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CUMULATIVE ENVIRONMENTA

EFFECTS ASSESSMEN

SECTION

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Environmental Assessment Certificate Application

for the RichmondAirportVancouver Rapid Transit Project

16-1 December 2004

16 Cumulative Environmental Effects Assessment

16.1 Introduction

Cumulative environmental effects assessment, required under CEAA, considers

the interaction between residual effects of the project under consideration, (i.e.,

those impacts expected to occur during construction and/or operation despite

implementation of mitigation measures) and those associated with other

identified projects or activities. The analysis is undertaken with reference to

defined temporal and spatial boundaries and typically focuses on key

environmental components. Cumulative effects assessment methodology is

described in the Cumulative Effects Assessment Practitioners Guide (Hegmann

et al. 1999) and the CEAA Reference Guide: Addressing Cumulative

Environmental Effects (CEA Agency 2003).

The Approved Terms of Reference for the RAV EAC Application (see

Appendix 1-A) direct that the scope of the cumulative environmental effects

assessment for the RAV Project consider other projects that:

are located within or that intersect with the RAV corridor;

are known to have received or are in the process of acquiring permits and

authorizations that would allow them to proceed to implementation;

have secured funding, and

have schedules and timelines that are known to be imminent in their

commencement, up to the submission of the Application.

In addition to the ATOR and the guidance documents noted above, the

cumulative effects assessment presented in this section was guided by

discussions with the CEA Agency. The determination of residual effects was

based on the scientific information presented in the project-specific

environmental assessments (see SECTIONS 6TO 15).

As described in the Socio-economic/Socio-community Assessment (see SECTION9.6.5.6), the RAV line may act as a catalyst for future residential, commercial

and/or industrial development along the RAV corridor, particularly in proximity to

RAV stations. The extent to which this demand can be accommodated will vary

along the corridor, depending on existing land use, property availability, zoned

development capacity, and the receptiveness of neighbourhoods and city

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December 2004 16-2

planners to zoning or land use changes. Since the nature, scope and extent of

development, the timeframe over which it may occur, and the impacts that may

be associated with it are unknown, it is not possible to determine whether or how

future development may interact with the RAV Project to produce cumulativeeffects. Consequently, no attempt was made to assess the cumulative effects of

potential RAV line-induced development in the following analysis.

16.2 Analytical Approach

16.2.1 General

The cumulative effects assessment builds upon the findings of the 10

biophysical and socio-economic environmental assessments conducted forthe RAV Project (see SECTIONS 6 TO 15). Each of these assessments

describes potential project-related impacts, including residual effects that may

occur along the RAV corridor during construction and/or operation. Residual

effects are defined as those impacts that cannot be completely addressed

through the application of mitigation measures. Because they cannot be

resolved through mitigation and are likely to persist following project

completion, residual effects may interact with impacts associated with present

and imminent future developments and activities in the project area,

potentially resulting in cumulative impacts.

As previously described, the RAV Project is located along a defined corridor

through a densely populated, highly developed urban area. The natural

environment along this corridor has been completely altered due to many

decades of industrial, commercial and residential use, as well as the

presence of a complex network of utilities and transportation infrastructure.

The intent of this cumulative impact assessment is to characterize,

qualitatively and quantitatively, where possible, the potential consequence of

residual impacts associated with the RAV Project in the context of urbandevelopment in the project area, as follows:

Spatially (i.e., locally and/or regionally, depending on the nature of the

impact and the ecosystem component that is being assessed);

Temporally (i.e., on a timeline that extends from the present to the future);

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16-3 December 2004

In the context of environmental setting (e.g., effects on suitability of

existing habitat to support species habituated to an urban setting vs. the

fundamental habitat capability of the biogeoclimatic zone); and

In terms of critical thresholds

1

, as defined by existing policies andstandards, or with respect to the ecological sustainability of environmental

components; these thresholds may have been approached as a result of

previous projects and may be surpassed by development of the RAV

Project and/or other imminent projects.

