Pacific Coast Terminals Co. Ltd. Project Environmental...

Pacific Coast Terminals Co. Ltd. Project Environmental Review Document Proposed Potash Handling and Storage System

Submitted by:

Andre Olivier, P.Eng.

Manager, Engineering and Environment

Pacific Coast Terminals Co. Ltd.

2300 Columbia

Port Moody, British Columbia

V3H 5J9

Prepared by: Andrew MacKay, M.E.S., EP Envirochem Services Inc.

#206 - 267 West Esplanade North Vancouver, British Columbia

V7M 1A5

Revision #1: February 3, 2015

i PCT Potash Handling System Project Environmental Review Document

PCT Potash Project Environmental Review Document FINAL.docx

EXECUTIVE SUMMARY

This Project Environmental Review document was prepared as a requirement of the Port Metro

Vancouver (PMV) project permitting process. It includes project rationale, an overview of

existing conditions, proposed installation details, environmental controls during construction

and operations, communications and steps taken to protect First Nations cultural heritage. The

first version of this document was submitted to PMV on April 30, 2014. Over the interim

period of April to January 2015, this second version of the document has incorporated

changes resulting from: updated engineering designs; iterative planning with regulators (e.g.,

Department of Fisheries and Oceans) and PMV; and local communications, including dialogue

with Port Moody citizens and First Nations. Significant changes documented in this second

version are summarized below:

Increase in project value, from $170 million to $200 million

Added vegetation management concepts and prescriptions for five target areas

(page 39)

Added a detailed environmental noise survey of prospective operations (page 63)

Removal of Kyle Creek Spit construction which was not required by DFO and PMV as a

marine habitat off-set

Archaeological Impact Assessment results (page 69).

The project environmental review document was prepared through a collaborative effort

among the following organizations:

PCT and K+S Canada, representing the ownership groups

Envirochem Services Inc., general environmental management and permitting

coordination

CH2MHILL, engineering design and project management

Kerr Wood Leidal Associates Ltd., site services and water management upgrades

Envirowest Consulting Inc., fisheries and marine habitat impact assessment and

mitigation

GL Williams & Associates, fisheries and marine habitat impact assessment and

mitigation

Senes Arcadis Consultants, detailed air emissions inventory

Kleanza Consulting, archaeological impact assessment

Openspace Architecture, Potash storage building architectural design

BKL Consultants, environmental noise assessment.

PCT has been in operation at the Port Moody site since the early 1960’s. To date, a wide variety

of commodities have been safely transferred from land to vessels bound for international

ii PCT Potash Handling System Project Environmental Review Document


markets. However, since the 2004-2007 period, the tonnage of key commodities,

Monoethylene Glycol (MEG) and Sulphur handled, have declined 40% and 64% respectively. To

ensure future viability of the terminal, PCT decided to expand operations including the

proposed Potash handling system.

The PCT/KSPC Potash handling system will be a vital link in the potash supply chain that begins

with the $4.1 Billion mine in Saskatchewan, ending in export markets world-wide. Three grades

of Potash will be introduced to the stable, low risk operating environment at PCT.

The proposed project will be preceded by several separately permitted site improvements

including water management system upgrades (e.g., clarifier installation) and decommissioning

of the secondary settling pond. After backfilling, the former pond area will be the location of

the Potash storage building. In summary, the proposed Potash handling system project will

involve installing and operating the following key assets:

New railcar unloading building including below ground receiving hopper, indexer and a dedicated high efficiency baghouse for dust control;

A new conveyor network beginning at the railcar unloading tunnels to the proposed Potash storage building. Dust will be controlled by new conveyor transfer point baghouses. Additionally, conveyors will either be covered or fully enclosed (e.g., within a tube). The existing Shiploading conveyor from the proposed building to Berth II will be upgraded with a cover;

A new fully enclosed 160,000 MT Potash storage steel/wood building, with two new automated stacker/reclaimers and a two way belt system for optimal commodity handling efficiency. Rip rap will be installed in the foreshore to provide lateral support for the Potash building while also preventing shoreline erosion.

Water treatment system upgrades including isolated drainage systems separating potash from sulphur and installation of a new settling and aeration basin and a water storage tank system.

Rail track re-alignment in the main yard extending west near Reed Point Marina. Careful designs were prepared to minimize disturbance to existing utilities and foreshore habitat.

Modification to the existing Berth II quadrant shiploader with three new chutes and chute support towers. Two new baghouses will be installed for dust control on the shiploader, one each for the transfer conveyor and the spout.

Installation of two new substations that provide additional electrical power drawn from BC Hydro grid for the Potash handling system.

PCT enjoys a positive relationship with the local community which has been built upon

operational excellence, innovative design and honest two-way communication. That approach

has been carried forward to the proposed Potash handling system where project planning has

strived to achieve a balance between economic, operational efficiencies and facilitating

iii PCT Potash Handling System Project Environmental Review Document


“highest and best land use” while preventing or minimizing environmental, social or cultural

impacts. From creating jobs, boosting local commerce to dust control, protecting foreshore

habitat and First Nations heritage preservation, PCT’s proposed $200 million Potash handling

system clearly supports the PMV Vision for “an efficient and sustainable Gateway”.

PCT Potash Handling System Project Environmental Review Document Page iv


TABLE OF CONTENTS

1.0 INTRODUCTION .................................................................................................................... 1

2.0 PROJECT RATIONALE ............................................................................................................ 5

3.0 EXISTING CONDITIONS AT PCT ............................................................................................. 7

3.1 Sulphur Handling System Profile ...................................................................................... 7

3.2 MEG Handling System Profile .......................................................................................... 8

3.3 Canola Handling System Profile ....................................................................................... 8

3.4 Wastewater Treatment System Upgrades ....................................................................... 9

3.5 Secondary Pond Decommissioning .................................................................................. 9

3.6 Environmental Management System ............................................................................. 10

4.0 PROPOSED PROJECT ........................................................................................................... 11

4.1 Planned Installations ...................................................................................................... 12

4.1.1 Railcar Unloading Area ............................................................................................ 14

4.1.2 Conveyors, Conveyor Tunnels and Transfer Towers .............................................. 15

4.1.3 Potash Storage Building and Staker/Reclaimers..................................................... 18

4.1.4 Ship Loader Modifications ...................................................................................... 21

4.1.5 Rail Track Modifications .......................................................................................... 22

4.1.6 Water Treatment System Upgrades ....................................................................... 26

4.1.7 Substations .............................................................................................................. 30

4.1.8 Control Systems ...................................................................................................... 30

4.2 Project Schedule ............................................................................................................. 31

4.3 Project Permit Summary ................................................................................................ 31

4.4 About Potash .................................................................................................................. 32

5.0 ENVIRONMENTAL MANAGEMENT .................................................................................... 33

5.1 Construction Environmental Management ................................................................... 33

5.1.1 Air Emissions ........................................................................................................... 34

5.1.2 Surface Water ......................................................................................................... 35

5.1.3 Ground Water ......................................................................................................... 35

5.1.4 Foreshore and Marine Habitat ............................................................................... 36

5.1.5 Soil Management .................................................................................................... 48

5.1.6 Waste Management ............................................................................................... 51

PCT Potash Handling System Project Environmental Review Document Page v


5.1.7 Hazardous Materials Management ........................................................................ 53

5.1.8 Noise and Vibration ................................................................................................ 53

5.1.9 Traffic ...................................................................................................................... 54

5.1.10 Heritage Preservation ............................................................................................. 54

5.2 Operations Environmental Management ...................................................................... 55

5.2.1 Air Emissions ........................................................................................................... 55

5.2.2 Water Management ................................................................................................ 62

5.2.3 Waste Management ............................................................................................... 62

5.2.4 Noise ....................................................................................................................... 63

5.2.5 Visual Impact ........................................................................................................... 64

5.2.6 Vessel Traffic ........................................................................................................... 67

6.0 FIRST NATIONS HERITAGE PRESERVATION ........................................................................ 69

7.0 COMMUNICATIONS OVERVIEW......................................................................................... 74

8.0 CONCLUSION ...................................................................................................................... 75

PCT Potash Handling System Project Environmental Review Document Page vi


LIST OF FIGURES

Figure 1: Pacific Coast Terminals Location, Port Moody Arm, Port Moody, BC ............................ 1

Figure 2: Potash Supply Chain Summary ....................................................................................... 4

Figure 3: City of Port Moody Land Use Map .................................................................................. 6

Figure 4: Typical Section of Decommissioned Secondary Settling Pond ....................................... 9

Figure 5: Potash Handling System, Railcar Unloading, Potash Storage and Transfer to Ship ..... 11

Figure 6: Potash Handling System-Ship Loading .......................................................................... 12

Figure 7: Site Plan - Main Facilities .............................................................................................. 12

Figure 8: Site Plan, Extension of Y-Track to Accommodate Empty Rail Cars ............................... 13

Figure 9: Potash Unloading Area, Plan View ................................................................................ 14

Figure 10: Potash Unloading Area, Sectional View ...................................................................... 15

Figure 11: Unloading Area Underground Conveyor Tunnels ....................................................... 16

Figure 12: Conveyors Feeding the Potash Building, Plan View .................................................... 17

Figure 13: Above Ground Conveyors, Model View ...................................................................... 17

Figure 14: Potash Storage Building, Plan View ............................................................................ 19

Figure 15: Potash Storage Building, Section ................................................................................ 19

Figure 16: Potash Storage Building, Model View from North ...................................................... 20

Figure 17: Potash Storage Building, Model View from West ...................................................... 20

Figure 18: Typical Staker/ Reclaimer Cross Section ..................................................................... 21

Figure 19: Ship Loader and Spout Storage Rack .......................................................................... 22

Figure 20: Track Y Extension from PCT to Reed Point Marina ..................................................... 23

Figure 21: Section at Retaining Wall ............................................................................................ 23

Figure 22: Section at Rip Rap Slope .............................................................................................. 24

Figure 23: Preliminary Layout (Plan) of Barge Landing Area ....................................................... 25

Figure 24: Preliminary Layout (Sections) of Barge Landing Area ................................................. 25

Figure 25: Modified Drainage for the Proposed Potash Handling System .................................. 28

Figure 26: Water Treatment System Process Flow Diagram ....................................................... 29

Figure 27: Design Footprint of Proposed Storage Building on Existing Habitat Types ................ 38

Figure 28: Rail Extension - Design Footprint of Proposed Works on Existing Habitat Types ...... 39

Figure 29: PCT Vegetation Management Prescription Locations ................................................ 40

PCT Potash Handling System Project Environmental Review Document Page vii


Figure 30: Reed Point Vegetation Offset Area ............................................................................. 41

Figure 31: West And East Sections Of Potash Shed Vegetation Offset Area .............................. 41

Figure 32: Schoolhouse Creek Vegetation Offset Area................................................................ 42

Figure 33: Glycol Tank Vegetation Offset Area ............................................................................ 42

Figure 34: Kyle Creek Vegetation Offset Area ............................................................................. 43

Figure 35: Preliminary Layout of Reed Island .............................................................................. 45

Figure 36: Location of Beach Created Through Removal of Existing Rip Rap .............................. 46

Figure 37: Historical Soil Quality near Railcar Dumper Pit and Tunnel Excavation Areas ........... 49

Figure 38: PCT Site Historical Soil Quality near Planned Installations ......................................... 50

Figure 39: Existing and New Stationary Emission Sources .......................................................... 61

Figure 40: Rendering of Potash Storage Building from South Slope ........................................... 65

Figure 41: Rendering of Storage Building from Rocky Point Park ............................................... 66

Figure 42: Rendering of Storage Building from Pleasantside ...................................................... 66

Figure 43: Known Archaeological Sites near PCT ......................................................................... 69

Figure 44: Final Drill Locations ..................................................................................................... 71

