19.0 ACCIDENTS AND MALFUNCTIONS
19.1 INTRODUCTION
Pursuant to CEAA, an assessment of the environmental effects of any potential project malfunction or accident that may occur in connection with the construction and operation of the project is required. This section presents project components where potential accidents and malfunctions could occur. This includes an assessment of the risk to the environment, and identifies the need for environmental management, spill response or emergency response plans.
Since the opening of Deltaport as a container terminal in 1997, there have been no major accidents or malfunctions at the existing Deltaport container terminal resulting in an impact on the environment. Therefore, while there may be a risk of the accidents and malfunctions to the Project described below as occurring, the track record of the existing operations, augmented by the spill containment design of the proposed Deltaport Third Berth, suggests that procedures to guard against such accidents and malfunctions will be effective.
Potential accidents and malfunctions associated with the construction of the proposed Deltaport Third Berth Project are associated with the following construction activities:
• Construction equipment mobilization to and from site (traffic accidents, transportation of dangerous goods to and from the Project site);
• Dredging equipment (fuelling (spills and leaks));
• Terminal construction (fuelling (spills and leaks), waste management); and,
• Overall health and safety (major accident or death).
Potential accidents and malfunctions that may occur during the operation of the proposed Deltaport Third Berth Project include those associated with:
• Shipping operations (ship bunkering and fuelling operations, ballast water exchange, bilge water, waste management, ship collisions/grounding);
• Terminal yard operations (fuel management, transport of dangerous goods, waste management);
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• Trucking operations (fuel management, transport of dangerous goods);
• Rail operations (fuel management, transport of dangerous goods); and,
• Overall health and safety (major accident or death).
The potential accidents and malfunctions for both project construction and operation scenarios are discussed further in this chapter under the following headings:
• Spills and Leaks;
• Transportation of Dangerous Goods;
• Waste Management;
• Emergency Response; and
• Health and Safety.
The operation section also includes a discussion on the potential for ship collisions and ship grounding at Roberts Bank.
A summary of the potential environmental effects that could arise due to possible accidents or malfunctions is presented in Table 19.1 along with the proposed mitigation or emergency response measures. Table 19.1 is located at the end of this chapter.
19.2 CONSTRUCTION
The potential environmental impacts associated with construction involve the potential for spills and leaks during fuelling, the transport and storage of fuels and other dangerous goods, and waste management. These potential impacts are addressed in the Construction EMP listed in Chapter 21 Environmental Management Program.
During construction there will be a variety of marine and land based equipment working in and around Deltaport to construct the Project. These could include the following pieces of equipment.
• Cutter Suction Dredge
• Deep Water Disposal Pump/Dredge
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• Trailing Hopper Dredge
• Tugboat for moving dredges
• Marine Densification Derrick/Equipment
• Land Based Densification Crane/Equipment
• Dock Construction Support Equipment
• Slope Protection Derricks/Equipment
• Dozers/Loaders
• Trucks
19.2.1 Spills and Leaks
The primary concern to the environment that could arise from an accident or malfunction is during refuelling of construction equipment on site. Due to the size of the equipment and time required for mobilization, it is not possible to remove equipment from the Deltaport area for fuelling. However, even a small spill may have deleterious impacts on the marine environment and coastal seabirds and waterfowl. Therefore the contractor for the Project will be required to meet stringent requirements to conduct all fuelling of equipment, including storage of petroleum products (e.g. fuel, oil, lubricants), in an appropriate manner and handled in compliance with all applicable guidelines, legislation, and best management practices to eliminate the risk of spills.
The contractor will also be required to have an appropriate and specific spill prevention, containment and cleanup contingency plan for hydrocarbon products (e.g., fuel, oil, hydraulic fluid, lubricants), and all other deleterious substances that may be used in association with the Project. This plan will be put in place prior to work commencing at the Project site. The contractor will also be required to have all appropriate containment and clean up materials on site throughout the course of work on the Project including the demonstrated expertise in deployment. The contractor’s spill prevention, containment and cleanup contingency plans shall be submitted to the regulatory agencies for review prior to the start of construction.
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19.2.2 Transport of Dangerous Goods
The transport and storage of dangerous goods, primarily fuel and lubricating oils for construction equipment will be carried out in compliance with the federal Transportation of Dangerous Goods (TDG) Act.
19.2.3 Waste Management
All waste and deleterious materials generated by construction of the Project will be appropriately contained by the contractor in the immediate work area, collected, and appropriately disposed of in accordance with all applicable legislation, guidelines, and best management practices. Waste management procedures would be outlined in a Construction EMP, listed in Chapter 21 Environmental Management Program.
19.2.4 Health and Safety / Emergency Response
All contractors will be required to develop a health and safety plan for their component of work prior to the start of construction. The health and safety plan would typically include:
• Site location and prime contacts;
• Local emergency and project contact numbers;
• Description and map of emergency routes;
• Safety equipment required;
• List of site hazards and mitigation; and,
• Potential waste generation and disposal methods.
The health and safety plan should also outline emergency response procedures during construction. Primary responsibility for on-site emergency planning and response during construction rests with the contractor. Local governments emergency services (fire, police, and ambulance) are responsible for operational support to the extent that expertise and resources are available and to the extent that the response functions are within their mandate.
A traffic management plan will be developed for construction to reduce the potential for traffic incidents.
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19.3 OPERATION
Potential accidents and malfunctions during operation of the Project that may impact on the environment include:
• Spills and leaks (which include those from fuelling operations, liquid ship emissions (ballast water and bilge water)) and terminal operations;
• Ship collisions/grounding
• Transportation of dangerous goods;
• Waste management;
• Health and Safety; and
• Emergency Response.
These can be further categorized into marine (ship), terminal, rail and road components.
19.3.1 Spills and Leaks
The fuelling of ships, terminal equipment and off-site vehicles represents a potential adverse impact to the marine environment in the event of a spill. Specific policies and procedures have been established to reduce the probability of spill events occurring, which are outlined below and also captured in the Operational EMP listed in Chapter 21 Environmental Management Program.
Bunkering of Vessels at Roberts Bank The loading of bunkers and bulk oils (fuelling) is not permitted under any circumstances for vessels berthed at Deltaport and Westshore Terminals at Roberts Bank. This prohibition is enforced by the Vancouver Port Authority and has been in effect since the expansion of the Roberts Bank port terminal in the early 1980’s and was put in place to reduce the probability of oil spills at Roberts Bank. (Reference: Vancouver Port Authority Harbour Operations Manual – http://www.portvancouver.com/the_port/harbour_operations.html). The prohibition on bunkering and fuelling at Roberts Bank applies to the Project.
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Fuel Management of Terminal Equipment - Deltaport Container Terminal TSI has established a Fuel Management and Dispensing Operating Procedure as part of the existing Deltaport Terminal Environmental Management Plan. The purpose of the Fuel Management and Dispensing Operating Procedure is to minimize the impact of hydrocarbons on the environment during fuelling of terminal equipment. The Fuel Management and Dispensing Operating Procedure includes requirements for maintenance of the fuelling areas, procedures for vehicle fuelling and a spill response/emergency response procedure. The Project does not require the construction of additional fuel storage or fuelling facilities as the present facilities are adequate. TSI’s Fuel Management and Dispensing Operating Procedure will be updated to include the Project area.
Fuel Management of Off-site Trucks and Cars All fuelling for road container trucks or employee vehicles is conducted off-site, away from the existing Deltaport Container Terminal at approved fuelling facilities. There will be no fuelling of container trucks or employee vehicles as part of the Project.
Fuel Management of Rail Three railway companies provide service to Deltaport and Westshore terminals. Canadian Pacific Railway and Canadian National Railway provide the bulk of the service for containers and coal with the third railway BNSF occasionally hauling coal to Westshore. The switch engine located on the causeway, operated on behalf of BC Rail by Omnitrax, is fuelled on the causeway with TDG certified fuel truck deliveries. Omnitrax has a fuel management plan for fuelling operations that is linked to the BC Rail Emergency Response Plan.
The long haul engines are typically fuelled in the respective railway company yards. CP's primary yard is in Port Coquitlam on the north side of the Fraser River, approximately 23 miles west of Mission. CN's primary yard is named Thornton Yard, and is located south of the Fraser River approximately 25 miles west of Matsqui. Occasionally, an line haul engines may require fuelling at Roberts Bank at which time a TDG regulated fuel truck will conduct fuelling on the causeway for CP or CN. For these instances the individual railways fuel management plan is activated and links to the BC Rail Emergency Response Protocols for spill response. All TDG
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regulated fuel trucks (vehicles) transporting fuel are required to have a spill response kit capable of containing and absorbing fuel spills and a current spill response plan and procedures.
BC Rail has instituted emergency protocols. BC Rail has a central dispatch center that monitors the tracks that run from Roberts Bank through Delta, Surrey, Langley and Abbotsford. The fully integrated computerized system provides real-time monitoring of track status, switching and train movement on the lines. The dispatch centre monitors trains from BC Rail, CN, CP Rail, BNSF and Surrey Rail and is in constant radio contact with the train operators providing immediate operational and emergency communication. Included in the monitoring system is information on the distances between rail crossings and page subdivisions, which are used to provide accurate movement forecasting between track and road based operations.
The centre provides a 24-hour emergency contact for the rail companies and the RCMP and manages the communication plan to deal with incidents that involve the rail line. If an accident occurs trackside that involves a train stoppage, BC Rail will contact the RCMP who in turn will notify the Fire and Ambulance Departments in order to minimize the impact on emergency response operations. If a non-train related incident occurs and the RCMP decide that passing trains will affect the on-scene incident management, the RCMP will contact BC Rail who can alter train operations accordingly.
VPA is currently facilitating discussions between BC Rail, Delta Police and Delta Fire Departments in order to develop similar protocols currently in use by BC Rail and the RCMP. These protocols will be integrated into the standard operating procedures and will provide effective coordination to eliminate delays to areas in which train operations can directly affect emergency response such as at Boundary Bay Airport.
Marine Ballast Water Exchange The Vancouver Port Authority implemented a mandatory ballast water management program in January 1998. Ballast water refers to water (with its suspended matter) that is taken on board a ship to control trim, list, draught, stability or stresses of a ship. The purpose of VPA’s Ballast Water Management Program is to limit the possibility of transferring non-indigenous species into Canadian waters while protecting the safety of ships. VPA’s Ballast Water Management procedure is consistent with the International Maritime Organization’s resolution A.868 (20).
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All deep-sea vessels arriving at the Port of Vancouver intending to discharge ballast water within Port of Vancouver limits, including Roberts Bank, are required to carry out a Mid-Ocean Ballast Water Exchange. There are two possible exemptions to conducting a mid-ocean exchange that may be considered. The first is if safety concerns arise with a ship, either due to poor weather at sea or the stress to the hull, then the ship may be exempted by VPA from conducting a ballast exchange. The second exemption is if a ship possesses environmentally sound and approved methods or technologies to treat ballast water.
The VPA’s Harbour Master’s department conducts compliance monitoring for ballast water exchange. When boarding vessels, the Harbour Master’s Representatives will require the captain or his representative to provide either a Ballast Water Management Plan or a Ballast Water Management Plan Certificate and accompanying documentation. These options are described in more detail below.
Ballast Water Management Plan A Ballast Water Management Plan (BWMP) provides guidance to the operators for the proper handling and treatment of ballast water and sediment to minimize the transfer of harmful aquatic organisms and pathogens in the vessel’s ballast water and sediment. The Ballast Water Management Plan must be ship specific and include the following:
• information about vessel’s ballast system and Ballast Water sampling points;
• explanations and procedures of the methods utilized in the Ballast Water Management Plan; and
• safety precautions for each method utilized.
Ballast Water Management Plan Certificate If the ship does not have a BWMP, it must have a valid Ballast Water Management Plan Certificate issued by the classification society indicating the appropriate BWMP notation. If the vessel possesses such certificate, it must also have:
• a logbook entry that a ballast exchange was carried out; and
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• a completed Ballast Water Reporting Form giving details of the ballast water management procedure carried out. The completed Ballast Water Reporting Form must be faxed to the Canada/United States Cooperative Vessel Traffic Services. However, a Harbour Master Representative must be in attendance or give verbal authorization prior to the discharge.
Permission to discharge ballast water will be denied to a vessel that has not conducted a ballast exchange or is unable to provide evidence as described above. The Harbour Master’s Department may also collect samples of ballast water and have these samples analyzed to determine the quality of exchanged ballast. Denial of permission to discharge ballast water that does not meet these requirements may result in the vessel being ordered to depart the Port of Vancouver in order to carry out a ballast water exchange to the satisfaction of the VPA.
For ships carrying coastal ballast water originating from the ports north of Cape Blanco (Oregon- 42º50’N, 124º33’W in the West Coast of the US), British Columbia and Alaska, a mid-ocean exchange is not required as these waters are deemed “shared waters” and the risk of transferring non-indigenous species is low. The Harbour Master’s Representative conducting the ballast check will confirm via logbook entry where the ballast water originated.
The Port of Vancouver Ballast Water Management Program will apply to the Project to limit the possibility of transferring non-indigenous species into Canadian waters while protecting the safety of ships.
Bilge Water VPA’s bilge water protocol described below applies to the Project. It is an offence to discharge into the Port of Vancouver harbour, including Roberts Bank, any oil or other liquids containing oil (bilge water). Bilge water is any water that collects in the sides or bottom of the ships hull (bilge) including effluent from the engine compartment. To help protect vessels and the environment from the accidental discharge of oil or oily water, the VPA Harbour Master’s Patrol Staff seal the engine room bilge overside discharge valve(s). This valve(s) is normally located between the oil water separator and the engine room bilge discharge port. The sealing of bilge valves on vessels applies to the Project.
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All accidental overside discharges are to be reported immediately to the Harbour Master’s Office. If the discharges contain oil or other deleterious substances, the vessel must immediately notify Vancouver Marine Communications and Traffic Services Centre (MCTS) and the vessel must activate its Oil Pollution Emergency Plan. This plan is a requirement of the Canada Shipping Act.
The Oil Pollution Emergency Plan must identify the person authorized to implement the plan and also confirm the vessel has an arrangement with a Canadian Coast Guard certified response organization. In the event of a spill the vessel must immediately notify the Vancouver MCTS, which in turn notifies the Canadian Coast Guard and the VPA Harbour Master’s office. The VPA Harbour Master is the On Scene Commander for the incident for marine based spills. For more detailed information please refer to the VPA Harbour Operations Manual at http://www.portvancouver.com/the_port/harbour_operations.html.
Liquid Management at the Terminal In the event of a spill on the terminal, stormwater plus contaminants have the potential to be discharged to the marine environment. For the Project the storm drainage system will consist of a combination of catch basins, slot drains and open-cover manholes, located in areas to avoid equipment operating areas and runways. All drainage structures will be designed to withstand loads from the container operating equipment. The container yard will be graded in the direction parallel to the RTG runways and will have general drainage grades of 1% or less. Drainage systems will be designed to accommodate the rainfall flows generated from a 1 in 10 year rainstorm.
