Section 16

SECTION 16
CUMULATIVE ENVIRONMENTAL EFFECTS ASSESSMENT
Environmental Assessment Certificate Application for the RichmondAirportVancouver Rapid Transit Project
16
16.1
Cumulative Environmental Effects Assessment

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 6 TO 15). As described in the Socio-economic/Socio-community Assessment (see SECTION 9.6.5.6), 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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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 cumulative effects. Consequently, no attempt was made to assess the cumulative effects of potential RAV line-induced development in the following analysis.
16.2
Analytical Approach
General
16.2.1
The cumulative effects assessment builds upon the findings of the 10 biophysical and socio-economic environmental assessments conducted for the 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 urban development 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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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 thresholds1, as defined by existing policies and standards, 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 assessment include 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-lists2 maintained 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
A 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 (after Hegmann et al. 1999). 2 See SECTION 7.3.1.1 for an explanation of provincial red- and blue-list designations.
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magnetic fields are of interest from both a biophysical and socio-community perspective. Biophysical and socio-community components identified and addressed during planning and environmental assessment of the RAV Project (see SECTIONS 6 to 15) 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 SARA or 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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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 16.1 may 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 in SECTION 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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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 to contribute 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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Table 16.1 EAC Application Section

Fisheries & Aquatic Habitat (SECTION 6)
Potential Residual Environmental Effects of the RAV Project Environmental Component

Fraser River: Intertidal mudflat
Description of Potential Residual Impacts During Design/Construction

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 m wide 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.
Extent/Duration of Residual Impact

North Arm Crossing: Small areas of disturbed mudflat would following readily recover of removal
Description of Potential Residual Impacts During Operation

None anticipated
Not Applicable
temporary work pad.
Middle Arm Crossing: Small areas of disturbed mudflat would following readily recover of removal
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.
Intertidal marsh
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 intertidal marsh along the eastern margin of the RAV alignment, riverward of the Kidd
North Arm Crossing: Small areas of disturbed marsh would following readily recover of removal
Dredging and filling activities, as well as presence of bridge 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) Authorization under the Fisheries Act, Concessionaire will be required to compensate for any habitat loss.
temporary work pad.
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EAC Application Section
Environmental Component

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. Middle Arm Crossing: Densification treatment and installation marsh on of rip rap with anticipated bank
Middle Arm Crossing: Small areas of disturbed marsh will readily cover following removal of temporary work pads.
revetment may affect pockets of red coded intertidal western shoreline. Densification treatment 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.
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.
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.
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.
Middle Arm Crossing: Densification treatment and installation of footings, fenders and associated rip rap armaments for 2 piers would permanently alienate a portion of the sand/silt river bottom.
Water column
North Arm Crossing:
Subject to final design, 2
As condition of Section 35(2) Authorization under the Fisheries Act, Concessionaire
North Arm Crossing: Presence of bridge piers may alter hydraulic conditions of river channels (i.e., < 5% reduction in cross-sectional area of Mitchell
As condition of Section 35(2) Authorization under the Fisheries Act, Concessionaire will be required to compensate for any
bridge piers may occupy a portion of the water column in the North Arm.
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Middle Arm Crossing: Subject to final design, 3 bridge piers may occupy a portion of the water column in the Middle Arm.

will be required to compensate for any loss of mudflat habitat that may occur during construction.

Island Channel and Main Channel; localized changes in flow velocities in immediate vicinity of piers; minor localized changes to downstream flow patterns; alteration of sedimentation regime; increase in water levels due to increase in velocity head caused by piers) Middle Arm Crossing: Presence of bridge piers may alter hydraulic conditions of river channel (i.e., ~ 10% reduction in cross-sectional area; localized changes in flow velocities in immediate vicinity of piers; localized change to downstream flow patterns, including cumulative channelling effect due to relative proximity to Airport Connector and Moray Channel bridges; alteration of sedimentation regime; increase in water levels due to increase in velocity head caused by piers)
loss of mudflat habitat that may occur during construction.
Water quality
North Arm Crossing: Potential increase in total suspended sediments (TSS) may be associated with installation of 2 in-river piers (i.e., densification; driving of steel piles; excavation and disposal of sediments; daily cofferdam dewatering; installation of pier columns, fenders, foundation slabs, and rip rap aprons surrounding pier footings; coffer dam removal).
Short-term,
localized
impacts
Incremental
increase
in
impervious
surfaces
The Concessionaire will be required to address drainage management during design of all RAV components, with provision of oil-water separators in the park-and-ride facility and bus exchanges to prevent or minimize the discharge of hydrocarbon contaminants to receiving waters.
during and immediately after pier installation.
associated with construction of aboveground stations in Vancouver and both stations and guideway in Richmond.
Middle Arm Crossing: Potential increase in TSS may be associated with installation of 3 in-river piers (i.e., densification; driving of steel piles; excavation and disposal of sediments; daily cofferdam dewatering; installation of pier columns, fenders, foundation slabs, and rip rap aprons
Impervious surfaces are defined as constructed surfaces (i.e., rooftops, sidewalks, roads, parking lots) that are covered by impenetrable materials (e.g., asphalt, concrete) that prevent precipitation and meltwater from infiltrating soils.
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surrounding pier footings; coffer dam removal).
Terrestrial Biophysical Resources (SECTION 7)
Riparian woodland
North Arm Crossing: Densification treatment and installation of single pier footing and foundation may require removal of riparian vegetation (e.g., ornamental plantings of western redcedar and naturally recruited black cottonwood, hardhack, thimbleberry and other shrubs, with understorey dominated by reed canary grass) on north shore, landward of top of bank.
Localized, permanent impact, depending on extent to which loss of vegetation during can be site mitigated
None anticipated
Not Applicable
restoration/landscaping.
Middle Arm Crossing: Densification treatment and installation of single pier footing and foundation may require removal of riparian vegetation (e.g., alder, black cottonwood, western redcedar) on western shore (i.e., Sea Island).
Air Quality (SECTION 11)
Greenhouse gas emissions
There may be short-term increases in localized greenhouse gas emissions due to operation of construction vehicles and equipment.
Localized, short-term impacts. Since construction vehicles and equipment will be sourced from other parts of the the net Lower overall Mainland,
None anticipated.
Not Applicable
increase in emissions at the regional level is not expected to be quantifiable. Local air quality There may be short-term increases in localized dust emissions from non-combustion sources and exhaust emissions from construction vehicles and stationary combustion sources. Localized, short-term impacts. Since construction vehicles and equipment will be sourced from other parts of the the net Lower overall Mainland, None anticipated. Not Applicable
increase in emissions at the regional level is not expected to be quantifiable.
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Noise Levels (SECTION 12)
Ambient noise levels

There may be short-term localized, increases in noise levels associated with work sites, and guideway and station construction.

