species (and its habitat, including wetlands): Salix pseudomonticola; Plant species of special interest to the Crees (and their habitats): for tool making (white birch, white spruce and black spruce), for food (raspberry, blueberry and cranberry) and for medicinal use (37 species, including balsam fir, alders, dogwoods, kalmias, tamarack, Jack pine, poplars, currants, etc.); Surface water quantity and quality. Taking into account the construction and operations impact of the Otish Mountains road, only the following valued components were retained: wetlands, woodland caribou and moose, as well as employment and Cree land use.
6.4.4 Cumulative Effects The road construction and operations impacts, concurrently with those of the Renard, Matoush and MacLeod Lake mine projects, including the proposed access roads and power transmission lines supplying these sites, essentially relate to the following components: Wetlands; Woodland Caribou; Moose; Employment and Cree land use. It should be noted that the induced effects of the road do not constitute cumulative impacts.
6.4.4.1 Wetlands The construction of the road will result in the loss of about 3,450 ha of terrestrial habitats and about 38 ha of wetlands, including 32.5 ha of bogs and 5.3 ha of riparian environments. The construction and operation of the Renard diamond mine will also entail the destruction of terrestrial sites and wetlands. However, the total disturbed area is unknown. In the Project Notification filed in 2010 (Stantec, 2010), it is mentioned that “The Renard diamond mine footprint is relatively small and it is anticipated that it will cause only a minor loss of terrestrial habitats” (Translation). Therefore, the footprint of the mine site facilities and of the borrow pits required for construction activities should not disturb wetlands over a large area, since these account for 11.4 of the study area retained for the impact study. The potential power transmission line from the LG-4 power station could disturb wetland areas along a corridor of about 150 km in length (Scott Wilson Mining, 2010a). By assuming a 45-m right-of-way and a proportion of 11.4 % of wetlands, the surface area of wetlands within the power line right-of-way would be about 77 ha. However, the construction and operation of the power transmission line will only affect a small proportion of all wetlands within the right-of-way. Finally, the access road to the site will be very short, so that its impact on wetlands will be negligible. The construction and operation of the Matoush uranium mine will also result in the loss of wetlands. The total surface area of wetlands disturbed by mining facilities and borrow pits required for construction activities is unknown, but should be small. The access road will be very short, so that its impact on wetlands will be negligible in as much as its alignment will more or less follow that of the winter road. The power requirements of the mine project are to be fulfilled by a diesel generator, so that there will be no corridor for the delivery of power (Scott Wilson Mining, 2010b).
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 314 - December 2010 - 58093 The construction and operation of the MacLeod Lake copper and molybdenum mine will also entail the destruction of wetlands. The total area of wetlands disturbed by mining facilities and borrow pits required for the construction activities is unknown, but should be small. The power requirements of the mine project are essentially to be fulfilled by a diesel generator (Scott Wilson RPA, 2010). However, a study is underway in order to assess the feasibility of building a small power station on the Eastmain River, so that there could be a corridor of at least 7 km for the delivery of this supplementary energy (Western Troy Capital Resources, news release of May 21, 2010). The MacLeod Lake project will also require the construction of an access road off the Otish Mountains road over a distance of 70 km. By assuming a 20-m right-of-way and a proportion of 11.4 % of wetlands, the wetland area within the power line right-of-way would amount to approximately 16 ha. The area of wetlands disturbed by the Otish Mountains road right-of-way (38 ha) is smaller than that affected by the operation of borrow pits (93.4 ha). If the proportion is similar for the access road to the mine site, the operation of borrow pits for construction could affect about 30 ha of wetlands. The cumulative effect will be moderate, since wetlands are present throughout the area.
6.4.4.2 Woodland Caribou The opening of the Albanel-Témiscamie-Otish National Park will constitute a protected area supporting the long-term preservation of biodiversity, including the Woodland caribou and its habitat. Forest clearing and other Otish Mountains road construction activities will cause the permanent loss of 514.5 ha of forest stands of interest to the Woodland caribou, i.e. mature to old coniferous massifs, as well as bogs. In addition, the operation of the borrow pits required for the road construction will cause the permanent loss of 2,140.2 ha of habitats of interest to the Woodland caribou. Forest clearing requirements associated with the construction of the Renard, Matoush and MacLeod Lake mine sites (including borrow pits), for the construction of the access road to the MacLeod site and for the construction of the power transmission line for the Renard site should also impact mature to old coniferous massifs, as well as bogs. Regarding the power transmission line, by assuming a 45-m right-of-way and a proportion de 67.5 % of forest stands of interest to the Woodland caribou, the area affected by the right-of-way would be about 455.6 ha and, for the access road to the MacLeod mine site, the affected area would be about 94.5 ha. As the proposed Otish Mountains road is longer than the existing winter road, the road project will increase the total road length available to the wolf population. Similarly, corridors like the access road to the MacLeod site and the power transmission line for the Renard site should also increase the length of roads available to wolf populations. Harvesting by humans, often facilitated by land and road development, seems to play a major role in the decline of Woodland caribou populations. The presence of the Otish Mountains road will substantially increase access to the land, which is currently not heavily visited. This improved access will create a new travel route for poachers, who will be able to move more efficiently using vehicle, ATV or snowmobile. Similarly, corridors like the access road to the MacLeod site and the power transmission line dedicated to the Renard site should also facilitate land access for poachers. Given the size of the area under study, the existing and proposed linear right-of-ways should not, by themselves, jeopardize the Woodland caribou population, but they will probably contribute to a higher mortality rate due to increased wolf predation and poaching.
6.4.4.3 Moose The opening of the Albanel-Témiscamie-Otish National Park will create new protected areas. This new habitat will be beneficial to moose populations.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 315 - Environmental and social impact assessment Forest clearing and the other activities required for the construction of the Otish Mountains road will cause the permanent loss of 101.2 ha of forest stands of particular interest to the moose and frequented by this species (dense spruce stands, pine stands, mixed stands and swamps). The operation of borrow pits will result in the permanent loss of 342.5 ha of habitats of interest to the moose. The forest clearing operations required for the construction of the Renard, Matoush and MacLeod Lake mine sites (including borrow pits), for the construction of the access road to the MacLeod site and for the erection of the power transmission line dedicated to the Renard site should also result in the permanent loss of habitats of interest to the moose. Based on a 45-m right-of-way and a proportion de 12.8 % of forest stands of interest to the moose, the affected area within the power line right-of-way would amount to about 86.4 ha. For the access road to the MacLeod mining site, the affected area would be about 17.9 ha. Forest clearing activities favour the expansion of forest stands suitable to moose (deciduous or mixed forest stands). In some domains of the boreal forest, a deciduous regeneration (e.g. white birches and poplars) along road right-of-ways generally follows the forest clearing required for its implementation, which provides an additional source of food to the moose. The same is thus probable for the Otish Mountains road, but only in its first section, i.e. between km 0 and km 30. For the rest of the alignment, the plant community should rather be similar to the “dry barrens” type of vegetation, where heaths and lichens will dominate, and this is a habitat not suitable to moose. Since the Renard, Matoush and MacLeod Lake mine projects are all located north of km 30, it is not likely that the construction of these mine sites and their infrastructures (e.g. power transmission lines and access road) will bring a significant deciduous regeneration within the road right-of-way, a regeneration that would have been favourable to the moose. The construction of the Otish Mountains road and the access road to the MacLeod Lake mine site could favour the development of hunting, and also facilitates the movement of moose predators. As well, the proposed power transmission line for the supply of the Renard mine site will provide other penetration roads to hunters and poachers moving by ATV or snowmobile. The access to new areas constitutes a positive impact for hunters. However, moose will face an increased hunting pressure distributed over a larger area, and the number of its predators could increase. Given the dimension of the study area, the existing and proposed linear right-of-ways should not, by themselves, jeopardize the viability of moose populations, but they will probably contribute to a higher population mortality rate due to increased hunting pressures.
6.4.4.4 Employment and use of the land by the Crees The construction of the Otish Mountains road is scheduled to take place from 2011 to 2016. The construction of the Renard, Matoush and MacLeod Lake mines is scheduled in 2012 or in 2013 at the latest. Thus, the construction of the road and of one or several mining projects may well occur simultaneously. The construction of such projects requires a generally skilled workforce that is not necessarily available locally and that will have to come from outside the region. This high workforce demand will bring an increase of direct and indirect consumer expenditures by these employees in the region. There will also be increased pressure in regard to accommodation and traffic. A number of the jobs could nevertheless be filled by local populations. Job creation related to the construction projects within the Cree community could, in the short term, compromise the traditional Cree lifestyle for some of its members. Workers who will obtain a well-paid job in these projects and who were previously practicing traditional activities risk, during this period, to practice their activities for recreational purposes, during the weekends or vacations, rather than for providing food to their family. On the other hand, they will have more financial resources to carry out these activities, but much less time to do so. However, these potential employees are often the parents of young children and have a more sedentary lifestyle, since children must follow the school calendar. The
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 316 - December 2010 - 58093 impact is thus mainly at the level of young workers and workers of 40 years of age and over, whose children are now independent. Both groups are more mobile and achieved longer stays in the forest.