The stormwater will pass through an oil interceptor and sedimentation tank to collect contaminants prior to discharge of stormwater effluent to the ocean. The eight existing storm outfalls, located along the northern perimeter of Deltaport, will be decommissioned and replaced by five new storm outfalls. In addition, the new storm outfalls will be fitted with shut-off valves that can terminate flow from the Project area should a spill occur on the terminal.
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19.3.2 Ship Collisions/Grounding
Over the past seven years of operation, there have been no ship collisions or ship grounding related to the existing Deltaport Container Terminal operations. The Project will result in an increase from 365 vessel calls in 2003 to 393 vessel calls in 2012 (an increase of approximately 8%). This relatively small increase in vessel calls is due to the fact that vessel size is projected to increase. Because of the relatively small increase in traffic there is considered to be very little or no increased risk involved with ships going in and out of Deltaport.
As in any marine waterway, especially where there is crossing traffic, there is always a potential for an accident. These risks are minimized though the International Regulations for the Prevention of Collision at Sea (ColRegs). Comprehensive marine VHF radio coverage and the high level of communications that takes place between virtually all ships, no matter of what size or nationality, minimizes the risks of collision. All deep-sea foreign flag ships over 350 gross registered tonnes are required to have a licensed Canadian pilot on board while in compulsory pilotage waters. Local ferries, tugs, fishing vessels and pleasure craft are exempted from this requirement, however, ferries, tugs and fishing vessels are required by law to have licensed personnel on board. In light of recent regulatory changes pleasure craft operators are also required to have a certain amount of training and certification.
There are a number of special operating procedures already in place, mainly tied in with the ColRegs requirements for navigating in traffic separation zones. These will continue to remain in force for the foreseeable future. There is little or no projected change in traffic density or patterns; however, this could change if there are any major changes made to fishing openings for commercial fishers.
19.3.3 Transport of Dangerous Goods
Commonly used products like paint, laundry bleach, propane, car batteries, etc., can be hazardous to human health and the environment in certain quantities and if proper handling and storage is not followed. The federal government recognized the need for extra care with certain products and in 1985 enacted the TDG Act with the objective of promoting public safety. The regulations were rewritten and replaced with the 2002 Clear Language TDG Regulations. The
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TDG Act places conditions on the handling and transporting of products that have the potential to impact the environment or human health in the event of an accident.
The TDG Act imposes the legal obligation on individuals having custody of these products that meet the definition of dangerous goods to ensure that goods are safely and securely packaged and transported, and that they are identifiable through approved labelling. Together with the Canada Shipping Act, it imposes special regulations and provisions on intermodal carriers to train and certify staff involved in the transport of dangerous goods. In addition to the TDG regulations, all dangerous goods transported within the Port of Vancouver must also be under permit issued by the Harbour Master's office.
The VPA, the Canadian Coast Guard, other Port Authorities and carriers worked together to create CoastView, an innovative web-based system that provides centralized, real time tracking of all dangerous goods movements along the West Coast of Canada. Parties responsible for the management of dangerous goods are able to obtain pertinent vessel location and cargo information by visiting a secure area of the Pacific Gateway Portal website. This increases efficiency and coordination in the response to a potential incident.
19.3.4 Emergency Response
Hazardous Materials The TDG Act requires that before a person offers for transport or imports certain dangerous goods, the person must have an approved Emergency Response Assistance Plan (ERAP). TSI, as the terminal operator, and CP and CN Rail have established Emergency Response Assistance Plans. Spills of TDG Class 3 – flammable liquids > 100 litres (L) must be reported to the Provincial Emergency Program (PEP) telephone 1-800-663-3456.
Primary responsibility for on-site emergency planning and response rests with the Responsible Party (perpetrator/ polluter/ spiller) of the hazardous material released. Local governments with their emergency services (fire, police, and ambulance) are responsible for operational support to the extent that expertise and resources are available and to the extent that the response functions are within their mandate. If needed or requested, the province will provide technical assistance to industry, local government and/or both in accordance to this plan. Response escalation generally
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builds from the bottom up - from field operations, to the site's Incident Command Post, to supporting emergency operations centres. Under the Incident Command System (ICS), unified (shared) command with local government and other government jurisdictions as well as the Responsible Party is the primary mechanism to ensure governance and corporate issues and priorities are addressed at the site.
For incidents on the Deltaport Terminal, TSI is the On Scene Commander for those involving spills of dangerous goods. For incidents on the BC rail line the On Scene Commander is BC Rail Port Sub Ltd. Dangerous goods incidents on the provincial roadways the On Scene Commander responsibility is shared between the Responsible Party and the local fire department.
Fire and Emergency Services Delta Fire and Emergency Services provide response for fires, motor vehicle accidents, medical emergency services, rescue and safety, public service calls, emergency measures and planning, fire prevention and public education, fire investigation and community support to Delta. There were two calls from Deltaport to the Fire Department in 2003 and three up to the end of October 2004.
The Delta Fire Department responds to those hazardous material (HAZMAT) incidences that can be handled by standard issued protected turnout clothing and breathing apparatus. For incidents requiring a more comprehensive response, Delta has a Mutual Aid Agreement with the Surrey and Vancouver Fire Departments, which have full HAZMAT response capability. TSI, the terminal operator at Deltaport, does not rely on the Delta Fire Department for HAZMAT incidents as it contracts clean up services from a private contractor. There were three HAZMAT incidents at Deltaport in 2003 that related to a leaking valve outlet on a tank.
Police and Security The Delta Police Department serves the communities of Ladner, Tsawwassen and North Delta. The main station is located in Ladner, with community policing operations in Tsawwassen, Ladner and North Delta. Since 2004 the RCMP took over responsibility for policing at the Port, including the terminals at Roberts Bank. Police officers have been designated to oversee policing and emergency preparedness including a level 2 or 3 security situation. The Deltaport terminal
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operator has not requested local police services, but one of the shipping lines using Deltaport does use local police services under a private agreement.
Security services for Roberts Bank are a shared responsibility between the Vancouver Port Authority and the terminal operators. If the VPA determines a need for increased security, Delta police may be contracted to provide extra officers for the period of heightened security. The International Ship and Port Facility Code, implemented in July 2004, is the security standard for the Port. New Marine Transportation Security Regulations designed to strengthen security requirements for vessels, marine facilities and ports, and to be compliant with the International Maritime Organization Code, also came into effect in 2004.
19.3.5 Waste Management and Disposal
Ships The International Convention for the Prevention of Pollution from Ships (MARPOL) governs the release of oil, hazardous substances, and garbage into the marine environment. MARPOL Annex V deals with wastes (which includes plastics, metal, glass, galley wastes and other materials). This international legislation deals with different types of ship board waste and specifies the distances from land and the manner in which they may be disposed of. The most important feature of the Annex is the complete ban imposed on the dumping into the sea of all forms of plastic. Ships wanting to dispose of wastes in the Port of Vancouver can apply to do so. Ship board waste is considered international waste and requires special collection procedures and incineration rather than landfilling. This procedure is enforced for all ships at Deltaport and will be implemented as part of the Project.
Terminal TSI has established an Environmental Management Plan to ensure environmentally responsible purchase and use of products including proper storage and disposal. TSI has established environmental procedures for items used at the terminal including empty drums, pails and other containers, solid non-hazardous waste, used absorbent materials, batteries, ozone depleting substances including freon and halon, used oil filters, waste antifreeze, waste oil and petroleum products, and waste solvents. The TSI Operational EMP will include a waste management EMP
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and will be updated to include the Project. The Operational EMP is outlined in Chapter 21 Environmental Management Program.
19.3.6 Health and Safety
TSI has established a Health and Safety Plan for the existing Deltaport Container Terminal. This plan will be updated to include the Project prior to operation.
Delta Hospital is located approximately 5 km from Deltaport and provides 24-hour emergency services, along with other medical services. Major trauma cases are transferred to Royal Columbia Hospital (New Westminster), Vancouver General Hospital or Lions Gate Hospital (North Vancouver). Deltaport operators utilise the emergency ward of Delta Hospital approximately 15 – 20 times a year.
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Table 19.1 Summary of Potential Environmental Effects due to Accidents and Malfunctions
Accident of Malfunction Potential Environmental Effects Mitigation/Response Plan Construction Spills and Leaks from Equipment • degradation of water quality The contractor for the Project will be required to conduct fuelling of equipment and storage during refuelling or as a result of a • contamination of marine sediments of petroleum products (e.g. fuel, oil, lubricants) over or adjacent to the marine environment spill during operation. • toxicity/mortality to fish and marine in an appropriate manner and handled in compliance with all applicable guidelines, mammals. legislation, and best management practices. • toxicity/mortality to waterfowl and The contractor will also be required to have an appropriate spill prevention, containment coastal seabirds. and cleanup contingency plan for hydrocarbon products (e.g., fuel, oil, hydraulic fluid, lubricants), and all other deleterious substances that may be used in association with the Project. This plan will be put in place prior to work commencing at the Project site. The contractor will also be required to have appropriate containment and clean up materials on site throughout the course of work on the Project. The contractor’s spill prevention, containment and cleanup contingency plans shall be submitted to the regulatory agencies for review prior to work commencing Transport of Dangerous Goods – • degradation of water quality The transport and storage of dangerous goods will be carried out in compliance with the primarily fuel and lubricating oils for • contamination of marine sediments federal Transportation of Dangerous Goods Act (TDG). construction equipment. • toxicity/mortality to fish and marine The contractor will be required to have an appropriate spill prevention, containment and mammals cleanup contingency plan for hydrocarbon products (e.g., fuel, oil, hydraulic fluid, • toxicity/mortality to waterfowl and lubricants), and all other deleterious substances that may be used in association with the coastal seabirds Project. This plan will be put in place prior to work commencing at the Project site. The • impacts on the terrestrial environment contractor will also be required to have appropriate containment and clean up materials on site throughout the course of work on the Project. Waste Management • degradation of water quality The contractor will be required to have an appropriate waste management plan in place to • contamination of marine sediments ensure that all waste and deleterious materials generated by construction of the Project are • impacts on fish and marine mammals appropriately contained in the immediate work area, collected, and appropriately disposed of in accordance with all applicable legislation, guidelines, and best management practices • impacts on waterfowl and coastal seabirds • impacts on the terrestrial environment
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Accident of Malfunction Potential Environmental Effects Mitigation/Response Plan Construction cont’d. Health and Safety • impacts on workers All contractors will be required to develop a health and safety plan for their component of • impacts on neighbouring communities work prior to the start of construction. The health and safety plan would typically include: • Site location and prime contacts; • Local emergency and project contact numbers; • Description and map of emergency routes; • Safety equipment required; • List of site hazards and mitigation; and, • Potential waste generation and disposal methods. The health and safety plan will also outline emergency response procedures during construction. Primary responsibility for on-site emergency planning and response during construction rests with the contractor. Local governments emergency services (fire, police, and ambulance) are responsible for operational support to the extent that expertise and resources are available and to the extent that the response functions are within their mandate. A traffic management plan will be developed for construction to reduce the potential for traffic incidents. Operations – Fuel and Liquid Management from Ships, Terminal Operations and Road and Rail Bunkering of Vessels at Roberts • Potential for spills that result in The loading of bunkers and bulk oils (fuelling) is not permitted under any circumstances for Bank impacts on the marine environment vessels berthed at Deltaport and Westshore Terminals at Roberts Bank. including; degradation of water This prohibition is enforced by the Vancouver Port Authority and has been in effect since quality, contamination of marine the expansion of the Roberts Bank port terminal in the early 1980’s and was put in place to sediments, toxicity/mortality to fish minimise the chance of oil spills at Roberts Bank. and marine mammals, toxicity/mortality to waterfowl and coastal seabirds. Fuel Management of Terminal • Potential for spills that result in TSI has established a Fuel Management and Dispensing Operating Procedure as part of the Equipment - Deltaport Container impacts on the marine environment existing Deltaport Terminal Environmental Management Plan. The purpose of the Fuel Terminal including; degradation of water Management and Dispensing Operating Procedure is to minimize the impact of quality, contamination of marine hydrocarbons on the environment during fuelling of terminal equipment. sediments, toxicity/mortality to fish and marine mammals, toxicity/mortality to waterfowl and coastal seabirds.
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Accident of Malfunction Potential Environmental Effects Mitigation/Response Plan Operations – Fuel and Liquid Management from Ships, Terminal Operations and Road and Rail Cont’d. Fuel Management of off-site trucks • Potential for spills that result in All fuelling for road container trucks or employee vehicles is conducted off-site, away from and cars. impacts on the terrestrial environment the existing Deltaport Container Terminal at approved fuelling facilities. but could also link to the marine environment and could result in the degradation of water quality, contamination of soils or marine sediments toxicity/mortality of terrestrial species, toxicity/mortality to fish and marine mammals, and toxicity/mortality to waterfowl and coastal seabirds. Fuel Management of Rail • Potential for spills that result in When fuelling operations take place the railways employ appropriate fuel management impacts on the terrestrial environment measures to minimize spills and maintain appropriate emergency response protocols and and the marine environment and procedures. could result in the degradation of water quality, contamination of soils or marine sediments. Marine Ballast Water • The potential for non-indigenous The Vancouver Port Authority has a mandatory ballast water management program to limit species to be transported in ballast the possibility of transferring non-indigenous species into Canadian waters while protecting water and be deposited to establish in the safety of ships. the local environment either as a pest species impacting the native species. Bilge Water • The discharge of bilge water can The Vancouver Port Authority’s bilge water protocol described below applies to the contain oil or oily water degrading Project. It is an offence to discharge into the Port of Vancouver harbour, including Roberts water quality, contaminating marine Bank, any oil or other liquids containing oil (bilge water). Bilge water is any water that sediments, potential toxicity/mortality collects in the sides or bottom of the ships hull (bilge) including effluent from the engine to fish and marine mammals and compartment. To help protect vessels and the environment from the accidental discharge of potential toxicity/mortality to oil or oily water, the VPA Harbour Master’s Patrol Staff seal the engine room bilge waterfowl and coastal seabirds. overside discharge valve(s). This valve(s) is normally located between the oil water separator and the engine room bilge discharge port. The sealing of bilge valves on vessels applies to the Project
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Accident of Malfunction Potential Environmental Effects Mitigation/Response Plan Operations – Fuel and Liquid Management from Ships, Terminal Operations and Road and Rail Cont’d. Liquid Management on the Terminal • In the event of a spill on the For the Project the storm drainage system will consist of a combination of catch basins, slot terminal, stormwater plus drains and open-cover manholes, located in areas to avoid equipment operating areas and contaminants have the potential to be runways. All drainage structures will be designed to withstand loads from the container discharged to the marine environment operating equipment. The container yard will be graded in the direction parallel to the RTG degrading water quality, runways and will have general drainage grades of 1% or less. Drainage systems will be contaminating marine sediments, designed to accommodate the rainfall flows generated from a 1 in 10 year rainstorm. potential toxicity/mortality to fish and The stormwater will pass through an oil interceptor and sedimentation tank to collect marine mammals and potential contaminants prior to discharge of stormwater effluent to the ocean. The eight existing toxicity/mortality to waterfowl and storm outfalls, located along the northern perimeter of Deltaport, will be decommissioned coastal seabirds. and replaced by five new storm outfalls. In addition, the new storm outfalls will be fitted with shut-off valves that can terminate flow from the Project area should a spill occur on the terminal Operations –Ships Ship Collisions/Grounding • In the event of a collision or As in any marine waterway, especially where there is crossing traffic, there is always a grounding there is potential for potential for an accident. These risks are minimized though the International Regulations release of fuels and oils as well as for the Prevention of Collision at Sea (ColRegs). Comprehensive marine VHF radio physical destruction or compaction of coverage and the high level of communications that takes place between virtually all ships, the habitat on the seabed. no matter of what size or nationality, minimizes the risks of collision. All deep-sea foreign flag ships over 350 gross registered tonnes are required to have a licensed Canadian pilot on board while in compulsory pilotage waters. Local ferries, tugs, fishing vessels and pleasure craft are exempted from this requirement, however, ferries, tugs and fishing vessels are required by law to have licensed personnel on board. In light of recent regulatory changes pleasure craft operators are also required to have a certain amount of training and certification. Transport of Dangerous Goods on • Spills from dangerous (hazardous) The TDG Act imposes the legal obligation on individuals having custody of products that ships goods as a result of an accident have meet the definition of dangerous goods to ensure that these goods are safely and securely the potential to impact the marine packaged and transported, and that they are identifiable through approved labelling. environment. Together with the Canada Shipping Act, it imposes special regulations and provisions on intermodal carriers to train and certify staff involved in the transport of dangerous goods. In addition to the TDG regulations, all dangerous goods transported within the Port of Vancouver must also be under permit issued by the Harbour Master's office. . In the event of a spill from a ship including from containers, the VPA Harbour Master is the On Scene Commander.