Localized, construction. short-term during

Localized increase in noise levels in immediate vicinity of: aboveground guideway - due to train noise and periodic maintenance (i.e., rail grinding); stations - due to public address/paging system and door signals, particularly in late evening and at night as vehicle traffic on adjacent roadways diminish, reducing masking noise; and bus exchanges due to incremental increase in bus activity, especially in early morning and late evening. Noise levels may increase by 1 2.5 dBA at site with lowest measured noise level of all sites on aboveground alignment (i.e., Units 8453 and 8457 Cambie Street). If distance between road edge and structures along major traffic artery is cut in half due to need for road realignment to accommodate RAV, equivalent noise level may increase by 3 dBA and maximum vehicle passby noise levels may increase by 6 dBA. Impact (see SECTION 12.2.2, TABLE 12.1). An increase of this amount would constitute a Modest
Localized, permanent. Nature of impacts associated with aboveground guideway and stations of would system depend design on in effectiveness
mitigating operational noise.
Impacts associated with bus exchanges would depend on proximity to receptors and level of background noise.
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16.2.4
Geographic Scope
The geographic boundaries of the cumulative effects assessment are defined for each biophysical and socio-community component (e.g., aquatic environment, terrestrial environment, air quality) according to the nature of anticipated impact(s) on that component. For some components, cumulative effects are characterized at both the local and regional level with impact indicators appropriate to each level.
16.2.4.1 Local Analysis

The geographic scope of cumulative effects at the local level is focused on the immediate vicinity of the RAV Project corridor. Specific geographic areas for local analyses vary, depending on the nature of the environmental components (e.g., river crossing areas, vegetation stands, etc.) being assessed and the footprint of other past and future projects in the vicinity of the corridor.
16.2.4.2 Regional Analysis

Aquatic and Terrestrial Environments The regional geographic scope for the aquatic and terrestrial environmental components of the assessment includes the lower Fraser River estuary and watershed (see Figure 16.1) within the municipal boundaries of Richmond and Vancouver. Note that in segments of the corridor located in downtown Vancouver (i.e., the underground section between the Waterfront Station and the Granville Station), and the underground section between the Granville Station and 2nd Avenue, surface- and groundwater drain to Burrard Inlet and False Creek, respectively. In South Vancouver and Richmond, all surface drainage is via tributary streams, ditches and groundwater to the Fraser River. Air Quality The regional context for the air quality assessment is the Lower Fraser Valley, defined as the area bounded by the Coast and Cascade mountain ranges and the Strait of Georgia (see FIGURE 11.1, SECTION 11.3.1).
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Figure 16.1
RAV Project Area - Drainage Basins

LEGEND RAV Line Burrard Inlet Drainage Basin Fraser River North Drainage Basin Fraser River South Drainage Basin
Burrard Inlet
eC Fals
r.
VANCOUVER
Georgia Strait S EA I SLAND
h Ar m ort
M ITCHELL I SLAND
r Middle A
RICHMOND
16.2.5
Temporal Scope
The temporal scope of the cumulative effects assessment considers both the construction (i.e., approximately four years) and operation phases of the RAV Project, as well as existing and future conditions relative to other identified developments and activities.
16.3
Existing and Future Projects in the Vicinity of the RAV Corridor
Projects to be considered in the cumulative effects assessment include major infrastructure utility projects (e.g., large sewer or water line projects, hydro transmission lines, etc.) and construction projects located in proximity to the RAV corridor that have been approved, have secured funding, and have schedules and timelines that are known to be imminent in their commencement up to the submission of the RAV EAC Application. Projects were identified based on discussions with City of Vancouver and City of Richmond staff, as well as a review of the FREMP Project Registry and GVRD, City of Richmond and City of Vancouver websites. Projects considered during the cumulative effects assessment include: the redevelopment of industrial lands at the west end of Mitchell Island by Mitchell Island Holdings Inc.; the construction of a new conveyor off-loading system at an existing aggregates facility on Lulu Island by Construction Aggregates Ltd.; transportation improvements, including those recently completed and currently underway, in proximity to No. 3 Road in downtown Richmond as described in the City of Richmonds City Centre Transportation Plan; and the ongoing development of the former Bridgepoint Market lands in Richmond by the Great Canadian Gaming Corporation.
In June 2004, Mitchell Island Holdings Inc. received a DFO Authorization under Section 36 of the Fisheries Act, as well as letter of approval from FREMP, to proceed with redevelopment of a large industrial property located at the west end of Mitchell Island. The conceptual RAV alignment for the North Arm crossing includes a pier situated approximately 30 to 35 m from the high water level mark
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at this end of the island. As described in the FREMP Environmental Review Committee (ERC) letter (FREMP CPR# 0402F016, dated June 15, 2004), the industrial park development will result in the loss of approximately 75 m2 of woodland habitat, 4 m2 of intertidal marsh habitat, and 6,806 m2 of intertidal marsh tidal channel habitat. Site development has proceeded since the FREMP letter was issued and compensation habitat consisting of approximately 1,700 m2 of woodland habitat and 5,210 m2 of intertidal marsh habitat (FREMP 2004) is scheduled to be constructed in spring 2005. Prior to redevelopment, much of this habitat was fragmented, occurring in association with a series of large drainage ditches. Consolidation of these habitats into one large area will reduce edge effects and enhance ecological functionality. In addition, a new stormwater drainage collection system equipped with an oil-water separator has been installed to service the industrial park and remediation of contaminated soils on the site will be completed in late 2004. Also in June 2004, Construction Aggregates Ltd. received a letter of advice from FREMP regarding the proposed construction of a conveyor offloading system at its existing aggregate storage and barge unloading facility on Lulu Island, at the north foot of No. 3 Road, in close proximity to the proposed RAV Middle Arm crossing. This project, which was carried out in summer 2004, involved the removal of a damaged pipe pile and the installation of six steel piles in the Middle Arm, in a green coded area within the operational footprint of the existing facility. The new piles, located approximately 100 m upstream of the proposed RAV crossing, will support a conveyor off-loading system for aggregate materials. Construction of this system will allow Construction Aggregates Ltd. to provide deeper water access for transport scows, reducing the need for maintenance dredging. The FREMP ERC letter summarizing the results of project review and describing terms and conditions of project approval (FREMP CPR# 200406F041, dated June 30, 2004) stipulates that there be no disturbance to riparian trees or shrubs, or to intertidal foreshore or marsh vegetation during either construction or operation of the aggregate facility. Richmonds City Centre Transportation Plan includes a variety of initiatives designed to address problems associated with increasing traffic congestion in the downtown core, particularly on No. 3 Road, the municipalitys main north-south thoroughfare. This portion of No. 3 Road is a central feature in the Richmond portion of the RAV corridor. A key objective of the Transportation Plan is to utilize road space more efficiently so that circulation is enhanced for all modes of
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travel (City of Richmond 2004). Plan components include changes to the road network and long-term improvements to transit and to facilities for parking, cycling and pedestrians. Recently completed improvements in the immediate vicinity of the RAV corridor include: the redevelopment of transit access to accommodate the #98 B-Line rapid bus on No. 3 Road, north of Westminster Highway, including the landscaping of the median; the extension of Garden City Way to River Road near the River Rock Casino; the upgrade of Sea Island Way; the upgrade of a short section of Leslie Road to four lanes, just east of No. 3 Road; and the extension of short sections of Lansdowne Road on either side of No. 3 Road.
A further project, the extension of Browngate Road on either side of No. 3 Road in the vicinity of the Aberdeen Centre and Hazelbridge Way, is currently underway. Also in Richmond, the Great Canadian Gaming Corporation opened its casino, food court, lounge and parkade on the former Bridgepoint Market site on River Road, immediately north of the proposed RAV line corridor and Bridgeport Station in June 2004. A 222-suite hotel, additional restaurants, spa, retail stores and a theatre are under construction and scheduled to open in early 2005 (Great Canadian Gaming Corporation 2004).
16.4
Analysis of Potential Cumulative Effects Associated with the RAV Project