Figure 45: Final Shovel Test Locations ......................................................................................... 72

PCT Potash Handling System Project Environmental Review Document Page viii


LIST OF TABLES

Table 1: Potash Handling System Capacity ............................................................................. 13

Table 2: Construction Project Milestone Summary ................................................................ 31

Table 3: Summary of Project Permits ...................................................................................... 31

Table 4: Summary of Potash Properties .................................................................................. 32

Table 5: Summary of Potential Construction Environmental Issues and Controls ................. 33

Table 6: Summary of Potential Excavation Groundwater Locations and Controls ................. 35

Table 7: Habitat Budget ........................................................................................................... 48

Table 8: Waste Inventory and Management ........................................................................... 52

Table 9: Potential Construction Noise Sources and Duration ................................................. 53

Table 10: Summary of Potential Operating Environmental Issues and Controls ...................... 55

Table 11: Historical and Projected Future Commodity Handling at PCT .................................. 57

Table 12: Projected Site Wide PCT Air Emissions in 2015 and 2020 ......................................... 59

Table 13: Expected Air Emissions from Potash Handling System Construction ....................... 59

Table 14: Fabric Filter (Baghouse) Location Summary .............................................................. 60

Table 15: Vessel Transit History and Forecast .......................................................................... 68

PCT Potash Handling System Project Environmental Review Document Page ix


APPENDICIES (Under separate cover)

Appendix 1.1: Location Plan and Site Plans

Appendix 1.2: Potash Handling System Process Flow Diagrams

Appendix 1.3: Railcar Unloading Area Drawings

Appendix 1.4: Conveyor and Transfer Tower Drawings

Appendix 1.5: Potash Storage Building Drawings

Appendix 1.6: Code Concepts Report by Gage Babcock & Associates

Appendix 1.7: Rail Modification and Extension Drawings

Appendix 1.8: Water Treatment System Upgrades

Appendix 1.9: Electrical Substations

Appendix 1.10: Material Safety Datasheets

Appendix 1.11: Model Views

Appendix 2.0: Construction Equipment and Vehicle Inventory

Appendix 3.0: Vegetation Management Prescriptions

Appendix 4.0: Soil Analytical Data

Appendix 5.0: Chance Find Procedure

Appendix 6.0: Detailed Air Emissions Inventory

Appendix 7.0: Dust Collection System Drawings and Specifications

Appendix 8.0: Noise Assessment Report

Appendix 9.0: Archaeological Impact Assessment Report

Appendix 10.0: Community Engagement

PCT Potash Handling System Project Environmental Review Document Page 1


1.0 INTRODUCTION

Pacific Coast Terminals Co. Ltd. (PCT) is a bulk commodity marine shipping terminal located at

the east end of Burrard Inlet, an area also known as Port Moody Arm (see Figure 1). PCT also

recognizes that it is operating within the traditional territories, including the Salish Sea, of

several First Nations such as the Musqueam, Squamish, Tsleil-Waututh and Stó:lō. The terminal

has been operational in its current location, Port Metro Vancouver (PMV) leased land, since the

early 1960’s and has long since established itself as a positive part of the unique Port Moody

community.

Currently PCT primarily handles sulphur and monoethylene glycol (MEG) and temporarily

handles steel making coal. However, recent declines in sulphur and MEG tonnage through PCT

have prompted operational changes to handle other commodities to improve the financial

viability of the terminal. In order to achieve this goal, PCT has committed to the following

sequence of five (5) carefully planned and vital projects:

1. Navigation Channel dredging in Port Moody Arm, to enable greater scheduling flexibility and safety for vessels transiting to and from PCT subsequent to the planned operational modifications. This project is currently under review by Environment Canada (EC).

2. Installation of a Canola Handling System that will involve handling, temporary storage and marine loading of food grade cooking oil bound for export markets. This project was permitted by PMV in March 2014 and commissioning is expected in early 2015.

3. Waste water systems upgrade including clarifier installation.

Figure 1: Pacific Coast Terminals Location, Port Moody Arm, Port Moody, BC



4. Secondary Pond Remediation, including pond sediment characterization and removal and backfilled to adjacent grades. Improvements will reduce seismic risk and environmental liability for site contamination.

5. Installation of a state-of-the-art Potash handling system, with construction planned to begin in January 2015 and commissioning by late Q3 2016. This document has been assembled to provide the basis for obtaining the requisite PMV project permit exclusively for the proposed Potash handling system at PCT.

PCT is a vital component of the Potash supply chain that begins in a new $4.1 billion mine

owned by K+S Canada (KSPC) near Moose Jaw, Saskatchewan. The mine is currently under

construction with a similar commission schedule as the proposed

handling system at PCT. From the underground solution mine, Potash

will be transported in covered rail cars for approximately 1,900 km to

PCT where it will be unloaded, stored under dry conditions in a new

building and subsequently shipped to multiple international

destinations world-wide for industrial and agricultural applications

(see Figure 2).

Potash will be introduced to the PCT site where only compatible, low

risk commodities including Canola, Monoethylene Glycol and Sulphur

are handled. New installations and modification to existing

infrastructure will be required. Careful attention has been provided to

design a highly efficient Potash handling system that minimizes environmental and community

impacts.

In summary, key system and product attributes for the new Potash handling system include:

Introduction of three grades of potash that will be unloaded, stored and shipped. There will be one industrial (white) and two fertilizer grades; standard and granular (pink). Potash, a non-reactive, non-toxic naturally occurring mineral will be added to the stable operating environment at PCT.

New railcar unloading building including below ground receiving hopper, indexer and two dedicated high efficiency baghouses for dust control;

A new conveyor network beginning at the railcar bottom dumper tunnels to the proposed Potash storage building. Dust will be controlled by new conveyor transfer point baghouses. Additionally, conveyors will either be covered or fully enclosed (e.g., within a tube). The existing ship loading conveyor from the proposed building to Berth II will also be covered;



A new fully enclosed 160,000 MT Potash storage steel/wood building, with two new automated stacker/reclaimers and a two way belt system for optimal commodity handling efficiency. Rip rap will be installed in the foreshore to provide lateral support for the Potash building while also preventing shoreline erosion.

Water treatment system upgrades including isolated drainage systems separating potash from sulphur and installation of a new settling and aeration basin and a water storage tank system. Rail track re-alignment in the main yard extending west to Reed Point Marina. Careful designs were generated to minimize disturbance to existing utilities and foreshore habitat.

Modification to the existing Berth II quadrant shiploader with three new chutes and chute support towers. Two new baghouses will be installed for dust control on the shiploader, one each for the transfer conveyor and the spout.

Installation of two new substations that provide additional electrical power drawn from BC Hydro grid for the Potash handling system.

PCT has submitted this document as required by the PMV Project Review Process. It provides

an overview of existing operations and site conditions, engineering details on the proposed

Potash handling system, environmental mitigation for both construction and operations,

cultural preservation and an overview of public and First Nations communications to date.

Accordingly PCT is confident that the proposed Potash handling system supports the PMV

commitment for “efficient and reliable movement of goods … through the port while

integrating environmental, social and economic sustainability initiatives into all areas of port

operations”.



K+S Canada Legacy Mine, Saskatchewan

Planned capacity of 2.86 million MT / yr by 2023

Valued at $4.1 Billion (Cdn.)

Covered railcar 1900 km. to PCT

No dust during transport

Railcar unloading at Pacific Coast Terminals

Covered conveyors to new 160,000 MT shed

Shiploader with dedicated dust control units

Local distribution to end users for use in industrial and agricultural applications (e.g., fertilizer)

Potash shipped to multiple export markets including China, India and South America

Figure 2: Potash Supply Chain Summary



2.0 PROJECT RATIONALE

PCT has been in operation at the Port Moody site since the early 1960’s. To date, a wide variety

of commodities have been safely transferred from land to ocean going vessels bound for

international markets. However, since the 2004-2007 period, tonnage handled of key

commodities, Monoethylene Glycol (MEG) and Sulphur, have declined 40% and 64%

respectively. To ensure future viability of the terminal, PCT decided to expand operations to

include Canola Oil (under construction at this time) and more recently, Potash.

Adding Potash to the PCT site makes good sense as it will provide numerous socio-economic

benefits while minimizing environmental impact. The project and subsequent operations will

play an important role in the local economy given some recent trends:

PCT is currently the third largest taxpayer in the City of Port Moody and after the full expansion will be the largest single taxpayer.

Major industry in Port Moody currently contributes 14% of all tax revenue (equal to $6.6 million). As a result of the downsizing of industry (two oil refineries and one sawmill have significantly reduced operations and Andres Wines closed down) in the community, this has fallen from a high of almost 50% contribution back in the 1980s.

The City has publicly raised concern about the diminishing major industrial tax base in the community. Members of the City of Port Moody council all expressed support and enthusiasm for PCT’s planned expansion projects and the benefits it will provide to the City in terms of jobs and increased tax revenue.

For over 50 years, PCT has provided economic stability in Port Moody. This currently involves

generating several million dollars a year in taxes, salaries and purchasing in the local (and

regional) community. The planned $200 million Potash handling system project alone is

expected to generate numerous economic benefits including the creation of over 500 man

(person) years of work, local and regional materials purchasing (estimated value of $3 million)

and an additional long-term tax revenue stream. At the same time the company has been

mindful to minimize potential nuisance associated with industrial sites. Steps taken include

noise barrier installations, community notification in advance of planned maintenance activities

that may generate non-continuous noises, working within Port Moody sound level (noise) by-

law limits and contractor workforce staging to help minimize impacts on local traffic.

It is important to note that the proposed Potash project is also highly compatible with the latest

version of the City of Port Moody Official Community Plan (October 2014). PCT is located on

land designated as “general industrial” (see Figure 3). The OCP, which defines the general

industrial designation as “development of heavy industrial uses such as manufacturing and port

related uses”, remains compatible with the PCT operation.

Furthermore, the OCP industrial policy states that, “the future employment needs of Port

Moody will be met by a number of strategies such as …supporting existing industrial



businesses”. Furthermore, the overall project planning approach also supports other

community goals including sustainability by considering multiple decision-making values (e.g.,

economic, environmental, social and cultural) and implementing energy efficiency options

during design and construction.

Figure 3: City of Port Moody Land Use Map



3.0 EXISTING CONDITIONS AT PCT

Potash will be introduced to a very stable and reliable industrial environment handling only low

risk bulk commodities. PCT has an excellent operations track record backed by fully functional

Environmental and Health & Safety

management systems.

At the time of submitting this application

document, PCT is handling sulphur and MEG.

Construction of the Canola handling system was

nearing completion (e.g., commissioning by

January 2015) and the waste water treatment

plant upgrades were completed and systems

commissioned in October 2014. Additionally, a

separate application was submitted to the PMV in late March 2014 to decommission the

secondary treatment (settling) pond. The backfilled pond will be the location of the proposed

potash building, a key asset in the proposed Potash handling system. Existing conditions at PCT,

including planned projects preceding Potash handling system installations, are provided below.

3.1 Sulphur Handling System Profile

Current sulphur operations at PCT involve, in summary, the following activities:

Rail delivery to site by Canadian Pacific Railway (CP).

Open-topped gondola cars are unloaded at the rotary dumper located at the east side of the terminal adjacent to CP Rail’s mainline rail right-of-way.

Conveyors load sulphur direct to ship or to an outdoor storage area with a storage capacity of up to 220,000 MT.

An automated stacker/reclaimer (StakRake) traverses the piles and sulphur is either stockpiled or reclaimed to the Quadrant Shiploader via contained conveyor system to PCT’s Berth #2. This berth is dedicated to loading bulk cargos and is specially designed to handle sulphur. Berth #1 is dedicated to liquids loading; however it can be used as a lay-by berth for larger vessels.