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Accident of Malfunction Potential Environmental Effects Mitigation/Response Plan Operation - Waste Management Waste Management and Disposal • Improper waste management and The International Convention for the Prevention of Pollution from Ships (MARPOL) from Ships disposal methods while in port could governs the release of oil, hazardous substances, and garbage into the marine environment. result in impacts on marine mammals, MARPOL Annex V deals with wastes (which includes plastics, metal, glass, galley wastes fish, fish habitat, waterfowl, coastal and other materials). This international legislation deals with different types of ship board seabirds and shorebirds. Either waste and specifies the distances from land and the manner in which they may be disposed through the ingestion of the waste, of. The most important feature of the Annex is the complete ban imposed on the dumping exposure to the waste or becoming into the sea of all forms of plastic. Ships wanting to dispose of wastes in the Port of entangled in the debris. Vancouver must make application to do so. Ship board waste is considered international waste and requires special collection and disposal procedures. These procedures are enforced for all ships at Deltaport and will be a requirement of the Project. Waste Management and Disposal • Improper waste management and TSI, the Deltaport Terminal Operator has established an Environmental Management Plan from Terminal disposal methods from the terminal to ensure environmentally responsible purchase and use of products including proper could result in soil and groundwater storage and disposal. TSI has established environmental procedures for items used at the contamination, possible impacts on terminal including empty drums, pails and other containers, solid non-hazardous waste, the marine and terrestrial used absorbent materials, batteries, ozone depleting substances including freon and halon, environment and possible air quality used oil filters, waste antifreeze, waste oil and petroleum products, and waste solvents. The impacts. TSI Operational EMP will include a waste management EMP and will be updated to include the Project.
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19.4 CONCLUSION
The environmental effects of any potential Project malfunctions or accidents that may occur in connection with construction and operation of the Project can be addressed with appropriate construction and operational environmental management plans and spill response plans. Provided such plans are in place and are updated for the Project no significant environmental effects to the environment are likely to occur.
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20.0 SUMMARY OF PROJECT IMPACTS, MITIGATION REQUIREMENTS AND RESIDUAL EFFECTS
20.1 SUMMARY OF PROJECT IMPACTS
Detailed environmental and socio-economic studies were undertaken as part of this Application to enable the potential effects of the Project to be fully assessed. The majority of Project impacts were deemed to be non-significant. Where potential impacts were identified mitigation measures were applied and, if required, environmental compensation. A summary of all project impacts, proposed mitigation measures (and compensation measures, if required) are presented below in Table 20.1. The detailed findings of the studies, assessment of impacts and associated significance criteria (where appropriate) for each study are provided in each chapter of this Application and are not reproduced here. The chapters are listed below for reference.
Chapter 7.0 Coastal Geomorphology
Chapter 8.0 Water Quality
Chapter 9.0 Sediment Quality
Chapter 10.0 Marine Environment
Chapter 11.0 Waterfowl and Coastal Seabird
Chapter 12.0 Terrestrial Wildlife and Vegetation
Chapter 13.0 Air Quality
Chapter 14.0 Noise
Chapter 15.0 Visual
Chapter 16.0 Lighting
Chapter 17.0 Socio-community and Economics
Chapter 18.0 Archaeological Overview and Inventory Assessment
A comprehensive program of mitigation measures have been detailed throughout this Application to prevent or minimise environmental impacts which may be generated by the proposed Deltaport Third Berth Project. Implementation of these measures would be necessary
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to minimise impacts and maximise positive outcomes on the physical, social and economic environments of the local area and wider region due to the proposed development.
Table 20.1 summarises the mitigation measures identified in this Application to ameliorate impacts and safeguard the environment so that the desired environmental outcomes are achieved for the various components of the Project for both construction and operation.
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Table 20.1 Summary of Potential Impacts and Mitigation and/or Compensation Measures and Residual Effects
Summary of Impacts Mitigation Measures/Compensation Measures
TRAFFIC (SECTION 2.9.4)
Construction/Operation
Traffic volume increases. In 2003 there were Implement signal modifications at Ladner Trunk Road and Highway 17 (including Optimize Signal approximately 1800 truck trips per day (900 in and Timing; Aggressive Gap Timing; Move the Detector Loops; and Relocate the Northbound and Southbound 900 out). By 2012, truck traffic is estimated to Detector Loops). increase to approximately 2400 trips per day (1200 in Extend HOV lane on Highway 17 between Ladner Trunk Road and the Ladner interchange. and 1200 out). An examination of the existing road network performance indicated that the Highway 17 Work with MoT to amend the Motor Vehicle Act to restrict commercial vehicles to the outside (curb) lane corridor from south of Ladner Trunk Road through the on Highway 17. Ladner Interchange, primarily in the northbound direction, was the critical section of the existing road Implement geometric changes to the highway ramps in the southeast quadrant of the Ladner interchange. network that would be impacted by future traffic volume increases.
Traffic impacts on Highway 99 through the Massey Install tunnel incident warning lights and three vehicle detector stations along Highway 17. Tunnel. The low contribution of Port traffic when compared to the total traffic volume indicated that traffic impacts due to increased Port traffic would be negligible (less than 1% of total future northbound AM volumes).
Existing truck traffic on Deltaport Way has been Install monitoring equipment at the Deltaport Way and 41B Street signal to observe the operation of the observed running through the 41B Street signal on the intersection and to monitor vehicular speeds on Deltaport Way. Develop a mitigation plan to address any red phase, as well as speeding trucks on Deltaport problems observed. Way.
Closure of south leg of the Deltaport Way/57B Street Provide access for farm equipment on BC Rail’s proposed maintenance road that would connect from 57B intersection to accommodate the longer container Street to 64th Street. trains servicing the Deltaport Container Terminal. This closure would impact the current users of the road.
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Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Traffic) Cont’d.
Blockages of grade crossings. Develop an emergency access protocol between BC Rail Port Sub Ltd. and the Delta emergency service providers for specific grade crossings including access to Boundary Bay Airport (36th Ave., 72nd St., 80th St.), 64th St. and 57B St. Participate with the Corporation of Delta and other stakeholders in the preparation of an incident management plan regarding traffic management. The sight distance to the north at the intersection of Work with the Corporation of Delta to conduct a preliminary design of improvements to the intersection of 34B Avenue/Arthur Drive is limited in the northbound Arthur Drive/34B Avenue to correct the existing sight line problems. direction. There is a row of trees partially blocking the view for vehicles making a westbound to southbound left turn. The closure of the south leg of the Deltaport Way / 57B Street intersection would divert traffic through the 34B Avenue/Arthur Drive intersection. This additional traffic would exacerbate this existing problem. General traffic management. Continue to work with the Corporation of Delta, City of Surrey, City of Langley and Township of Langley to reduce traffic impacts.
COASTAL GEOMORPHOLOGY (CHAPTER 7.0)
Construction
No impacts predicted during construction. No mitigation required.
Operation
Impacts of the Project on tidal currents and waves will Design sloping rock revetment to minimise reflection and propagation of waves. be small and confined to the immediate flow field around the Deltaport Third Berth wharf extension and the dredged channel.
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Summary of Impacts Mitigation Measures/Compensation Measures
Operation (Coastal Geomorphology) Cont’d.
Impact from the wharf extension would shift the Mitigation not required. Impacts considered non-significant. The end of the present wharf extends into the current and tidal flow pattern landward but would not current flow, which causes zone of flow divergence and a weak eddy to form behind the wharf during flood significantly change the overall flow pattern. tides. Extending the wharf shifts the flow pattern landward but does not appear to significantly change the overall pattern. The risk of new tidal drainage channels forming in Ensure that the crest protection extension into the new tug basin is subject to detailed engineering design response to planned navigation dredging appears to be and is assessed from a geomorphological perspective. The crest protection will be planned and constructed very low. There is some potential for localized in advance of dredging for the tug basin to mitigate for potential impacts. disturbance of the tidal flats near the proposed tug basin, which could induce shallow, small-scale channels, although this can be controlled if the existing crest protection structure is modified.
WATER QUALITY (CHAPTER 8.0)
Construction
Dredging operations and construction activities have Implement containment dykes for dredging and terminal land fill operations. Dredge material will be the potential to increase total suspended solids (TSS) pumped into the contained terminal area where the solids settle out. Decant water and suspended silt levels in the water column. material will be completely contained during the landfill process and will be re-pumped via submerged Concentrations of metals and PAHs in sediments in pipeline to approved Environment Canada ocean disposal sites. The dykes surrounding the fill area will be the study area meet the Interim Contaminant Testing built above high-tide, thereby fully containing all materials and preventing spill-over into surrounding Guidelines as per CEPA. Similarly, Total Organic foreshore areas. Carbon, sulphur and sulphides are at low Comply with DFO dredging guidelines for the protection of marine resources susceptible to TSS levels at concentrations. Therefore disturbance of sediment Roberts Bank. “No dredging is permitted in waters less than -5m (CD) deep from March 1 to August 15 for during the proposed dredging operations and the protection of juvenile salmon unless the works area is adequately isolated from fish bearing waters to remobilisation of these low concentrations of the satisfaction of DFO”. contaminants is likely to cause negligible risk to Ensure construction phases in the intertidal zone are concentrated during winter to minimize disruption to human health or the environment. eelgrass and to intertidal mudflats, which makes these habitats less susceptible to increased TSS levels. Implement a marine water quality monitoring plan. Potential impacts to water quality during construction No additional mitigation required beyond compliance with the construction and environmental and operations could result from accidents and management plans recommended in Chapter 19 Accidents and Malfunctions, and Chapter 21 malfunctions. Environmental Management Plan.
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Summary of Impacts Mitigation Measures/Compensation Measures
SEDIMENT QUALITY (CHAPTER 9.0)
Construction / Operation
Potential impacts to sediment quality during No additional mitigation required beyond compliance with the construction and environmental construction and operation could result from accidents management plans recommended in Chapter 19 Accidents and Malfunctions and Chapter 21 and malfunctions. Environmental Management Plan.
Operation
In addition to potential accidents and malfunctions, Direct stormwater from the terminal through an oil interceptor and sedimentation tank to collect possible stormwater has the potential to contain contaminants contaminants prior to discharging storm water effluent to the ocean. The eight existing storm outfalls, which may impact sediment quality. located along the northern perimeter of Deltaport, will be decommissioned and replaced by five new storm Wastewater discharges are not anticipated to impact outfalls. In addition the new storm outfalls will be fitted with shut-off valves to terminate flow from the sediment quality as the wastewater will be treated at Project should a sizeable spill occur on the terminal and enter the stormwater system. Stormwater outfalls the existing on-site wastewater treatment facility. to be relocated from intertidal areas to drain into deeper water off of the new berth face.
MARINE ENVIRONMENT (CHAPTER 10.0)
Construction Eelgrass - Approximately 3.55 ha of eelgrass habitat Compensate for loss of eelgrass habitat by creating approximately 3.7 ha of eelgrass/ mudflat. in the study area would be lost as a result of the Project footprint. Eelgrass – Temporary habitat disturbance or a Ensure construction phases in the intertidal zone are concentrated during winter to minimize disruption to potential increase in water turbidity. eelgrass. Salt marsh - A narrow band of salt marsh Compensate for loss of salt marsh by creating approximately 600 m2 of salt marsh habitat in the new (approximately 300 m2) would be lost under the terminal rip rap. Project footprint. Intertidal and subtidal rocky habitat - Recreate habitat with approximately 1.35 ha of rip rap around the terminal, therefore providing functional Approximately 1.2 ha of rip rap would be lost as a intertidal fish habitat for juvenile salmonids. Additional rip rap around the eelgrass/mudflat in the result of the Project Temporary loss of rocky habitats intercauseway area. (both inter- and sub-tidal) on the northern and western edges of the existing terminal. Loss of fish habitat for juvenile salmonids. The loss of these habitats would be limited to the in-water construction period (August 2005 to June 2007 but not continuous).