Cumulative Effects on the Aquatic Environment
16.4.1
16.4.1.1 Local Effects

Design and Construction Potential residual impacts to the aquatic environment during design and construction of the RAV Project will include permanent alienation of small areas of river bottom and water column due to pier placement. Impacts to
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intertidal mudflat and marsh habitats are expected to be short-term and to primarily occur as a result of temporary placement of construction access roads and work pads (i.e., on Mitchell Island). During construction, despite the implementation of mitigation measures, there may also be localized, short-term impacts to water quality associated with densification treatments, excavation and dredging, and installation of piers and rip rap protection. As a condition of Section 35(2) Authorizations under the Federal Fisheries Act, prior to construction of both the North Arm and Middle Arm crossings, the Concessionaire will be required to develop mitigation measures and habitat compensation strategies that ensure no net loss in the productive capacity of local fish habitat. Consequently, by law, there will be no residual effects on fish habitat as a result of the RAV Project (L. Sullivan, pers. comm. 2004). Further, the creation of habitat compensation works, as well as the change in land use from industrial to utility right-of-way along the North Arm and the removal of any contaminated soils that may be present in the upland portion of the alignment during site preparation, will improve environmental quality in this area. Operation As described in the fisheries and aquatic impact assessment (SECTION 6), dredging and filling activities, as well as the presence of in-river bridge piers may alter hydraulic conditions which could, in turn, affect local flow velocities, downstream flow patterns, and erosion and sedimentation downstream of the RAV crossings. During project design, if necessary, a hydrotechnical study, similar to those conducted for the TransLink SkyBridge and Airport Connector crossings, will be carried out in order to quantify potential changes in hydraulic conditions associated with different pier designs and configurations. Of particular interest with respect to potential cumulative impacts will be the effect of the new RAV crossing structures on downstream flow patterns in areas already occupied by bridges. Where two or more bridges are situated in close proximity, their piers can have a cumulative channelling or flow dividing effect. As described in SECTION 6, based on an hydraulic analysis of the SkyBridge undertaken by MacLaren PlanSearch (1984), it was concluded that, at a distance of 400 m from the Pattulo Bridge, the two structures were well separated and effects on downstream flows were minor. Changes in downstream flows were not detectable more than a few hundred metres
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downstream of the new bridge. In the case of the RAV North Arm crossing, the conceptual bridge is located approximately 700 m upstream of the Oak Street Bridge, and approximately 950 m downstream of the Knight Street Bridge. In the Middle Arm, the conceptual bridge is situated approximately 250 m upstream of the Airport Connector Bridge, which is in turn 50 m upstream of the Moray Channel Bridge. Although there may be a cumulative channeling effect associated with these structures, because the piers of the crossings would not be directly aligned in the direction of river flow, it is not likely to result in measurable changes to downstream flow patterns. Current and Future Projects One of the piers for the North Arm crossing of the RAV line will be constructed approximately 30 to 35 m downstream of Mitchell Island. Both the compensation habitats (i.e., tidal flats, marsh bench) and the stormwater drainage system that are to be constructed in association with the Mitchell Island Holdings Inc. industrial park development project in spring 2005 will be avoided during RAV crossing construction. Therefore, adverse cumulative effects are not anticipated in connection with this project. Depending on the nature, extent and location of habitat compensation works required for the RAV Project, it may be possible to develop compensation habitat in conjunction with the compensation works proposed for the industrial park project. Given the relatively small footprint of the six new steel piles recently installed by Construction Aggregates Ltd. on the west shore of Lulu Island, it is not expected that any hydraulic interaction will occur between the piles and the two in-river piers required for the RAV line Middle Arm crossing. Further, since FREMP has stipulated that Construction Aggregates Ltd. is not permitted to disturb riparian trees or shrubs, intertidal foreshore or marsh vegetation during either construction or operation of its facility, there will be no cumulative effects with respect to aquatic habitats or species. Conclusions In summary, since potential residual effects to aquatic environments associated with the RAV Project will be addressed by mitigation and habitat compensation, as required by Section 35(2) Authorizations under the Fisheries Act, no adverse cumulative effects are anticipated. There may, however, be net positive effects due to upland rehabilitation and creation of
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compensation habitats in the lower Fraser River where no habitat presently exists or in areas of very low habitat value. Potential changes in local hydraulic conditions associated with different pier designs and configurations will be assessed by the Concessionaire during final design so as to avoid long-term residual effects due to bridge operation.
16.4.1.2 Regional Effects