Ship loading at both berths which can accommodate Panamax-sized vessels up to 70,000 dead-weight tonnes (DWT).

Since handling a peak sulphur throughput of 4.4 million MT in 2004, sulphur handling volumes

have gradually declined by over 64% to 1.6 million MT in 2013.



3.2 MEG Handling System Profile

Handling and transfer of MEG at PCT is done through a closed loop system that first involves rail

transfer to site by Canadian Pacific Railway to a contained unloading station. Glycol is then

bottom unloaded from the railcars through two gravity assisted pumps to six (6) storage tanks

through aboveground stainless steel pipelines. From storage tanks glycol is pumped at Berth 1

and loaded to vessels using the counter balanced marine loading arm. The system includes

extensive fail-safe features including:

Variable speed pumps and a surge tank located at Berth 1 to protect system over-pressurizing;

Recovery of residual glycol from the marine loading arm into a dedicated vessel at Berth 1 using a Nitrogen purge;

Storage tanks with automated valves on inlets and outlets that close on power failures and emergency shutdown;

Overfilling protection including interlocks between rail car unloading pump and high tank levels;

Emergency shutdown stations at all operator stations: railcar unloading, marine loading and at the control building;

Portable and mobile control system tablet interfaces allowing supervisors to continuously monitor systems while roaming the site; and

A portable emergency shutdown given to vessels to stop shore-side pumps and close valves during an emergency.

3.3 Canola Handling System Profile

The canola handling system, currently under construction, will involve modifications to existing

infrastructure as well as adding new equipment predominantly located in the site uplands. Key

system and product attributes include:

Storing and handling Canola (vegetable) oil which is a non-toxic, non-flammable and non-reactive food grade commodity;

Modification of the existing contained MEG rail car unloading facility to accommodate canola railcars;

Installation of three (3) new tanks providing total storage capacity of 45,000 MT;

New carbon steel above ground pipe installations including interstitially monitored double-walled piping at two (2) sensitive locations: Schoolhouse Creek and the dock loading area;

Installation of containment boom around each ship while loading canola;

Reinforced concrete containment for the canola tank farm;



Many system fail-safe features similar to the MEG system including pressure controls, tank level alarms and emergency shut-down.

3.4 Wastewater Treatment System Upgrades

Numerous upgrades to the wastewater treatment were completed in October 2014. Upgrades

to the existing surface water / sulphur waste water treatment plant included pump stations,

clarifier and sludge dewatering building installations. These works have been submitted for

approval under separate permit amendments and project permits issued by Metro Vancouver

and Port Metro Vancouver respectively. After the clarifier construction was completed, initial

decommissioning and reclamation of the secondary settling pond began. The pond was an

integral component of the original surface / sulphur waste water treatment system.

3.5 Secondary Pond Decommissioning

In March 2014, an application was submitted to PMV for the secondary settling pond

decommissioning project. In summary, the project will involve:

Assessing existing sludge quality and quantity (volume);

Draining wastewater from the pond;

Removing, dewatering and disposing sludge;

Backfilling the pond with engineered fill to existing adjacent grades (Figure 4);

Directing construction surface and ground water as well as pond and sludge dewatering operations to PCT’s upgraded wastewater treatment system.

Figure 4: Typical Section of Decommissioned Secondary Settling Pond



3.6 Environmental Management System

PCT maintains an active environmental management system (EMS) and

regularly updated emergency response (contingency) plan. The EMS

provides guidance to both PCT staff and contractors for continual

environmental performance improvement. In 2014, PCT joined Green

Marine, a highly respected marine industry standard for environmental

management which includes annual self-assessments and external third

party performance verifications every two years.

PCT has invested more than $90 million in terminal improvements, all with a focus on

environmental protection. PCT has also created a salt marsh for marine habitat enhancement,

planted over 2,000 trees, installed site wastewater treatment, replaced several hydrocarbon

powered vehicles with electric cars and introduced dust suppression and noise reduction

systems. PCT is also proud supporters of community environmental groups such as local fish

hatcheries and the Port Moody Ecological Society.

The site contingency plan describes the organization and procedures

to follow in numerous scenarios including fire and product loss. PCT

has retained Quantum Murray and Western Canada Marine

Response Corporation to act as first responders to an environmental

emergency. PCT has a comprehensive employee-training programme

including WHMIS, fire and safety, EMS, Transportation of Dangerous

Goods and emergency response.

Overall, the introduction of Potash will be highly compatible with existing conditions and bulk

commodities currently handled at PCT.



4.0 PROPOSED PROJECT

This section describes the proposed facilities that will be used to handle potash at (PCT). In

general, potash will arrive on site in covered bottom unloading railcars and will be brought into

the new railcar unloading building one car at a time. Within this enclosed environment, potash

will be released from the bottom of each railcar onto an underground conveyor located in a

tunnel beneath the train tracks. A dust collection system will capture particulate originating

from this process. The conveyor will daylight above ground near the existing maintenance

building and the potash will continue through a series of new transfer towers before entering

the new Potash Storage Building.

Within the storage building, three grades of potash will be handled by two automated stacker/

reclaimers and reversible conveyor systems. Potash will be transferred and loaded into ships

using PCT’s existing sulphur ship loading equipment, modified to accommodate potash. Dust

will be minimized by covering or completely enclosing all conveyors and by installing collection

systems to control dust at transfer points.

Upgrades to the electrical power supply and distribution system, water treatment system and

rail yard at PCT will be required to support the project. A general overview of the potash system

is illustrated in Figure 5 and Figure 6.

Figure 5: Potash Handling System, Railcar Unloading, Potash Storage and Transfer to Ship



More information on the components of the potash handling system is provided below.

Construction, operations and environmental information is presented in Section 5.0.

4.1 Planned Installations

The main components of the potash handling project are shown in Figure 7 Site Plan – Main

Facilities (railcar dumper building, conveyors and storage building) and Figure 8 (railbed

extension area) below. Location plan and site plan drawings are included in Appendix 1.1.

Figure 6: Potash Handling System-Ship Loading

Figure 7: Site Plan - Main Facilities



Figure 8: Site Plan, Extension of Y-Track to Accommodate Empty Rail Cars

The capacity of the potash handling system is shown in Table 1 below.

Table 1: Potash Handling System Capacity

Area Unit Value Notes

Railcar unloading cars/hr. 40

Receiving capacity tonnes/hr. 4,000 (nominal capacity)

Stacking rate tonnes/hr. 3,000 (nominal capacity per machine)

Reclaiming rate tonnes/hr. 3,500 nominal capacity per machine

Storage capacity

Industrial:

Standard:

Granular:

tonnes

tonnes

tonnes

40,000

60,000

60,000

Shiploading capacity:

tonnes/hr. 5,000 maximum design capacity

Overall capacity

2016:

2020:

tonnes/yr.

tonnes/yr.

36,000

2,200,000

startup Q4 2016

The main equipment that will be used to transfer the potash throughout the new facilities is

shown in the Process Flow Diagrams (PFDs) provided in Appendix 1.2.



4.1.1 Railcar Unloading Area

The railcar unloading facilities are designed to automatically unload a potash train of

approximately 180 cars in a single eight hour shift. Railcars are spotted by CP Rail on the south

side of the unloading building and then indexed through the Potash storage building one at a

time. Empty railcars will be accumulated on PCT’s X-track and the proposed Y-track extension.

The new railcar unloading building is approximately 50 m long, 11 m wide and 8 m high. It is a

simple wooden frame structure that covers the material receiving pit and is large enough to

enclose the automated railcar indexing equipment, bottom opener/closer and rail car shaker.

The ends of the storage building are open to allow free passage of trains through the dumper

pit and the building is high enough to accommodate the required CP Rail clearances.

The unloading pit is approximately 8.5 m deep and houses the reception hopper, vibratory

feeders and material receiving conveyor. Stair and maintenance access is provided at the south

end. Additional access is provided at the north end. A dust control system is provided to keep

both the unloading building and pit free of dust during unloading operations.

A plan and sectional views of the potash unloading area are shown in Figure 9 and Figure 10

below. Additional drawings are included in Appendix 1.3.

Figure 9: Potash Unloading Area, Plan View



Figure 10: Potash Unloading Area, Sectional View

The unloading pit will be constructed using secant piles to provide the structural and water

retaining structure. Once the secant piles are installed, the pit will be excavated using

excavators and/or hydro vac trucks. The excavated materials will be reused onsite as fill or

removed from site depending on the environmental and geotechnical properties. The

excavation may require minor dewatering during the excavation process.

4.1.2 Conveyors, Conveyor Tunnels and Transfer Towers

Potash is unloaded onto underground conveyor C-41 and is conveyed north to an underground

transfer point, where it is placed onto conveyor C-42. The underground transfer point includes

ladder access and a dust control system.

A plan view of the potash unloading area underground conveyor tunnels is shown in Figure 11

below.



Figure 11: Unloading Area Underground Conveyor Tunnels

After the emerging point, conveyor C-42 becomes a fully enclosed conveyor and gallery. No

material from the conveyor system will be able to fall to the ground. This provides safety to a

fairly busy maintenance area and ensures no potash gets into the sulphur area surface water

collection system.

Potash travels on conveyor C-42 to transfer tower T-42, and then to transfer tower T-43 and

into the storage building via transfer towers T-44 and T-45. All transfer towers are fully

enclosed and equipped with dust control systems. Conveyors after T-42 are covered.

Plan and model views of the above-ground conveyors between transfer tower T-42 and the

Potash Storage Building are shown in Figure 12 and Figure 13 below. Additional drawings are

included in Appendix 1.4.



Figure 12: Conveyors Feeding the Potash Building, Plan View

Figure 13: Above Ground Conveyors, Model View

Transfer Tower T-45

Transfer Tower T-44

Transfer Tower T-43

Transfer Tower T-42

Conveyor C-42

Conveyor C-43



The underground conveyor tunnels will be constructed in a similar method using a combination

of secant piles and open cut excavation. The excavated materials will be reused onsite as fill or

removed from site depending on the environmental and geotechnical properties. The tunnels

will be cast in place concrete which will then be backfilled using recycled or import material.

The above ground conveyors will be erected on the ground and lifted into place and attached to

the transfer towers using cranes. The foundations of the transfer towers will be cast in place

concrete footings.

4.1.3 Potash Storage Building and Staker/Reclaimers

The proposed potash storage building is approximately 264m long, 83m wide and 34m high at

the peak. It is designed to store up to 160,000 tonnes of potash in three different grades;

standard, granular and industrial. A concrete separation wall will be installed between the

fertilizer (standard/granular) and industrial grades to maintain product quality. The storage

building will be constructed using steel frames to support a wooden roof and will sit on driven

pile supported concrete foundations. Long and narrow wooden building extensions will be

added to the north end of the storage building to house the tripper portion of the

stacker/reclaimer equipment when it is at the north end of the building.

The storage building will be located adjacent to the water and will be designed to current

seismic codes. Soil densification by means of stone columns will be implemented between the

storage building foundation and the shoreline. The stone columns will be installed along the

foreshore to improve the ground response to a seismic event. Shoreline improvements using

rip rap embankments are also planned. Fire truck access is provided by road access all around

the building.

Plan and section views of the Potash Storage Building are shown on Figure 14 and Figure 15

below. Model views of the Potash Storage Building are shown on Figure 16 and Figure 17

immediately following. Additional drawings are included in Appendix 1.5.



Figure 14 Potash Storage Building, Plan View

Figure 15: Potash Storage Building, Section



Figure 16: Potash Storage Building, Model View from North

Figure 17: Potash Storage Building, Model View from West

The storage building is a purely industrial structure that does not normally support a substantial

human occupancy and is therefore considered a special structure under the National Building

Code of Canada. As such, it is intended to comply with the general definition of a building per

the NBCC for the purpose of good design only. Alternative measures/solutions for life safety

that are considered appropriate for special purpose industrial structures will be proposed. This

is discussed in more detail in the Code Concepts Report by Gage Babcock & Associates

referenced in Appendix 1.6.