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Summary of Impacts Mitigation Measures/Compensation Measures Construction (Marine Environment) Cont’d. Intertidal/ subtidal rocky habitats - Some of the Compensate for loss of intertidal/subtidal rocky habitats through rip rap embankment (crest protection) existing crest protection would be lost during around the dredge channel. This rip rap, given the same elevation, would likely be colonized by similar construction of the tug basin required as part of the invertebrates and be used by small fishes. Project. Juvenile salmonids - Potential short-term disruptions Comply with DFO guidelines to minimise impacts to juvenile salmonids: “no dredging is permitted in of pink and chum salmon habitat use during dredging waters less than -5m (CD) deep from March 1 to August 15 for the protection of juvenile salmon unless the activities, dyke construction, placement of gravel and works area is adequately isolated from fish bearing waters to the satisfaction of DFO.” sand and during densification and terminal fill. Implement an environmental monitoring plan throughout construction to identify any construction related environmental effects. Juvenile fishes would be relocated if effects are determined significant. Bubble or silt curtains would be used to keep juvenile salmon away from specific works in water less than five metres CD if monitoring indicates they are present. Intertidal mudflat - Approximately 12.7 ha of Compensate for loss of intertidal mudflats by creating approximately 3.7 ha of eelgrass/ mudflat. intertidal mudflat would be lost as a result of the Project footprint. Loss of nursery habitat for juvenile fishes and invertebrates. Intertidal mudflat - Dredging may cause short-term Ensure construction phases in this intertidal zone are concentrated during winter to minimize disruption to disruptions of intertidal habitat, however, most of the intertidal mudflats. dredging operations would be concentrated before the period juvenile fishes and invertebrates settle, and in areas deeper than the primary areas where settlement occurs. There would be some loss of habitat following construction of dykes and terminal fill.
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Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Marine Environment) Cont’d.
Adult Dungeness crabs - Approximately 12.7 ha of Compensate for loss of intertidal mudflats by creating approximately 3.7 ha of eelgrass/mudflat. intertidal mudflat habitat would be lost as a result of Survey the intertidal mudflat area within the Project footprint immediately prior to construction. Relocate the Project footprint. Adult Dungeness crabs use this any adults found to a suitable adjacent habitat. area to forage on bivalves and detritus and for shelter Comply with DFO guidelines to minimise impacts to adult Dungeness crabs: “from October 15 to March and would therefore be prevented from using this 31 there shall be no works conducted which would result in a significant disturbance to the seabed of outer habitat. The number of adult Dungeness crabs using Roberts Bank which is situated in water greater than five (5) meters deep at daily low water for the the footprint area at any given time is, however, low protection of adult ovigerous female Dungeness crabs.” and biological surveys undertaken as part of this assessment show that crabs also use the adjacent eelgrass bed for the same purposes. Crabs using the footprint area would likely be displaced to adjacent areas such as the eelgrass beds in the habitat compensation area. This would compensate for their lost use of the footprint area. Short-term disruption of female Dungeness crabs late winter migration, loss of individuals through entrainment during dredging activities and potential for loss of individuals during dyke construction, placement of gravel/sand, densification and terminal. Juvenile Dungeness crabs - Approximately 2 ha of Monitor over time to determine whether nursery habitat starts to establish itself along the newly created nursery habitat would be lost as a result of the Project foreshore. If re-establishment is unsuccessful, two adjacent crab nursery areas could be enhanced to ensure footprint. This area is used by juvenile Dungeness full compensation. crabs as settlement and nursery habitat (refuge and growth). Juvenile crabs would therefore be prevented from using this habitat. Nursery habitat will likely re- establish itself along new foreshore.
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Summary of Impacts Mitigation Measures/Compensation Measures Construction (Marine Environment) Cont’d. Juvenile Dungeness crabs - Short-term disruption of Implement an environmental monitoring plan throughout construction to identify any construction related individuals or habitat during dredging, as most environmental effects. Juvenile crabs would be relocated if effects are determined to be significant. Any dredging activities would be outside the footprint area. potential adult or juvenile crab loss would be mitigated through surveys of the intertidal area immediately A medium to high potential for loss of some juveniles prior to beginning of construction and adults and juveniles found would be relocated to suitable adjacent exist during construction of dykes and terminal fill as habitat. these animals would still be in the substrate. The placement of sands/gravels and densification activities should have minimal effects on juveniles, as their habitat would not be directly affected. Subtidal mudflats – Approximately 3.4 ha of subtidal Comply with DFO guidelines to minimize disruption of subtidal mudflat habitat or loss of individual adult mudlfat habitat in the study are would be lost as a Dungeness crabs and fishes: result of the Project. Fishes using this habitat (sculpins • no dredging is permitted in waters less than -5m (CD) deep from March 1 to August 15 for the and flatfishes) are mobile and would move out of the protection of juvenile salmon unless the works area is adequately isolated from fish bearing waters to the area prior to construction. They would likely relocate satisfaction of DFO; and in the dredge basin, which would be deeper as a result of construction. The sediment size in the basin would • from October 15 to March 31 there shall be no works conducted which would result in a significant likely remain the same and provide rearing conditions disturbance to the seabed of outer Roberts Bank which is situated in water greater than five (5) meters similar to those currently present. Some fishes may, deep at daily low water for the protection of adult ovigerous female Dungeness crabs. however, be lost under the footprint and this may Relocate adult Dungeness crabs from the Project footprint prior to dredging. result in a loss of individuals from the local pop’n. This may have a short-term impact on the sustainable use of the resource by piscivorous fishes and birds. There is also potential for habitat disruption through the generation of silt during the placement of clean sand and gravel. Lingcod - Disruptions to spawning lingcod. Observance of DFO dredging and fisheries sensitive guidelines will also minimize disruptions to or loss of individual adult lingcod and their egg masses.
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Summary of Impacts Mitigation Measures/Compensation Measures Construction (Marine Environment) Cont’d. Marine mammals - Noise and the possibility of Create an underwater noise inventory of all equipment proposed for the Project. Inventory the frequency release of environmental contaminants from dredging. and noise levels of the various components of dredging operations. If any dredge equipment, singularly or together with other marine equipment, exceeds 1 kHz and a pod of killer whales is sighted within 3.7 km from the Project site, cease dredging operations until the whales have moved towards the outer bounds of the zone of acoustic influence. Ensure the vibro flotation vibrating head is shut down while it is being relocated to a new location. Inventory vibro floatation frequency and noise levels. Reduce the incidence of liquid contaminant, oil and material spills through preparation of a construction and operation EMP that would be developed for the Project. Refer to Chapter 8 Water Quality, Chapter 19 Accidents and Malfunctions and Chapter 21 Environmental Management Program.
Operation (Marine Environment)
Marine mammals - Increased risk of collision with Work with BC Pilots to develop an education and awareness program about marine mammals and have vessels. pilots of vessels transiting to Roberts Bank steer away from observed marine mammal pods when vessel safety is not compromised. Introduction of non-indigenous marine species. Ensure the Ballast Water Management program continues to be enforced.
MARINE EUTROPHICATION (SECTION 10.11.1)
Construction/Operation
There will be no residual effects from the construction No mitigation is required to address the potential for marine eutrophication to occur as a result of the and operation of the Deltaport Third Berth Project on Project water quality parameters nor will they be any residual effects on geomorphic processes that affect tidal flushing, two of the key factors that contribute to the marine eutrophication processes.
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Summary of Impacts Mitigation Measures/Compensation Measures
WATERFOWL AND COASTAL SEABIRDS (CHAPTER 11)
Construction
Great blue heron – Project footprint displacement of Compensate for displacement of resting/roosting and foraging habitat by creating approximately 3.7 ha of less than 5% of resting/roosting and foraging habitat additional eelgrass/mudflat habitat and approximately 600 m2 of salt marsh habitat in the study area. The available in the total study area. habitat compensation area in the intercauseway area would likely favour heron use because it would be isolated from terrestrial predators. Great blue heron - Resting/roosting and foraging Mitigation not required. Impacts considered non- significant given the large area of remaining habitat along the embayment area would be impacted resting/roosting and foraging habitat for the great blue heron in the study area and surrounding environs. by construction of the dykes for terminal fill dredging The great blue heron may use the dykes for resting/roosting once acclimated. control and dredging for the terminal. Survey results suggest that there are many other locations in the study area and the surrounding environs that the great blue heron uses for resting/roosting and foraging that are of better quality. The great blue heron may use the dykes for resting/roosting once acclimated. Caspian tern –Temporary displacement of less than Compensate for displacement of resting/roosting and foraging habitat by the rip rap embankment around approximately 6% of resting/roosting and foraging the new footprint. This rip rap, given the same elevation, would likely be colonized by similar invertebrates intertidal /subtidal rocky shoreline habitat available in and be used by small fish, which are prey for the Caspian tern. the total study area. The habitat compensation area created in the intercauseway would also result in additional resting/roosting and low tide foraging habitat for the Caspian tern. Future site planning of these compensation works would also consider options for development of nesting habitat for the Caspian tern. Caspian tern – Turbidity resulting from dredging Mitigation not required. Impacts considered non- significant given the large area of remaining foraging activities may temporarily affect Caspian tern foraging habitat for the Caspian tern in the study area and surrounding environs. capability throughout shoreline areas and eelgrass beds by reducing prey visibility. The Caspian tern is not present in the study area from late October to early April and would not be impacted during construction of dykes for terminal fill dredging control.
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Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Waterfowl and Coastal Seabirds) Cont’d.
Pelagic cormorant –Project footprint displacement of Replace shelter and resting habitat currently used by the pelagic cormorant in the footprint area by the new less than approximately 1% of resting/roosting and footprint embayment area, post construction. Habitat compensation in the intercauseway area would also foraging habitat in the total study area. result in additional resting/roosting and favourable foraging habitat for this species. Pelagic cormorant - Turbidity resulting from Mitigation not required. Impacts considered non- significant given the large area of remaining foraging dredging activities may temporarily affect pelagic habitat for the pelagic cormorant in the study area and surrounding environs. cormorant foraging capability throughout the ship turn Although construction of the Project would not impact the pelagic cormorant colony nesting on the loading basin by reducing prey visibility. jetty structure, the VPA will consult with CWS, MWLAP and non-government agencies to establish Construction of the Project would not impact the pelagic cormorant resting/roosting structures in the study area. pelagic cormorant colony nesting on the loading jetty structure. Eelgrass – Approximately 3.55 ha of eelgrass habitat Compensate for loss of eelgrass habitat by creating approximately 3.7 ha of eelgrass/intertidal mudflat. in the study area would be lost as a result of the Project footprint. Eelgrass - Temporary habitat disturbance or a Ensure construction phases in the intertidal zone are concentrated during winter to minimize disruption to potential increase in water turbidity. Visibility of prey eelgrass. items would be temporarily reduced for birds foraging Further mitigation not required. Impacts considered non- significant given the large area of remaining over an impacted eelgrass bed. foraging habitat for birds in the study area and surrounding environs. Saltmarsh - A narrow band of salt marsh Compensate for loss of salt marsh by creating approximately 600 m2 of salt marsh habitat in the new (approximately 300 m2) would be lost as a result of terminal rip rap. the Project footprint. Intertidal mudflat - Approximately 12.7 ha of Compensate for loss of intertidal mudflat by creating approximately 3.7 ha of eelgrass/ mudflat. intertidal mudflat would be lost as a result of the Project footprint. Intertidal mudflat - Dredging may cause potential Ensure construction phases in the intertidal zone are concentrated during winter to minimize disruption to short-term disruptions of intertidal mudflat habitat. intertidal mudflats. Most of the dredging would be concentrated before Further mitigation not required. Impacts considered non- significant given the large area of remaining the period of juvenile fishes and invertebrates foraging habitat for birds in the study area and surrounding environs. settlement and in areas deeper than the primary areas of settlement. The visibility of prey items would be temporarily reduced for birds foraging over this habitat.
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Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Waterfowl and Coastal Seabirds) Cont’d.
Subtidal mudflat – Approximately 3.4 ha of subtidal Comply with DFO guidelines to minimize disruption of subtidal mudflat habitat or loss of individual adult mudflat habitat would be lost along the edge of Dungeness crabs and fishes: excavation during dredging of the berth, the terminal • no dredging is permitted in waters less than -5m (CD) deep from March 1 to August 15 for the fill and the construction of the dykes. protection of juvenile salmon unless the works area is adequately isolated from fish bearing waters to the Prey items consumed by birds such as sculpins and satisfaction of DFO; and flatfishes are mobile and would move out of the area • from October 15 to March 31 there shall be no works conducted which would result in a significant prior to construction. They would likely relocate in disturbance to the seabed of outer Roberts Bank which is situated in water greater than five (5) meters the dredge basin. The sediment size in the basin deep at daily low water for the protection of adult ovigerous female Dungeness crabs. would likely remain the same and provide rearing conditions similar to those currently present, therefore Further mitigation not required. Impacts considered non- significant given the large area of remaining maintaining the food abundance available for foraging habitat for birds in the study area and surrounding environs. waterfowl and coastal seabirds utilising this habitat. Loss of subtidal mudflat habitat along the edge of excavation during dredging of the berth, the terminal fill and the construction of the dykes. There is also a potential for habitat disruption through the generation of silt during the placement of clean sand and gravel. Visibility of prey items would be temporarily reduced for birds foraging over this habitat. Intertidal and subtidal rocky habitat - Recreate habitat with approximately 1.35 ha of rip rap around the terminal, therefore providing functional Approximately 1.2 ha of rip rap would be lost as a intertidal fish habitat for juvenile salmonids, which are prey for waterfowl and coastal seabirds. Additional result of the Project Temporary loss of rocky habitats rip rap around the eelgrass /mudflat in the intercauseway area. (both inter- and sub-tidal) on the northern and western edges of the existing terminal. Loss of fish habitat for juvenile salmonids. The loss of these habitats would be limited to the in-water construction period (August 2005 to June 2007 but not continuous). Interitdal/subtidal rocky habitats - Some of the Compensate for loss of intertidal/subtidal rocky habitats through rip rap embankment (crest protection) existing crest protection would be lost during around the dredge channel. This rip rap, given the same elevation, would likely be colonized by similar construction of the tug basin required as part of the invertebrates and be used by small fishes, which are prey for waterfowl and coastal seabirds. Project.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 673
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Waterfowl and Coastal Seabirds) Cont’d.
General: Creation of approximately 3.7 ha of eelgrass/mudflat habitat in the intercauseway area to offset any loss of • Loss of Resting/Roosting and Foraging Habitat. eelgrass and intertidal mudflat habitat from the Project footprint. Habitat compensation proposed for the intercauseway area would benefit birds by adding sheltered foraging areas as well as providing • Loss of less than approximately 6% of foraging, resting/roosting habitat safe from terrestrial predators. resting/roosting habitat in the total study area for 2 all birds, including VEC birds. Creation of approximately 600 m of salt marsh in the new terminal rip rap to offset the loss of salt marsh habitat. Creation of approximately 1.35 ha of intertidal/subtidal rocky habitats resulting from the new rip rap embankment around the Project footprint. • Impact to Osprey Nest. One Osprey nest, located Relocation of the osprey nest to a safer location. The VPA would work with the appropriate regulatory on a group of pilings along the south embayment authorities to relocate this nest. area, would be impacted as a result of the Project. • Impact to Prey Items. Dredging operations may Comply with DFO guidelines to minimize disruption or losses of prey items such as adult Dungeness crabs cause a loss of prey items available for birds and fishes: foraging in the vicinity of the dredge areas. • no dredging is permitted in waters less than -5m (CD) deep from March 1 to August 15 for the Dredging may temporarily drive fish from the protection of juvenile salmon unless the works area is adequately isolated from fish bearing waters to the dredge areas. There may be a loss of prey and satisfaction of DFO; and prey visibility through increased turbidity associated with dredging and entrainment of • from October 15 to March 31 there shall be no works conducted which would result in a significant marine organisms due to the suction of hydraulic disturbance to the seabed of outer Roberts Bank which is situated in water greater than five (5) meters dredges. The impact would be limited in time deep at daily low water for the protection of adult ovigerous female Dungeness crabs. through observation of DFO construction windows.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 674
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Waterfowl and Coastal Seabirds) Cont’d.