Parameters of key concern with regard to the potential regional cumulative effects of linear development projects, such as the RAV Project, on aquatic environments may include an increase in impervious surface area, changes in water quality and incremental loss of environmentally sensitive habitats. For those projects that require new stream crossings, additional concerns relate to changes in hydraulic conditions that have the potential to interfere with fish movements. Fish Movements Based on the hydraulic analyses conducted for other recent crossings of the lower Fraser River (see SECTIONS 6 AND 16.4.1.1), the RAV bridge piers are unlikely to affect river hydraulics to the extent that fish movements are impeded. In addition, any hydrotechnical assessments conducted during project design will be used to identify design modifications and mitigation strategies to prevent or minimize changes to hydraulic conditions, including those that could interfere with fish passage. Due to their relatively small footprint, the six steel piles recently installed along the west shore of the Middle Arm, just upstream of the proposed RAV alignment, by Construction Aggregates Ltd., are not expected to interact with the RAV bridge piers or to interfere with fish movements. Environmentally Sensitive Areas As described in SECTION 16.4.1.1: LOCAL EFFECTS, by law there will be no residual impacts to environmentally sensitive foreshore and riparian areas as a result of placement of RAV crossing structures in the North and Middle arms. As a condition of Section 35(2) Authorizations under the Fisheries Act, the Concesssionaire will be required to construct replacement habitat in proximity to the new crossings or to purchase or arrange for habitat credits
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from the North Fraser Port Authoritys habitat bank to ensure that there is no net loss in the productive capacity of local fish habitat. Impervious Surface Area Development in urban areas typically results in the replacement of permeable surfaces with structures and pavement that intercept runoff and direct it to gutters, pipes and culverts rather than allowing it to seep into the soil and groundwater. In addition to limiting groundwater recharge, the concentration of runoff into stormwater collection systems typically results in increased stream flows, particularly during high rainfall events. In general, stream flows in urban areas tend to be flashier and to peak higher, earlier and faster than in undeveloped watersheds. Depending on existing land use and final design, the introduction of at-grade or elevated guideway, stations, bus exchanges, a park-and-ride facility and an Operations and Maintenance Centre in conjunction with the RAV Project have the potential to increase impervious surface area within the RAV corridor. In Vancouver, it is anticipated that much of the guideway and a number of the stations will be located underground, with little or no addition to impervious surfaces between Waterfront Station and SW Marine Drive. Since all sections of the alignment that are to be developed using cut-and-cover construction are located in areas that are currently paved (e.g., northbound lanes of Cambie Street, north end of Granville Mall from approximately midway between Georgia and Dunsmuir streets to Waterfront Station), this development will not result in an increase in impervious surface area. Further, with the exception of small portions of the Cambie Heritage Boulevard that may be temporarily disturbed during construction, aboveground works will be constructed in areas that are currently paved. The Provincial government, TransLink and VIAA, as Contributing Agencies, have directed that the Concessionaire satisfy a series of requirements as described in SECTION 2.2.5, one of which specifically relates to the Cambie Heritage Boulevard. During the RAV Project, there must be no net loss of green space on the boulevard and any trees removed due to construction must be replaced with trees of a species and diameter approved by RAVCo. Ground conditions must be restored in conjunction with post-construction
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landscaping. The requirement for boulevard restoration, as well as the fact that most construction will occur within the footprint of the paved roadway, will ensure that RAV line construction does not result in a substantial change in permeable surfaces along this portion of the corridor. Along the shorelines of the North and Middle arms of the Fraser River in the vicinity of the proposed RAV crossings, conceptual designs for habitat compensation, developed for the RAV Project (see SECTIONS 6.3.1.4 and 6.3.2.4), provide for the conversion of industrial areas to intertidal marsh and mudflat. Implementation of these designs, or other similar compensation scenarios as required by regulatory agencies, will result in the creation of new habitats for the benefit of aquatic and wildlife species and will contribute to the natural productivity of the estuary. In addition, the replacement of asphalted surfaces with soils suitable for riparian woodland and marsh vegetation will increase the overall area of permeable surfaces along this portion of the Fraser River. Most of the lands along the RAV corridor through Richmond are currently paved, with the exception of a vacant lot adjacent to the River Rock Casino, the landscaped median located on sections of No. 3 Road and the shortgrass fields along Templeton Street on Sea Island. Any disturbance of landscaped (i.e., permeable) surfaces in Richmond, including the No. 3 Road median, that occurs as a result of RAV construction will be addressed through post-construction landscaping. On Sea Island, the loss of permeable surfaces will be limited to areas of short grass due to placement of guideway footings and a single station. In the vicinity of the River Rock Casino, development of a bus exchange, park-and-ride facility and the Bridgeport Station will primarily take place on land that is currently paved. Similarly, the Richmond Centre bus exchange will be located on the west side of No. 3 Road, south of Westminster Highway, on lands formerly occupied by a gas station. Therefore, the development of the bus exchange will not contribute to increased impervious surfaces in this area. The RAV guideways cannot be installed underground in Richmond for geotechnical reasons. Since most sections of the elevated guideway will be built in areas that are currently paved, depending on the extent to which existing landscaped areas are affected by the project footprint, there will be,
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at most, only a minor increase in impervious surfaces and rainfall interception. Water Quality The RAV Project will have few direct long-term effects on water quality. Although some hydrocarbon residues (e.g., lubricants) may be deposited on the guideway as a result of train operations, the use of electric train technology will eliminate the risk of hydrocarbon spills. It may be necessary to conduct rail grinding to improve operating efficiency. On the SkyTrain system, this activity results in accumulations of iron filings which largely remain on the guideway and are periodically cleaned out and disposed of by a licensed contractor. Should rail grinding be necessary, it is anticipated that a similar protocol will be followed on the RAV line system. The main concern with respect to the quality of guideway runoff from the elevated portion of the RAV line relates to the use of ethylene glycol for deicing. To address this issue, the Concessionaire will be required to develop a drainage plan that provides sufficient attenuation/treatment of guideway runoff to prevent the contamination of surface drainages. On this basis, the contribution of the RAV Project to non-point source contamination is anticipated to be negligible. Changes in the hydrologic regime associated with increased impervious surface area can adversely affect surface water quality. In addition to an increase in contaminants associated with anthropogenic use in paved areas (e.g., vehicle operations, contaminant spills), due to the increased efficiency of the storm drainage system, there is increased risk that these contaminants will be released directly to the receiving environment. The Concessionaire will be required to address drainage management during design of all RAV components, with provision of oil-water separators in the park-and-ride facility and the bus exchanges to prevent or minimize the discharge of hydrocarbon contaminants to receiving waters. Road and guideway drainage will be conveyed to existing storm sewers along the full length of the alignment, with provision for flow attenuation, as necessary. Drainage systems will be designed and constructed in conformance with regional and municipal stormwater management requirements. Management of surface runoff from the guideway right-of-way and other system components will be addressed in the Surface Water Quality and Sediment Control Plan component of the
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Concessionaires Environmental Management Plan (see Plan outline in SECTION 20.4.1). Although construction of RAV guideways, stations and ancillary facilities will result in an incremental increase in impervious surface area in Richmond and parts of Vancouver, it is anticipated that any resultant impacts on water quality will be offset by the reduction in pollutant loadings associated with a decrease, or at least slowed increase, in motor vehicle usage along the Cambie corridor due to RAV line operation. Urban stormwater runoff is currently considered to be one of the main contributors of contaminants to the Fraser River estuary with major contaminants in this runoff attributable to transportation sources (e.g., vehicle corrosion, wear, exhaust and leaks) (FREMP 1996). Current and Future Projects No major infrastructure utility or construction projects that would result in a large increase in impervious surface area or adversely affect water quality have been approved and/or are imminent in proximity to the RAV corridor in Vancouver. Recent transportation improvements in downtown Richmond in the vicinity of the RAV corridor, however, have resulted in an increase in impervious surface area and the planned extension of Browngate Road will further add to the amount of pavement in this area. Since the RAV line will be built along existing paved roadways, the addition of the guideway, stations and ancillary facilities will result in only a minor increase in impervious surfaces in Richmond. The area involved, as well as the extent to which these two projects interact to result in an adverse cumulative effect will depend on the mitigation measures incorporated into the design of both the roadworks and the RAV line. The Concessionaire will be expected to work with the City of Richmond to ensure that the RAV system complies with regional and municipal stormwater management objectives and procedures. As described in Section 16.3, the Great Canadian Gaming Corporation has opened a casino and is in the process of developing a hotel resort complex, the River Rock Casino Resort, on the former Bridgepoint Market site in Richmond. Except for the new roadway that connects the resort with Garden City Road, all work on the casino/resort development has taken place within the existing developed footprint, limiting impacts on surrounding pervious areas. With the exception of guideway construction across a vacant lot
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located adjacent to the casino, all new works planned for the Bridgepoint area in association with the RAV Project also will be built in existing paved areas, resulting in a minor incremental increase in impervious surfaces. Therefore, neither a substantive reduction in pervious surfaces nor adverse cumulative effects to water quality are anticipated as a result of these projects. Conclusion The RAV Project is not expected to result in long-term cumulative effects with respect to the parameters of key regional concern water quality, impervious surface area and environmentally sensitive areas. Much of the RAV line will be underground and/or along an alignment that follows an existing paved corridor. With the exception of small areas of intertidal marsh and mudflat habitats, the RAV line will avoid environmentally sensitive aquatic habitats. Restoration projects to be carried out by the Concessionaire during construction of the two Fraser River crossings will result in a net increase in these habitat types, ensuring no net loss in aquatic productivity and contributing to improved environmental quality in the estuary. Given that much of the RAV alignment is currently paved and/or supports urban infrastructure and development, construction of the RAV guideways, stations, bus exchanges and park-and-ride facility is expected to result in only a minor net increase in impervious surface area in Richmond and parts of Vancouver. Water quality effects associated with this increase are anticipated to be negligible to potentially positive, depending on the effectiveness of the project in reducing vehicle use along the Cambie corridor.