The storage building is required to keep the potash dry and maintain product quality. The

potash stockpiles within the building are managed by two automated stacker/reclaimer

machines. The two machines are located on either side of the building and travel the length of

the building on rails to create the stockpiles (stacking) or transfer potash from the stockpiles to

the ship loading system (reclaiming). A row of concrete columns run the length of the building

are used to support an elevated central rail system to support the stacker/reclaimer booms.

Reversible conveyors C-51 and C-52 run along each long wall and work with the

stacker/reclaimers to achieve this function.

A typical stacker/reclaimer is shown on Figure 18 below. Additional drawings are included in

Appendix 1.5.

Figure 18: Typical Staker/ Reclaimer Cross Section

The sub grade preparation for the Potash Storage Building will include both stone columns and

piles. The stone columns will be installed along the foreshore to improve the ground response

to a seismic event. The piles will be installed to provide a foundation for the Stacker/Reclaimer

and the building itself. The storage building will be erected from sections of building or

equipment (trucked or barged to site) and assembled onsite and erected in place using cranes.

4.1.4 Ship Loader Modifications

PCT’s existing ship loader will be modified so that it can be used for both sulphur and potash.

These modifications will include:

Two (2) additional potash loading spouts and a new structure that will be used to store the loading spouts when not in use.

One potash sampling system.

Two dust control systems; one of the transfer point between conveyor C-89 and the ship loader and one for the loading point.



Structural modifications to accommodate the new product.

The loading spout storage structure is shown on Figure 19 below.

The modifications to the ship loader will include new equipment delivered to site via trucks or

barge and assembled and installed in place using cranes.

4.1.5 Rail Track Modifications

Some modifications and additions need to be made to the existing rail infrastructure at PCT in

order to accommodate both the full and empty potash railcars.

The modifications include several new crossovers between existing tracks in PCT’s rail yard.

Some existing track needs to be modified (straightened or re-routed) to allow for the new

crossovers to be installed.

The new track includes Track P (approximately 200m) that will run through the new Unloading

Building and an extension of Track Y (approximately 500m) from the northern end of PCT

towards Reed Point Marina.

The new Track Y extension will be used for storage of empty potash railcars and will be located

adjacent to Track X, currently used for storage of empty sulphur railcars. The existing bank will

generally be moved seaward a few metres to accommodate the new track. The land

reclamation will be backfilled with hydraulic fill materials and contained by a lock block wall

along the northern end and rip rap along the southern end. Several drainage culverts will

require extension or modification and two of Imperial Oil’s decommissioned pipelines (located

in a single right of way) will be crossed and protected.

Figure 19: Ship Loader and Spout Storage Rack



A plan view, wall section and a rip rap section for the Track Y extension shoreline protection

area shown on Figure 20, Figure 21, and Figure 22 below. Drawings of all rail track

modifications are included in Appendix 1.7.

Figure 20: Track Y Extension from PCT to Reed Point Marina

Figure 21: Section at Retaining Wall



Figure 22: Section at Rip Rap Slope

This construction will involve land based construction activities using excavators and tracked

machinery with materials being delivered by barge. The plan for staff and equipment staging is

temporary access from Reed Point Marina. A temporary road will be constructed from Reed

Point Marina to the construction area for the new Track Y extension. The access road will be

removed once construction is complete. The plan for material delivery is to develop a barge

landing between Reed Point and the PCT Terminal to act as a delivery point for fill materials.

During construction, this will be the staging point for both the structural fill and lock block wall

as well as the new rip rap for the shore.

The barge landing area will be built with recovered rip rap (that is being replaced for new

construction), aggregate fill and larger rip rap. The barge landing will then be converted into an

islet (e.g., Reed Island) that will include fish and wildlife habitat offsets for the project (see

Section 5.1.4.3 for more details). A preliminary layout for the barge landing area is depicted by

Figure 23 and Figure 24.

The preliminary layout presents all of the salient features of the barge loading facility.

Advanced design will define details and specifications for construction. The advanced design

process will investigate prospective means to decrease the footprint on the nearshore subtidal

environment; this process will maintain the delivery of intertidal habitat offsets to the project.



Figure 23: Preliminary Layout (Plan) of Barge Landing Area

Figure 24: Preliminary Layout (Sections) of Barge Landing Area



4.1.6 Water Treatment System Upgrades

The proposed Potash handling facility will require modifications and improvements to PCT’s

water, stormwater and wastewater systems in order to supply water to the Potash

infrastructure and in order to treat wastewater generated from the potash handling operations.

The complete report provides details on the proposed improvements and modifications that

will be required to the site’s water, stormwater and wastewater systems and other related site

services (see Appendix 1.8). The proposed modifications to the site services at PCT’s terminal

involve the following upgrades:

Water System Upgrades:

Fire water lines will be upgraded and extended to provide fire water to the potash dumper building and the potash storage warehouse.

Stormwater System Upgrades:

Storm runoff from the potash warehouse roof will be directed to the ocean. Runoff from the north side of the warehouse will drain directly to the ocean. Runoff from the south side will enter a storm drain and will normally flow to the ocean. Water quality of the runoff will be monitored, and if it is found that the runoff is impacted, the roof runoff will be directed to the site’s sulphur wastewater treatment system.

Storm runoff from areas potentially impacted with minor amounts of potash fines (near conveyors, conveyor towers or the west end of the potash storage warehouse) will be directed to a new potash wastewater treatment system (see Figure 25 which shows modified drainage).

Wastewater System Upgrades:

The site’s wastewater will be segregated into two separate wastewater systems, one for wastewater that contains potash residuals (‘Potash Wastewater’), and one for wastewater that does not contain potash residuals (‘Sulphur Wastewater’):

o A second, new wastewater treatment system will be constructed to treat wastewater that contains potash residuals. Because some of the facility’s conveyors will be shared between potash and sulphur operations, wastewater from these areas will contain both potash and sulphur residuals, and will be directed to the ‘potash wastewater treatment system’.

o PCT’s existing wastewater treatment and recycling system will be dedicated for wastewater that does not contain potash residuals, and will be called the ‘Sulphur Wastewater Treatment System’. The treated Sulphur Wastewater will continue to be either recycled, or discharged to sanitary sewer in the same general manner as the current practices.

The Potash Wastewater must be segregated, treated and discharged directly to the sanitary sewer with no opportunities for recycling because the chlorides in the Potash (KCl) would cause corrosion problems to PCT’s steel infrastructure if the treated wastewater was recycled.



In order to segregate the two water systems, certain pump stations will be dedicated for the potash wastewater systems, and others will be dedicated for the sulphur-only (or non-potash) wastewater systems.

The potash wastewater treatment system will be similar to the existing PCT wastewater treatment system, and will include two parallel primary settling basins for grit removal and oil skimmers to remove residual oils. The primary settling basins have been sized to treat the 10 year, 24 hour storm event, which equates to 42 L/s, given the catchment area of potash impacted surfaces. The primary settling basins will be followed by an aeration chamber, where mixing and pH adjustment will occur. The treated wastewater will then be pumped into a storage tank prior to discharge to the municipal sanitary sewer. The storage tank will be sized to accommodate a 1-in-5 year storm event when discharging at a flow rate of 15 L/s to the sanitary sewer. During extreme storm events, PCT will implement operational management tools such as limiting upstream flows, turning off pump stations to allow local pooling of water on site, increasing the flow rate from the Potash Wastewater treatment system to the sanitary sewer in order to limit the risk of overflow events. See Figure 26 for a summary of the upgraded water treatment process.

Other site service upgrades that will be involved include re-grading certain areas and paving.



Figure 25: Modified Drainage for the Proposed Potash Handling System



Figure 26: Water Treatment System Process Flow Diagram



4.1.7 Substations

There will be four important installations to power the Potash handling system. These are

described below (and see drawings in Appendix 1.9).

Substation A

A new 25 kV substation will provide the increased power requirements to the entire site. This

replaces the existing 12.5 kV service at the northwest side of the property.

A new power distribution center and transformers will distribute the power to the existing site

and the new Substation D.

Substation D

Substation D is a new electrical building which will supply power to most of the potash project

electrical loads, including the conveyors, stacker/reclaimers and dust collection systems.

MCC 5/7 Electrical Building

The power for the potash unloading building and associated equipment will be supplied from

the existing MCC 5/7 electrical building.

Substation C

The new water treatment electrical loads will be supplied out of the existing Substation C

electrical building.

In general, the wiring for the potash project will utilize teck 90 cables on cable tray.

4.1.8 Control Systems

New infrastructure, including the automated Potash storage staker/ reclaimers will be

integrated into the existing distributed control system (DCS) infrastructure at PCT.

Please see Appendix 1.11 for 3D model views of the proposed installations.



4.2 Project Schedule

Key project milestones are presented in the Table 2 below. Table 2: Construction Project Milestone Summary

4.3 Project Permit Summary

Several project permits are required from municipal and federal regulators as well as approvals

from public and private infrastructure owners that may be affected by the proposed project.

These requirements and their status are summarized in Table 3 below.

Table 3: Summary of Project Permits

Regulator / Infrastructure Owner

Permit / Approval Required Status

Metro Vancouver Air permit amendment for adding potash works (particulate emissions)

Detailed modelling underway; application submission by April 2015

Department of Fisheries and Oceans (DFO)

Response to Request for Review Application regarding railbed and potash shed rip rap foreshore impacts and mitigation.

Letter of Advice rec’d August 13, 2014; DFO permitting complete

Metro Vancouver Effluent permit amendment for modified works (potash waste water treatment and drainage system) and increased discharge flow.

Process underway

Imperial Oil Company Rail track extension above dormant pipelines Process underway

City of Port Moody Extend storm water pipe(s) due to rail area expansion Process underway

Transport Canada Navigable Waters review for project (e.g., Reed Island) Application submitted; referrals underway

Port Metro Vancouver Code review and building permits for proposed Potash storage shed

Process underway

Milestones Date

Submitted permit application April 2014

Begin detailed engineering April 2014

Receive project permit approval, commence civil site works February 2015

Mechanical Completion August 2016

Complete commissioning September 30, 2016

Ready to receive first potash shipment November 1, 2016



4.4 About Potash

PCT will handle three grades of potash

which will be compatible with the other

commodities (Canola Oil, Sulphur and

Glycol) already existing on site. These

potash products are non-toxic with no

occupational exposure limits and no

special storage restrictions (other than

to be kept indoors to protect product

quality and integrity.

The white pellet “compacted” product will be used for a wide variety of industrial applications

ranging from aluminum recycling and metal electroplating to chemical manufacturing (e.g.,

potassium hydroxide) and outdoor use for snow and ice melting. The other two products, Kali

dustfree and granular, are both used as fertilizers, namely fruit and vegetable growth as well as

rice, wheat, grains and sugar.

Potash product properties are summarized in Table 4 below. More detailed product

information is listed in relevant material safety data sheets provided in Appendix 1.10.

Table 4: Summary of Potash Properties

Potash Products

Product Characteristics

Chemical Name

Appearance Odour Non-Reactive

Non-Flammable

Non-Toxic

Water Soluble

Potassium Chloride 99% KCl Compacted

Potassium Chloride (KCl), 99%

White, pellets

Very faint

60er Kali dustfree

Potassium Chloride (KCl), >94%

Pink, crystalline

Very faint

60er Kali gran.B

Potassium Chloride (KCl), >94%

Pink, granular

Very faint



5.0 ENVIRONMENTAL MANAGEMENT

Environmental management is integral to doing business at PCT. Our dynamic environmental

management program addresses environmental issues that may occur from construction and

long-term operations. Careful consideration has been taken to anticipate prospective issues

and to implement effective plans and controls to prevent or minimize their impact.

