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CUMULATIVE ENVIRONMENTA
EFFECTS ASSESSMEN
SECTION
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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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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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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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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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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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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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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
Description of Potential Residual Impacts
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
would readily recover
following removal of
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
would readily recover
following removal of
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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EAC
Application
Section
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 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.
Middle Arm Crossing: Densification treatment and
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.
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.
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.
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.
Water column North Arm Crossing: Subject to final design, 2
bridge piers may occupy a portion of the water
column in the North Arm.
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.,