16.4.2
Cumulative Effects on the Terrestrial Environment
Potential residual impacts on the terrestrial environment due to the RAV Project will be limited to alteration of riparian habitat due to densification treatment and installation of a single pier footing and foundation for both the North and Middle arm crossings. In the case of the North Arm, it may be necessary to remove an ornamental planting of western redcedar and a naturally-recruited stand of black cottonwood, hardhack and thimbleberry on the north shore of the river, landward of the dike. In the Middle Arm, riparian vegetation on Sea Island near one of the conceptual pier locations consists of a stand of red alder, black cottonwood and western redcedar. It is anticipated
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that restoration of any riparian woodland habitat to be disturbed as a result of the RAV Project will be a regulatory requirement of the Section 35(2) Authorizations under the Fisheries Act, to be secured by the Concessionaire prior to construction. Consequently, there will be no residual effects on riparian woodland habitat as a result of the RAV Project. Small numbers of great blue heron, a provincially blue-listed species, forage in the short grass fields of Sea Island despite the very effective VIAA management practices that discourage bird use on airport lands. Although any herons that approach the RAV construction zone may be temporarily disturbed due to elevated noise and increased traffic, due to the abundance of this type of habitat at the airport, it is likely that they would be displaced into adjacent areas with similar habitat values. Barn owl, another blue-listed species that has been recorded on Sea Island, is not known to frequent the upland long- and short-grass habitats along the RAV corridor that are managed by the VIAA. Current and Future Projects No current or imminent projects that could adversely affect riparian woodland habitat along the Fraser River in the vicinity of the RAV corridor were identified during this analysis. Conclusions In the absence of residual impacts, and given the highly developed urban setting of the RAV corridor and the degraded state of much of the habitat along the corridor, the RAV Project is not expected to result in adverse cumulative effects on the terrestrial environment. Given the highly disturbed nature of the riparian zone on the Fraser River foreshore within the RAV corridor, it is anticipated that habitat restoration and compensation will improve both the amount and quality of this habitat type, to the benefit of the estuarine environment of the Lower Fraser River.
16.4.3
Cumulative Effects on Air Quality
Although the RAV Project may result in short-term, localized impacts to air quality during construction due to dust emissions from non-combustion sources and exhaust emissions from construction vehicles and stationary combustion sources, it will not result in any long-term adverse residual
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effects. Further, since construction vehicles and equipment used during the RAV Project will be sourced from other parts of the Lower Mainland, the net overall increase in emissions at the regional level is not expected to be quantifiable. Rather, the RAV Project is expected to provide a net benefit to local air quality and to result in reduced greenhouse gas emissions by providing a viable alternative to the use of private motor vehicles in one of the regions busiest traffic corridors. Based on transportation statistics recently compiled from GVRD, TransLink, Fraser Basin Council and Better Environmentally Sound Transportation (BC Hydro 2004), from 1996 to 1999, traffic volumes in the GVRD grew twice as fast as the population, with more than three vehicles an hour, or about 63 new cars per day, added to the road system at certain times in the past decade. Over that time, the length of the rush hour period increased by 30%. As the GVRDs population continues to grow, so will traffic congestion, resulting in longer travel times between destinations and more stop-and-go traffic which, in turn, will contribute to increased emissions of common air contaminants and greenhouse gas. Urban transit system improvements such as the RAV Project that provide an effective and efficient alternative to the use of private vehicles, particularly for daily commuters, will help to reduce air quality impacts at both the local and regional levels. Current and Future Projects No current or imminent projects in the vicinity of the RAV corridor that could adversely affect local or regional air quality were identified during this analysis. Recent and ongoing improvements to the road network in downtown Richmond, carried out as part of the City Centre Transportation Plan, will help to relieve traffic congestion and encourage alternate modes of transportation, including transit, cycling and walking. Like the RAV Project, these improvements will have beneficial impacts on local and regional air quality. Conclusions The RAV Project will provide a means to help maintain the recent trend toward improved air quality (i.e., reduced emissions of smog-forming contaminants) in the GVRD. By providing an alternative to private vehicle use, it will also help to address projected increases in emissions of fine particulate matter. Diesel particulate matter, in particular, is considered to be
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one of the regions major air quality-related health concerns (TransLink 2004). The RAV line is compatible with the GVRDs LRSP and the overall strategy to address growth and transportation issues in the Lower Fraser Valley, while maintaining a high quality of life, including the protection of air quality. From a global standpoint, the RAV Project will support Canadas commitment to reduce greenhouse gas emissions under the Kyoto Protocol. No adverse cumulative effects to local or regional air quality are anticipated in conjunction with the RAV Project.
16.4.4
Cumulative Effects of Noise
During construction, there may be a localized, temporary increase in noise levels associated with construction activities. The Concessionaire will be responsible for complying with municipal bylaws established by the City of Vancouver and the City of Richmond and will be expected to minimize noise by maintaining noise attenuation equipment on construction machinery. Since the duration of any noise impacts will be localized and short-term, there are not expected to be any residual noise impacts associated with RAV line construction. By providing an effective and efficient alternative for commuters, RAV line operation is expected to reduce vehicle traffic, congestion and associated noise levels along the Cambie corridor between Richmond and Vancouver. Any increase in noise levels during RAV line operation will be associated with train movements and periodic maintenance activities (e.g., rail grinding) on aboveground segments of the guideway, use of the public address/paging systems and door signals in stations, and arrival and departure of vehicles at bus exchanges, especially in early morning and late evening when these sounds are not masked by other traffic noise. While the noise impacts associated with operation of the park-and-ride lot at Bridgeport Station have not been assessed, facility operation will typically involve the arrival and departure of vehicles throughout the course of each day, with pronounced peaks during rush hour. Since this pattern of use will coincide with that of existing roadways, noise associated with park and ride traffic is not expected to result in residual noise impacts. As described in SECTION 12.4.1.4, the potential for residual noise impacts may need to be addressed if it becomes necessary to realign a major traffic
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artery closer to residential and commercial structures to accommodate the RAV alignment. In such a case, in the absence of mitigation measures, equivalent noise levels and maximum passby noise levels could increase by as much as 3 dBA and 6 dBA, respectively. Such increases would result in a Modest Impact4 in the immediate vicinity of the roadway. Since most of the RAV line through Vancouver will be constructed underground, making the need for road realignment unlikely, this should not be a concern along Cambie Street between Waterfront Station and SW Marine Drive. In the event that such an issue does arise, however, the Concessionaire will be expected to incorporate effective noise mitigation measures into project design and to work with municipal staff to avoid and/or minimize noise impacts. In all cases, the incremental increase in noise levels during RAV operation will be confined to the immediate vicinity of the RAV system. It is anticipated that the Concessionaire will incorporate standard noise mitigation measures into system design, particularly in areas where perceptible noise level increases are predicted. While the RAV Project will contribute sound energy to the project area, application of mitigation measures will reduce noise impacts associated with system operation to acceptable levels. Current and Future Projects During this analysis, no existing or imminent projects were identified in the vicinity of the RAV corridor in Vancouver that could interact with the RAV Project to cause adverse cumulative effects to ambient noise levels. Should such a project occur in proximity to the RAV corridor during RAV system construction, noise effects would be localized and short-term. In downtown Richmond, recent improvements to the transportation network along No. 3 Road are intended to promote the redirection of vehicle traffic via the Granville Avenue/Garden City Road bypass (City of Richmond 2004). Although the effect of these improvements on ambient noise levels in the proposed RAV corridor is unknown, it is conceivable that the reduction in traffic congestion along No. 3 Road has resulted in reduced noise. If RAV line operation results in a further decrease in vehicle traffic along No. 3 Road
As described in SECTION 12.2.2.2, TABLE 12.1, Modest Impact means that individuals out of doors or indoors will notice the RAV system passbys and may, on occasion, be annoyed by the noise.
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by providing commuters with an alternate mode of transportation, noise levels may be further decreased. In the unlikely event that the extension of Browngate Road is delayed until RAV line construction is underway on No. 3 Road, there may be localized, short-term additive noise impacts associated with construction activities as well as traffic congestion. Conclusions While certain components of the RAV line may result in a localized increase in noise levels during system operation, given the projects urban setting and existing vehicle traffic levels along the length of the corridor, the overall effect of this increase on the ambient noise environment is expected to be negligible. Depending on the type of rail technology selected for the RAV Project, passby noise levels, measured at 15 m, will likely range from 65 to 80 dBA (see SECTION 12.4, TABLE 12.3). These levels, which are comparable to those associated with diesel or natural gas buses such as those operated for the #98 B-Line bus service, will rapidly diminish with increasing distance from the right-of-way. As a result, no adverse cumulative effects to ambient noise levels are anticipated in conjunction with the RAV Project.
16.4.5
Cumulative Effects on Electric and Magnetic Fields
At present in Canada, there are no federal or provincial exposure standards for extreme low frequency (ELF) electric and/or magnetic field (EMF) levels. In the US, the National Institute of Environmental Health Sciences (NIEHS) conducted a five-year study focusing on health effects research, information compilation and public outreach, and a health assessment for evaluation of any potential hazards arising from exposure to ELF-EMF associated with power lines. The NIEHS (1999) summary report concluded that the scientific evidence linking ELF-EMF exposures to health risks was weak. Although exposure to ELF-EMF cannot be considered entirely safe due to limited scientific evidence, derived from epidemiological studies, that it may pose a leukemia hazard, the NIEHS (1999) notes that: Virtually all of the laboratory evidence in animals and humans and most of the mechanistic work done in cells fail to support a causal relationship between exposure to ELF-EMF at environmental levels and changes in biological function or disease status.