5.1 Construction Environmental Management

Potential issues during the construction of the potash handling system, including wastewater

treatment system upgrades are summarized in Table 5. Additional details are provided in

sections immediately following. A comprehensive Construction Environmental Management

Plan (CEMP) will be prepared to mitigate these issues, including preservation of potential

archaeological artifacts, at all stages of construction.

Table 5: Summary of Potential Construction Environmental Issues and Controls

Potential Environmental Issues

Activities / Sources Key Controls

Air Emissions Excavations (dumper pit and tunnels);

mobile equipment exhaust

Water truck, road sweeper; covered soil stockpiles and / or immediate removal from site (“hot load”)

Anti-idling; lower emissions engines (EPA Tier ratings II or better)

Surface Water Quality Excavations, mobile equipment Containment to site and diversion to water treatment plant, temporary dewatering treatment systems

Groundwater Control Excavation dewatering Secant walls for diversion; contingency pumping low volumes to water treatment plant

Foreshore Habitat Alteration

Potash Building rip-rap installation and tree removal

Railbed expansion including tree removal

Pre-work environmental assessment- design to minimize footprint (impacts); creative plan for construction staging with conversion to compensation island; restorative planting (see Vegetation Mitigation Plan section, 5.1.4)

Contaminated Soil Dumper pit, tunnel and conveyor tower pad excavations

Review existing soil conditions (reports)

Additional exploratory sampling and analysis

Solid Waste Handling Generation of construction waste and related packaging; organic waste (lunchrooms)

Coordinated material segregation and recycling between contractors



Potential Environmental Issues


Fuel and Chemical Spills

Product storage and transfer (e.g., equipment re-fuelling)

Hazardous material containment, handling procedures, spill kits, awareness

Noise and Vibration Secant piling; stone columns; structural piling; tree removal

Work within Sound Level Bylaw daily work hour limits (7:00 am – 8:00 pm); Community Notification; minimize duration where possible

Traffic Delivery and service vehicles to and from site

Scheduling, Community Notification, coordination with City of Port Moody, designated truck routes (contract condition)

Heritage Preservation (artifacts)

Excavations and foreshore construction

Equipment operator awareness including “Chance Find Procedure”

5.1.1 Air Emissions

Dust Control

Several steps will be taken to prevent and control dust to facilitate a safe and productive work

environment while preventing off-site nuisance. These controls will include:

Crew and site safety coordinator observations (“casual monitoring”);

Road sweeper for dust collection;

Water truck for interim (daily) dust control between road sweeping

Covered soil stockpiles (if excavated soils not immediately disposed off-site)

Vehicle wash (wheel wash) on-site prior to departing the property (i.e., avoid tracking mud and / or dust off-site to local roads).

Vehicle Emissions Control

Unless vehicles or equipment are in active use, idling will be prohibited to prevent unwarranted emissions.

Vehicle Emissions Quality

All on-site equipment and applicable transient vehicles coming to and from the construction site are anticipated to have US EPA Tier II engine emission ratings (or better) for better air emissions quality on and off-site. See Appendix 2.0 for equipment and vehicle types and ratings.



5.1.2 Surface Water

In keeping with current practice, all surface water will be contained and treated on site before

either discharging to the Metro Vancouver (GVS&DD) sanitary system and / or recycled on site

(e.g., dust suppression). The recently upgraded water treatment system (i.e., commissioned Q4

2014) will have the design capacity to treat water sources during construction including

seasonal precipitation (rain / snow melt) and relatively minor demand (e.g., water volumes and

solids) resulting from water truck dust suppression spraying.

A temporary water treatment system consisting of temporary storage (Baker) tanks and

filtration will be used to treat surface water and potential additional volume generated by

excavation dewatering. The system will also be available on a contingency basis.

5.1.3 Ground Water

Groundwater will need to be managed for planned excavations at the dumper pit and tunnels

and for installations at potash building (see Table 6 below for a summary of potential locations

and controls).

Table 6: Summary of Potential Excavation Groundwater Locations and Controls

Location Water Control Method(s)

Dumper Pit and Connecting Conveyor Tunnels

1. Secant wall, remaining as dumper building and tunnel walls. This is the primary control (barrier).

2. Dewater pumps for contingency, diversion to PCT water treatment system or contingency - temporary surface water treatment before discharge to ocean (with prior PMV notification).

Potash Building Underground Transfer Points

1. Dewater pumps discharging to PCT water treatment system or surface water treatment before temporary discharge to ocean (with prior sampling and PMV notification).

Secant piles will be the primary method of groundwater control, essentially diverting the water

table away from the excavated worksite. Continuous pile walls will be established to an

approximate depth of 12m by sequential drilling and concrete filling. The secant walls will serve

two purposes: groundwater deflection and they will also remain in

place as structural foundations for the railcar dumper pit and

connecting conveyor tunnels.

Dewatering pumps, with diversion to the PCT water treatment

system, have successfully been used for the Canola handling system

construction project. Final dewatering and treatment options will

be made at a more detailed stage of construction execution

planning.



5.1.4 Foreshore and Marine Habitat

Registered professional biologists evaluated the existing foreshore habitat adjacent to PCT,

from Schoolhouse Creek to Reed Point Marina on several occasions in early 2014. Described

below are key findings, followed by an assessment of design impacts and off-set

recommendations.

Marine shorelines consist of backshore, intertidal, and subtidal zones, which are typically

defined by higher high water level (HHWL) and lower low water level (LLWL), both large tides.

A summary of tide elevations are presented below.

Datum Reference:

0.0m Chart Datum = -3.05m Geodetic Datum = 27.43m PCT Datum

Tidal Datum Chart (m) Geodetic (m) PCT (m)

Extreme high tide - 5.76 2.76 33.19

HHWL, large tide - 5.15 2.10 32.58

HHWL, mean tide - 4.45 1.40 31.88

Mean water level - 3.08 0.03 30.51

LLWL, mean tide - 1.07 - 1.98 28.50

LLWL, large tide 0.10 - 3.15 27.33

Extreme low tide 0.30 - 3.35 27.13

The alignment and character of the existing shoreline is the product of terminal operations.

Characteristic habitat types that occur at and about the project location include:

Backshore (land above HHWL large tide)

at the potash warehouse location, a row of planted coniferous trees along the top of bank that provide landscaping and screening of industrial operations;

at the rail extension location, a row of planted deciduous shrubs and naturally occurring trees along the top of the stresswall, and naturally occurring deciduous and coniferous trees and associated understorey vegetation west to the terminal

rock rip rap installed to provide shoreline armouring, which is partly shaded by the trees and is unvegetated.



Intertidal (between HHWL and LLWL large tides)

rock rip rap installed to provide bank armouring, which consists of mid-tide elevation rocks vegetated by macroalgae (i.e. rockweed, Fucus gardneri) and colonized by attaching invertebrates (i.e. barnacles and mussels); generally, rockweed occurs on the rock rip rap up to approximately 0.8 m geodetic; barnacles occur on the rip rap up to approximately 1.2 m geodetic;

at the potash warehouse location, mudflat extends from the toe of rip rap (ranging from 0.05 to -0.8 m geodetic) seaward; mudflat is largely unvegetated, except for rockweed that has attached to scattered gravel and cobble once associated with shoreline armouring; mudflat is comprised fine sands, silts and clays that are predominantly of fluvial origin;

at the rail extension location, beach extending from the toe of rip rap (from approximately -1.0 m geodetic) seaward; the beach consists of sand and gravel with shell hash, particularly seaward of the rock scour protection at the base of the stress wall, and becomes coarser with a cobble, gravel veneer at about Reed Point and to the terminal; the coarser cobble and large gravel typically supports a dense covering of rockweed; east of Reed Point, rock armour of the upper slope has fallen to the lower beach; a discontinuous boulder veneer covers much of the gentle sloping beach; this veneer supports a dense cover of rockweed.

5.1.4.1 Design Impacts to Existing Habitats The proposed location of the potash warehouse is located within the southeast area of the

terminal operation at the present location of the stormwater effluent treatment ponds.

The design of the warehouse impacts backshore vegetation, rip rap and mudflat. All of the

aesthetic landscaping is lost; all trees are lost to the design footprint of the road. Existing rip

rap is largely covered by design rip rap. A narrow strip of mudflat is impacted by the design toe

of the rip rap slope for part of the project shoreline.

Design impacts are considered permanent impacts to habitats. Habitat types permanently

impacted by the project are depicted by Figure 27. Permanent impacts attributable to the

current design of proposed works include 1220 m2 of backshore trees/shrubs, 2330 m2 of rip

rap, and 285 m2 of mudflat.



Figure 27: Design Footprint of Proposed Storage Building on Existing Habitat Types

The rail extension from the terminal westward to approximately the eastern limit of Reed Point

Marina engages approximately 600 m of shoreline. The design, from approximately Reed Point

Marina to Reed Point, encapsulates shoreline features constructed for the West Coast Express

project. These include a concrete stresswall, rip rap scour protection at the base of the wall,

and the narrow strip of shrub plantings immediately landward of the top of the wall.

The design of the rail extension impacts backshore vegetation, rip rap and beach. Backshore

vegetation retained occurs entirely at Reed Point. Backshore vegetation associated with the

top of the stresswall, west of Reed Point, and associated with the top of bank armour, east of

Reed Point, is lost. Existing rip rap and other bank armour is largely covered by the design rip

rap. Beach is impacted east of Reed Point by design rip rap.

Design impacts are considered permanent impacts to habitats. Habitat types impacted by the

project are depicted by Figure 28. Permanent impacts attributable to the current design of

proposed works include 2040 m2 of backshore trees/shrubs, 3300 m2 of rip rap, and 820 m2 of

beach.



Figure 28: Rail Extension - Design Footprint of Proposed Works on Existing Habitat Types

5.1.4.2 Habitat Offsets to Impacts

The focus in the development of offsets to permanent impacts to habitats is upon the creation

of habitat types that are limiting in the context of life history requirements of some fishery

species that reside within Port Moody Arm. Habitat types that have been developed to design

pursue the creation of such habitat types, duly considering impacts their respective design

footprints upon existing habitat types and their importance to fishery species within Port

Moody Arm.

In the original version of the project environmental review document (April 30, 2014) habitat

offsets were associated with the creation of fish habitats to counter impacts to fish habitats.

Offset habitats were associated with the creation of: beach at Reed Point; reef, beach and

marsh at a new island (i.e. Reed Island); and beach, marsh and riparian woodland at Kyle Spit.

As part of a response to a Request for Review of the Project, specifically an email addendum to

a letter of advice (A. Magnan to Mark Adams, November 03, 2014), Fisheries and Oceans

Canada stated that the Kyle Spit habitats were not required as an offset to habitat impacts.

Further, Port Metro Vancouver does not require the construction of these habitats as part of

offsets to impacts to environmental features attributable to the Project. In consideration of the

respective positions of Fisheries and Oceans Canada and Port Metro Vancouver regarding the

need to construct Kyle Spit habitats, such habitats will not be constructed as part of the PCT

Potash Handling System Project.

Backshore marine vegetation impacted by the Project is not important fish habitat. Fisheries

and Oceans Canada concurred with this valuation in not requiring offsets to impacts to



backshore vegetation. However, Port Metro Vancouver requires offsets to impacts to

backshore vegetation.

Offsetting actions include the removal of invasive plant species from existing shoreline

woodlands. Planting of native deciduous and coniferous trees and shrubs would occur

subsequent to the removal of invasive plant species. Other plantings are independent of the

removal of invasive plant species. A total of five (5) locations at PCT were identified for

offsetting actions shown in Figure 29 below.