16.2.2 Biophysical and Socio-community Environmental

Components

In an urban setting, such as that of the RAV corridor, biophysical

environmental components typically considered during impact assessmentinclude features such as remnant natural habitat areas (e.g., wooded

ravines); fisheries habitat (e.g., instream habitat and associated riparian

zones); and vegetation stands that are valued for aesthetic, historic, or

biological qualities. Since the RAV corridor crosses the lower Fraser River in

two locations, biophysical environmental components of particular interest in

this cumulative effects assessment include estuarine intertidal marsh and

mudflat habitats, as well as the river bottom and water column in the vicinity

of proposed bridge piers. Although the focus of the analysis with respect to

biophysical components is on habitat rather than individual species, the

assessment also considers potential impacts to species at risk, as defined in

the Federal Species at Risk Act (SARA) and/or identified in the provincial

Red-and Blue-lists2maintained by the BC Conservation Data Centre, that are

known to occur in the project area.

Socio-community components of interest during impact assessment include

social and cultural attributes, such as sites and resources of importance for

First Nations traditional use, and any structure, site or object that is of

historical, archaeological, palaeontological or architectural significance.

Potential changes in ambient noise levels, air quality and electric and

1A threshold is defined as the limit of tolerance of an ecosystem component to an effect

that, if exceeded, results in an adverse response by that ecosystem component (afterHegmann et al. 1999).2See SECTION 7.3.1.1for an explanation of provincial red- and blue-list designations.

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December 2004 16-4

magnetic fields are of interest from both a biophysical and socio-community

perspective.

Biophysical and socio-community components identified and addressedduring planning and environmental assessment of the RAV Project (see

SECTIONS 6to15) are as follows:

Aquatic Environment

North Arm and Middle Arm, Fraser River:

Intertidal marsh habitat

Intertidal mudflat habitat

River bottom sediments

Water column

Water quality

Terrestrial Environment

Estuarine, riparian and upland plant communities, including those

supporting plant species listed on Schedule 1 under SARA and/or

provincially red- or blue-listed plant species that occur in the project area

Wildlife habitat and wildlife, including wildlife species listed on Schedule 1

under SARAor provincially red- or blue-listed wildlife species that occur in

the project area

Air Quality

Local air quality

Regional air quality

Greenhouse gas emissions

Noise Environment

Ambient noise levels

Electric and Magnetic Fields

Ambient levels of EMF

Archaeological Resources

Existing and potential archaeological sites

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16-5 December 2004

Historical and Heritage Resources

Cambie Heritage Boulevard

First Nations Traditional Use Existing and historic traditional use sites and activities

In this analysis, potential cumulative effects are assessed only for those

environmental components that are likely to sustain residual impacts as a

result of construction or operation of the RAV Project, and that also may

sustain impacts due to other existing or imminent developments or activities

in the project area.

16.2.3 Potential Residual Effects

Table 16.1 describes residual impacts that may occur during construction

and/or operation of the RAV Project and that will be discussed further in the

cumulative environmental effects analysis. These impacts, which relate to

aquatic and terrestrial environment, air quality and noise levels, are predicted

in association with the conceptual reference alignment and station locations

which, in effect, constitute a worst case scenario. Such a scenario refers to

a situation in which all potential environmental impacts actually occur. In

reality, it is anticipated that changes and refinements made by the

Concessionaire during the RAV Projects detailed planning and design-build

phases will reduce the type and magnitude of the environmental impacts

considered in this analysis. Therefore, in some cases, potential residual

impacts described in Table 16.1may be eliminated.

Note that, based on the results of the environmental assessments of the RAV

Project, residual effects are not anticipated with respect to electric and

magnetic field levels, archaeological resources, historical and heritage

resources, or First Nations traditional use sites and activities. To ensure that

the reasons for this determination are well understood, a brief explanation is

presented with respect to each of these environmental components inSECTION 16.4.

Health-related issues are discussed in previous sections of the EAC

Application (i.e., contaminated sites (SECTION 10), air quality (SECTION 11),

noise (SECTION 12) and EMF (SECTION 15)). Based on the assessments

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December 2004 16-6

presented in these sections, no long-term residual impacts to human health

are anticipated as a result of the RAV Project, following implementation of

appropriate mitigation measures. By providing an efficient and effective

alternative to the use of private vehicles, the RAV Project is expected tocontribute to improved air quality and reduced noise levels in the RAV

corridor. Despite the fact that residual impacts related to air quality and

ambient noise levels are expected to be localized and short-term during

construction, the discussion in SECTION 16.4 also addresses these

biophysical and socio-community components.