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While not discounting the epidemiological findings, the NIEHS concluded that there was not enough evidence of a causal relationship involving ELF-EMF to warrant aggressive regulatory concern. A recent ruling by the National Energy Board of Canada (NEB) regarding the proposed construction and operation of a 230 kV transmission line by Sumas Energy 2 through Abbotsford, B.C. indicated that there was insufficient evidence to establish a causal relationship between EMF exposure and significant health effects. Further, the NEB concluded that, should the proposed transmission line be approved, the resultant change in EMF levels would be unlikely to cause any significant adverse effects on human health (NEB 2004). The Radiation Protection Services (RPS) of the BC Centre for Disease Control provides guidance on addressing exposure to EMF in BC. In the absence of a federal EMF guideline, the current position of the RPS is to follow the International Commission on Non-Ionizing Radiation Protection (ICNIRP) exposure guidelines for the general public in the 0 to 3 kHz range (see SECTION 15: TABLE 15.8) (ICNIRP 1998, 1994). The EMF assessment conducted for the RAV Project (SECTION 15) described the potential incremental impacts of the new rail rapid transit line in the context of ambient electric and magnetic field conditions in the project area. The study concluded that, regardless of the type of rail transportation technology that is selected, electric fields from the RAV system are not likely to be significant when compared to fields generated by common distribution lines found in residential areas. The expected static (DC, 0 Hz) and ELF electric field levels will be below the ICNIRP 24-hour electric field exposure guidelines for the general public (see SECTION 15.9.1). In addition to the power frequency, the RAV system will produce magnetic fields of other frequencies, mostly from 0 to 3,000 Hz, with complex, highly variable frequency spectra. Regardless of the type of rail technology used in the RAV Project, magnetic field levels are anticipated to be comparable with those measured and calculated for other urban mass transit systems such as SkyTrain and systems investigated by the U.S. Department of Transportation (1999 (see SECTION 15.9.2). The EMF assessment also concluded that electromagnetic emissions from the RAV system are unlikely to interfere with
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radio or cable services, or with information technology equipment (e.g., computer monitors) located more than 10 m from the tracks. Based on the results of the EMF assessment, the frequencies and level of both electrical and magnetic fields produced during RAV line operations are unlikely to pose undue risks to human health beyond those typically encountered in daily life. Therefore, the incremental increase in electric and magnetic field exposure due to the RAV Project is unlikely to result in adverse cumulative impacts on human health in the project area.
16.4.6
Cumulative Effects on Archaeological Resources
As described in the archaeological assessment (see SECTION 13), no known archaeological sites occur along the proposed RAV corridor. Once detailed design plans are known, archaeological investigations will be conducted at clearly specified locations within the project footprint at the 2nd Avenue Station and work site/construction staging area, and the north shore of the Fraser River between 64th Avenue and the CP Rail line, north of the Doman Forest Products site. Based on the results of the assessment conducted by Millennia Research Ltd. on behalf of RAVCo, these areas are considered to have undetermined or low-moderate potential as archaeological sites. Prior to construction, the Concessionaire will prepare an Archaeological Monitoring Plan that describes site-specific monitoring measures to be carried out during construction excavation in these areas (see Plan outline in SECTION 20.4.9). The Plan will also describe archaeological monitoring to be conducted on Lulu Island near old slough channels and in the vicinity of the Middle Arm crossing. The objective of the Plan will be to avoid impacts to any archaeological resources that may occur within the project footprint. Since the RAV Project is not expected to have a residual impact on archaeological resources, it is unlikely to be associated with in any adverse cumulative effects.
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16.4.7
Cumulative Effects on Heritage and Historical Resources
As described in the heritage and historical assessment (see SECTION 14), the Cambie Heritage Boulevard, located on the median of Cambie Street between King Edward Avenue and SW Marine Drive, is the only designated heritage resource in the RAV corridor that may be affected by project construction or operation. Since the RAV line will be contained in a cut-andcover tunnel from downtown Vancouver to SW Marine Drive beneath the paved roadway of Cambie Street, no long-term residual impacts to the boulevard are anticipated. Although there may be temporary disturbance to portions of the boulevard during construction, the Concessionaire will be required to ensure that there is no net loss of green space and that the heritage landscape and urban design values of the boulevard are maintained. Any trees removed during construction will be replaced with trees of similar species and diameter, subject to RAVCo approval. In addition to preparing a Landscape Design and Restoration Plan, the Concessionaire will be required to secure a Site Alteration Permit from the City of Vancouver before undertaking any work that could affect the Cambie Heritage Boulevard. No other imminent projects have been identified during this analysis that could adversely affect the Cambie Heritage Boulevard. Therefore, assuming the boulevard will be restored and re-landscaped to the satisfaction of the City of Vancouver, as per Contributing Agency requirements, the Landscape Design and Restoration Plan and the expected terms and conditions of the City of Vancouver Site Alteration Permit, no cumulative effects are anticipated to this heritage resource.
16.4.8
Cumulative Effects on First Nations Traditional Use
Issues raised by First Nations5 in discussions that have taken place during the Pre-Application consultation stage (see SECTION 4.2) have primarily been related to economic opportunities, environmental concerns, archaeological resources and the consultation process. To date, fishing on the lower Fraser River is the only traditional use activity identified by First Nations within the RAV corridor. Although historic traditional use sites have been identified in
Musqueam Indian Band, Squamish Nation, Sto:lo Nation, Tsleil-Waututh Nation, Tsawwassen First Nation and Katzie Indian Band
5
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the vicinity of Little Mountain and False Creek, no construction-related impacts to these sites are anticipated. Cut-and-cover construction will take place in the northbound lanes of Cambie Street in the vicinity of Queen Elizabeth Park, thereby avoiding impacts to the undeveloped portions of Little Mountain and any potential undisturbed traditional use sites. Since construction in the False Creek area will be conducted using tunnel boring machines, there will be no disturbance of shoreline areas. As previously described, the Concessionaire will prepare and implement an Archaeological Monitoring Plan that describes site-specific monitoring measures to be carried out during construction excavation. The Plan will also describe procedures to be followed in the event that archaeological resources are discovered during construction. The Tsleil-Wauthuth First Nation completed a Cultural Heritage Resource Study of the RAV project in April 2004. The study describes traditional land use practices in the project area based on the testimony of over 80 TsleilWaututh members who participated in a traditional use study in 20016. Based on the results of the study, historic Tsleil-Waututh use of the RAV corridor was focused in three areas: the Fraser River and adjoining lands; False Creek; and lands and waters near Coal Harbour and along the Vancouver waterfront (Tsleil-Waututh First Nation and Alexander Heritage Consulting 2004).
Since the mid-1800s, land development and population growth have made it increasingly difficult for the Tsleil-Waututh to engage in traditional use practices in the urban centres of Vancouver and Richmond. The only portions of the RAV project area where they have been able to maintain these practices are .the less polluted waterways and largely undeveloped parks (Tsleil-Waututh and Alexander Heritage Consulting 2004). Consequently, the findings of the Tsleil-Waututh study are most useful in identifying potential archaeological sites rather than existing traditional use
The study report notes that, since interviews focused only on activities undertaken by each informant, rather than their parents, grandparents or other ancestors, the resultant record does not extend beyond a single generation.
6
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sites7. The primary exception to this is fishing, a traditional use that some of the First Nations with territorial interests in the RAV Project area, including the Musqueam, Tsawwassen and Tsleil-Waututh, engage in on the lower Fraser River, downstream of the Port Mann Bridge. The timing and duration of ceremonial and economic opportunity fisheries for each Nation is regulated by DFO, with catch and level of effort during openings monitored by Aboriginal Fishery Officers and DFO observers. Construction works associated with placement of the bridge piers in the North and Middle arms may coincide with openings for aboriginal fisheries. As described in SECTIONS 6.3.1.2 and 6.3.2.2, while in-water installation of piles will be carried out during the fisheries timing window, so as to prevent impacts to fish during critical periods of migration and rearing, work may proceed inside cofferdams at any time of year. Should bridge construction coincide with a fishery opening, any nets set in the vicinity of the particular crossing would need to be operated so as to avoid conflicts with construction equipment, vessel traffic and pier-related structures. Such accommodation is made routinely for existing bridge piers and shoreline structures, as well as for the variety of vessels (i.e., tugs with loaded barges under tow) that frequent the lower river during aboriginal fisheries openings. Physical interference with set nets and fishing boats would be localized to the immediate crossing area, as would any reduction in fishing success due to temporary displacement of fish during densification treatments and installation of pier footings, fenders and rip rap armaments. As described in the Fisheries and Aquatic Habitat Assessment (SECTION 6), due to the limited nature of in-river works, residual impacts to fish habitat are not associated with the conceptual design, construction or operation of the North Arm or Middle Arm RAV crossings. In the long term, habitat compensation required by regulatory agencies to ensure no net loss of fish habitat due to the RAV Project is expected to improve environmental quality and productivity in the lower Fraser River. Although no records exist describing Tseil-Waututh use of the Little Mountain area, the Cultural Heritage Resource Study notes that such use was likely
Note that the information presented in the Tsleil-Waututh study is also addressed in the Archaeological Impact Assessment conducted for the RAV Project (see SECTION 13).
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given documented accounts of pre-contact activities, such as hunting and berry-picking, by other First Nations groups. It also describes an account of an old Indian settlement that was located at either the foot of Ash Street, or the foot of Cambie Street south, or both, on False Creek (Matthews 1955, cited in Tsleil-Waututh and Alexander Heritage Consulting 2004). Because the RAV line will proceed underground in a tunnel from downtown Vancouver to 2nd Avenue, no impacts are expected to surface features along the Coal Harbour waterfront or the shoreline of False Creek. Project areas of particular concern regarding archaeological potential, as described in the Archaeological Impact Assessment (see SECTION 13), include the north shore of the North Arm of the Fraser River and the lands located immediately south of False Creek. To address these concerns, prior to construction, a professional consulting archaeologist accompanied by RAVCo representatives will conduct site-specific investigations of:

the north shore of the Fraser River at the site of the proposed North Arm crossing; and the south shore of False Creek, near Cambie and 2nd Avenue, close to the former shoreline.
In the event that archaeological remains are encountered during these investigations, mitigation will be undertaken as required under the Heritage Conservation Act and as directed by the Archaeology Branch and involved First Nations. During construction in these areas, an archaeologist will be engaged to monitor excavation and soil disturbance activities according to the Concessionaires approved Archaeological Monitoring Plan (see Plan outline in SECTION 20.4.9). Implementation of the Concessionaires Archaeological Monitoring Plan will prevent impacts to any archaeological sites that are encountered during construction. This will include any historic traditional use sites characterized by identifiable archaeological features or artifacts. Consequently, residual impacts to historic First Nations traditional use sites are not anticipated in association with the RAV Project. Further, since this analysis has not identified any other projects that may affect archaeological sites within the
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RAV corridor, no adverse cumulative effects to historic First Nations traditional use sites are expected. Although RAVCo is aware that a traditional use study documenting past and contemporary land use activities and associated areas in the RAV Project area has been conducted by the Tsawwassen First Nation, and on a preliminary basis by the Musqueam Indian Band, RAVCo did not have access to this information during the preparation of the EAC Application. No adverse cumulative effects on First Nations traditional use are anticipated in conjunction with construction or operation of the RAV system.
16.5
Cumulative Effects Assessment Conclusions
The cumulative effects assessment was based on identification of potential residual impacts of the RAV Project with the potential to interact with current and imminent projects and activities in the vicinity of the RAV corridor. Conclusions of the assessment are as follows: Aquatic Environment (Local and Regional Effects) Since the Concessionaire will be required to develop mitigation measures and habitat compensation strategies that ensure no net loss in the productive capacity of local fish habitat in association with the North Arm and Middle Arm crossings, there will be no residual effects on fish habitat as a result of RAV Project construction. Further, the creation of habitat compensation works, as well as the change in land use from industrial to utility right-of-way along the North Arm and the removal of any contaminated soils that may be present in the upland portion of the alignment during site preparation, will improve environmental quality in the Lower Fraser River. Potential changes in local hydraulic conditions associated with different pier designs and configurations will be assessed by the Concessionaire during design so as to avoid long-term residual effects due to bridge operation. On this basis, no adverse cumulative local effects on aquatic habitat are anticipated as a result of the RAV Project. The RAV Project will not result in long-term cumulative effects with respect to the parameters of key regional concern water quality, impervious surface area and environmentally sensitive areas. Much of the RAV line will run underground
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and/or be elevated along an alignment that follows an existing paved corridor. With the exception of small areas of intertidal marsh and mudflat, the RAV line will avoid environmentally sensitive aquatic habitats. Restoration projects to be carried out by the Concessionaire following construction of the two Fraser River crossings will result in a net increase in fish habitat in the North and Middle arms and will contribute to improved environmental quality in the estuary. Since much of the RAV line will be built in areas that are currently paved, the project is not expected to measurably increase impervious surface area or affect stormwater runoff. Similarly, contaminant inputs associated with the guideway, stations and ancillary facilities will be negligible. If the RAV Project is successful in reducing vehicle traffic along the Cambie corridor, the amount of transportation-related contaminants discharged to the receiving environment via stormwater runoff from roadways may be somewhat reduced, to the benefit of both local and regional water quality. Terrestrial Environment (Local and Regional Effects) - Given the location of the alignment and the state of existing habitat conditions, neither local nor regional cumulative effects to terrestrial environmental components are expected to occur due to construction and operation of the RAV Project. Replacement plantings for riparian woodland disturbed during construction will improve the quality of habitat on the foreshore of the Fraser River and potentially enhance the value of this area for wildlife. Air Quality (Regional Effects) - The RAV Project will help reduce smog-forming contaminants in the GVRD and, by providing an alternative to private vehicle use, will also help to reduce emissions of fine particulate matter. The RAV line will be compatible with the overall regional strategy to address growth and transportation issues in the Lower Fraser Valley, while maintaining a high quality of life, including the protection of air quality. From a global standpoint, the RAV Project will support Canadas commitment to reduce greenhouse gas emissions under the Kyoto Protocol. No adverse cumulative effects to local or regional air quality are anticipated in conjunction with the RAV Project. Noise (Local Effects) - While certain components of the RAV line may result in a localized increase in noise levels during system operation, given the projects urban setting and existing vehicle traffic levels along the length of the corridor, the overall effect of this increase on the ambient noise environment is expected to be negligible. In conjunction with transportation improvements designed to
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reduce traffic congestion in Richmonds City Centre, it is anticipated that the RAV Project will result in a benefit to the local ambient noise environment. No projects were identified in the Vancouver portion of the corridor that could interact with the RAV line to result in adverse cumulative impacts on ambient noise levels. Electric and Magnetic Fields (Local Effects) - Based on the results of the EMF assessment, the frequencies and levels of both electrical and magnetic fields produced during RAV operations will not pose risks to human health beyond those typically encountered in daily life. Since no existing or imminent projects were identified in the vicinity of the RAV corridor that may affect EMF, adverse cumulative effects on human health in the project area due to EMF exposure are unlikely. Archaeological Resources (Local Effects) As described in the Archaeological Assessment (SECTION 13), no known archaeological sites occur within the RAV corridor. When detailed design plans are known, archaeological investigations will be conducted within the project footprint at the 2nd Avenue Station and construction staging area, and on the north shore of the Fraser River between 64th Avenue and the rail line, north of the Doman Industries site. Prior to undertaking any additional archaeological work, RAVCo, RAVCos archaeological consultant and the Ministry of Sustainable Resource Management (Archaeology Branch, Archaeological Permitting Section) will come to an agreement regarding the locations and amount of work to be conducted. Standard mitigation measures and monitoring will be implemented by the Concessionaire during construction to protect any archaeological resources encountered during the RAV Project. Since no other existing or imminent projects involving excavation in the RAV corridor were identified during this assessment, no adverse cumulative effects to archaeological resources are anticipated. Historical and Heritage Resources (Local Effects) Cambie Heritage Boulevard, the only designated heritage resource in the RAV Project area, will be restored and re-landscaped following RAV line construction to ensure no net loss of green space, as required by the Provincial government, TransLink and VIAA, as Contributing Agencies. Since no other existing or imminent projects were identified during this assessment that could affect the boulevard, no adverse cumulative effects are anticipated with respect to this heritage feature.
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First Nations Traditional Use (Local Effects) Based on communications with involved First Nations, including a Cultural Heritage Resource Study of the RAV Project undertaken by the Tsleil-Waututh (Tsleil-Waututh First Nation and Alexander Heritage Consulting 2004), no residual impacts related to traditional use in the RAV Project area have been identified to date. With the exception of brief periods during construction of the two Fraser River crossings when access to those portions of the river may be temporarily compromised, the project will not affect the aboriginal fishery. Historic traditional use sites within the corridor will be protected by the measures to be set out in the Concessionaires Archaeological Monitoring Plan (see Plan outline in SECTION 20.4.9). No other existing or imminent projects with the potential to affect First Nations traditional use were identified during this assessment, making it unlikely that the RAV Project will result in adverse cumulative effects to either existing or historic traditional use sites.
16.6
References
Better Environmentally Sound (BEST). 1999. Transportation Plan Discussion Paper. 13 September 1999. In: Transportation Facts Automobiles. Traffic and Congestion. Available online at: http://www.best.bc.ca/_etc/pdfs/Transportation%20Facts/automobiles_fs.pdf City of Richmond. 2004. City Centre Transportation Plan. Available online at: http://www.city.richmond.bc.ca/transportation/tplan.htm#1.%20Rethinking %20Roads [Accessed on October 7, 2004]. Environment Canada. 2002. Greenhouse Gas Inventory 1990-2000. Greenhouse Gas Division. Available online at: http://www.ec.gc.ca/pdb/ghg/1990_00_report/exec_e.cfm [Accessed on March 11, 2004]. Fraser River Estuary Management Program. 1996. The Fraser River Estuary Environmental Quality Report. Burnaby, B.C.
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Great Canadian Gaming Corporation. 2004. Corporate Information. Lower Mainland, Richmond, British Columbia (River Rock Casino Resort). Available online at: http://www.gcgaming.com/casinos/lower.html Greater Vancouver Transportation Authority (TransLink). 2004. 2005 2007 ThreeYear Plan and TenYear Outlook. Strategic Transportation Plan Amendment. Hegmann, G., C. Cocklin, R. Creasey, S. Dupuis, A. Kennedy, L. Kingsley, W. Ross, H. Spaling, D. Stalker and AXYS Environmental Consulting Ltd. 1999. Cumulative Effects Assessment Practioners Guide. Prepared for Canadian Environmental Assessment Agency. Available online at: http://www.ceaa.gc.ca/0011/0001/0004/index_e.htm International Commission on Non-Ionizing Radiation Protection. 1998. Guidelines for Limiting Exposure to Time-Varying Electric, Magnetic, and Electromagnetic Fields (Up to 300 GHz), Health Physics, Vol. 74, No. 4, pp. 494-522, April 1998. International Commission on Non-Ionizing Radiation Protection 1994. Guidelines on Limits of Exposure to Static Magnetic Fields. International Commission on Non-Ionizing Radiation Protection Health Physics, Vol. 66, No. 1, pp. 100106, January 1994. Ministry of Water, Land and Air Protection. 2001. Greenhouse Gas Emissions in British Columbia. State of Environment Reporting. Available online at: http://wlapwww.gov.bc.ca/soerpt/996greenhouse/emissionsglance.html [Accessed on March 11, 2004]. National Energy Board. 2004. Environmental Screening Report. Screening Summary. Sumas Energy 2, Inc., International Power Line. National Institute of Environmental Health Sciences. 2002. 1999 NIEHS Report on Health Effects from Exposure to Power-Line Frequency Electric and Magnetic Fields. Electric and Magnetic Fields EMF Program Organization.
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Sullivan, L. 2004. Senior Programs Officer, Canadian Environmental Assessment Agency. Personal Communication. September 9, 2004. Tsleil-Waututh First Nation and Alexander Heritage Consulting. 2004. Cultural Heritage Resource Study of the Richmond/Airport/Vancouver Rapid Transit Project. North Vancouver, B.C. U.S. Department of Transportation. 1999. Survey and Assessment of Electric and Magnetic Field (EMF) Public Exposure in the Transportation Environment. Prepared by F.M. Dietrich and W.L. Jacobs of Electric Research for DOT RSPA Volpe National Transportation Systems Center. Contract No. DTRS-57-96-C00073. U.S. National Technical Information Services (NTIS) Document No. PB99-130908, March 1999.
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CUMULATIVE ENVIRONMENTAL EFFECTS ASSESSMENT