6.5 Statement of impacts and mitigation measures Figure 6.2 presents a summary of the residual impacts of the project i.e. those that persist after application of the mitigation measures. During the construction phase, the impacts on the physical environment mainly relate to erosion resulting from soil stripping, excavation and backfill work and the construction of bridges and culverts. This erosion is likely to negatively impact water quality and, consequently, fish habitat. Several measures (e.g. intercepting ditches, settling ponds, geotextile barriers and straw bales) can be applied in order to reduce these impacts and manage water quality on the worksite. Forest clearing operations will cause permanent losses of habitat that will have impacts on the fauna using these habitats. Similarly, losses of riparian vegetation and wetlands are anticipated in some locations, affecting the ichthyofauna, amphibians and reptiles and the avifauna. Impacts caused by construction work are also to be anticipated for the tallymen using the land. Numerous mitigation measures will be implemented in order to minimize these impacts during the construction phase. The road maintenance will generate different impacts on the physical and biological environments particularly related to sand and gravel inputs into watercourses and to increases in suspended solids during culvert repair and ditch maintenance work. During the operation phase, some impacts are related to the very presence of the road, particularly avoidance effects for some wildlife species, including the caribou. The new road access will have beneficial effects for the tallymen and their family, for future Non-Aboriginal users and for regional development projects. Mitigation measures will be implemented to manage the negative impacts associated with a potential overexploitation of resources along the road.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 317 - Environmental and social impact assessment
Visual environment Visual
Acoustic environment (noise) environment Acoustic
Archaeology
Land use by other users other by use Land
community
Land use by the Mistissini Cree Cree Mistissini the by use Land
Economy
Social environment Social
Forest birds Forest
Birds of prey of Birds
birds
Waterfowls and other aquatic aquatic other and Waterfowls
Large mammals Large
Small mammals Small
Furbearing animals Furbearing
Ichthyofauna
Herpetofauna
Special status plant species plant status Special
Wetlands Terrestrial vegetation Terrestrial
h
g Water quality Water
Positive moderate Positive hi Positive Positive low Positive Soil
acts résiduels sur l'environnement et le milieu social et le milieu l'environnement sur résiduels acts p h g Worksite installations Worksite Construction activities Construction Maintenance and repair Presence and use of the road of the use and Presence ative low ative ative moderate ative hi g g g
Ne Ne Ne
phase phase
Operation phase Operation Construction Construction ure 6.2 Bilan des im des 6.2 Bilan ure g
Fi 7. Emergency response plan and surveillance and monitoring programs
7.1 Emergency response plan The MTQ will develop an emergency response plan in accordance with the principles and terms of its Emergency and Civil Security Action Plan (“Plan ministériel de mesures d’urgence et de sécurité civile”) in order to respond quickly and efficiently to various events likely to happen on Route 167 worksites during the work period. This plan will describe in full detail the main actions to be implemented in emergency situations, the alert communication system, and the relationships between the relevant authorities involved (municipal, provincial and federal). Once the new road link is operational, the MTQ’s Bureau de Coordination du Nord-du-Québec will establish emergency operational processes enabling all internal and external stakeholders to act rapidly and in a concerted and efficient manner. Appendix 11a (Volume 2) contains a summary of the alerting process and emergency preparedness and response plan for the region. The MTQ has also developed other accident prevention tools. These include its road network monitoring management framework (“Cadre ministériel de gestion du monitoring du réseau routier” (Appendix 12b, Volume 2)) and its natural and anthropogenic risk management process. These tools provide an additional prevention level to the emergency response plans developed for road construction and operations.
7.1.1 Through construction phase The emergency response plan for this construction project will be developed by the MTQ in order to quickly and adequately respond to the various emergencies likely to happen during the construction of this new road infrastructure. This plan will detail the main actions to be implemented in emergency situations (refer to example in Volume 2, Appendix 11c), the accompanying alert communication system, and the relationships between the relevant authorities involved (municipal, provincial and federal). The emergency response plan for the construction project will include a response guide or plan intended for managers and front-line responders on worksite. It will cover accidental contaminant spills (fuels, oils, paints, solvents, etc.) and other incidents which could potentially jeopardize the safety of persons present on work areas (e.g. fire, explosion and toxic spill). Specifically, the response plan will include the following sections: Emergency plan administration: context and scope, legal and regulatory frameworks, distribution list, and review and updating process of emergency measures; Stakeholder roles and responsibilities: standard worksite organization chart and matrix identifying stakeholders responsible for the application of the response plan and specifying their tasks and responsibilities; Communications: communications procedures describing the chain of command, the list and contact information of the internal and external stakeholders, including contractors, the MTQ, Urgence environnement, the Sécurité civile, the Sûreté du Québec and the affected community stakeholders (Cree community of Mistissini, Municipality of James Bay, manager of the proposed park, etc.), as well as the terms of liaison with the public and the media. Given the remoteness of the worksites, telecommunication equipment adapted to remote regions will have to be put in place; High risk situations in sensitive areas: analysis of work activities involving risks for the environment or the safety of persons (type of activity, sensitive areas or environmental components, nature of risk, etc.);
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 319 - Environmental and social impact assessment Prevention measures: general environmental protection measures implemented in the context of the project, prevention equipment (emergency kit, absorbent products, diked enclosure, etc.), facility inspection and maintenance program (for at-risk equipment and sites) and environmental surveillance of work; Emergency response procedures: response levels (graduate response) according to the risk incurred (severity and consequence), response decision tree, initial response, response by responsible authorities, response techniques, spill equipment, list of available medical resources, list of equipment suppliers and contact information for external resources; Follow-up actions and training: management of salvaged materials and products (storage, sampling, analysis and disposal of contaminated materials), incident documentation (incident record sheet, cause and nature of incident, flow of operations, efficiency of response methods used, corrective measures, etc.) and the worksite manager and personnel training process.
7.1.2 Through operation phase According to the operational process that has been developed, various types of events requiring the implementation of emergency procedures by the MTQ are normally considered. These are classified as minor events or major events. Based on their level of complexity, major events have been divided into two distinct groups, i.e. major events with a command post and major events with a coordination centre. The emergency measures is the responsibility of the MTQ regional civil safety coordinator, i.e. the regional director of Bureau de Coordination du Nord-du-Québec.
7.1.2.1 Minor event management A minor event is defined as a situation threatening road user safety and that could damage MTQ infrastructures without affecting their integrity. However, the consequences of a minor event on the free flow of traffic are overall deemed to be negligible and may generate media coverage of an operational nature. Consequently, minor events are managed at the local level by MTQ regular teams. The site or operations manager is the only person responsible for the command post, until directed otherwise. Examples of minor events include debris or dead animal on the road, broken down vehicle, accident without fatality and/or severe injury, partial road closure, road subsidence, water accumulation not requiring road closure, etc.
7.1.2.2 Major event management with a command post A major event involving the establishment of a command post27 is managed at the local level. This can include any situation that threatens the safety of road users and adjoining populations or that can damage MTQ infrastructures. The consequences of a major event of this level on mobility and user safety are significant and may generate media coverage beyond the affected region. These consequences require the implementation of response plans, which systematically involve the establishment of a command post on site and the appointment of a site manager to ensure coordination of the MTQ response and communications with partners present on site, as required. Examples of major events with management through a command post include the following: Accident with serous injury or fatality; Closure of a national highway; Bomb threat; Major spill (liquid – hazardous materials);
27 A command post is an installation located on the actual site of an event, where field responses managed.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 320 - December 2010 - 58093 Major failure of an MTQ infrastructure (e.g. bridge); Multiple car collision; Any other event that could be the subject of media coverage.
7.1.2.3 Major event management with a coordination centre A major event involves the establishment of a command post on the affected site and a coordination centre28 outside the affected site that is managed at the regional level. It corresponds to a situation affecting one or several sites that threatens the safety of road users and adjoining populations or that could damage MTQ infrastructures. The consequences of a major event of this level on mobility and user safety are substantial. They cannot be managed at the local scale. They generally arouse media coverage beyond the affected area. The scope is such that a major event requires the coordination of the resources necessary to re-establish network and off-site functionality. This type of event undergoes an internal audit in order to analyze the incident and the response provided for determining the measures that can be implemented to minimize the occurrence of a similar incident in the future and improve the type of response. Some example of major events managed with a coordination centre: Major accident on a road with a high annual average daily traffic (AADT) and an important congestion; Major structure failure on a national road like Route 167; Forest fire; Flooding; Blockade of a national road; Event (e.g. glaze ice, flooding, downpour, etc.) that entails a shortage of human and material resources at the local scale.
7.1.2.4 Other accident prevention tools The MTQ is proactive in maintaining the lead role with regard to safety and mobility issues on its network. As part of its leadership role, the MTQ has established the Road Network Monitoring Management Framework (Cadre ministériel de gestion du monitoring du réseau routier). The central direction of this framework is to provide the clientele with monitoring products and services tailored to its needs and focused on measurable results (Appendix 11b, Volume 2). The MTQ has also developed a natural and anthropogenic risk management process. The purpose of this approach is to reduce risks by focusing on the continuous and systematic consideration of risks in administrative decisions, resource management and assumption of responsibilities. This process complies with that proposed in the Québec Ministry of Public Safety document entitled “Gestion des risques en sécurité civile” (Managing Risks for Civil Safety). Figure 7.1 illustrates the iterative character of the proposed approach.
28 A coordination centre is a place where emergency activities and measures are planned, directed, organized and controlled.
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 321 - Environmental and social impact assessment Figure 7.1 Risk Management Process
Determination of Context
Risk Appraisal Risk Identification
Risk Analysis
Risk Assessment
Risk Treatment Follow-up and Review
Prevention Preparedness Communication and Consultation
Response Recovery
The risk management process is designed to identify the natural or anthropogenic risks requiring the implementation of procedures to be applied just before, during or immediately after a disaster in order to protect life and meet the essential needs of those involved, in addition to safeguarding assets and protecting the environment. In the case of the Route 167 extension, hazardous material spills are the main identified risk requiring specific procedures. In the case of a hazardous material spill on a road or a bridge, the MTQ responds by implementing the measures described below: The front-line responder establishes a minimum security perimeter of 100 m downwind in order to secure the site, in the event of a toxic cloud (e.g. chlorine or ammonia) generated by the spill;
SensWind du direction vent
Déversement de matières Hazardous material spill dangereuses Périmètre de sécurité Safety perimeter
100 m ou plus 100 m or more
The front-line responder notifies the Integrated Traffic Management Center (ITMC) and requests that it contacts the emergency services: police, ambulance, firefighters and any other relevant stakeholders (including for example municipal authorities and the company responsible for
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 322 - December 2010 - 58093 ownership and transport of the hazardous materials, as they must comply with standards and regulations applying to the transport of hazardous materials, etc.); In cooperation with the MTQ and MDDEP representatives and fire services, the front-line responder proceeds with the spreading of abrasives on hazardous materials like oils, fuel residues and traces of contaminants, if the road represents a traffic hazard; The front-line responder has the site cleaned up as directed by the MDDEP representatives. However, some hazardous material spills may require an expert assessment in order to determine the appropriate recovery method beforehand.