• Temporary Bird Displacement. Temporary bird No mitigation required. Impacts considered non-significant. The dredging areas represent a small displacement due to the presence and noise proportion of the available resting/roosting and foraging habitat present within the study area and generated from dredging equipment. surrounding environs. Moreover, birds are already acclimated to noise and the movement of ships in the Temporary displacement of brant geese from the area. Movement of the dredge vessel is not expected to alter the general activity of birds. Project footprint and dentritic channels may result from December – March when this goose is most numerous in the study area. Human disturbance associated with construction of the Project would not be excessive. The brant goose is an adaptable species, showing considerable site fidelity. Birds may be disturbed during transportation of sediments to the ocean disposal site. Birds are already acclimated to the movement of ships in the area, movement of the dredge vessel is not expected to alter the general activity of birds.
Construction / Operation (Waterfowl and Coastal Seabirds)
• Noise. Noise associated with construction and No mitigation required beyond those mitigation measures recommended in Chapter 14 Noise. Impacts operation of the Project, including road traffic considered non-significant. Birds have become acclimated to the existing noise levels in the study area and noise, are not expected to impact the use of the expected noise levels from construction and operation of the Project are not likely to exceed these resting/roosting or foraging areas along the existing levels. If birds were disturbed by construction noise, the impact would be temporary. Roberts Bank causeway. Birds have become acclimated to the existing noise levels in the study area and the expected noise levels from construction of the proposed development are not likely to exceed these existing levels. If birds are disturbed by construction noise, the impact would be temporary. • Light. Areas illuminated at night are likely to Mitigation not required. Impacts considered non-significant. Lighting would attract birds to the study area attract birds as they provide a secure roosting as it would provide a secure roosting environment from predators and attract insects which birds feed on. environment (increased lighting improves visual awareness of predator approach) and attract insects, which birds feed on.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 675
Summary of Impacts Mitigation Measures/Compensation Measures • Contaminants and oil/material spills. Reduce the incidence of liquid contaminant, oil and material spills through preparation of a construction Contaminants and oil/material spills can have and operation EMP that would be developed for the Project. Refer to Chapter 8 Water Quality, Chapter serious, detrimental effects on waterfowl and 19 Accidents and Malfunctions and Chapter 21 Environmental Management Program. coastal seabirds.
TERRESTRIAL WILDLIFE (CHAPTER 12)
Construction
Vegetation – Approximately 1.9 ha of vegetation Ensure vegetation cleared during construction is kept to a minimum. This would maximize the habitat would be lost from within the BC Rail right-of-way buffer between the edge of rail bed and adjacent habitats (e.g. ditches). th between 57B Street and 64 Street during construction Re-vegetate areas disturbed by construction activities with native grass species. This would enhance native of the expanded rail bed and gravel access road. species in the study area and minimise the potential for establishment of non-indigenous species. Waterfowl and shorebirds - Waterfowl and shorebirds Undertake construction works in upland areas in the winter months to prevent impacts to nesting species are primarily associated with cultivated fields in and to limit sensory disturbance to wildlife. upland areas. Cultivated fields would not be impacted Further mitigation not required. Impacts considered non-significant given that cultivated fields would not during construction of the Project. be impacted by the Project. Sensory disturbance to waterfowl and shorebirds would be temporary. These There is the potential that killdeer nest in the gravelly species are acclimated to existing noise associated with Deltaport Way and the BC Rail line. substrate of the BC rail right-of-way and that dabbling ducks (mallard, gadwall and green-winged teal) nest in the cover provided by hedgerows and banks of ditches running alongside the BC Rail right-of-way. Therefore, a small level of impact to nesting habitat would occur as a result of the proposed rail construction on Deltaport Way. There may be some temporary sensory disturbance to waterfowl and shorebird species during construction. These species are likely acclimated to existing noise associated with Deltaport Way and the BC Rail line, but are unaccustomed to the prolonged presence of personnel along the BC Rail right-of-way. Waterfowl and shorebirds using adjacent habitats would likely move away from construction activities while construction is active, but would likely return when disturbance returned to existing levels.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 676
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
Raptors - Construction of the Project would not result Undertake construction works in upland areas in the winter months to prevent impacts to nesting species. in measurable changes to the distribution and abundance of prey species such as ducks, shorebirds, passerines and small mammals within the study area. Moreover, the amount of potential nesting habitat within or adjacent to the Project footprint is small. There is some chance that ground nesting raptors such as the northern harrier could nest within the existing BC Rail right-of-way where track expansion would occur. Passerines and woodpeckers - Minor loss of Mitigation not required. Impacts considered non-significant. Only a small proportion of resting/roosting, resting/roosting and foraging habitat in the study area foraging and nesting habitat available in the total study area would be removed. for passerines and woodpeckers as a result of the removal of approximately 1.9 ha of vegetation between 57B Street and 64th. Some loss of nesting habitat may also occur. Great blue heron – The great blue heron primarily Mitigation not required. Impacts considered non-significant. Negligible loss of foraging habitat and forages in cultivated fields in the study area or along displacement during construction of the Project. their bordering ditches. There would be negligible loss of foraging habitat and displacement during construction of the Project. Short-eared owl - Short-eared owls forage/rest/roost Mitigation not required. Impacts considered non-significant. Old field habitats would not be impacted and nest in old field habitats. Old field habitats would during construction of the Project. not be impacted during construction of the Project and surveys show that short-eared owl habitat use appears to be low in the study area.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 677
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
Barn owl - Minor loss of habitat in the study area Support appropriate environmental stewardship programs to place barn owl nest boxes in areas towards resulting from the removal of approximately 1.9 ha of Brunswick Point where they are less vulnerable to major motorways. vegetation between 57B Street and 64th Street. Further mitigation measures not required. Impacts considered non-significant due to available remaining There may be a low magnitude indirect impact as a habitat in the study area and surrounding environs. consequence of increased traffic during construction, estimated to increase by 11.1% for trucks (1800 daily movements to 2000), and 19.0% for cars (2100 to 2500). The significance of this effect at the population level is uncertain, and would be difficult to differentiate from similar threats from other sources. Double-crested cormorant - This species does not use Mitigation not required. Impacts are considered non-significant. Double-crested cormorant does not use the the upland areas of the study area, and would therefore upland areas of the study area. not be impacted by construction of the expanded rail bed and gravel access road. Peregrine falcon - This species was recorded almost Mitigation not required. Impacts considered non-significant. The peregrine falcon seldom forages over the exclusively flying over the Roberts Bank causeway area of the proposed railbed expansion, nor are there any regularly occurring prey species in the proposed and does not appear to have started to roost on any construction area. causeway structures. The peregrine falcon seldom forages over the area of the proposed railbed expansion, nor are there any regularly occurring prey species in the proposed construction area. Gryfalcon - Individual gyrfalcons frequently winter in Mitigation not required. Impacts considered non-significant. The peregrine falcon seldom forages over the the farmland of Delta adjacent to Roberts Bank. They area of the proposed railbed expansion, nor are there any regularly occurring prey species in the proposed seldom forage over the area of the proposed railbed construction area. expansion, nor are there any regularly occurring prey species in the proposed construction area. I
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 678
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
Mammals (not at risk) - Minor loss of available Mitigation not required. Impacts considered non-significant. Only a small proportion of habitat available in habitat in the study area for common species such as the total study area would be removed. the Townsend’s vole and creeping vole due to removal of approximately 1.9 ha of vegetation between 57B Street and 64th Street during construction of the expanded rail bed and gravel access road. Other mammalian species recorded in the study area such as coyote and racoon and other non-indigenous species, such as the black rat would not be impacted by the Project. Pacific Water Shrew - Any potential impacts, if the Mitigation not required. Impacts considered non-significant. Only a small proportion of potential habitat Pacific water shrew were present in the study area, available in the total study area would be removed. Habitat assessments and surveys undertaken as part of would be due to disturbance or loss of vegetated this Application failed to predict or confirm via sampling the presence of Pacific water shrew in the study habitat within 100 m of water. In the study area, this area. would be in the ditches between 57B Street and 64th Street. Both habitat assessment and surveys undertaken as part of this assessment failed to predict or confirm via sampling the presence of Pacific water shrew in the study area. Townsend’s big-eared bat - The only potential Undertake construction works in upland areas in the winter months to limit sensory disturbance to wildlife. roosting site for this species in the study area is a Further mitigation measures not required. Impacts considered non-significant. Boarded up house on the boarded up house on the western side of 41B Street, western side of 41B Street would not be impacted during construction of the Project. just south of Deltaport Way. This building is at least 2 km from the nearest construction activities and would not be impacted during construction of the Project. There may be some temporary sensory disturbance to this species during construction. This species is likely acclimated to existing noise associated with Deltaport Way and the BC Rail line. As such, the Townsend’s big-eared bat may exhibit less response to sensory disturbance resulting from construction of the proposed development.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 679
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
Trowbridge’s shrew - While there is one area of Mitigation not required. Impacts considered non-significant. Suitable habitat for this species in the study potentially suitable habitat for this species in the study area is at least 500m from the nearest construction activities. area, it is at least 500m from the nearest construction activities. Amphibians and reptiles - Drainage ditches that Limit disturbance of the ditch between 57B Street and 64th Street and prevent siltation to its aquatic provide habitat for amphibians in the study area would habitats, by erecting fences and silt curtains prior to construction. The fencing would prevent disturbance not be directly impacted by the Project. However, to the grassy margins of the ditch, and the silt curtains would limit siltation, thereby protecting the aquatic siltation and polluted runoff from construction biota of the adjacent ditch and other ditches with which it connects. activities may have the potential to impact drainage th Further mitigation measures not required. Impacts considered non-significant. The western terrestrial garter ditches between 57B Street and 64 Street. snake is restricted to the ocean side of the dyke, which would not be impacted during construction of the The western terrestrial garter snake was the only Project. reptile recorded in the study area. This species was restricted to the ocean side of the dyke, which would not be impacted during construction of the Project. Invertebrates - Drainage ditches that provide habitat Limit disturbance of the ditch between 57B Street and 64th Street and prevent siltation to its aquatic for aquatic invertebrates in the study area would not habitats, by erecting fences and silt curtains prior to construction. The fencing would prevent disturbance be directly impacted by the proposed development. to the grassy margins of the ditch, and the silt curtains would limit siltation, thereby protecting the aquatic However, siltation and polluted runoff from biota of the adjacent ditch and other ditches with which it connects. construction activities may have the potential to impact drainage ditches between 57B Street and 64th Street. General: Vegetation Ensure vegetation cleared during construction is kept to a minimum. This would maximize the habitat • Habitat Loss. Approximately 1.9 ha of vegetation buffer between the edge of rail bed and adjacent habitats (e.g. ditches). would be removed between 57B Street and 64th Re-vegetate areas disturbed by construction activities with native grass species. This would enhance native Street during construction of the expanded rail bed species in the study area and minimise the potential for establishment of non-indigenous species. and gravel access road. This vegetation is regularly disturbed and includes a large proportion of non-indigenous species. • Habitat disturbance. Plant communities adjacent to Ensure vegetation cleared during construction is kept to a minimum. This would maximize the habitat construction works may be subject to Project buffer between the edge of rail bed and adjacent habitats (e.g. ditches). disturbance from the movement of people and machinery through and along the edge of the plant community.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 680
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
• Introduction of non-indigenous species. Newly Re-vegetate areas disturbed by construction activities with native grass species. This would enhance native disturbed ground along an existing corridor can species in the study area and minimise the potential for establishment of non-indigenous species. facilitate the establishment of non-indigenous plant species into the ecosystem along the corridor’s length. Within the study area this may appear to be a redundant issue, however, the introduction of a new non-indigenous species has the potential to affect existing grassland plant communities in the study area. General: Wildlife Undertake construction works in upland areas in the winter months to limit sensory disturbance to wildlife. • Sensory disturbance. Wildlife species in the study Refer to noise mitigation measures recommended in Chapter 14 Noise. area have become acclimated to certain re- occurring sensory disturbances associated with both Deltaport Way and the BC Rail right-of-way. As such, they may exhibit less response to new sensory disturbance resulting from the construction and operation of the Project. • Habitat loss or alteration. Changes to wildlife Mitigation not required. Impacts considered non-significant. Indirect habitat loss is frequently a concern in habitat would result from construction of the more natural settings where wildlife use patterns may change in response to the creation of a new habitat expanded rail bed and gravel access road within edge, but in the farmlands of rural Delta there appears to be less potential for this. the existing BC Rail right-of-way. This would apply directly to areas where habitat is lost or altered. Indirect habitat loss is frequently a concern in more natural settings where wildlife use patterns may change in response to the creation of a new habitat edge, but in the farmlands of rural Delta there appears to be less potential for this. • Wildlife mortality. Site preparation during the Undertake construction works in upland areas in the winter months to limit disturbance to wildlife, breeding season has the potential to result in particularly nesting species. mortality to birds, particularly nestlings. Site preparation may also result in mortality for small mammals that inhabit grass areas, and upper soil layers.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 681
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Terrestrial Wildlife) Cont’d.
• Changes in wildlife movement. Construction of Manage interactions between employees/contractors and wildlife. Store and/or dispose of food, garbage and the expanded rail bed and gravel access road petroleum products in an appropriate manner to prevent attraction of wildlife to construction sites. within the BC Rail right-of-way between 57B Street and 64th Street would result in changes in wildlife movement during the construction period. Most species will alter their movement to avoid construction areas, however, some may be attracted (e.g. coyote, raccoon, crows and gulls) either during active hours or after hours by curiosity, machine oils and/or garbage. • Accidents and unplanned events. Accidents and Prepare an Emergency Response Plan to address spills and leaks, as outlined in Section 12.9 and Chapter unplanned events such as spills and leaks of 21 Environmental Management Program. hazardous materials associated with construction and operation of the Project have the potential to affect wildlife and wildlife habitat.