Cumulative Environmental Effects Assessment

Biophysical and Socio-community Environmental Components

Potential Residual Effects

Table 16.1 EAC Application Section

Potential Residual Environmental Effects of the RAV Project Environmental Component

Description of Potential Residual Impacts During Design/Construction

Extent/Duration of Residual Impact

Description of Potential Residual Impacts During Operation

Extent/Duration of Residual Impact

temporary work pad.

temporary work pad.

EAC Application Section

Description of Potential Residual Impacts During Design/Construction

Extent/Duration of Residual Impact

Description of Potential Residual Impacts During Operation

Extent/Duration of Residual Impact

River bottom sediments

North Arm Crossing:

Subject to final design, 2

As condition of Section 35(2) Authorization under the Fisheries Act, Concessionaire

EAC Application Section

Description of Potential Residual Impacts During Design/Construction

Extent/Duration of Residual Impact

Description of Potential Residual Impacts During Operation

Extent/Duration of Residual Impact

loss of mudflat habitat that may occur during construction.

during and immediately after pier installation.

EAC Application Section

Description of Potential Residual Impacts During Design/Construction

Extent/Duration of Residual Impact

Description of Potential Residual Impacts During Operation

Extent/Duration of Residual Impact

Terrestrial Biophysical Resources (SECTION 7)

Air Quality (SECTION 11)

Greenhouse gas emissions

increase in emissions at the regional level is not expected to be quantifiable.

EAC Application Section

Description of Potential Residual Impacts During Design/Construction

Extent/Duration of Residual Impact

Description of Potential Residual Impacts During Operation

Extent/Duration of Residual Impact

mitigating operational noise.

16.2.4.1 Local Analysis

16.2.4.2 Regional Analysis

RAV Project Area - Drainage Basins

Georgia Strait S EA I SLAND

Existing and Future Projects in the Vicinity of the RAV Corridor

Analysis of Potential Cumulative Effects Associated with the RAV Project

16.4.1.1 Local Effects

16.4.1.2 Regional Effects

Cumulative Effects on the Terrestrial Environment

Cumulative Effects on Air Quality

Cumulative Effects of Noise

Cumulative Effects on Electric and Magnetic Fields

Cumulative Effects on Archaeological Resources

Cumulative Effects on Heritage and Historical Resources

Cumulative Effects on First Nations Traditional Use

Cumulative Effects Assessment Conclusions

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