Structure In the case of a corrosive product spill (according to the indications on the truck) on a steel, concrete or wood structure, the latter must be closed and obligatorily inspected. The front-line responder notifies his/her supervisor of the situation; The supervisor informs the area structural engineer; The inspection is under the responsibility of the area structural engineer; The reopening of the structure is made with the authorization of the area structural engineer; The MTQ Structures Branch must be informed of the closing and reopening of the structure.
7.1.3 Environmental effects on the project The effects of the environment on the project are essentially associated with extreme natural events or localized infrastructure failures near the road. Among natural events, flooding and earthquakes can bring negative consequences for the road infrastructure. However, flood hazards due to heavy precipitations are not very likely because of the abundance of wetlands in the study area. Actually, these sites have the capacity to retain rainwater and thus prevent downstream flooding. Given their capacity to store vast amounts of water in peat or by retain it at the surface of lakes, marshes, etc., these ecosystems are far more effective than any artificial structures built at great expense. Wetland vegetation also plays an important role in slowing down high flow discharges downstream, which tends to reduce the water’s erosive potential and, consequently, its suspended solids concentrations. In this regard, the summer of 2010, during which field studies were carried out to describe the environment affected by the project, provided very good opportunities to appreciate this potential. The month of August 2010 featured precipitation levels considerably above average, and no major discharge increases were observed in the watercourses to be crossed by the future road. Admittedly, water levels increased significantly, but the associated discharges did not increase as much, which demonstrates the flood control potential of the surrounding wetlands. As for major earthquake risks, the probability of occurrence is also low since the road is located in an area where no significant earthquake (magnitude over 3 on the Richter scale) has been recorded since 1627 (Lamontagne et al., 2007; NRCan, 2007). In fact, the road crosses a region characterized by very low, virtually non-existent seismic risk. Climate change resulting in increased rain or snow precipitations could lead to changes in local environmental conditions that would have an impact on the new road infrastructure. Increased precipitations could raise overall water levels and alter the water retention capacity of bogs (phenomenon now known as “aqualysis”). In considering that possibility, the bridges and culverts were designed on the basis of an overall 10 % increase in discharge levels resulting from the effects of climate change. In addition, increased snowfall would likely result in increased use of abrasives for winter maintenance, which could also potentially affect the environment. However, given the remote and relatively pristine nature of the area affected by the project, the estimated
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 323 - Environmental and social impact assessment concentrations of abrasive-laden waters associated with the project remain well below the established water quality criteria for both human health and aquatic life. Given the absence of infrastructures along the road, the risks associated with an infrastructure or equipment failure affecting the new road are low. However, since the construction of the new road will be followed by the development of mine sites located along the alignment, a dike associated with one of the future tailings retention sites could break, leading to increased discharges and higher water levels in downstream watercourses. However, it is important to recall that the mining companies that will have to build these dikes, namely Stornoway Diamond and Strateco Resources, will also have to maintain these works in order to minimize and even avoid such impacts. Should a failure occur, emergency plans and procedures will have been put in place by these mining companies in order to safely manage the situation. Moreover, this project will facilitate the region’s wind energy development, which will necessarily be associated with the installation of power lines along or across the new road infrastructure. These could collapse on the road during ice storms. However, these power lines will be erected in compliance with the most recent standards, which provide for the use of reinforced pylons, and other safeguards.
7.2 Environmental surveillance program Several mitigation measures were proposed during the project impact assessment in order to minimize the impacts of the project on the environment. All these measures, as well as the specific requirements associated with government permits, will be included in the plans and specifications for implementation by the contractors obtaining the contracts. These contractors will be responsible in applying these mitigation measures and specific requirements. In addition, the MTQ Cahier des Charges et Devis généraux (CCDG), which systematically applies to all MTQ projects, contains environmental requirements that all contractors must comply with. Appendix 13 provides information on the way the MTQ carries out environmental surveillance operations on its worksites. The MTQ contract supervisor and/or his representative are present at all times on the worksite and, with the assistance of MTQ environmental specialists, ensure that all contractors and subcontractors are aware of all environmental protection measures and requirements, and that they are implemented. Table 7.1 summarizes the mitigation measures described in Chapter 6. These measures will be included in the plans and specifications and will be subject to specific surveillance during construction.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 324 - December 2010 - 58093
) e te, at rse, rse, t or e or rshes, of the r reuse licy and must bemust ncluding ncluding tallations of waste materials bon spill kit i kit spill bon any intermittent watercourse. sposal a hydrocar ces and all other temporary ins contaminated materials and to manage the the manage to and materials contaminated (names and phone numbers) must be placed in be placed (names and must phone numbers) , a 24-hour environmental emergency hotline. A sign move any debris discharged into the water. deemed usable from a qualitativ e, quantitative and regulatory ong with the requisite containers and accessories (gloves, etc. buffer strip to be preserved along all lakes and watercourses, lakes all along be preserved to strip buffer spection of generators, fixed equipment and lubrication must b must and lubrication equipment fixed generators, of spection y be left unsupervised within a distance of 60 m of a watercou a of m 60 of distance a within unsupervised left be y dards of forest management for forests in the domain of the Sta contractor must have at his di his at have must contractor construction camps, field offi field camps, construction mum capacity amounting to 150 % of the fuel storage tank, as as a tank, storage fuel the % of to 150 amounting mum capacity gulation respecting the landfilling and incineration of residual of andincineration landfilling the respecting gulation watercourse, and 30 m away from tural solid waste in wetlands is prohibited, including ponds, ma ponds, including prohibited, is wetlands in waste solid tural with the Shorelines, coastal areas and floodplain protection Po protection areas and floodplain coastal Shorelines, the with a non-renewable resource, the waste disposal sites must not affec y at an installation designed and built for this purpose. n and does not leak hydrocarbons or other fluids. All machinery izations must be obtained from the proper authorities.
Urgence Environnement and outside of any other designated buffer strip. on results must be documented in detail. to enable the recovery and storage of gnated location and in compliance with the Regulations Respecting Hazardous Waste and Waste Hazardous Respecting Regulations the with and in compliance gnated location cated at least 60 m from any lake, watercourse or any other body of water. phone number and the emergency response response phone team number and the emergency ng work construction as part of the surveillance program construction as part of ng work must be notified through through be notified must aquatic environment is prohibited. Promptly re
Urgence Environnement Machinery maintenance, cleaning and refuelling, along with the in conducted in stable and secure areas lo areas and secure stable in conducted inspected regularly and thoroughly, and inspecti and thoroughly, regularly inspected standpoint. standpoint. must be located from any lake at least 60 m away or permanent confinement booms, rolls of absorbent pads and sphagnum moss, al needed to contain a minor accidental spill, the Forest Act (Public Domain). In addition, disposal of any na and bogs. swamps Defective machinery and vehicles must be repaired without dela ma chemicals or oil fuel, containing container or tank storage No In case of an spill, the emergency hydrocarbon involving a small Install floating booms in calm waters, downstream from the work site. In the event of a spill, immediate action must be taken to stop the spill, to contain the spilled materials and to salvage the soil. The contaminated MDDEP base having a mini on a watertight storage fuel tanks Install safeguard. Access roads to the construction site, parking and storage areas, The contractor in charge must ensure that all machinery is clea compliance in of be disposed must materials waste solid Natural any into debris of Disposal The disposal slopes. and steady stable with piles in be stacked must it right-of-way, road the outside be placed to is waste If a desi in be disposed must waste Hazardous are which considered materials, granular preserve to In order stan respecting Regulation and the Act the Forest by required As The waste disposal areas must not be visible from the road. unless placed on a waterproof tarp. contaminated soils and materials. The spill kit must contain enough confinement booms to cover the entire width of a watercours waterbody or to contain the spilled hydrocarbons to the perimeter of the vehicle involved in the spill. Key staff must be aware location of the spill kit, which must be easily accessible to ensure a swift response in case of a spill emergency. outside the right-of-way must be done in compliance with the Re the Environment Quality Act. be and gravel) could (sand that resources mineral surface disturb stockpiled materials and contractors’ equipment, as well waste disposal sites and storage areas of materials for recycling o must be located at least 10 m away from the 20 m wide vegetation from any intermittent watercourseleast 30 m away For all waste disposal sites, the requisite permits and author a location that is highly visible to all workers on the construction site. showing the and the Environment Quality Act, and in a designated location established in consultation with the tallyman.