Operation (Terrestrial Wildlife)
Barn owl – Potential increase in barn owl collisions Support appropriate environmental stewardship programs to place barn owl nest boxes in areas towards with vehicles. Traffic has been projected to increase Brunswick Point where they are less vulnerable to major motorways. by an estimated 33.3% for trucks (1800 to 2400 daily movements), and 23.8% for cars (2100 to 2600 daily movements) as a result of the Project. Although there may be some elevated risk to barn owls as result of the Project, the significance of this effect at the population level is questionable and would be difficult to differentiate from similar threats from other sources.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 682
Summary of Impacts Mitigation Measures/Compensation Measures
AIR QUALITY (CHAPTER 13)
Construction
Based on the air quality impact assessment emissions Use on-road (low sulphur) diesel, where practical for all Project site based equipment that are capable of due to Project Construction are within the applicable using such fuels. objectives and standards. However, VPA supports Use diesel particulate matter filters to reduce particulate matter on construction equipment (where practical every effort to reduce air emissions through every and when fuel quality permits). phase on the Project including construction. The Use, where practicable, post 1996 shore based construction equipment and vehicles to reduce emissions of VPA, through the tendering of the Project, will PM, hydrocarbons and NO implement air quality initiatives that will be x undertaken during construction to reduce emissions where possible.
Operation - Ships
Based on the air quality impact assessment, emissions Conduct a feasibility study to equip Deltaport Third berth with shore based power connections with the due to Project Operation meet the most stringent objective of converting at least one ship to this auxiliary power system. The conversion of one ship could objectives and standards for ambient air quality. lead to other ships with the eventual standardization of ship board power systems. However, VPA and TSI, the Deltaport terminal Continue to actively work with other ports, industry, regulators and other organizations to create "SOx operator, will work together to pursue further Emission Control Areas" (SECAs) where vessels must use fuel oil with a sulphur content of no more than initiatives to reduce air emissions related to ships. 1.5% by 2009.
Operation – Terminal and Roads
VPA and TSI, the Deltaport terminal operator, will work together to pursue further initiatives to reduce air emissions related to operation of the Deltaport Terminal and the Project. Acquire one diesel-electric hybrid rubber-tired gantry crane for trial operation at Deltaport in 2005. If the trial operation is successful TSI would acquire more diesel-electric hybrid RTGs for the Deltaport Third Berth Expansion. Undertake a program to implement the use of fuel additives, catalysts or oxidizers in shore-based terminal equipment that increases the combustion efficiency of diesel engines and thereby reduces emissions of CO2, SO2 and NOx.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 683
Summary of Impacts Mitigation Measures/Compensation Measures Undertake a program to use low sulphur (on-road) diesel in applicable shore based container terminal equipment. Continue with the requirement that non-reservation trucks shut down their engines while waiting in queue when terminal gates are closed.
Operation – Rail
VPA will work with the Railways to pursue further To replace the existing Roberts Bank diesel switch locomotive engine with a hybrid powered switch-engine initiatives to reduce air emissions related to rail for work on the Roberts Bank causeway. operations at the Deltaport Terminal and for the Project. To reduce engine idling times on the Roberts Bank causeway by installing engine shutdowns on line haul engines. To encourage fleet replacement of line haul engines calling on Roberts Bank
NOISE (CHAPTER 14)
Construction
Construction noise levels expected from both night Prepare a Noise Management Plan containing environmental management measures to assess and minimise time and day time construction activities would not noise from the construction of the Project. Mitigation measures for terminal construction would include: have a significant impact on residents in the study • Machinery noise control – a maximum allowable noise emission from each type of machinery will be set area. prior to construction to ensure that contractors do not utilize any excessively noisy equipment; • Awareness and training – Provision of training to ensure that construction workers are aware of the noise created during construction and are appropriately trained to minimise noise where possible; and • Noise Complaints - A management procedure, such as a 24 hour helpline, will be put in place to deal with noise complaints that may arise from construction activities. Each complaint would be investigated and appropriate noise amelioration measures established to mitigate future occurrences.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 684
Summary of Impacts Mitigation Measures/Compensation Measures
Operation
Operational noise is not expected to increase as a Prepare a Noise Management Plan containing environmental management measures to assess and minimise result of the Project. Alarms for the additional ship-to- noise from the operation of the Project. The Noise Management Plan would be included in the Operational shore gantries and terminal equipment may, however, EMP for the Deltaport Third Berth Project. Mitigation measures for terminal operations would include: occasionally be audible at shoreline locations even • Equipment Alarms – Alarms on new ship-to-shore gantry cranes and rail mounted gantries will be though their sound levels are likely to be below purchased with bells that operate at a higher frequency to ensure that the “alarms” will be consistently ambient noise levels. inaudible on shore; and • Operator Awareness and Training - Operator awareness and training would be regularly conducted by TSI. Good training and awareness of noise issues would be implemented to minimise noise associated with the operation of the proposed Deltaport Third Berth Project.
Operation (Noise) Cont’d.
Potential increase in rail noise at residential receiver Establish a Roberts Bank Noise Management Committee to address the issue of noise generated from rail locations. lines such as whistles, train shunting and speed.
VISUAL (CHAPTER 15)
Construction
Visual impacts during construction of the Project No methods are available to mitigate visual impacts during construction of the Project. would result from construction works in the terminal area (construction equipment and material stockpiles) and dredging equipment in the berth, terminal and shipping channel areas.
Operation
Visually dominant elements that would create visual Work with the community to identify the need to mitigate visual impacts during operation of the Project. impacts during operation of the Project include gantry cranes and terminal equipment, ships, high mast terminal light stands and container stacks.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 685
Summary of Impacts Mitigation Measures/Compensation Measures
Operation (Visual) Cont’d.
The visual impact of the Project would vary Consider change of gantry crane colour and, where practical, options for a landscape buffer strip to be depending on the viewing distance, relative number established along the outer edge of the Roberts Bank causeway. and type of viewers, duration and angle of view and the increased portion of the view that the terminal would occupy. All views of the Project would be seen within the context of the existing Roberts Bank port facility.
LIGHTING (CHAPTER 16)
Construction
Night time visual impacts would be created by Modify the dredge lighting system to shield light from spilling outside the basic working footprint of the lighting associated with dredging in the berth, terminal dredge. and shipping channel areas. Night time visual impacts would be created by Ensure lighting equipment is pointed north and west, where possible, to reduce impacts to residents who are lighting associated with terminal construction typically located east and south of the Roberts Bank port facility. activities, which would vary depending on the time of Implement shielding on construction lighting. day and season, as well as the construction schedule milestones. Lighting during construction would likely have minor Develop a 24 hour environmental helpline for lighting events so that terminal personnel can identify what impacts on neighbouring communities. operations are causing disturbance in the community.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 686
Summary of Impacts Mitigation Measures/Compensation Measures
Operation (Lighting)
The Project would not increase the overall lighting Use downlight style, cut-off luminaries for illumination of wharf and container yard areas. levels at the facility as viewed from off site, however, Use metal halide luminaries exclusively for illumination of new wharf and container yard areas. as the lighting would be extended over a larger area, Reduce the amount of lighting during periods of low activity using lighting control systems. there may be a perception that the overall brightness of the facility is greater. The expanded lighting system Incorporate an automatic light shutdown system when the booms of new ship-to-shore gantry cranes are at the facility would have different effects on the raised and inactive for longer than 15 minutes. night-time visual environment from each of the Evaluate the use of innovative mounting systems for lighting on ship-to-shore gantry cranes to minimize representative viewpoints: light throw during raising and lowering of the equipment. • TFN Village – nuisance glare impact; Examine options for mounting luminaries on the arms of ship-to-shore gantry cranes to prevent them from • BC Ferries Causeway - the overall lighting level rotating when the arms are raised and lowered. would not increase and therefore it is predicted the Develop a 24 hour environmental helpline for lighting events so that terminal personnel can identify what impact of the addition to the lighting system operations are causing disturbance in the community should be low on this area; • Low English Bluff - the overall lighting level would not increase and therefore it is predicted the impact of the addition to the lighting system should be low on this area; and • Fred Gingell Park (High English Bluff Hillside) - This viewpoint would also see an enlarged lighting area, but no overall increase in lighting levels, and as a result, it is predicted the impact of the expanded lighting system on this are should be low.
SOCIO-COMMUNITY AND ECONOMICS (CHAPTER 17)
Construction/Operation
No negative social impacts identified (other than those Mitigation not required. Refer to mitigation measures outlined in Chapter 13 Air Quality, Chapter 14 previously addressed in air quality, noise, visual, Noise, Chapter 15 Visual, Chapter 16 Lighting and traffic mitigation measures outlined in Chapter 2 lighting and traffic). Economic impacts are positive. Project Description. These mitigation measures are also summarised in the present table.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 687
Summary of Impacts Mitigation Measures/Compensation Measures
ARCHAEOLOGY (CHAPTER 18)
Construction
Based on an archaeological overview assessment and Report any archaeological sites discovered during construction to the BC Archaeology Branch and the archaeological inventory and impact assessment the Tsawwassen First Nation. Cease works pending their consideration. Assess the sites for significance and, if likelihood that archaeological deposits would be required, establish protection measures. impacted by construction and operation of the Project Establish an archaeological monitoring program if construction activities occur in the Cohilukthan Slough is predicted to be low. area (west of 46A Street). The program would be developed and implemented to ameliorate any impacts on archaeological resources, as the crossing retains some archaeological potential.
Operation
No impacts predicted during construction. No mitigation required.
ACCIDENTS AND MALFUNCTIONS (CHAPTER 19)
Construction
Spills and leaks from construction equipment during Conduct fuelling of equipment and storage of petroleum products (e.g. fuel, oil, lubricants) over or adjacent refuelling or as a result of a spill during operation, has to the marine environment in an appropriate manner and handle in compliance with all applicable the potential to: guidelines, legislation, and best management practices. • degrade water quality; Ensure contractor has an appropriate spill prevention, containment and cleanup contingency plan for • contaminate marine sediments; hydrocarbon products (e.g., fuel, oil, hydraulic fluid, lubricants), and all other deleterious substances that may be used in association with the Project. This plan will be put in place prior to work commencing at the • cause toxicity/mortality to fish and marine Project site. The contractor will also be required to have appropriate containment and clean up materials on mammals; and site throughout the course of work on the Project. • cause toxicity/mortality to waterfowl and coastal Submit contractor’s spill prevention, containment and cleanup contingency plans to the appropriate seabirds. regulatory agencies for review prior to work commencing.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 688
Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Accidents and Malfunctions) Cont’d.
Transport of dangerous goods, primarily fuel and Ensure that the transport and storage of dangerous goods is carried out in compliance with the federal lubricating oils for construction equipment, have the Transportation of Dangerous Goods Act (TDG). potential to. Ensure contractor has an appropriate spill prevention, containment and cleanup contingency plan for • degrade water quality; hydrocarbon products (e.g., fuel, oil, hydraulic fluid, lubricants), and all other deleterious substances that • contaminate marine sediments; may be used in association with the Project. This plan will be put in place prior to work commencing at the Project site. The contractor will also be required to have appropriate containment and clean up materials on • cause toxicity/mortality to fish and marine site throughout the course of work on the Project. mammals; • cause toxicity/mortality to waterfowl and coastal seabirds; and • impact the terrestrial environment. Inappropriate waste management has the potential to: Ensure contractor has a waste management plan in place to ensure that all waste and deleterious materials degrade water quality; generated by construction of the Project are appropriately contained in the immediate work area, collected, and appropriately disposed of in accordance with all applicable legislation, guidelines, and best • contaminate marine sediments; management practices. • impact fish and marine mammals; • impact waterfowl and coastal seabirds; and • impact the terrestrial environment.
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Summary of Impacts Mitigation Measures/Compensation Measures
Construction (Accidents and Malfunctions) Cont’d.
Lack of health and safety may impact workers and Develop a health and safety plan for each component of contractor work prior to the start of construction. neighbouring communities. The health and safety plan would typically include: • site location and prime contacts; • local emergency and project contact numbers; • description and map of emergency routes; • safety equipment required; • list of site hazards and mitigation; and • potential waste generation and disposal methods. Outline emergency response procedures to be followed during construction within the health and safety plan. Primary responsibility for on-site emergency planning and response during construction rests with the contractor. Local governments emergency services (fire, police, and ambulance) are responsible for operational support to the extent that expertise and resources are available and to the extent that the response functions are within their mandate. Develop a traffic management plan for construction to reduce the potential for traffic incidents. Bunkering of vessels at Roberts Bank may result in Observe TSI’s Fuel Management and Dispensing Operating Procedure, which is part of the existing spills that would result in impacts to the marine Deltaport Terminal Environmental Management Plan. The purpose of the Fuel Management and environment including; degradation of water quality, Dispensing Operating Procedure is to minimize the impact of hydrocarbons on the environment during contamination of marine sediments, toxicity/mortality fuelling of terminal equipment. to fish and marine mammals, toxicity/mortality to waterfowl and coastal seabirds. Fuel management of off-site trucks and cars has the Conduct fuelling for road container trucks or employee vehicles off-site, away from the existing Deltaport potential for spills that result in impacts on the Container Terminal at approved fuelling facilities. terrestrial environment but could also link to the marine environment and could result in the degradation of water quality, contamination of soils or marine sediments toxicity/mortality of terrestrial species, toxicity/mortality to fish and marine mammals, and toxicity/mortality to waterfowl and coastal seabirds.
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Summary of Impacts Mitigation Measures/Compensation Measures
Operation (Accidents and Malfunctions)
Fuelling operations at the railways have the potential Ensure that when fuelling operations take place the railways employ appropriate fuel management for spills that may result in impacts on the terrestrial measures to minimise spills and maintain appropriate emergency response protocols and procedures. environment and the marine environment and could result in the degradation of water quality, contamination of soils or marine sediments. Marine ballast water has the potential to introduce Observe Vancouver Port Authority’s mandatory ballast water management program to limit the possibility non-indigenous species to the local environment. Non- of transferring non-indigenous species into Canadian waters while protecting the safety of ships. indigenous species may impact native species. Discharge of bilge water that may contain oil or oily Observe Vancouver Port Authority’s bilge water protocol. It is an offence to discharge into the Port of water would result in degradation of water quality, Vancouver harbour, including Roberts Bank, any oil or other liquids containing oil (bilge water). Bilge contamination of marine sediments, potential water is any water that collects in the sides or bottom of the ships hull (bilge) including effluent from the toxicity/mortality to fish and marine mammals and engine compartment. To help protect vessels and the environment from the accidental discharge of oil or potential toxicity/mortality to waterfowl and coastal oily water, the VPA Harbour Master’s Patrol Staff seal the engine room bilge overside discharge valve(s). seabirds. This valve(s) is normally located between the oil water separator and the engine room bilge discharge port. The sealing of bilge valves on vessels applies to the Project. Spills on the terminal, stormwater plus contaminants Design storm drainage systems to consist of a combination of catch basins, slot drains and open cover have the potential to be discharged to the marine manholes. Locate storm drains in areas to avoid equipment operating areas and runways. Design drainage environment degrading water quality, contaminating structures to withstand loads from the container operating equipment. Grade the container yard in the marine sediments, potential toxicity/mortality to fish direction parallel to the RTG runways with drainage grades of 1% or less. Design drainage systems to and marine mammals and potential toxicity/mortality accommodate rainfall flows generated from a 1 in 10 year rainstorm. to waterfowl and coastal seabirds. Direct stormwater from the terminal through an oil interceptor and sedimentation tank to collect possible contaminants prior to discharging storm water effluent to the ocean. The eight existing storm outfalls, located along the northern perimeter of Deltaport, will be decommissioned and replaced by five new storm outfalls. In addition the new storm outfalls will be fitted with shut-off valves to terminate flow from the Project are should a spill occur on the terminal.