Figure 29: PCT Vegetation Management Prescription Locations

Landscape specifications are presented below (and Appendix 3.0) for each of the five offset

locations as follows:

1. Figure 30: Reed Point

2. Figure 31: Design location for the potash shed (west and east sections)

3. Figure 32: Schoolhouse Creek

4. Figure 33: Existing Glycol tank locations

5. Figure 34: Kyle Creek

The respective areas affected by offsetting actions are 486m2, 1100m2, 1000m2, 90m2, and

4180m2 for Reed Point, the potash shed, Schoolhouse Creek, the glycol tanks and Kyle Creek,

for a total area of 6856m2. The area engaging backshore marine woodland is 1676m2 (Reed



Point, the potash shed and the glycol tanks). The area engaging riparian woodland is 5180m2

(Schoolhouse Creek and Kyle Creek).

Figure 30: Reed Point Vegetation Offset Area

Figure 31: West And East Sections Of Potash Shed Vegetation Offset Area



Figure 32: Schoolhouse Creek Vegetation Offset Area

Figure 33: Glycol Tank Vegetation Offset Area



Figure 34: Kyle Creek Vegetation Offset Area

The removal of non-native invasive plant species would be by mechanical means, either by

manual labour or by machine. Green waste would be disposed to an approved disposal facility.

Each offset area would be maintained as part of the overall continuous maintenance regime for

Pacific Coast Terminals. Each offset area would be inspected at least twice a year, during early

spring and late summer. Maintenance activities applied as part of these inspections would

include watering of native plantings, selective pruning, and physical removal of non-native

invasive plant species.

Inspections would assess the performance of planted native species. Counts of both live and

dead plant material would be conducted. Survivorship of planted material is to equal ninety

percent five years from planting. Replacement of dead stock may be required to fulfill this

specification. If during any inspection survivorship is determined to less than ninety percent,

replacement plantings will have to be conducted to fulfill the specification. Replacement stock

must be alive for at least two years to fulfill the specification.

In consideration of the removal of Kyle Spit as an offset habitat, and the addition of offsetting

actions applied to existing shoreline woodlands, a revised habitat budget is presented in

Table 7. The revised budget also reflects modifications to Reed Island to address navigation

concerns regarding the temporary barge loading facility. Further, intertidal marsh has been

replaced by a backshore marine boulder and dune grass (Leymus mollis) complex to address

concerns regarding colonization and invasion of intertidal elevations by the non-native

cordgrass, (Spartina patens). The design of offset habitat features of the island is described in

the section immediately below.



Reed Island

The eastern half of Port Moody Arm (east and south of Reed Point Marina) is a shallow marine

feature. It is largely characterized by peripheral intertidal flats. The shallow subtidal

environment is largely characterized by fine sands, silts and clays. Abrupt vertical features,

such as bedrock bluffs, typically do not transcend the bottom of the arm to the high water

mark.

Hard substrates that occur within the photic zone of Port Moody Arm provide ideal attachment

for macroalgae, such as rockweed within the intertidal zone, and sugarkelp (Laminaria

saccharina) within the subtidal zone. Macroalgae provide habitat for a myriad of invertebrates

that are prey for fishery species. Macroalgae within the shallow subtidal are particularly

important in providing cover and refuge for the juvenile life history stages of fishery species.

These species, such as Dungeness crab (Metacarcinus magister), often shift back and forth

between habitat types, such as shallow subtidal flats and kelp stands.

Hard substrates, dependent upon configuration within the water column, and independent of

macroalgae, can function as a reef and provide important habitat for species that exploit reef

environments. Reefs provide structural complexity important to the life history stages of fishery

species. This complexity is particularly important within a homogenous waterscape that is the

bottom of Port Moody Arm.

The preliminary layout for Reed Island is presented by Figure 35 Reed Island is created from the

temporary barge landing area. Aggregates above the intertidal zone are removed utilized for

construction of the rail extension. Aggregates comprising the temporary fill road are also

removed and utilized for rail construction. The integration of the barge landing area and the

island designs substantively reduces temporary impacts of fish and fish habitats within Port

Moody Arm.

The island incorporates backshore vegetation (650 m2), beach (236 m2), intertidal reef (1824

m2) and subtidal reef (2676 m2). The design footprint occurs predominantly on subtidal

mudflat. Substrates along the shoreward subtidal margin of the design footprint consist of a

mix of cobble, gravel, sand, mud and shells.

The loss of subtidal mudflat attributable to the preliminary layout is 4686 m2. Subtidal mudflat

within the eastern end of Port Moody Arm (east of western pipeline of IOCO refinery)

encompasses 147.2 ha. The relative impact to subtidal mudflat is small. The capacity of

subtidal mudflat of Port Moody Arm to sustain fishery species is not unduly affected. Any

negative effects are substantially exceeded by the positive effects of design habitats upon the

capacity of Port Moody Arm to sustain life history functions for fishery species. It is this



exceedance that substantively offsets permanent impacts to habitats associated with both the

potash building and the rail extension.

Figure 35: Preliminary Layout of Reed Island

Reed Point Beach

The design of the rail extension mitigates impacts to beach habitat through burial of the toe of

rip rap armour, both at the base of the vertical retaining wall west of Reed Point and along the

seaward margin of the rip rap slope east of Reed Point, within native beach substrates.

The residual permanent impact to the beach habitat type is partly offset by the creation of new

beach (190 m2) west of Reed Point at and about the base of the vertical retaining wall. Existing

rip rap is removed and replaced by native beach substrates salvaged during construction of the

shoreline treatments. It is an element of the engineering design of proposed works. Figure 36

displays the location of the new beach.



Figure 36: Location of Beach Created Through Removal of Existing Rip Rap

Habitat Account

The habitat budget (Table 7) accounts for permanent impacts to fish habitats and habitat

offsets attributable to the current design of proposed works and the preliminary layout of

offset habitats. Temporary impacts attributable to temporary construction features, such as

temporary construction roads, are not included in the budget. Habitats affected by temporary

features, such as the salt marsh at Reed Point, will be restored.

The budget presents habitat types that are specific in character (e.g. substrate, vegetation,

location according tidal water level). The rip rap habitat type, however, is relatively general in

character. Existing rip rap varying dramatically in rock size, slope and elevation; a typical cross-

section does not exist for the entire project shoreline. It does, however, traverse only

backshore and intertidal environments. Existing rip rap does not engage the subtidal

environment within the design footprint of the project.

A large component of existing rip rap occurs within the intertidal zone. This is important in that

this element of the shoreline environment, that has its origins with development, does sustain

habitat for fish. At high tide, it provides refuge and prey for fish. The encrusting invertebrate

and algal communities founded on rip rap sustain habitat for numerous invertebrates that are

important prey for fish.



It is logistically and cost prohibitive to survey existing rip rap to define whether it is backshore

or intertidal. In lieu of such information it is worthy to note that design rip rap largely offsets

impacts to rip rap that occurs within the intertidal zone. This rip rap that is associated with the

design of proposed works, and the functions it provides as fish habitat, is substantively

augmented by intertidal boulders that will define part of Reed Island constructed as part of the

overall project.

The context of rip rap as a habitat feature, for the purposes of a habitat budget for this project,

is adequately expressed as two categories: backshore/intertidal rip rap; and, subtidal rip rap.

Subtidal rip rap is a reef feature associated with the slopes of Reed Island. The backshore and

intertidal portions of the vertical wall associated with the rail extension are not included in the

habitat budget.

As previously mentioned, the backshore vegetation impacted by proposed works has little value

as fish habitat. The vegetation occurs well above the higher high water elevation (large tide).

As such, there is little overhang above the surface of the water during any tide; the prospect of

insect drop to the surface where it is available as prey for fish is poor. The contribution of

particulate organics (i.e. leaf and needle drop) to the aquatic environment is inconsequential in

sustaining invertebrate herbivores and detrivores that are prey for fishery species. The

production of such herbivores and detrivores is largely dependent upon intertidal and subtidal

alga.

Shading of backshore vegetation typically occurs upon rip rap and the nearshore intertidal

beach and mudflat. Where shading is relatively intense, it limits the cover of alga, an important

element of the nearshore ecology of the arm.

Shading does not benefit shore spawners (i.e. surf smelt (Hypomesus preticosus) and sand lance

(Ammodytes hexapterus)). Substrates are too fine along the potash warehouse shoreline to

sustain successful spawning. Substrates are too coarse along the rail extension shoreline, east

of Reed Point, for spawning. At Reed Point, where substrates could prospectively sustain

successful spawning, backshore vegetation is retained relatively intact. Backshore vegetation

west of Reed Point is comprised predominantly of shrubs; the vegetation rarely shades beach

substrates. In any regard, shore spawning has not been documented within the shoreline

environments of proposed works.



Table 7: Habitat Budget

Habitat Type Impact (m2) Offset (m2)

Backshore Marine Woodland 32601 576*,6

Backshore Marine Woodland w/ Grass 0 11003

Riparian Woodland 0 5180*,7

Intertidal Beach 8202 4268

Intertidal Mudflat 2853 0

Backshore Marine Boulder w/ Grass 0 6505

Backshore Marine/Intertidal Rip Rap 56304 56804

Intertidal Reef (Round Boulder) 0 18245

Subtidal Reef (Rip Rap) 0 26765

Subtidal Flat 46865 0

Total 14,681 17,593

* Area enhanced through non-native invasive plant removal and native plantings

1Potash Warehouse (1220m

2) and Rail Extension (2040 m

2)

2Rail Extension

3Potash Warehouse

4Potash Warehouse and Rail Extension

5Reed Island

6Reed Point

7Schoolhouse Creek and Kyle Creek

8Reed Island (236m

2) and Reed Point (190m

2)

5.1.5 Soil Management

A total of approximately 10,000m3 of soil (predominantly fill) will be excavated from three (3)

primary areas: the railcar dumper pit, connected conveyor tunnels and new conveyor tower

footings. Historical information from a historical Phase II Environmental Site Assessment at the

site (Seacor, 2006) indicates from nearby boreholes that the fill material conforms to CSR and

CCME soil quality criteria for industrial land use (as well as residential land use). See Figure 37

for relative locations (BH 06-13 and BH 06-18) of historical samples in the vicinity of planned

dumper pit and tunnel excavations, and see Figure 38 for additional historical soil sample

locations in the vicinity of potential shallow footings.

Analytical information is provided Appendix 4.0 as tables S1A [Historical analytical results for

metals in soil (CSR)], S1B [Historical analytical results for metals in soil (CCME)], and S2



[Historical analytical results for petroleum hydrocarbons in soil (CSR)]. Overall, the historical

data suggests soil quality in the general project area is of residential quality.

Figure 37: Historical Soil Quality near Railcar Dumper Pit and Tunnel Excavation Areas



Figure 38: PCT Site Historical Soil Quality near Planned Installations



More recently, in August 2014, a drilling investigation was conducted primarily for the purposes

of an Archaeological Impact Assessment (AIA). Additional observations and supplemental work

was conducted by Envirochem Services Inc. for soil characterization and GeoPacific Consultants

Ltd. for geotechnical purposes. The environmental investigation program involved collecting a

total of 26 soil samples at ten (10) locations and various depths.

Samples were analyzed for heavy metals, light and heavy extractable petroleum hydrocarbons

(LEPH and HEPH), polycyclic aromatic hydrocarbons (PAHs), and sodium (Na+) and chloride (Cl-)

ions. Although there was some limited suspect quality fill based on visual observations, all soil

samples tested indicated soil quality was within industrial criteria for the site. Additional

information from sampling done in August 2014 can also be seen in Appendix 4.0.

Additional exploratory sampling may be conducted to further characterize and confirm the soil

quality before final handling, transport, and disposal options are determined. Pending these

additional analytical test results, possible outcomes for final deposit include:

Re-use on site;

Re-use off site at other industrial, commercial or residential developments (if within applicable CSR Schedule 7 standards); and / or

Disposal to a licensed landfill.