Impact source Mitigation measure Some activities carry a risk of soil contamination (accidental leaks, losses or spills of hydrocarbons or other pollutants). Soil erosion and eroded particle transport (sediments) and from stemming problems waste areas and landfill sites could potentially affect water quality in downstream watercourses
Table 7.1 Environmental monitored duri List of mitigation measures to be component Soils (contamination), quality, water ichthyofauna Soils (contamination), quality, water ichthyofauna Environmental Impact source Mitigation measure component Build landfill sites in an isolated area: o at least 150 m away from any waterbody or watercourse; o and 500 m away from any installation collecting surface water or ground water for human consumption. This prescription does not apply if the landfill site is in no way likely to affect the quality of these waters. When the height of landfill materials deposited in the landfill pit located in remote areas reaches ground level at the site limit, cover the waste materials with at least 30 cm layer of soil of which at least 15 cm can sustain vegetation growth, or use a layer of material of up to 30 cm and that can sustain vegetation growth. Raising the ground level on the perimeter of the landfill pit is prohibited. To allow surface water runoff to flow toward the outside of the landfill site while limiting soil erosion, the final cover layer must be fine graded to a slope of no less than 2 %, and: o no more than 5 %, where the slope of land outside the landfill site does not exceed these percentages; o where the outside slope does exceed 5 %, the slope of the cover layer should match this slope. Materials that cannot be disposed of in a remote location landfill site include, among others, hazardous materials such as waste oil and materials contaminated with hydrocarbons. All these materials will be properly stored in sealed and leak-proof containers for transportation away from the project site and disposed in an approved engineered landfill site. Regularly scheduled, thorough inspections must be conducted to check for leaks, spills and fire hazards, and these inspections shall be duly recorded. Soils (erosion), Any exposed rock Between km 0+000 and 19+000, whenever possible, avoid blasting of the bedrock, for example, by raising the road profile. However, if water quality, resulting from soil such operations are deemed necessary, storage, drainage and retention methods adapted to such rocks shall be selected so as to limit ichthyofauna stripping and/or blasting rock oxidation and avoid the production of acid leachate that could reach and affect watercourses and waterbodies. This blasted rock operations in the should in no case be used as fill materials in the construction of the road. ferruginous rock zone located between Conduct a characterization of all blasting products (e.g. sulphur content, acid generation potential test, leaching of metal, etc) km 0+000 and 19+000 produced between km 0+000 and km 19+000. Blasting products must be managed according to established standards and regulations could potentially to avoid environmental contamination. generate acid leachate that could reach and affect watercourses and waterbodies Soils (erosion), Soil erosion and eroded Before proceeding with excavation within the right-of-way, intercepting ditches could be built along the edge of the right-of-way in water quality, particle transport order to reduce runoff input from adjacent slopes, particularly in the Otish Mountains area. These intercepting ditches (to be built ichthyofauna (sediments) from before road cuts and whose location will be determined at the plans and specifications stage) and energy-dissipating ditches (on exposed areas (soil slopes) shall be consolidated with riprap without delay. stripping operations) and Stabilize ditches for a length of 30 m through sodding, stone lining or any other appropriate measure, close to a watercourse. from heavy machinery circulation could Construct stone box culverts on slopes likely to be eroded and areas of high-volume surface runoff. potentially cause an Stabilize the embankments and edges of all watercrossings with adequate stonework structures. increase in suspended particles in downstream As soon as resurgence is detected on a slope, it has to be immediately consolidated with riprap. watercourses Take all the necessary precautions to avoid any transport of fine particles beyond the area of work carried out directly in a watercourse or involving the stripping or the disturbance of soils nearby. During work, stabilize all stripped surfaces and design an adequate drainage system so as to minimize sediment input into lakes, watercourses and adjacent wetlands. To avoid sand and silt accumulation in lakes and watercourses, the bulk of shoreline vegetation must be kept in place right up to (within one week) the start of earthwork around these sensitive areas. Filter berms, sediment traps and settling ponds shall be installed during the work. Environmental Impact source Mitigation measure component Straw bale filters or sediment barriers shall be installed between the earthwork areas (foot of slopes) and the edge of watercourses and lakes. These straw bale filters could also be placed across drainage ditches (when discharge and flow velocity are low) in order to avoid sediment input into watercourses and lakes. Aside from exceptional situations, fording a watercourse with the machinery is prohibited. When unavoidable, follow MTQ statement of work and general specifications prescriptions (CCDG). Prohibit circulation of heavy machinery within the 20 m riparian strip measured from the ordinary high-water mark, except in the authorized work area. Limit work with heavy machinery to stable terrain, if possible, in order to avoid rut formation. Install temporary bridges, decks or culverts for the passage of machinery. Encourage the use of wide-tire or wide-track machinery and stop work if rut creation is excessive. Do not conduct any earthwork or excavation work within 15 m of watercourses during high flow period or heavy rain events. Avoid leaving shorelines exposed during high flow season in order to limit erosion and increased suspended solids, by scheduling construction activities accordingly or by installing temporary shoreline stabilization structures. Except for the installation of drainage culverts, all construction work conducted less than 30 m from a permanent or intermittent watercourse or a lake, including stonework to reconfigure the bed of a watercourse and related to, non-redirected drainage ditches, bridge and culvert ends, and shoreline as well as soil stabilization work must be completed without delay, within a 72-hour timeframe. All temporary stockpiles of unconsolidated materials (mounds of earth) left for more than 24 hours in a location less than 30 m away from a lake or a watercourse, must be protected from erosion, such as by way of a sediment barrier, in order to prevent the release of sediments into a watercourse, lake or wetland. As work is completed, all reconfigured areas at risk of erosion must be stabilized immediately and permanently. All excavated and backfilled slopes, and all drainage ditch slopes are seeded upon work completion to ensure rapid stabilization. Intercept and divert surface runoff coming from outside the construction site towards stabilized areas during all the construction phase. Carry out preventive stabilization work according to plans and specifications requirements, if work is to be suspended for the winter or if the worksite is to be closed temporarily. Reinstate watercourse shores, granulometry and profile to their original condition after the dismantling of temporary works. All areas of soil left exposed, partially or completely as a result of the work must be stabilized with vegetation. Permanently stabilize all reworked areas as the work is completed. If additional time is required, erosion control measures shall remain in place in order to prevent erosion and capture any eroded materials. Accumulated materials shall be excavated and stockpiled in a site provided for this purpose. Initiate slope stabilization promptly using recognized bio-engineering techniques that take into account the instability, sensitivity to erosion, gradient and height of slope, as an alternative to generalized use of riprap. In areas of abrupt slopes and long downslopes, ditch bottoms will be consolidated by riprap structures. Soils (erosion), Soil erosion and eroded Operation of a borrow pit below the ordinary high-water mark (OHWM) is not allowed less than 75 m from a watercourse providing fish water quality, particle transport habitat. ichthyofauna (sediments) originating However, if excavation activities for borrow pits are above the OHWM, the borrow pit cannot be located less than 30 m from a from borrow pit operation watercourse providing fish habitat. In such cases, an environmental impact study must be completed in order to obtain the requisite could potentially cause authorization certificate. an increase in suspended particles in downstream Operation of borrow pits cannot be conducted less than 5 m from an intermittent watercourse not providing fish habitat. watercourses. For the operation of a borrow pit below the water table, protection measures will be established with the MDDEP. Environmental Impact source Mitigation measure component Install appropriate sediment interception structures (e.g. sediment barriers, sediment traps and filter berms, sediment retention ponds, etc.). Inspections and maintenance of sediment interception structures must be conducted regularly to ensure their effectiveness. Apply the guidelines of the Regulation respecting standards of forest management for forests in the domain of the State concerning the use of sand pits: o Every person working or opening a sand pit while constructing, improving or maintaining a road shall completely clear the required part of the site before using it, remove and pile up the organic matter for later reuse no closer than within 20 m of a lake, a watercourse or a fish habitat and extract the non-consolidated materials in the part the most distant from shorelines of any lake or watercourse; o The person shall divert runoff towards a vegetation area located at least 20 m from any lake or watercourse, measured from the ordinary high-water mark; o After the sand pit is abandoned, the person shall reduce its slopes, clear off debris, waste, machine parts and other litter from the site and then respread the organic matter that has been piled up; o Where the sand pit is located south of the 52nd parallel (which coincides with km 135 of the proposed Route 167 extension), the person shall, within 2 years after the end of pit operation, ensure that the area is regenerated with commercial species and that the distribution coefficient of such regeneration, established in accordance with section 90, is at least equal to the coefficient prevailing before the cutting of the species over that area; o The person shall also ensure that the coefficient is maintained 8 years after the end of pit operation; o Where the sand pit is located north of the 52nd parallel, the person shall ensure that the area is regenerated with species adapted to the site as soon as the pit is no longer in use. Once no longer in use, borrow pits are to be renaturalized, unless the concerned tallyman chooses to convert the borrow pit into a waterfowl pond, if excavation reached below the water table. Soils (erosion), Soil erosion and eroded All borrow pits, stone crushing installations, waste disposal sites, field offices and other facilities or sites required for the construction water quality, particle transport work must be accessible by only one access road per location. Each of these side roads must diverge as sharply as possible from the ichthyofauna (sediments) from main road in order to be as invisible as possible. temporary access roads The maximum width of these access roads must be no more than 2.5 times the width of the widest vehicle using it. Forest clearing for could potentially cause this purpose cannot exceed the width of the corridor including the roadbed, embankments and ditches. an increase in suspended particles in downstream Access roads must be located away from shoreline areas and wetlands. watercourses. In developing temporary access roads to waterbodies, the contractor must:
o Position machinery access (in and out) of a waterbody designed for machinery use in a way to mitigate impacts to the shoreline, soil and vegetation; o Clearly delineate and indicate the location of the temporary access installations; o Avoid areas with steep slopes that would require vehicles to come to a sudden stop; o When dismantling temporary access roads, do not dispose granular materials used for ramp-building nearby the waterbody; o Restore damaged areas to prevent erosion. Granular materials used for construction of access roads, storage areas, etc. must not be excavated from waterbeds or shorelines, or any other source located less than 75 m from a stream, river, lake or wetland, nor can they be reusable excavated materials from the construction site. As required by the Forest Act and the Regulation respecting standards of forest management for forests in the domain of the State, bypass roads and access roads (with the exception of watercourse crossings) must be located at least 10 m away from the 20 m wide vegetation buffer strip to be preserved along all lakes and watercourses, and at least 30 m away from any intermittent watercourse and outside of any other designated buffer strip. Environmental Impact source Mitigation measure component At the end of construction activities, when temporary access roads (including the borrow pit access roads) are no longer in service (or needed for other uses, such as those located with the future national park boundaries, as determined in consultation with the MDDEP), these roads must be scarified and properly revegetated, preferably with native plant species. Water quality, The construction of Maintain the free flow of water and sufficient flow discharge at all times to ensure preservation of fish habitat functions (feeding, ichthyofauna temporary installations rearing, spawning) downstream of the construction site. Use all required means to avoid impacts (e.g. flooding, exposure, erosion, could impede the free suspended solids, etc.) upstream and downstream from the construction site. movement of fish and Encourage the use of cofferdams that keep encroachment into fish habitats to a minimum. could cause an increase in suspended particles in In situations where the use of stone cofferdams is justified, use clean granular materials for its construction and a membrane should be the watercourses. used to ensure that the structure is waterproof. Excavation work in the aquatic environment shall comply with the following requirements: o Undertake excavation work for bridge and culvert abutments and foundations within the confines of cofferdam area isolating the work area; o When pumping is necessary within a cofferdam, pump water to a vegetation area (located more than 15 m from the watercourse) or sediment ponds in order to retain sediments before water is sent back into the watercourse; o Use materials containing no more than 10% of fine materials passing through the 80-micron sieve and being likely to remain in suspension during the construction of temporary works (cofferdams and dikes). Design temporary watercourse diversions (if needed) to resist high flow events likely to occur during the construction period, stabilize the structures as needed to prevent erosion and sediment transport downstream, and ensure the free passage of fish. Water quality, The installation of Watercrossings (installation of culverts) will be conducted under dry conditions, by diverting water flow with a temporary diversion ichthyofauna watercrossing structures channel or a cofferdam structure, depending on the size of the watercourse. could lead to an increase Avoid, by taking all the necessary precautions, the release of fine particles into the aquatic environment outside the immediate in suspended particles in construction zone. To that end, temporary erosion control structures (sediment barriers, straw bales, berms and sediment traps) along these watercourses. with sediment retention ponds will be installed at the required locations during construction activities. Conduct work during the low flow period and comply with seasonal restrictions relating to fish population. Sediment curtains should be used during construction in order to prevent or limit sediment transport in the water. Limit land clearing to where strictly necessary, that is at the exact location of the watercrossings only. Do not throw any debris into the aquatic environment and remove all introduced debris without delay. Do not perform any earthwork or excavation near watercourses during high flow periods or heavy rains. Aside from exceptional situations, fording a watercourse with the machinery is prohibited. When unavoidable, follow MTQ statement of work and general specifications prescriptions (CCDG). Stabilize stream and river banks as quickly as possible with the help of recognized bio-engineering techniques that take into consideration the instability, erosion potential, slope and height of the banks, as opposed to the generalized use of riprap. Ichthyofauna Crossing structures in or In watercourses designated as fish habitats, culverts will be sized based on a 50-year return period, but will be adjusted upward as over watercourses needed to match the width of the watercourse at 80 % bankfull discharge. designated as fish All culverts will be buried of at least 10 %. Those located in fish habitats will be buried at 20 %. All culverts will follow the natural slope habitats could constitute of the watercourse. A protective riprap structure will be installed upstream and downstream of each culvert to prevent erosion, and the an obstacle to the free rest of the stream bank will be seeded mechanically or hydro-seeded. movement of fish. In addition, the road will The ‘Recommandations pour la conception des traversées de cours d’eau où le libre passage du poisson doit être assuré – Projets cause permanent loss of routiers et autoroutiers’ and ‘Bonnes pratiques pour la conception et l’installation de ponceaux permanents de moins de 25 m’ (DFO, 2007; 2010) will be used for culvert design in watercourses designated as fish habitats where the free passage of fish is required. Environmental Impact source Mitigation measure component fish habitat. Wherever possible, in locations where the floodplain (OHWM) is not out of proportion with the bankfull width, the DFO Operational statement ‘clear span bridges’ will be followed for bridge design. Maintain the free flow of water and sufficient flow discharge at all times to ensure preservation of fish habitat functions downstream of the construction site. Use all required means to prevent and limit impacts (e.g. flooding, exposure, erosion, sediment transport, etc.) upstream and downstream from the construction site. Conduct work during the low flow period and comply with seasonal restrictions relating to fish population. Always control erosion at the source and slow down surface runoff to reduce its erosive action. Enhance infiltration of surface runoff from construction sites into ground. During bridge construction (in calm water locations), encourage the use of sediment curtains to prevent and limit the release of sediments in the watercourse. Limit land clearing to where strictly necessary, that is at the exact location of the watercrossings only. Do not throw any debris into the aquatic environment and remove all introduced debris without delay. Stabilize stream and river banks as quickly as possible using recognized bio-engineering techniques that take into consideration the instability, erosion potential, slope and height of the banks, as an alternative to generalized use of riprap. Ichthyofauna At a certain point during Restore watercourses by recreating original conditions (renaturalize banks with native vegetation and identical granulometry, slope and the installation of a width). culvert, it may be As needed, plan the reprofiling of bank slopes in a way to achieve optimum stability. necessary to connect the culvert and the Select the proper substrate for the watercourse bed that will provide optimal flow above the substrate by reducing to a minimum watercourse after the interstitial flow (minimizing water seepage through the substrate). A levelled substrate with consistent granulometry and featuring a temporary diversion of maximum of 10% fine particles (smaller than 80 µm) is recommended. the watercourse. Plan a preferential flow path (thalweg) in the substrate of each watercourse bed. In constructing the watercourse bed, use natural granular material as upper-layer. On the banks of watercourses, limit rockfill height to the natural high-water mark and replant the banks above the rockfills using state- of-the-art bio-engineering techniques, with an emphasis on overhanging shrubs and grasses. In constructing stonework or riprap structures, use clear stone or other materials that will allow natural revegetation, as required. Ichthyofauna The installation of low An enclosed bottom culvert will be installed if the natural slope of the streambed at the crossing is less than 1%, and the following angle culverts in design criteria will be used: watercourses identified o Install culvert at the same angle as the natural slope of the watercourse; as fish habitats could o Culvert size must be equivalent to 80% of the watercourse width at bankfull discharge; become an obstacle to the free passage of fish. o Bury the culvert (upstream and downstream inverts) to a depth equivalent to 20% of the height of the culvert, below the natural streambed in order to facilitate the reconstitution of natural streambed conditions inside the culvert; o Ensure that there is a control sill (natural sill or man-made sill) upstream of the culvert. This ledge must be high enough to maintain a minimum water depth of at least 150 mm at the culvert’s upstream entrance during low-water (minimum flow) periods, or to maintain the natural water level, if it is less than 150 mm deep. When there is no natural sill upstream, the man-made sill will be located at a distance equivalent to three times the diameter of the culvert. The man-made sill must be resistant to high flow events, sufficiently waterproof to prevent water seepage and must include a notch to channel the flow of water and allow the free passage of fish during low flow periods. The use of a geotextile membrane is not recommended for construction of stonework sills; o Stonework or riprap structures will be used only to stabilize culvert extremities and for the upstream sill. Environmental Impact source Mitigation measure component Ichthyofauna The installation of In some specific situations, a structure consisting of a maximum of two side-by-side culverts can be used, as long as the following multiple culverts in recommendations are respected: watercourses identified o The culverts must be spaced at least one metre apart to allow proper compacting of backfill materials; as fish habitats could o These culverts must not cause a widening of the watercourse (bankfull width); become an obstacle to the free passage of fish. o A debris deviation structure (e.g. rock buttress) must be installed on the upstream end of the culverts. Vegetation Construction activities Each inventoried False mountain willow will be properly marked, and the circulation of machinery or other activity around them will be could jeopardize the prohibited. Alteration of the soil surface layer will be avoided so that it does not dry out. survival of about twelve False mountain willow specimens. Vegetation, The installation and use During camp site design and development, minimize destruction, trampling and compaction of vegetation, soils and wetlands by clearly water quality, of temporary camps and delineating the circulation and traffic ways for workers and by planning them so as to avoid sensitive areas. ichthyofauna worksite facilities can For camps where the total daily wastewater volume will be 3,240 L/day at the most, an authorization request will be made to the have several potential Municipality of James Bay, and the requisite provisions of the Regulation respecting waste water disposal systems for isolated dwellings impacts on water quality. (c. Q-2, r.8) will be applied. However, for camps where the total daily wastewater volume will exceed 3,240 L, certificate of The presence of workers authorization requests will be made to the MDDEP in accordance with Section 32 of the Environment Quality Act (R.S.Q., c. Q-2), and will generate wastewater wastewater treatment facilities will be designed so as to meet the environmental release objectives that will be set out by the MDDEP and domestic waste that further to these requests. will have to be managed on site given the remote At the end of work, worksite areas and temporary camps shall be promptly restored, stabilized and replanted with indigenous plant nature of these camps. species. Camp site development must be conducted in accordance with the Forest Act and the Regulation respecting standards of forest management for forests in the domain of the State. Therefore, camp facilities must be located at a minimum distance of 10 m from the 20 m forest strip that must be preserved along lakes and watercourses, at a minimum distance of 30 m from any intermittent stream or outside forest strips to be preserved. Vegetation, The clearing of forest Borrow pit operations will be conducted in compliance with the Regulation respecting standards of forest management for forests in the water quality, areas that could be use domain of the State: ichthyofauna as potential sources of o The potential borrow pit areas and boundaries were delineated by maintaining a minimum distance of 30 m from adjacent granular materials will watercourses; result in soil exposure, o A 20 m forest buffer strip must be preserved around a string bog, marsh or swamp, their boundaries having been measured from which could cause an the limits of adjoining forest stands. increase in suspended particles in adjacent o Once no longer in use, borrow pits are to be renaturalized, unless the tallymen choose to convert the borrow pit into a waterfowl watercourses. pond, if excavation reached below the water table. Vegetation, Clearing of forest areas To prevent windfalls, conduct selective cutting within the last 3 m strip inside the right-of-way, on both sides of the road. This cut will water quality, within the right-of-way. be done by preventing machinery to enter the 3 m strip. ichthyofauna, During clearing operations, avoid damage or injury to trees, shrubs and other type of vegetation designated for protection in the plans avifauna and specifications. Clearing work will be undertaken in the fall and winter to avoid the bird nesting period. As stated in the Regulation respecting standards of forest management for forests