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Summary of Impacts Mitigation Measures/Compensation Measures
Operation (Accidents and Malfunctions) Cont’d.
Ship collisions or grounding have the potential to Minimise risk of ship collisions or grounding through observation of the International Regulations for the release fuels and oils as well as result in physical Prevention of Collision at Sea (ColRegs). Comprehensive marine VHF radio coverage and the high level of destruction or compaction of habitat on the seabed. communications that takes place between virtually all ships, no matter of what size or nationality, minimizes the risks of collision. All deep-sea foreign flag ships over 350 gross registered tonnes are required to have a licensed Canadian pilot on board while in compulsory pilotage waters. Local ferries, tugs, fishing vessels and pleasure craft are exempted from this requirement, however, ferries, tugs and fishing vessels are required by law to have licensed personnel on board. In light of recent regulatory changes pleasure craft operators are also required to have a certain amount of training and certification. Transport of dangerous goods on ships has the Observe requirements of the TDG Act, which imposes the legal obligation on individuals having custody of potential to result in spills. Spills have the potential to products that meet the definition of dangerous goods to ensure that these goods are safely and securely impact the marine environment. packaged and transported, and that they are identifiable through approved labelling. Together with the Canada Shipping Act, it imposes special regulations and provisions on intermodal carriers to train and certify staff involved in the transport of dangerous goods. In addition to the TDG regulations, all dangerous goods transported within the Port of Vancouver must also be under permit issued by the Harbour Master's office. In the event of a spill from a ship including from containers, the VPA Harbour Master is the On Scene Commander. Improper waste management and disposal from ships Observe the International Convention for the Prevention of Pollution from Ships (MARPOL), which while in port could result in impacts on marine governs the release of oil, hazardous substances, and garbage into the marine environment. MARPOL mammals, fish, fish habitat, waterfowl, coastal Annex V deals with wastes (which includes plastics, metal, glass, galley wastes and other materials). This seabirds and shorebirds either through the ingestion of international legislation deals with different types of ship board waste and specifies the distances from land the waste, exposure to the waste or becoming and the manner in which they may be disposed of. The most important feature of the Annex is the entangled in the debris. complete ban imposed on the dumping into the sea of all forms of plastic. Ships wanting to dispose of wastes in the Port of Vancouver must make application to do so. Ship board waste is considered international waste and requires special collection and disposal procedures. These procedures are enforced for all ships at Deltaport and will be a requirement of the Project. Improper waste management and disposal from the Update TSI’s operational waste management EMP to include the Project. TSI has established an EMP to terminal could result in soil and groundwater ensure environmentally responsible purchase and use of products including proper storage and disposal. contamination, possible impacts on the marine and TSI has established environmental procedures for items used at the terminal including empty drums, pails terrestrial environment and possible air quality and other containers, solid non-hazardous waste, used absorbent materials, batteries, ozone depleting impacts. substances including freon and halon, used oil filters, waste antifreeze, waste oil and petroleum products, and waste solvents.
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20.2 SUMMARY OF RESIDUAL EFFECTS
Residual effects are those effects that are predicted to remain after mitigation has been applied. The residual effects of the proposed Deltaport Third Berth Project were assessed and have been discussed throughout this Application. In general, provided mitigation and environmental compensation measures summarised in Table 20.1 are implemented, there would be no significant residual effects from the proposed Deltaport Third Berth Project.
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21.0 ENVIRONMENTAL MANAGEMENT PROGRAM
21.1 HABITAT MITIGATION AND COMPENSATION PLAN
The proposed Deltaport Third Berth Project will result in a loss of approximately 3.55 ha of eelgrass habitat and a loss of approximately 0.03 ha of salt marsh habitat. These habitats are ecologically important and because their loss cannot be avoided by a re-design of the proposed Deltaport Third Berth Project, two compensation areas are included in the Project design:
• the creation of an eelgrass bed/mudflat offshore to offset any loss in eelgrass and intertidal mudflat habitats from the Project footprint; and
• the creation of a salt marsh located on a foreshore bench set into the rip rap surrounding the proposed Deltaport Third Berth Project terminal to offset the loss of salt marsh habitat from the Project footprint.
Details of eelgrass and salt marsh compensation habitats are provided in Section 21.1.1 Eelgrass/Mudflat Compensation Habitat and Section 21.1.2 Salt Marsh Compensation Habitat, respectively. A detailed assessment of the compensation features is provided in Triton Environmental Consultants Ltd.’s report, titled, Deltaport Third Berth Project Marine Resources Impact (November 2004), Technical Volume 5.
These compensation plans are preliminary and the VPA will be working with DFO during the EA Application review period to finalize the compensation plans to acquire the necessary Fisheries Act Authorization for the Project.
21.1.1 Eelgrass/Mudflat Compensation Habitat
The proposed eelgrass compensation habitat is located between the Roberts Bank causeway and the BC Ferries causeway, as illustrated in Figure 21.1. The proposed habitat compensation features are conceptual at this stage and will be discussed in further detail with the Department of Fisheries and Oceans (DFO). Based on these discussions, the habitat compensation areas may be modified to ensure compliance with DFO’s national policy of “no net loss” of productive fish habitat.
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The proposed eelgrass compensation habitat consists of approximately:
• 3.7 ha of dense eelgrass (Zostera marina only) and mudflat;
• 1.63 ha of subtidal rock rip rap; and
• 0.39 ha of subtidal gravel.
A conceptual cross section of the proposed eelgrass compensation habitat is shown in Figure 21.2.
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The eelgrass/mudflat compensation habitat will be constructed in the summer 2006, immediately following completion of dredging for the proposed Deltaport Third Berth Project. Initial transplanting of Z. marina would then be initiated in the summer and fall of 2007. Monitoring of the success of the transplants would be conducted at 6, 12, 36, and 60 month intervals following transplanting. It is expected that the productivity of the area would match that of natural areas within 36 months. If at any time during the compensatory habitat monitoring program the success of the compensatory habitat is less than expected, additional enhancement, transplanting or other compensatory works would be completed following consultations with the relevant government agencies.
Conceptually the proposed eelgrass/mudflat compensation habitat will be constructed to meet the following general specifications presented in Table 21.1.
Table 21.1 Draft Eelgrass Bed Design Specifications
Location Between the Roberts Bank and BC Ferry Causeways (intercauseway area) at the southern most point of eelgrass growth. Area 37,000 m2 • imported Fraser River sand or clean dredged sediments. • minimum 2.5 metre depth for stability Total Perimeter Protection 710 m Area of subtidal rock slope protection 16,300 m2 (rip rap) available for habitat • selected rock tailings used for rip rap Area of subtidal gravel available for 3,900 m2 habitat • gravel filter material will underlie the rock rip rap to prevent loss of sediment fines and a “bench” of 3.5 metres width will extend beyond the rip rap at –2.5 m CD Elevation • 1.0 m (Chart Datum) – Productive elevation of Z marina Slope For the eel grass/mudflat area a slight slope to allow tidal drainage. The rock slope protection will be at a slope of 1:6 for stability and maximizing productive habitat area. Target Species Eelgrass (Zostera marina) and shallow subtidal mudflat.
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The main advantages of the eelgrass/mudflat compensation habitat in this area are summarised as follows:
• The biological productivity of the compensation area would be very high, as it combines a diversity of habitats in one area: eelgrass, mudflat, rocky substrate and kelp bed (which would eventually colonize the offshore portion of the rip rap).
• Promotes high biodiversity and a natural linkage with deeper subtidal marine habitats.
• The location of the compensation feature and its habitat diversity makes it less vulnerable to density-dependent negative effects on populations or communities.
• The location and the habitat diversity of the marine compensation feature will make it attractive to migratory waterfowl and coastal seabirds utilizing the intercauseway area.
• The rocky habitat and eventual kelp bed would promote the enhancement of some traditional use species.
21.1.2 Salt Marsh Compensation Habitat
The proposed salt marsh compensation habitat will be located on a foreshore bench set into the rip rap surrounding the proposed Deltaport Third Berth Project terminal. The proposed salt marsh compensation habitat will be approximately 0.06 ha (600 m2), which is double the size of the salt marsh habitat that has grown up naturally along the existing Deltaport shoreline. The configuration of the marsh bench is subject to detailed engineering design, however, it will be conceptually located in the general area shown above on Figure 21.1.
Conceptually the salt marsh bench will be constructed following the specifications presented in Table 21.2.
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Table 21.2 Draft Salt Marsh Design Specifications
Location In rip rap but as far south as possible to minimize impacts from boat wakes, waves, etc. Width 3 – 5 m wide. Marsh Elevation 3.6 – 4.0 m (Chart Datum) Slope As flat as possible but allowing complete tidal drainage Substrate • sandy loam to loamy sand; 20-30 % fines silt & clay • use dredge spoil or native soil (not manufactured soil) • minimum 0.3 m depth for plant root development (should design for 0.5 m depth) Marsh Berm Marsh bench would be lined with filter fabric or filter rock/gravel layers to avoid soil being washed through rip rap. pH 6-7 Target Species Salt marsh species to withstand high salinities • pickleweed (Salicornia virginica) • saltgrass ( Distichlis spicata) • arrowgrass (Triglochin maritimum) • others as appropriate
The salt marsh habitat will be completed in the spring of 2008, immediately following completion of the proposed Deltaport Third Berth terminal. Monitoring of the success of the saltmarsh would be conducted at 6, 12, 36, and 60 month intervals following planting. Should the salt marsh compensation habitat show poor or limited success at any time during the compensatory habitat monitoring program, habitat enhancement and/or other compensatory areas would be developed following consultation with the relevant government agencies.
21.1.3 Coastal Geomorphology Considerations
The conceptual design of the two habitat compensation features has taken into consideration potential impacts or changes that might occur to the coastal geomorphology of the area as a result of construction of these features. The potential impacts to coastal geomorphological processes has influenced the location, configuration and elevations of the habitat compensation features to avoid altering or impacting on coastal zone processes at Roberts Bank.
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21.1.4 Summary
Two habitat compensation features are proposed to remedy the potentially significant environmental effects of the Project. When fully constructed and functioning as intended, these measures will result in no significant residual environmental impact of the Project on marine resources.
21.2 ENVIRONMENTAL MANAGEMENT AND MONITORING
The inclusion of appropriate environmental management measures into the detailed design construction and operation of the Project will minimise potential adverse impacts on the environment. Adoption of appropriate environmental management plans is therefore an important component of the Project. The environmental management plans will outline the commitment of the VPA, Terminal Systems Inc (TSI) and contractors to address mitigation measures identified in this EA Application.
21.2.1 Overview
A Construction Environmental Management Plan (EMP) and an Operational EMP will be prepared for the proposed Deltaport Third Berth Project.
The contractor(s) engaged for the construction of the proposal will be required to provide an outline of an activity-specific EMP as part of the tender for the Project. A complete Construction EMP from the contractor(s) will be required prior to any construction activities commencing. Preparation of the Operational EMP will be a condition of a contractual agreement between the VPA and TSI, (the existing operator of Deltaport and the ultimate operator of the Deltaport Third Berth).
The EMPs will be prepared following submission of the EA Application and would serve as a working documents to be used during the detailed design of the Deltaport Third Berth Project.
A Construction EMP and Operational EMP typically includes:
• establishment of environmental goals and objectives;
• conditions of project approval;
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• lists of actions, timing and responsibilities;
• supervision protocols fully identifying areas of responsibility for environmental management of the project;
• statutory requirements – licences and approvals required;
• a structured reporting system detailing all relevant matters on a regular basis;
• procedures and forms for documentation and reporting of issues;
• standard specifications incorporating environmental safeguards;
• training of personnel in environmental awareness and best practice Environmental Management Systems (EMS);
• guidelines for emergencies, contact names and corrective actions for non- conformance and notifications to appropriate authorities and affected parties;
• calibration and measuring of testing equipment;
• process surveillance and auditing procedures;
• review procedures and protocols for modification of the Construction or Operational EMPs;
• complaint handling procedure;
• site management and control procedures;
• monitoring procedures; and
• quality assurance procedures. A key component of the Construction and Operational EMPs will be the environmental mitigation measures developed as part of the EA Application, which are summarised in Chapter 20 Summary of Project Impacts, Mitigation Requirements and Residual Effects. In addition, monitoring procedures associated with the mitigation/compensation strategies are key elements to measure the performance of the Project against set criteria and will be an integral part of the site Construction and Operational EMPs.
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21.2.2 Construction Environmental Management Plan
The various sub-plans that would be included in the Construction EMP for the proposed Deltaport Third Berth Project are listed below.
• Construction/Dredging Timing Plan (a requirement of Environment Canada’s “Disposal at Sea Permit for Dredged Material”)
• Surface Water Quality and Sediment Control Plan
• Hazardous Waste Management and Spill Control Plan
• Health and Safety / Emergency Response Plan
• Waste Management Plan
• Noise Management Plan
• Wildlife and Vegetation Plan
• Marine Environment Management Plan
• Marine Water Quality Plan To ensure implementation and compliance with the Construction EMP, an appropriately qualified individual(s), deemed satisfactory to the regulatory agencies to serve as the Project “environmental monitor(s)”, will monitor all works associated with the Project. The environmental monitor shall, in consultation with VPA, and the regulatory agencies, monitor all Project construction activities to ensure compliance with the Project environmental mitigation measures, the Fisheries Act, and all other applicable legislation, guidelines, and best management practices.
Preliminary outlines of the Construction EMP sub-plans are provided below.
Construction/Dredging Timing Plan This plan forms the basis of the application for Environment Canada’s “Disposal at Sea Permit for Dredged Material”. The plan is outlined below:
• Includes the name and location of dredgeate disposal site;
• Outlines the route to transfer dredged material from load site to disposal site;
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• Outlines the equipment and methods used to transfer dredged material from load site to disposal site (proposed method is via a submerged pipeline);
• Provides disposal specifications (quantities, disposal (pumping) rates, frequency of disposal and schedule of discharge to disposal site);
• Includes drawings illustrating locations of dredging activities with respect to timing of activities; and,
• Includes an outline of mitigation measures to minimize the environmental, health, navigational and aesthetic impacts during loading, transport and disposal (i.e., containment methods, such as a bermed containment area and silt curtains surrounding the active dredge areas).