Consideration will also be given to identify the most efficient transportation with the lowest

environmental footprint possible. Options will include but not be limited to:

Hot loading soil from excavations directly to truck transport to end-user(s) or landfill;

Hot loading soil from excavations directly to truck, transfer to a nearby barge (e.g., from the adjacent sawmill site) and subsequently delivered to a site via tug and barge; or

Combined with temporary on-site storage (stockpiles) before truck / barge delivery to final destinations.

5.1.6 Waste Management

Construction activities will generate a variety of inert, solid non-hazardous waste. The

project construction team will employ a prioritized approach to waste generation and

management as follows:

Prevention, avoid excessive waste generation through bulk purchases with instructions to eliminate / minimize packaging where practical;

Re-use construction material on site where practical;

Recycle construction materials and packaging; and lowest priority

Dispose materials that cannot be re-used or recycled at a licensed local landfill (e.g., City of Vancouver landfill).



Effective waste management will be a condition of contractors. To facilitate waste

segregation, dumpsters for specified waste materials will be arranged. The expected waste

stream and handling options are summarized in Table 8 below.

Table 8: Waste Inventory and Management

Solid Waste Handling Options

Re-Use On-Site Recycle Disposal

Asphalt

Excavation Soil (fill)*

Trees**

Dimensional Wood

Wood Pallets

Paper and Cardboard

Scrap Metal

Paint***

Organics (Lunchroom)

Plastic Wrap

*approximately 3500m3 from dumper and tunnel excavations

**compost

***partly finished cans to Transfer Station, dry cans to municipal waste



Hazardous waste generation is expected to be minimal and may include small volumes of:

residual concrete sealant,

solvent and mineral spirits (associated with painting); and

used sorbent pads for cleaning up small fuel and /or lubricant spills should they occur.

Unless the materials such as sealants and solvents can be re-used by contractors for

subsequent job sites, they will be submitted to licensed transfer stations. Used sorbents will be

disposed as hazardous waste with licensed operators with applicable manifests for waste

tracking.

5.1.7 Hazardous Materials Management

The volume of hazardous materials used for construction purposes,

including equipment fuels, is planned to be kept to a minimum. All products

will be approved by a safety coordinator prior to use on site.

Small volume hazardous materials such as spray paints, solvents and

sealants will be stored in designated prefabricated fireproof sheds. Small

volume fuels (gasoline and diesel) will be stored in 20L jerry cans and placed

in containment when not in active use. Note that mobile re-fuelling services

will be contracted to provide diesel to equipment on-site - bulk fuel storage will therefore not

be required. Propane cylinders will stored at required distances from other combustible and

flammable products. All products will be used and stored in compliance with the National Fire

Code.

5.1.8 Noise and Vibration

Noise and vibration will result from primarily piling and site preparation activities. Sources and

planned durations are summarized in Table 9 below.

Table 9: Potential Construction Noise Sources and Duration

Source Estimated Duration (Days)

Secant piling (drill / crane engines and generator) 60

Stone columns 55

Structural piling – traditional pile driver (steel pipes) 30

Tree removal – excavators to remove trees for railbed extension and Potash building rip rap installation areas

20

Vibration is expected to be limited to the PCT site and not be a nuisance off-site at nearby

properties that are predominantly zoned industrial and commercial, including the adjacent rail

yard.



Every attempt will be made during construction planning to limit noise duration including the

possibility of overlapping activities. Other initiatives to minimize noise will include complying

with the Port Moody Sound Level Bylaw requirement to limit construction activities between

7:00 am -8:00 pm.

As a courtesy to the community, notices will be placed in local newspapers and possibly other

media to alert them of planned construction activities. PCT management will also record and

respond to attributable complaints on a timely basis.

5.1.9 Traffic

The use of local roadways will increase during the construction phase as a result of equipment

and material deliveries, site services and contract labour transits. This will involve an estimate

of approximately 7,500 trips over the construction period (see Appendix 2.0 for an estimate of

transient vehicle trips and a list of on-site equipment).

To minimize potential traffic delays in Port Moody, particularly on approach to PCT, several

steps will be taken, such as (but not limited to):

Using designated truck routes which will be a condition for contractors (e.g., haulers, deliveries);

Coordination with City of Port Moody planners;

Where possible, deliveries by barge to completely avoid road use;

Avoidance of typical local morning and afternoon rush hours; and

Courtesy project notifications (reminders) in local media sources (e.g., newspapers, websites) and on the PCT website.

5.1.10 Heritage Preservation

The project site is located within asserted traditional territories of several First Nations. A

comprehensive Archaeological Impact Assessment (AIA) was conducted to determine the

potential presence of cultural artifacts within the project footprint, particularly after examining

the railcar dumper pit and conveyor tunnel bore holes. Even though no artifacts were

discovered, PCT will take additional steps during the construction to ensure cultural materials

are protected if identified. Specifically, excavation operators will be trained on a “Chance

Find” procedure (see Appendix 5.0) which provides instruction to recognize possible artifacts.

The procedure includes a stop work requirement in case artifacts are encountered. A trained

archaeologist may also be on site at selected excavation intervals to further enhance

identification of cultural materials.



5.2 Operations Environmental Management

Once construction is complete, the project will transition to long-term operations. The

transition will include a highly detailed sequence of commissioning procedures and system

testing before the handling system operates at full capacity. In addition to numerous

engineering safeguards, personnel will be trained on the new operating system procedures and

relevant environmental protection requirements. Key operating environmental management

requirements are summarized in Table 10 with additional detail immediately following.

Table 10: Summary of Potential Operating Environmental Issues and Controls

Potential Environmental Issue


Air Emissions Mobile Sources: rail, vessel Point sources: particulate from product transfer at railcar dumper, conveyors, Shiploader

Air emissions inventory and review compatibility with local conditions

Highly efficient dust prevention and collection designs including covered or enclosed conveyors and baghouses at conveyor transfer points

Water Management Potash affected water from minor conveyor and building losses

Contained, dedicated potash water drainage to treatment plant

Waste Management Off-spec from yard;

Water treatment plant solids during maintenance

Recycled or landfilled

Licensed landfill

Noise Baghouses, conveyors

Rail operations

Vessels

Noise survey indicated maximum increase of one (1) decibel

Existing automated rail track monitoring system

Visual Impact New installations: building, conveyors, dumper and foreshore

Building design - shape, elevation, colour (blended with background)

Aesthetic planting where feasible

Vessel Traffic Inner Harbour, Port Moody Arm

Effective planning / scheduling

Pilotage for safe operation (vessels not controlled by PCT

5.2.1 Air Emissions

Many proven engineered and procedural controls to protect air quality will be effectively

implemented, including the use of clean electrical power to run the entire operation. However

the new mobile sources (e.g., rail, vessels) transiting PCT and stationary sources (e.g., rail



dumper, conveyors, shiploader) from the proposed Potash handling system will change the

emission profile of the site. Project planning has included conducting a detailed emissions

inventory and particulate (dust) controls, both of which are described below.

5.2.1.1 Detailed Air Emissions Inventory - PMV final input-Christine Rigby

The scope for the detailed site wide emissions inventory covered mobile and stationary sources

as follows:

sulphur, coal, glycol and canola handling for the year 2015;

sulphur, glycol, canola and potash handling for the year 2020; and

air emissions associated with the construction of infrastructure required to handle potash.

The difference between the 2015 and 2020 emission inventories considers the incorporation of

Potash handling to overall site wide air emissions. Note that PCT plans to discontinue handling

coal after the Potash handling system is commissioned.

Particulate air emissions from proposed potash handling activities will be controlled using dust

collectors for the rail unloading facility, conveyor transfer points and ship loader. Commodity

transportation by rail (CP Rail) and marine vessels will generate the majority of emissions to air.

PCT and its partner K+S Canada has no direct control of vessels or rail operations, For instance,

vessel scheduling is managed by customers and their shipping agents while rail is controlled by

a combination of the commodity suppliers and CP Rail. However, it is also important to note

that the marine and rail transportation industries are separately governed to manage air

emissions (including the PMV Air / Eco-Action programmes which involve using low sulphur

fuels while in port).

The air contaminants considered for this emission inventory include carbon monoxide (CO),

sulphur dioxide (SO2), nitrogen oxides (NOX), inhalable particulate matter (PM10), respirable

particulate matter (PM2.5), total volatile organic compounds (VOC), ammonia (NH3), diesel

particulate matter (DPM), black carbon, and greenhouse gases (GHG) such as carbon dioxide

(CO2), methane (CH4) and nitrous oxide (N2O).

As stated above, PCT itself is directly responsible for few of the significant air emission sources

at the facility, which is based on the reliance on other companies to supply the necessary

shipping, rail and trucking transport. As such, a large part of the effort to compile the emission

inventory involved determining the engine characteristics of transportation sources managed

elsewhere.

It is anticipated that PCT will handle up to 2,200,000 tonnes of potash annually, on its way to

markets in Asia and other parts of the world. Table 11 outlines recent historical and projected

future commodity handling at PCT.



Table 11: Historical and Projected Future Commodity Handling at PCT

Year Commodity (tonnes per year)

Sulphur Coal Potash Glycol Canola

2010 2,289,040 - - 625,958 -

2011 2,025,274 168,229 - 615,797 -

2012 1,735,229 287,696 - 613,264 -

2013 1,580,000 430,000 - 650,000 -

2014 1,500,000 300,000 - 675,000 175,000

2015 1,500,000 300,000 - 700,000 425,000

2016 1,380,000 300,000 36,000 725,000 475,000

2017 1,300,000 - 1,000,000 750,000 540,000

2018 1,220,000 - 1,250,000 775,000 575,000

2019 1,140,000 - 1,500,000 800,000 575,000

2020 1,060,000 - 2,200,000 825,000 575,000

Changes in site wide air emissions from the baseline year 2015 to the future year 2020 are

shown in Table 12 and total emissions associated with the construction of potash infrastructure

at PCT (

Table 13). The results indicate that:

On-site and off-site supply chain emissions of all contaminants decrease for the Future No Build case compared to the Baseline;

On-site emissions of CO decrease slightly for the Future Build Scenario compared with the Baseline, but increase in the supply chain portion of the inventory, primarily due to ship emissions;

NOx, VOC, SO2, DPM, BC, GHG and NH3 emissions for the Future Build case increase for both on-site and off-site supply chain emissions;

On-site emissions of PM10 and PM2.5 for the Future Build case decrease from Baseline levels due to a reduction in fugitive dust resulting from the reduction of sulphur exports and the cessation of coal exports, but increase in the supply chain portion of the inventory due to ship and rail emissions

A previous emission inventory completed for PCT operations from 2001 to 2005 was referenced

for comparison purposes. It is noted that emission estimation methodologies have changed

since this previous inventory was completed; however, there have been significant reductions

in site-wide emissions based on improvements in marine and locomotive engine technologies,

which results in lower predicted site-wide emissions in 2015 and 2020 in comparison to historic

emission rates. Overall, the estimated emissions of CO, NOx, VOC, SO2, combustion-related

PM10 and PM2.5, and fugitive dust are lower for 2015 and 2020 than the estimates provided for

the 2001-2005 period.



Please see Appendix 6.0 for the complete air emissions inventory report for more details.