in the domain of the State, lopping, sawing and piling areas must be located at least 10 m away from the 20 m wide buffer strip to be preserved along lakes and watercourses, at least 30 m from any intermittent watercourse, and outside any designated buffer strip. Permanently dispose of all plant materials and debris from clearing and ground-level cutting operations (trees, stumps, shrubs, branches, brush, dead wood and other plant debris) at least 60 m away from the shoreline of any lake or watercourse, flood-prone area, marsh, swamp or bog. Environmental Impact source Mitigation measure component Tree cutting within 20 m of a watercourse must be done manually, and all wood debris must be left outside the ordinary high-water mark. This measure is intended to prevent trees falling into lakes and watercourses and to protect the integrity of existing soil conditions by prohibiting machinery in these locations. Grubbing operations within 20 m of the ordinary high-water mark (OHWM) must be conducted no sooner than one week prior to the start of construction activities. All necessary precautions must be taken to avoid modifying drainage and surface runoff conditions of bogs that will be affected by the project, including the installation of polyethylene minimum energy loss culverts with a diameter of 1 200 mm or less. Limit to the strict minimum the cleared areas exposed to atmospheric agents. Restrict grubbing activities to the section of the road under construction. Prior to the start of the work, the contractor must inform the Ministry of the exposure time, as well as the road section to be cleared or laid bare. Right-of-way sections located on each side of the road will be sodded after being covered with a layer of topsoil collected during site clearing operations. All remaining low and eroded areas will be filled with excavated material resulting from earthwork or with material brought in. Sodding will be conducted mechanically or by hydro-seeding. Herpetofauna The work areas and Keep intact the forest strip between the right-of-way or any borrow pit and any lake or watercourse. To do so, clearly delineate the temporary roads will right-of-way or borrow pit boundaries in the field (orange flag tape or fencing). cause habitat Use machinery only in the areas to be cleared, except for the shorelines, shoreline buffers and areas designated for selective cutting, fragmentation, and forest where machinery is prohibited. clearing machinery and vehicle traffic on the The temporary access roads will be closed. With regard to the roads located within the proposed park boundaries, the MDDEP will be borrow pit access roads consulted ahead of time. and other temporary roads will cause an increase in mortality among snakes and amphibians. Furbearing animals Road construction will Keep intact the forest strip between the right-of-way or any borrow pit and any lake or watercourse. To do so, clearly delineate the result in permanent right-of-way or borrow pit boundaries in the field (orange flag tape or fencing). habitat loss, increased Use machinery only in the areas to be cleared, except for the shorelines, shoreline buffers and areas designated for selective cutting, noise levels, more vehicle where machinery is prohibited. collisions and higher mortality rates. The Beavers affected by wintertime construction activities are to be trapped ahead of time by Cree trappers or live-trapped in summer and presence of workers will relocated to suitable habitat areas. result in an increase in Using signs, posters and information sessions, inform workers not to feed wild animals or leave food that could attract animals to hunting, fishing and construction camps and construction sites. trapping activity, along with a higher risk of The MTQ could, in cooperation with the MRNF, implement a wildlife protection program. In addition, the MTQ will inform the tallymen poaching. and construction workers of the hunting and fishing regulations that apply to the project area (e.g. hunting prohibited within a 2 km radius of the construction zone). The temporary access roads will be closed. With regard to the roads located within the proposed park boundaries, the MDDEP will be consulted ahead of time. Cut down vegetation on the vicinity of curves to help drivers see animals crossing the road or getting ready to do so. This measure is intended to reduce the number of vehicle collisions with furbearing animals and large mammals. Small mammals Road construction will Keep intact the forest strip between the right-of-way or any borrow pit and any lake or watercourse. To do so, clearly delineate the result in the permanent right-of-way or borrow pit boundaries in the field (orange flag tape or fencing). Environmental Impact source Mitigation measure component habitat loss, increased Use machinery only in the areas to be cleared, except for the shorelines, shoreline buffers and areas designated for selective cutting, noise levels, more vehicle where machinery is prohibited. collisions and higher mortality rates. Large mammals The various construction Keep intact the forest strip between the right-of-way or any borrow pit and any lake or watercourse. To do so, clearly delineate the activities will disrupt all right-of-way or borrow pit boundaries in the field (orange flag tape or fencing). furbearing animals whose home ranges overlap with the proposed right- Use machinery only in the areas to be cleared, except for the shorelines, shoreline buffers and areas designated for selective cutting, of-way, due in large part where machinery is prohibited. to increased noise and Using signs, posters and information sessions, inform workers not to feed wild animals or leave food that could attract animals to activity levels. Increased construction camps and construction sites. Ensure that all food waste is securely stored. If unwelcome animals must be killed, the harvest levels and tallymen should be allowed to hunt them; the hides and meat can be recovered by the community. poaching risks are possible, along with The MTQ could, in cooperation with the MRNF, implement a wildlife protection program. increased mortality rates The temporary access roads will be closed. With regard to the roads located within the proposed park boundaries, the MDDEP will be in the Black bear consulted ahead of time. population resulting from the culling of unwelcome Cut down vegetation on the vicinity of curves to help drivers see animals crossing the road or getting ready to do so. This measure is bears and in all large intended to reduce the number of vehicle collisions with furbearing animals and large mammals. mammal populations resulting from collisions In cooperation with the MRNF, the MTQ will inform the tallymen and construction workers of the hunting and fishing regulations that with vehicles. apply to the project area (e.g. hunting prohibited within a 2 km radius of the construction zone). Waterfowl and other Various activities could Conduct clearing work in the fall and winter to avoid the bird nesting period. aquatic birds result in the loss of some Keep intact the forest strip between the right-of-way or any borrow pit and any lake or watercourse. To do so, clearly delineate the nests and habitats. These right-of-way or borrow pit boundaries in the field (orange flag tape or fencing). disturbances could lead to the abandonment or Contain the circulation of machinery and workers within work area boundaries. destruction of the nests Reinstate the vegetation cover along the watercourses immediately upon completion of watercrossing structures. of bird species nesting near the water’s edge. Once no longer in use, borrow pits are to be renaturalized, unless tallymen choose to convert the borrow pit into a waterfowl pond, if excavation reached below the water table. Birds of prey Various activities could Conduct clearing work in the fall and winter to avoid the bird nesting period. result in the loss of Contain the circulation of machinery and workers within work area boundaries. unidentified nests. Also, increased noise levels could disturb breeding pairs along the right-of- way, for a certain distance. The presence of the road will result in the permanent loss of potential nesting sites. Forest birds If conducted during Clearing work will be undertaken in the fall and winter to avoid the bird nesting period. breeding season, Contain the circulation of machinery and workers within work area boundaries. Environmental Impact source Mitigation measure component construction activities will Once no longer in use, borrow pits are to be renaturalized (unless otherwise determined in consultation with the tallymen). result in the loss of the nests of forest birds nesting in the work areas, in addition to increasing noise levels. The presence of the road will result in the permanent loss of potential nesting sites. Social context Construction operations Prior to the start of construction activities, the MTQ, in partnership with other emergency services providers, will implement an and the presence of emergency response protocol for construction and traffic related emergencies (network of first responders). workers will directly The MTQ will provide information sessions on roadway safety and road-sharing practices, to help drivers adjust to the expected affect road safety, significant increases in road traffic, compared to existing local traffic conditions. emergency services and wildlife protection In cooperation with the MRNF, the MTQ will inform the tallymen and construction workers of the hunting and fishing regulations that agencies and apply to the project area (e.g. hunting prohibited within a 2 km radius of the construction zone). organizations. Other Maintain effective communications with the public to ensure that processes are transparent (awarding of contracts, environmental anticipated impacts relate monitoring) and that user concerns (in particular those of the tallymen) are taken into account. to the effects of opening up the territory and of Establish an operational committee for Chibougamau-Chapais with the mandate of strengthening the bond between the communities community mobilization and the MTQ. The committee would be comprised of MTQ operational stakeholders (including designated consultants) and community around regional stakeholders, emerging from a joint initiative between the municipalities of Chibougamau-Chapais and the MTQ (e.g. optimization of development issues. local economic benefits, training, road safety and planning). Land use by the Road construction will Establish one or more coordination and monitoring committees to keep the Crees informed on work progress. Crees affect the use of the In cooperation with the Band Council, communicate the construction schedule, including a description of the work involved (clearing, traplines. blasting, etc.) to concerned Cree users so that they may plan their trips and movements throughout the territory accordingly, taking into account the range of construction activities and accompanying inconveniences. Select the location of the camps required for each construction contract in consultation with the concerned tallymen. In cooperation with the MRNF, the MTQ will inform the tallymen and construction workers of the hunting and fishing regulations that apply to the project area (e.g. hunting prohibited within a 2 km radius of the construction zone). Establish a communication program to inform the concerned users, and the entire Mistissini Cree community when as required, of the progress of construction activities and the inconveniences they may experience, as well as the names of the people in charge, including the contractors on the construction site and the MTQ representatives. Establish a monitoring committee with the community and the tallymen to inform them of upcoming construction activities and to collect and consider their immediate concerns as this phase of the project unfolds. In areas more at risk, use appropriate and environment-friendly dust abatement methods. Carry out right-of-way clearing by taking into account the applicable forest management standards and the presence of existing transportation routes, such as portages and snowmobile trails. Put in place proper road signage where the new road alignment crosses the snowmobile trails used by Crees to access and travel within their traplines. These locations are to be established in cooperation with the users who are directly concerned. In areas not subjected to a Timber Supply and Forest Management Agreement (TSFMA), after consultation with the tallymen, put aside some volume of harvested wood for their use. Ideally, this wood should be left along the road, in a place that will remain accessible once the construction is completed. Environmental Impact source Mitigation measure component Dismantle all temporary facilities (i.e. those not required during the road operation phase) and restore the sites once the work is completed. Archaeology Road construction Prior to the start of construction activities, conduct a preliminary archaeological inventory of all locations affected by construction activities could have a activities, including the road right-of-way, borrow pits and temporary roads, along with all construction worker camps and permanent significant impact on camps. potential archaeological sites. Vestiges may be uncovered fortuitously during construction work. Should this occur, construction work must cease immediately at the discovery site until MTQ archaeologists have completed a proper investigation and recovered any vestiges, as the case may be.