VPA requires a Disposal at Sea Permit for Dredged Material from Environment Canada before the Project can proceed.
Surface Water Quality and Sediment Control Plan A Surface Water and Sediment Control Plan will be prepared for upland activities (largely associated with construction of the additional rail siding from 57B Street to 64th Street). The plan will describe the following:
• Measures to minimize sedimentation of watercourses (ditches), and to prevent the discharge of deleterious substances or debris into the receiving environment. (Measures that may be included are silt fences around the ditch between 57B Street and 64th Street to prevent disturbance to the grassy margins of the ditch, and to limit siltation to aquatic habitats);
• Outline procedures for collection and analysis of water quality samples to ensure that site runoff complies with project-specific requirements identified by regulatory agencies;
• List protocols for regular monitoring, maintenance and repair of sediment control systems to ensure that these systems function effectively under all site conditions;
• A description of the responsibilities of the environmental monitor with respect to plan implementation, including an outline of protocols to be following in the
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event that the environmental monitor determines that the quality of the water leaving the site exceeds, or has the potential to exceed, prescribed levels (this would include the environmental monitor’s authority with respect to stop work orders);
• Procedures for immediate notification of VPA’s authorized site personnel and/or responsible authorities, in the event of an environmental incident such as discharge of deleterious material from the project site occurs; and,
• Measures taken to address and resolve issues arising from non-compliance with applicable standards, criteria, guidelines and/or approvals to the satisfaction of VPA and the responsible authorities.
Hazardous Waste Management and Spill Control Plan - Construction A Hazardous Waste Management and Spill Control Plan will be prepared to describe how the contractor will manage any hazardous waste material generated during project construction as well as spill control procedures. The plan will describe the following:
• Regulatory requirements of the federal Transportation of Dangerous Goods Act and other requirements pertaining to the handling and disposal of hazardous materials and wastes;
• Procedures for fuelling of equipment and storage and handling of petroleum products in accordance with all applicable guidelines, legislation, and best management practices;
• Outline a spill prevention, containment and cleanup contingency plan for hydrocarbon products, and all other deleterious substances that may be used in association with the Project. Include a list of appropriate containment and clean up materials to be present on site throughout the construction of the Project. The contractor will be required to have all appropriate containment and clean up materials on site throughout the course of work on the Project and have demonstrated expertise in deployment. The contractor’s spill prevention, containment and cleanup contingency plans shall be submitted to the regulatory agencies for review prior to the start of construction; and
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• List of contacts and emergency numbers.
Health and Safety / Emergency Response Plan - Construction All contractors will be required to develop a health and safety plan for their component of work prior to the start of construction. The health and safety plan would typically include:
• Site location and prime contacts;
• Local emergency and project contact numbers;
• Description and map of emergency routes;
• Safety equipment required;
• List of site hazards and mitigation; and,
• Potential waste generation and disposal methods.
The health and safety plan would also outline emergency response procedures during construction. Primary responsibility for on-site emergency planning and response during construction rests with the contractor. Local governments emergency services (fire, police, and ambulance) are responsible for operational support to the extent that expertise and resources are available and to the extent that the response functions are within their mandate.
A traffic management plan will be developed for construction to reduce the potential for traffic incidents.
Waste Management Plan – Construction A Waste Management Plan for construction activities will be prepared and include the following:
• Detail measures to minimize the amount of construction material used; and
• Outline how waste and deleterious materials generated by construction of the Project will be appropriately contained by the contractor in the immediate work area, collected, and appropriately disposed of in accordance with all applicable legislation, guidelines, and best management practices.
Noise Management Plan – Construction
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A Noise Management Plan will be developed to ensure identified mitigation measures are implemented. The plan will include the following:
• Describe procedures for construction activities to meet the intent of the Delta Community Bylaw and Standards with 24 hour- 7day per week construction periods.
• Set maximum allowable noise emissions for each type of machinery prior to construction to ensure that contractors do not utilize any excessively noisy equipment.
• Outline training requirements to ensure construction workers are aware of noise issues and act to minimise noise where possible.
• List an environmental helpline and management procedure to deal with noise complaints that may arise from construction activities. Outline procedures to ensure complaints are investigated and appropriate noise amelioration measures established to mitigate future occurrences.
Wildlife and Vegetation Plan - Construction A Wildlife and Vegetation Plan will developed to ensure identified mitigation measures are implemented. The plan will include the following:
• Procedures to ensure vegetation clearing during construction is kept to a minimum (This would maximise the habitat buffer between the edge of rail bed and adjacent habitats (e.g. ditches)).
• Outline procedures for areas disturbed by construction activities to be re- vegetated with native grass species, thereby enhancing native species in the study area and minimizing the potential for establishment of non-indigenous species.
• Describe protocols to erect fences and silt curtains around the ditch between 57B Street and 64th Street to prevent disturbance to the grassy margins of the ditch, and to limit siltation to aquatic habitats.
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• Outline procedures to store and/or dispose of food, garbage and petroleum products in an appropriate manner to prevent attraction of wildlife to construction sites.
• Outline a schedule to undertake construction works in upland areas in the winter months to limit sensory disturbance to wildlife
• Outline the procedures to place barn owl nest boxes in areas where they are less vulnerable to major motorways, if agreed upon, with appropriate environmental stewardship programs.
Marine Environment Management Plan The Marine Environment Management Plan will be developed to meet the requirements of the Fisheries Act Authorization for the Project. The VPA will be working with DFO during the EA Application review period to meet the requirements for a Fisheries Act Authorization. The Marine Environment Management Plan will:
• Outline the terms and conditions contained in the Fisheries Act Authorization for the Project, including commitments for the habitat compensation;
• Outline a habitat monitoring program to assess the effectiveness of the habitat compensatory measures. Suggested monitoring program components include evaluating the success of the saltmarsh and eelgrass/mudflat compensation features at 6, 12, 36 and 60 months after planting (for the saltmarsh feature) and transplanting (for the eelgrass/mudflat feature).
• Describe objectives for successful habitat compensation, including the evaluation of the success of the habitat compensation areas for waterfowl and coastal seabirds use. Should the compensatory habitat features show poor or limited success at any time during the compensatory habitat monitoring program, further habitat enhancement, remedial measures and/or other compensatory areas would be developed following consultation with the relevant government agencies;
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• Outline the required DFO dredging guidelines to minimize disruption of habitat or losses of individual adult Dungeness crabs, fishes adult lingcod and their egg masses.
• Include the following construction monitoring commitments:
o After placement of the rock berm in the terminal area, but prior to placement of fill in the intertidal area for the terminal footprint, the intertidal area would be surveyed and juvenile and adult crabs would be relocated to a suitable adjacent area away from construction.
o If delays to the Project occur and dredging activities extend into the October 15 to March 31 “crab window”, the subtidal area for dredging would be surveyed and any adult crabs identified in the immediate work area would be relocated to a suitable area, away from dredging. All future dredging would be contained to the area of existing disturbance.
o If monitoring indicates juvenile salmon are present in areas where work is occurring in water less than five metres CD, bubble or silt curtains would be deployed to keep fish away from the works area or isolate the works area from fish.
• Outline procedures/schedule so that construction in the intertidal zone would occur during winter unless work is isolated from fish-bearing waters.
• Outline requirements to create an underwater noise inventory of all equipment proposed for the Project. A marine noise-monitoring program will be established to measure acoustic frequencies of all marine construction equipment (dredge equipment, vibro-floatation equipment, other marine construction equipment). If equipment frequencies exceed 1 kHz, either singularly or cumulatively, and a pod of killer whales is sighted within 3.7 km from the Project site, the environmental monitor will direct the equipment to stop until the whales have moved towards the outer bounds of the zone of acoustic influence.
• Outline procedures to ensure the vibro flotation vibrating head is shut down while it is being relocated to a new location.
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• During marine construction, the environmental monitor will report on construction activities and the interaction of waterfowl and coastal seabirds and direct mitigation as appropriate to minimize impacts.
Marine Water Quality Plan A Project specific Marine Water Quality Plan will be designed based on the baseline water quality information to confirm the construction mitigation measures are functioning and there are no further impacts to water quality and the marine environment. The Marine Water Quality Plan will form part of the Fisheries Act Authorization for the Project. The plan would:
• Outline procedures for collection and analysis of water quality samples to ensure that marine water quality complies with project-specific requirements identified by regulatory agencies;
• List protocols for regular monitoring, maintenance and repair of sediment control systems to ensure that these systems function effectively under all site conditions;
• Describe the responsibilities of the environmental monitor with respect to plan implementation, including an outline of protocols to be following in the event that the environmental monitor determines that marine water quality exceed prescribed levels (this would include the environmental monitor’s authority with respect to stop work orders);
• Identify procedures for immediate notification of VPA’s authorized site personnel and/or responsible authorities, in the event of an environmental incident such as discharge of deleterious material from the project site occurs; and,
• Identify measures to be taken in order to address and resolve issues arising from non-compliance with applicable standards, criteria, guidelines and/or approvals to the satisfaction of VPA and the applicable regulatory agencies.
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Archaeology Monitoring Plan A program of archaeological monitoring would be implemented if any excavation activities occur in the vicinity of the Cohilukthan Slough (west of 46A Street).
If any archaeological sites are discovered during the proposed site construction, these sites would be reported to the BC Archaeology and Registry Services Branch and the TFN and works would cease, pending their consideration. These sites would then be assessed for significance and, if required, protection measures established with construction proceeding under the supervision of an archaeologist.
21.2.3 Operational Environmental Management Plan
TSI Terminal Operations Environmental Management Plan TSI will be required to update the existing Deltaport Terminal EMP to ensure that operation of the Deltaport Third Berth Project is carried out in accordance with the environmental goals and requirements presented in this EA Application. The following sub-plans would be therefore be revised prior to operation of the Project:
• Oil/water separators and catch basins;
• Effluent treatment system management and testing;
• Equipment wash pad, steam cleaner, and detergent use;
• Empty drums, pails and other containers;
• Soil non-hazardous waste;
• Used absorbent materials;
• Batteries;
• Ozone depleting substances;
• Used oil filters;
• Waste antifreeze;
• Waste oil and petroleum products;
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• Waste solvents;
• Contaminated soil management;
• Above ground tank management;
• Fuel management and dispensing;
• Petroleum, oil and lubricant delivery; and,
• Contractor orientation.
In addition, TSI will add environmental management measures to assess and minimise noise from the operation of the Deltaport Third Berth. The operational noise management plan would include mitigation measures identified as part of this assessment and would include equipment alarms, machinery noise, and operator awareness and training.
VPA’s Operations Environmental Management Plan VPA’s Roberts Bank Operations Environmental Management Plan will include reference to VPA’s existing Ballast Water Management Plan and Bilge Water Protocol, as well as working with TSI and the Railways to establish a noise committee for Roberts Bank.
Ballast Water Management Plan and Bilge Water Protocol VPAs Ballast Water Management Plan provides guidance to the ship operators for the proper handling and treatment of ballast water and sediment to minimize the transfer of harmful aquatic organisms and pathogens in the vessel’s ballast water and sediment.
VPAs Bilge Water Protocol states that it is an offence to discharge into the Port of Vancouver harbour, including Roberts Bank, any oil or other liquids containing oil (bilge water). If the discharges contain oil or other deleterious substances, the vessel must immediately notify Vancouver Marine Communications and Traffic Services Centre (MCTS) and the vessel must activate its Oil Pollution Emergency Plan. This plan is a requirement of the Canada Shipping Act.
Emergency Response Terminal Systems Inc., the future operator of the Deltaport Third Berth Project, will update their Emergency Response Plan (ERP) prior to the commencement of terminal operations. The ERP
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would ensure that an organised and practiced response is provided to incidents and emergency situations that might affect the provision of port services at the Roberts Bank port facility.
The ERP would:
• ensure that the appropriate emergency response equipment would be provided;
• ensure staff understand their roles and responsibilities and undergo training as required;
• put specific procedures in motion to manage an incident or emergency;
• establish an emergency response team;
• ensure that an emergency or incident would be managed in a systematic way;
• deal with enquiries from the public and staff;
• allow the continued delivery of essential services during an incident or emergency situation without increasing risk;
• establish procedures for interaction with other agencies and neighbours (BC Rail, Corporation of Delta, and MoT) throughout an incident or emergency situation;
• clearly define responsibility for emergency and incident management, including clear lines of accountability throughout the organisation;
• validate emergency preparedness through exercises and testing of emergency procedures;
• allow for monitoring and review to continually update and improve the system; and,
• allow for independent auditing.
The ERP would distinguish responsibilities between TSI, Corporation of Delta, BC Rail, and MoT. A summary of emergency services for Deltaport and Deltaport Third Berth (hazardous materials services, fire protection, ambulance services, police and security services) is provided in Chapter 19 Accidents and Malfunctions.
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 713
21.2.4 Environmental Reporting
Environmental management plans are by their nature voluntary instruments of preventative environmental protection with the aim of systematically monitoring and avoiding environmental impact. Environmental performance reporting is therefore a key decision making tool within EMPs that provides senior management with the information to make meaningful and positive change for the environment. Environmental reporting is also an integral component of International Standards Organization (ISO) 14001.
To ensure that relevant authorities are appropriately informed as to how the VPA is managing its environmental performance for the Project, periodic reports would be prepared during the construction phase. During the operational phase of the Project, TSI would be responsible for monitoring environmental performance of the Deltaport terminal and the Third Berth. If these reports identify any deficiencies in the way the construction activities or the operations are being conducted, or in the performance of environmental mitigation measures, the necessary changes can be made and the Construction or Operational EMPs updated to reflect those changes.
21.2.5 Environmental Audit
An independent accredited auditor would conduct environmental audits in accordance with a schedule identified in the site EMP. Quantified and unquantified information contained in the EA Application would be assessed to ensure that the construction and operation phases of the Project meet acceptable environmental standards. The audit would be based on available information and observations and does not include additional sampling or data collection. An environmental audit would also test the rigour of the conditions/approvals imposed on the development by statutory authorities.
21.2.6 Summary
The inclusion of appropriate environmental management measures into the detailed design and construction of the Project should minimise adverse impacts on the environment. The environmental management plans will outline the commitment of the VPA, TSI Terminal Systems Inc. and contractors to address mitigation measures identified in this EA Application, and summarised previously in Chapter 20 Summary of Project Impacts, Mitigation
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Requirements and Residual Effects. A Construction EMP and an Operational EMP will be prepared for the proposed Deltaport Third Berth Project.
The contractor(s) engaged for the construction of the Project will be required to provide an outline of an activity-specific EMP as part of the tender for the works. A complete Construction EMP from the contractor(s) will be required prior to any construction activities commencing. Preparation of the Operational EMP will be a condition of a contractual agreement between the VPA and TSI, (the existing operators of Deltaport and the ultimate operators of the Deltaport Third Berth).
Deltaport Third Berth Project January 2005 Environmental Assessment Application Page 715