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Environmental Assessment Certificate Applica

for the RichmondAirportVancouver Rapid Transit Proj

16-7 December 2

Table 16.1 Potential Residual Environmental Effects of the RAV Project

EAC

Application

Section

Environmental

Component

Description of Potential Residual Impacts

During Design/Construction

Extent/Duration of

Residual Impact


During Operation

Extent/Duration of Residual Impa

Fraser River:

Intertidal mudflat

North Arm Crossing: Depending on its location

relative to the shore, untreated wood support piles

for a temporary work pad may disturb a small area

of green coded mudflat along the eastern margin of

the RAV alignment, riverward of the Kidd No. 1

Substation on the north shore of the river. Similarly,

a small area of the red coded intertidal mudflat on

the south shore, which is approximately 5 to 15 mwide and comprises the lower level of a two-tier

intertidal bench, may be disturbed due to placement

of a temporary work pad during construction.

Middle Arm Crossing: Densification treatment and

rip rap installation associated with bank revetment

may affect a small area of red coded intertidal

mudflat on the western shoreline. Densification

treatment and installation of footing and foundation

for a pier on the eastern shoreline may temporarily

or permanently alienate red coded intertidal mudflat

area. Support piles for temporary work pads may

disturb small areas of intertidal mudflat on either

shore.

North Arm Crossing: Small

areas of disturbed mudflat

would readily recover

following removal of

temporary work pad.

Middle Arm Crossing: Small

areas of disturbed mudflat



temporary work pad.

As condition of Section 35(2)

Authorization under the

Fisheries Act, Concessionaire

will be required to compensate

for any loss of mudflat habitat

that may occur during

construction.

None anticipated Not ApplicableFisher ies &

Aquat ic

Habitat

(SECTION 6)

Intertidal marsh

North Arm Crossing: Depending on its locationrelative to the shore, untreated wood support piles

for a temporary work pad may disturb a small area

of green coded intertidal marsh along the eastern

margin of the RAV alignment, riverward of the Kidd

North Arm Crossing: Smallareas of disturbed marsh



temporary work pad.

Dredging and filling activities, as well as presence ofbridge piers, may alter sedimentation regime and

hydrology downstream of crossings resulting in gain

or loss in extent (i.e., width, length) of Fraser River

foreshore marshes.

As condition of Section 35(2) Authorizaunder the Fisheries Act, Concession

will be required to compensate for

habitat loss.

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December 2004 16-8

EAC

Application

Section

Environmental

Component


During Design/Construction

Extent/Duration of

Residual Impact


During Operation

Extent/Duration of Residual Impa

No. 1 Substation on the north shore of the river.

Similarly, a small area of the red coded marsh on

the south shore, which is approximately 6 to 8 m

wide and comprises the upper level of a two-tier

intertidal bench, may be disturbed due to placement

of a temporary work pad during construction.


installation of rip rap with anticipated bank

revetment may affect pockets of red coded intertidal

marsh on western shoreline. Densificationtreatment and installation of footing and foundation

for pier on eastern shoreline may temporarily or

permanently alienate red coded intertidal marsh

area. Support piles for temporary work pads may

disturb a small area of intertidal marsh.

Middle Arm Crossing: Small

areas of disturbed marsh

will readily cover followingremoval of temporary work

pads.







construction.

River bottom

sediments

North Arm Crossing: Installation of footings, fenders

and associated rip rap armaments for 2 piers would

permanently alienate portions of the sand/silt river

bottom.


installation of footings, fenders and associated rip

rap armaments for 2 piers would permanently

alienate a portion of the sand/silt river bottom.







construction.

None anticipated.

Water column North Arm Crossing: Subject to final design, 2

bridge piers may occupy a portion of the water

column in the North Arm.




North Arm Crossing: Presence of bridge piers may

alter hydraulic conditions of river channels (i.e.,

Documents

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