Visual environment Modification of the Wherever possible, minimize the areas to be cleared and preserve vegetation by clearly delineating these areas and avoiding existing landscape and encroachment. viewers' field of vision. Plan to recover the topsoil and store it onsite in a location that will encourage its subsequent use in the restoration of roadside and watercourse bank vegetation. Wherever conditions permit, plant shrub species such as Speckled alder and willow along watercourses to accelerate the restoration of the riparian vegetation. Seed the right-of-way with grasses. Harmonize new planting schemes with the surrounding natural setting and maximize plant materials survival rate by choosing a variety of plant species representative of the local environment, adapted to ecological conditions of the existing natural environment and resistant to road conditions. As required, install bank stabilization works, using bio-engineering techniques; restore banks by planting shrubs and seeding grass in the riparian strip, using various species representative of the natural environment.
7.2.1 Preparation of plans and specifications The surveillance program is planned at the project plans and specifications preparation phase. At this point, all the mitigation measures included in the environmental impact study report, as well the specific requirements of the certificate of authorization, must be integrated to the plans and specifications, as well as to the invitation to tender documents or other contract documents. For this purpose, special specifications entitled “Environmental Protection” are part of the contract.
7.2.2 Construction During the construction phase, one of the engineer project managers is responsible of the worksite surveillance. He is responsible for ensuring that all environmental clauses contained in the contract and the provisions of the MTQ CCDG are respected. The engineer appoints a supervisor’s representative who is present on site on a daily basis and ensures that the contractor and subcontractors are aware of the environmental requirements to be followed. In addition, the MTQ environmental specialists carry out site inspections and remain available to answer any supervisor’s request or to coordinate relationship between the relevant resource persons, as required. Before the start of each project construction season, a preparatory meeting must be held with the proponent (MTQ), the various ministries involved, particularly the MDDEP, the MRNF and Fisheries and Oceans Canada, as well as the work surveillance team. This harmonization meeting has the following objectives: Identify everyone’s roles and responsibilities; Submit the work schedule and location; Review the conditions of authorization, as well as their related mitigation measures; Establish a communications flowchart. Afterward, during the initial worksite meeting for each contract, supervisors must remind contractors of the following elements: The environmental context of the project; The application of environmental protection measures right at the outset of the work; The application of a monetary penalty for any violation of the environmental clauses.
7.2.3 MTQ Surveillance principles For each contract, the MTQ is committed to applying the following surveillance principles in order to ensure the protection of the environment during road and bridge construction work: Write environmental clauses complementing the CCDG and include the main ones in a special specifications document entitled “Environmental Protection”; Include drawings in the specifications in order to facilitate understanding of mitigation measures and therefore their implementation; Attach to the contract a voucher allowing the contractor to provide for the costs relating to environmental protection right at the outset; Prepare construction plans complying with environmental regulations and displaying the chaining equations in order to localize the elements of the environmental assessment report;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 336 - December 2010 - 58093 Establish a communication plan at the following levels: − MTQ partners; − Public affected by the work; − Worksite. Do not grant any authorization to start construction work (including forest clearing) before the contractor has submitted his environmental protection action plan and has it approved by the MTQ. This action plan must be submitted in the form of drawings showing the location and nature of the erosion control methods and contain a description of the measures the contractor intends to implement to avoid any harm to the environment (e.g. work scheduling and equipment); Meet all the contractor’s team (foremen, workers and subcontractors) right at the start of work, in order to make sure they properly understand the environmental context of the project; Ensure daily environmental surveillance by qualified personnel; Respond immediately during events deemed to be harmful to the environment or likely to cause harm; Maintain a worksite journal.
7.3 Environmental monitoring program The purpose of the monitoring program is to monitor the evolution of certain environmental components affected by the project implementation. It allows verifying the accuracy of the predictions and the assessments of some impacts, especially those for which uncertainties subsist in the impact study, as well as the efficiency of some mitigation measures. In this instance, certain components will be monitored, including the following: All revegetation work (e.g. reforestation and shoreline reinstatement): follow-up of planting and seeding and plant growth for a period of two years following construction work; Transplantation of special status plant species; Fish habitat compensation project; Woodland caribou.
7.3.1 Special status plant species A monitoring will be carried out in order to ascertain the efficiency of the specific mitigation measures applied for the preservation of the False mountain willow population. This monitoring will document the survival and development of individuals present within the right-of-way of the road and spared by the work, as well as those that will have been reproduced by cuttings and transplanted. This monitoring should start at the end of the summer season following work completion in the road sections newly built and should continue during a number of growing seasons (3 to 5 years).
7.3.2 Fish habitat compensation program The fish habitat compensation program to compensate permanent losses due to the construction of bridges and the installation of culverts will be subject to specific monitoring during the operation phase. This program will comprise two components, i.e. monitoring of the integrity of habitat developments and monitoring of the use of habitats by fish. In order to meet Fisheries and Oceans
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 337 - Environmental and social impact assessment Canada requirements, the environmental monitoring program will start after the end of the work and will extend over at least two years.
7.3.3 Woodland caribou Road construction activities could have a significant impact on the distribution and abundance of the Woodland caribou population. The main objective of the monitoring is to assess the impacts of construction on the Woodland caribou population within the study area. As the entity responsible for the road construction and operations, the MTQ will cooperate with the MRNF existing Woodland caribou monitoring program. Monitoring activities to be undertaken following completion of the construction project (e.g. harvest level and hunting period) will be carried out by the MRNF in conformity with the existing requirements (the Act respecting the conservation and development of wildlife, the Act respecting hunting and fishing rights in the James Bay and New Québec territories and other conditions ensuing from the JBNQA).
7.4 Social management plan The main objective of a socioeconomic management plan (SMP) is to set up a management framework, including the planning, implementation, monitoring and assessment of the social and economic impacts of a project, in compliance with MTQ requirements with regard to corporate social responsibility. The SMP first presents the level and scope of the MTQ social responsibility policy and a table of the objectives it specifically aims to achieve with this project. Second, the SMP summarizes the proposed measures by category and identifies the appropriate framework for their efficient management. Finally, the SMP proposes a monitoring mechanism to assess the efficiency of the proposed measures and whether they have achieved the established objectives.
7.4.1 Corporate social responsibility of the organization This major road extension proposed by the MTQ will have varied and significant repercussions on local and regional communities. The impact assessment showed that the project is very positively received by the local and regional communities, who see in it a significant development potential in terms of job creation and land opening. Stakeholders’ concerns are mainly related to the coexistence of various users of the land in the surroundings of the road, to the transportation of uranium and to the measures provided for in the transportation and response protocol in case of spill and, more generally, the fear that the benefits be essentially regional rather than local. MTQ social responsibilities encompass site preparation and road construction activities, along with the long-term operation of the roadway. However, the MTQ is not responsible for the impacts related to induced economic development, like the anticipated mine, forest and recreation and tourism developments in the study area further to the opening of the road. The MTQ policy in terms of corporate social responsibility is reflected in its support to the Sustainable Development Act. In the last decades, further to an approach adopted by the Gouvernement du Québec, the MTQ has been supporting this movement by promoting sustainable mobility across Québec. Indeed, the mobility of persons and goods is essential to economic development and represents a key driving force for social integration and involvement, in addition to its environmental influence. In keeping with its social responsibility mandate, the MTQ intends to provide an integrated, perennial and safe transportation offer that meets the needs of present and future users, and that supports economic development while respecting the ecosystem’s carrying capacity. Consequently, its strong focus on improving sustainable mobility will have positive repercussions throughout Québec.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 338 - December 2010 - 58093 The MTQ approach to sustainable development is based on the sixteen core principles of sustainable development laid out in the Sustainable Development Act and listed below. These principles serve as guidelines to ensure that departmental initiatives and project activities be developed following these principles: “Health and quality of life”: People, human health and improved quality of life are at the centre of sustainable development concerns. People are entitled to a healthy and productive life in harmony with nature; “Social equity and solidarity”: Development must be undertaken in a spirit of intra- and inter-generational equity and social ethics and solidarity; “Environmental protection”: To achieve sustainable development, environmental protection must constitute an integral part of the development process; “Economic efficiency”: The economy of Québec and its regions must be effective, geared toward innovation and economic prosperity that is conducive to social progress and respectful of the environment; “Participation and commitment”: The participation and commitment of citizens and groups of citizens are needed to define a concerted vision of development and to ensure its environmental, social and economic sustainability; “Access to knowledge”: Measures that promote to education, access to information and research must be encouraged in order to stimulate innovation, raise awareness and ensure effective public participation in the implementation of sustainable development; “Subsidiarity”: Powers and responsibilities must be delegated to the appropriate level of authority. Decision-making centres should be adequately distributed and as close as possible to the citizens and communities concerned; “Inter-governmental partnership and cooperation”: Governments must collaborate to ensure that development is sustainable from an environmental, social and economic standpoint. The external impact of actions in a given territory must be taken into consideration; “Prevention”: In the presence of a known risk, preventive, mitigating and corrective actions must be taken, with priority given to actions at the source; “Precaution”: When there are threats of serious or irreversible damage, lack of full scientific certainty must not be used as a reason for postponing the adoption of effective measures to prevent environmental degradation; “Protection of cultural heritage”: The cultural heritage, made up of property, places, landscapes, traditions and knowledge, reflects the identity of a society. It passes on the values of a society from generation to generation, and the preservation of this heritage fosters the sustainability of development. Cultural heritage components must be identified, protected and enhanced, taking their intrinsic rarity and fragility characteristics into account; “Biodiversity preservation”: Biological diversity offers incalculable advantages and must be preserved for the benefit of present and future generations. The protection of species, ecosystems and the natural processes that maintain life is essential if quality of human life is to be maintained; “Respect for ecosystem carrying capacity”: Human activities must be respectful of the carrying capacity of ecosystems and ensure their perenniality; “Responsible production and consumption”: Production and consumption patterns must be changed in order for them to be more viable and more socially and environmentally responsible, through an ecoefficient approach that avoids waste and optimizes the use of resources, among others;
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 339 - Environmental and social impact assessment “Polluter pays”: Those who generate pollution or whose actions otherwise degrade the environment must bear their share of the cost of measures to prevent, reduce, control and mitigate environmental damage as well as to pollution control; “Internalization of costs”: The value of goods and services must reflect all the costs they generate for society during their whole life cycle, from their design to their final consumption and disposal.
7.4.2 Specific social responsibility objectives In keeping with the above-mentioned social responsibility policy and principles, the MTQ adopted the following objectives for the Route 167 extension project: Maximize the local economic benefits of the road project (preparation, road construction and operation) by defining concrete, realistic and cost-effective success mechanisms (Ref.: d – economic efficiency; g – subsidiarity principle); Minimize impacts on road user health and quality of life and minimize accident risks in the northern environment during construction and operation (Ref.: a – health and quality of life; i – prevention); Maximize labour hiring within the project implementation area, such as, hiring of Aboriginal workers (Ref.: b – social equity and solidarity); Protect traditional knowledge and pursuits by minimizing the project’s negative impacts in these areas (Ref.: k – heritage protection); Encourage a participative, informative and transparent approach in the development and implementation of the project (Ref.: e – participation and engagement; f – access to knowledge; h – partnerships and governmental cooperation); Include the environmental and social management plan in the budget and integrate it with the project’s feasibility analysis in order to internalize the project’s hidden costs (Ref.: p – cost internalization).
7.4.3 Implementation of the social management plan In order to meet the objectives described above, the MTQ intends to implement a social management plan in cooperation with two main groups. In this regard, two issue tables will be created at the plans and specifications preparation phase. One table will be composed of James Bay area community partners and the other, of Aboriginal partners (including, among others, the tallymen or their representatives). These tables will assist the MTQ in the implementation and monitoring of the proposed measures to improve the social acceptability of the project and ensure its sustainable development. The measures relate to several aspects: Development of a communication and feedback plan in cooperation with the communities of interest most affected by the project, in order to ensure that communication and participation are efficient and satisfactory; Workforce needs assessment in order to inform training organizations and construction businesses that want to increase the strength and skills of the interested and available local workforce and, therefore, its local participation in the project; Maximization of local economic benefits; Aboriginal human resource development in cooperation with the institutions and organizations working in this field;
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 340 - December 2010 - 58093 Implementation of measures aimed at road safety, emergency response and wildlife protection, in cooperation with organizations and businesses that already have these mandates in the affected area.
7.4.4 Communities of interest and operational monitoring committee The baseline study, environmental assessment and stakeholder participation and consultation program helped identify and understand who are the social and economic actors affected by this project, and their respective roles. These key stakeholders helped in developing the requisite information and consultation mechanisms for the planning and implementation stages of this project. The project implementation will be way more efficient if key stakeholders are involved in the supervision, coordination and management of mitigation and enhancement measures. These communities of interest are diverse and play political, economical and social roles in the development of the study area. The MTQ is committed to following-up with all key stakeholders on a regular and sustained basis. To do this, it will inform and consult the person(s) identified for this role among the Jamesian and Aboriginal community stakeholders throughout the various phases of the project (preparation, implementation and monitoring).
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Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 367 - Environmental and social impact assessment Thwaites, Reuben Gold. 1896-1901. The Jesuit Relations and Allied Documents. Burrows Bros., Cleveland. Tourisme Baie-James, 2010. Villes et Municipalités, [On line] http://www.tourismebaiejames.com/fr/villes.asp#2. (Site consulté en juillet 2010). Town of Chibougamau. 2010. Site internet officiel de la Ville. [Online] http://www.ville.chibougamau.qc.ca/. (Site consulté en juillet 2010). Trombulak, S.C. and C.A. Frissell. 2000. «Review of ecological effects of roads on terrestrial and aquatic communities». Conservation Biology, vol. 14, p. 18-30. Turcotte, F., R. Couture, J. Ferron and R. Courtois. 1993. Caractérisation des habitats essentiels du tétras du Canada (Dendragapus canadensis) dans la région de l’Abitibi-Témiscamingue. MRNF, Direction de la faune et des habitats. Québec. 57 p. Turcotte, F., R. Couture, R. Courtois and J. Ferron. 1994. Réactions du tétras du Canada (Dendrapagus canadensis) face à l’exploitation forestière en forêt boréale. Ministère de l’Environnement et de la Faune, Direction de la faune et des habitats, Service de la faune terrestre. Québec. 77 p. Veillette, J.-J. 2004. Ice-Flow Chronology and Palimpsest, Long-Distance Dispersal of Indicator Clasts, North of the St. Lawrence River Valley, Québec. Géographie physique et Quaternaire. Vol. 58, n° 2-3, p. 187-216. Vistnes, I. and C. Nellemann. 2008. «The matter of spatial and temporal scales: a review of reindeer and caribou response to human activity». Polar Biology, vol. 31, p. 399-407. Vors, L.S., J.A. Schaefer, B.A. Pond, A.R. Rodgers and B.R. Patterson. 2007. «Woodland caribou extirpation and anthropogenic landscape disturbance in Ontario». Journal of Wildlife Management, vol. 71, p. 1249-1256. Wahl, W. G. 1947. Rapport préliminaire sur la région de la rivière Témiscamie. Territoire de Mistassini. Rapport géologique 211. Ministère des Mines, Québec. Wahl, W. G. 1953. Région de la rivière Témiscamie. Territoire de Mistassini. Rapport géologique 54. Ministère des Mines, Québec. Walter, J. 2003. Étude pétrographique du quartzite de la colline Blanche (région de la rivière Témiscamie). Mémoire présenté dans le cadre du cours de Projet de fin d’études (6 SCT 604). Université du Québec à Chicoutimi, Chicoutimi. Ward, R.L., J.T. Anderson and J.T. Petty. 2008. «Effects of road crossings on stream and streamside salamanders». Journal of Wildlife Management, vol. 72, p. 760-771. Western Troy Capital Resources inc. 2006. Communiqué de presse, 2 octobre 2006. [On line]. 1 p. http://www.westerntroy.com/oct-2-06.pdf (Page consultée le 10 mai 2010). Western Troy Capital Resources inc. 2010. Communiqué de presse, 21 mai 2010. [On line]. 2 p. http://www.westerntroy.com/5-21-10.pdf (Page consultée le 25 mai 2010). Wetzel, R.G. 2001. Limnology: Lake and River Ecosystems. Third Edition. Academic Press. London. 1005 p. Whittington, J., C. Cassady St.Clair and G. Mercer. 2005. «Spatial responses of wolves to roads and trails in mountain valleys». Ecological Applications, vol. 15, p. 543-553. Williamson, C.E., D.P. Morris, M.L. Pace and O.G. Olson. 1999. «Dissolved Organic Carbon and Nutrients as Regulators of Lake Ecosystems: Resurrection of a More Integrated Paradigm». Limnology and Oceanography, Vol. 44, n° 3, p. 795-803.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 368 - December 2010 - 58093 Wittmer, H.U., A.R.E. Sinclair and B.N. Mc Lellan. 2005b. «The role of predation in the decline and extirpation of woodland caribou». Oecologia, vol. 144, p. 257-267. Wittmer, H.U., B.N. McLellan, D.R. Seip, J.A. Young, T.A. Kinley, G.S. Watts and D. Hamilton. 2005a. «Population dynamics of the endangered mountain ecotype of woodland caribou (Rangifer tarandus caribou) in British Columbia, Canada». Canadian Journal of Zoology, vol. 83, p. 407- 418.
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List of persons and organisms consulted Andrée-Anne Tremblay Ministère des Ressources naturelles et de la Faune Data transmission relative to a wildlife information request
Annie Paquet Ministère des Ressources naturelles et de la Faune Reports of Rock vole in the Nord-du-Québec
Christian Dussault Ministère des Ressources naturelles et de la Faune Various questions relative to the Woodland caribou and roads
Gilles Lupien Ministère des Ressources naturelles et de la Faune Validation of specimens of interest captured during field survey
Jacques Larivée Regroupement QuébecOiseaux Query to the database Étude des populations d’oiseaux du Québec (EPOQ)
Kevin Neeposh Cree Nation of Mistissini
Le Duing Lang Regroupement QuébecOiseaux Query to the database Suivi de l’occupation des stations de nidification des populations d’oiseaux en péril du Québec (SOS-POP)
Luc Bergeron Ministère des Ressources naturelles et de la Faune Information relative to a mitigation measure proposed by M. Bergeron
Mark Dionne Environnement Canada, Service canadien de la faune Recommendation regarding appropriate methods and dates for migratory bird survey
Martin-Hugues St-Laurent Université du Québec à Rimouski Various questions relative to the Woodland caribou and roads
Ministère des Ressources naturelles et de la Faune Data transmission relative to a wildlife information request
Réhaume Courtois Ministère des Ressources naturelles et de la Faune Various questions relative to the Woodland caribou
Sébastien Rouleau Société d’histoire naturelle de la vallée du Saint-Laurent
Ministère des Transports Extension of Route 167 North to the Otish Mountains 58093 - December 2010 - 371 - Environmental and social impact assessment Query to the Atlas des amphibiens et des reptiles du Québec
Stéphane Rivard Ministère des Ressources naturelles et de la Faune Participation to the large mammals survey, data transmission
Tallymen consulted M-11: Sydney and Roderick Swallow (Sydney is Clarence Swallow’s son; Roderick is Abel Swallow’s son. Clarence and Abel are brothers). Abel Swallow and his son Johnny and other family members were also present. M-16: Matthew Matoush M-24A: Alfred Coon-Come M-17C: Claude and Andrew Coonishish. (Andrew was not present, but their brother Peter has participated to the interviews). M-36: Johnny Coon Sr. (His daughter Elizabeth Coon was present). M-37: Charlie, Jimmy Sr, Willie K, and Matthew Gunner. (Willie K is the son of late Charlie Gunner and Matthew is the son of late Jimmy Sr. Charlie and Jimmy are brothers). Willie and Matthew were not at the interview. M-42: Simon Mattawashish. His brothers John et Roger Mattawashish were also present.
Ministère des Transports Extension of Route 167 North to the Otish Mountains Environmental and social impact assessment - 372 - December 2010 - 58093 Consortium
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