Table 12: Projected Site Wide PCT Air Emissions in 2015 and 2020

Year Emission Source

Criteria Air Contaminants Climate Forcing PM (BC) as CO2e

GHGs as CO2e

CO NOx VOC SO2 PM10 PM2.5 DPM BC CO2e20 CO2e100 CO2 CH4 N2O CO2e20 CO2e100 NH3

2015 Ships 6.19 45.63 1.36 2.53 1.18 1.08 1.08 0.35 1127.26 317.04 1842.60 0.36 0.10 1901.40 1885.52 0.01

Rail 2.49 3.83 0.65 0.003 0.09 0.08 0.08 0.07 222.85 62.68 314.45 0.02 0.13 350.78 353.76 0.02

Trucking 0.001 0.002 0.0001 0.000005 0.0002 0.0001 0.0001 0.00004 0.13 0.04 0.68 0.00004 0.000002 0.68 0.68 0.00002

Light Duty Vehicle 0.43 0.04 0.01 0.001 0.01 0.003 0.001 0.0002 0.66 0.19 62.43 0.001 0.001 62.73 62.71 0.01

Diesel & Natural Gas 0.04 0.10 0.01 0.0005 0.003 0.001 0.001 0.0004 1.41 0.40 84.00 0.002 0.003 85.07 85.04 0.0001

Fugitive Dust - - - - 46.71 31.68 - - - - - - - - - -

Total 9.16 49.60 2.03 2.53 47.98 32.85 1.17 0.42 1352.32 380.34 2304.16 0.39 0.24 2400.66 2387.71 0.03

2020 Ships 5.54 36.22 1.15 2.28 1.02 0.94 0.94 0.34 1085.73 305.36 1508.10 0.33 0.09 1561.07 1546.76 0.01

Future Rail 0.89 3.84 0.41 0.00 0.09 0.09 0.09 0.07 235.65 66.28 326.44 0.02 0.13 364.16 367.25 0.01

No Build Trucking

0.0003 0.001 0.0001 0.000005 0.0001 0.0001 0.00003 0.00001 0.04 0.01 0.68 0.00004 0.000002 0.68 0.68 0.00002


Diesel & Natural Gas 0.04 0.10 0.01 0.0004 0.003 0.001 0.0004 0.0003 1.00 0.28 75.06 0.002 0.003 75.92 75.89 0

Fugitive Dust - - - - 27.51 18.66 - - - - - - - - - -

Total 6.81 40.17 1.58 2.28 28.63 19.68 1.03 0.41 1322.95 372.08 1966.58 0.35 0.23 2058.34 2047.07 0.02

2020 Ships 7.37 51.71 1.65 3.01 1.42 1.30 1.30 0.41 1315.58 370.01 2254.30 0.43 0.12 2324.25 2305.36 0.01

Future Rail 1.10 4.65 0.48 0.004 0.11 0.11 0.11 0.09 286.64 80.62 397.20 0.02 0.16 443.10 446.86 0.03

Build Trucking 0.0003 0.001 0.0001 0.000005 0.0001 0.0001 0.00003 0.00001 0.04 0.01 0.68 0.00004 0.000002 0.68 0.68 0.00002


Diesel & Natural Gas 0.04 0.10 0.01 0.0004 0.003 0.001 0.0004 0.0003 1.00 0.28 75.00 0.002 0.003 75.86 75.83 0.00004

Fugitive Dust - - - - 27.58 18.68 - - - - - - - - - -

Total 8.85 56.48 2.14 3.02 29.12 20.10 1.41 0.50 1603.78 451.06 2783.49 0.46 0.29 2900.40 2885.23 0.04

Table 13: Expected Air Emissions from Potash Handling System Construction

Criteria Air Contaminants Climate Forcing PM (BC) as CO2e GHGs as CO2e

CO NOx VOC SO2 PM10 PM2.5 DPM BC CO2e20 CO2e100 CO2 CH4 N2O CO2e20 CO2e100 NH3

8.35 23.72 1.24 0.02 0.91 0.88 0.88 0.73 2341.59 658.57 3568.00 0.17 0.26 3652.65 3651.66 0.01

PCT Potash Handling System Project Environmental Review Document Page 60 Page 60


5.2.1.2 Stationary Source Controls

As introduced in Section 4.0, PCT will be installing best available technology (BAT) for the

prevention and control of particulate dust generated by transfer operations. The site map in

Figure 39 shows the seven (7) new emission points (in red hexagons): five (5) are arranged to

support rail unloading facility and conveyor transfer points to and from the potash shed, two

(2) are positioned for dust collection for shiploader operations.

Highly effective designs to control potential fugitive dust from the handling system will include:

Fully enclosed or covered conveyors and fully enclosed transfer towers (previously mentioned in Section 4.2);

Conveyor transfer points will each have attendant fabric filter dust collection systems (“baghouses”), with typical 99.9% dust removal efficiency. See Table 14 which provides a summary of fabric filter locations. Note that final design and supplier selection are to be finalized.

Table 14: Fabric Filter (Baghouse) Location Summary

Please see Appendix 7.0 for dust collection drawings (and related system specifications for

Shiploader units).

Operation / Location Emission Point #

Dust Control Units

Railcar Dumper Building and Underground Conveyor Transfer

31 1

Tower T-42 (for conveyor transfers C42 to C43) 32 1

Transfer Tower T-43 (for conveyor transfers between C43, C44 and C55)

33 1

Transfer Tower T-44 (for conveyor transfers C44 to C51 and C51 to C53)

34 1

Transfer Tower T-45 (for conveyor C45 to C52; C52 to C54 and C53 to C54)

35 1

Transfer Conveyor to Shiploader (C89 to Shiploader)

36 1

Shiploader (at ship hold) 37 1



Figure 39: Existing and New Stationary Emission Sources



5.2.2 Water Management

The new water treatment and drainage system described in Section 4.1.6 will be fully

commissioned prior to Potash transfer operations. As previously stated, all surface water on

site will be contained and directed to the water treatment system before discharge to the

Metro Vancouver sanitary sewer or recycled for use on site. The system will be designed and

operated for compliance to an amendment effluent permit issued by Metro Vancouver

(GVS&DD) and the applicable sanitary by-law requirements.

The treatment system will be subject to routine maintenance to ensure optimal performance.

5.2.3 Waste Management

Waste will be generated from potash handling and water treatment plant maintenance. For

example, dry “off-spec” product may arise when potash comes into contact with dirt / grits in

the rail dumper building, near conveyors and / or at the ship loader. Sludges are expected from

slops tanks and basins in the water treatment system. These sources and their planned

management are described below:

Waste Water Treatment System Maintenance

Skimmed oils will be collected in slop oil tanks. Excess water will be decanted back to the wastewater system. Oils and associated sludge will be shipped off-site for disposal.

Settling basin solids will be removed routinely with a front end loader, and disposed to off- site at a licensed facility.

Aeration basin solids will be removed every few years by vacuum truck and will be disposed off-site by at a licensed facility.

Solids or sludge that will accumulate in the potash wastewater storage tank will be decanted back into the Primary Settling Basins.

Overall, the potash wastewater treatment operations, including system maintenance, are not

expected to generate nuisance odours on or off-site.

Off-spec Potash Solids

Very small volumes of dry potash may fall out of primary means of containment (e.g.,

conveyors, Potash storage building) during temporary operational spills. Potash that is not

“contaminated” (i.e., coming into contact with Sulphur, dirt) will be returned to the building for

export pending an assessment of quality. Dry potash that cannot be re-introduced to the

handling system for export will be disposed off-site at a licensed facility.



5.2.4 Noise

With similar design and operating activities, excluding the fully enclosed storage building, the

proposed Potash system is expected to have the same low noise profile as the existing Sulphur

handling system. Potash operations including railcar unloading, conveyors, dust collectors with

silencers (e.g. see Sandvik specifications in Appendix 7.0) and ship loading, are not expected to

generate noise levels above existing sound levels. The system will be designed to operate with

the limits indicated in the City of Port Moody Sound Level Bylaw.

A detailed environmental noise assessment was conducted by BKL Consultants. The report

documents existing noise exposure levels at potentially impacted residential receiver locations

near the project and the predicted noise climate following completion of the project. The

objectives of the study were to review existing conditions at nearby residential receptors,

perform on-site measurements of significant PCT noise sources, and construct a noise model to

predict community noise levels both with and without the Project. Port Metro Vancouver's goal

for this and other tenant-led projects is to avoid any increase in Total Noise that currently exists

in the neighbouring residential communities.

To the west of the terminal, predicted increases in PCT-generated noise range from 0 decibel

(dB) to 2 dB depending upon location. No increase in Total Noise is predicted for any of the five

housing enclaves. To the north of the terminal, PCT-generated noise is predicted to increase by

2 dB, but the predicted increase in Total Noise is only 1 (dB). If a continuous sound has an

abrupt change in level of 3 dB, it will generally be noticed, while the same change in level over

an extended period of time will probably go unnoticed. A change of only 1 dB is difficult to

recognize subjectively, even if it occurs abruptly.

A number of noise mitigation measures have already been incorporated into the Project design

and these have been assumed in modelling future noise emissions. Based on the results of the

noise modelling, additional measures do not appear to be required to avoid any noticeable

noise impacts due to the project.

Please see Appendix 8.0 for details on noise assessment.

Although some sounds are part of PCT’s history and present day operations, the company takes

several steps to avoid and limit noise, including:

Working with CP on operating practices;

Rail lubrication;

Sound barriers;

Rail sound level monitoring at Berth 1 connected to operator control systems; and

Equipment upgrades (plastic conveyor rollers, electric motor upgrades, etc.).



These controls and practices will be continued as part of PCT’s Environmental Management System.

5.2.5 Visual Impact

The appearance of the PCT site will change with the introduction of the new Potash handling

system; however numerous design considerations were included to minimize potential visual

impacts.

Potash Storage Building

A large number design options were examined to determine the optimal balance of minimizing

visual impacts while maintaining long term durability and operational performance. Various

building shapes, material stock-pile configurations, material handling equipment and methods,

exterior colours and building heights were considered. Operationally, Potash stock pile

volumes have been maximized while minimizing the storage space required. This includes

minimal clearances for the stacker / reclaimer operations.

Several renderings of the proposed Potash storage building were superimposed into

photographs taken from various vantage points in Port Moody. The renderings were prepared

and studied to maintain view corridors to the North Shore for the homes to the south of the

site as much as possible. This included lowering the storage building height to allow a view to

the opposing shoreline (e.g., Pleasantside) for most of the overlooking homes located on the

south slope. While best practical efforts were made to minimize visual impacts, some homes

on the south of the terminal will have partially obstructed views (see Figure 40).



Figure 40: Rendering of Potash Storage Building from South Slope

After the building size and shape had been optimized to minimize its overall impact on the

community, the colour was then explored. The Architectural team reviewed many options for

providing a cost effective and durable solution. It was determined that a “Forest Green” colour

was best suited for the building as it blends in with the adjacent backgrounds better than

anything else explored (see Figure 41 and Figure 42) and considering previous community

feedback on other projects.



Figure 41: Rendering of Storage Building from Rocky Point Park

Figure 42: Rendering of Storage Building from Pleasantside



Tree Removal and Replacement

As noted in Section 5.1.4, all existing trees east and west of Reed Point Marina will be removed

for the railbed foreshore extension, with the exception of a small stand at Reed Point.

Additionally, trees adjacent to the Potash building must be removed for the planned access

road and rip rap installation adjacent to the building.

Preliminary concepts are to re-plant targeted tree species for aesthetic and / or ecological

values. Initial locations include the proposed compensation island, in and about the mouth Kyle

Creek, Reed Point as part of temporary road deactivation and possibly constructed planters

adjacent to the Potash Building rip rap top of bank (without blocking the access road). Note

that the dark green colour of the Potash building exterior is intended to help mitigate the visual

change associated with tree removal in that vicinity.

5.2.6 Vessel Traffic

The new potash handling system will require on average approximately four vessels per month,

assuming 50,000 MT per ship loading event. Inclusive of all other commodities that will be

transferred at PCT, this will result in planned peak of 141 vessels per year (an average of 12 per

month). This represents as a modest but consistent increase from 2010, but below the historic

peak of 182 vessels per year reached in 2004. Please see Table 15 below for details.

As part of efficient terminal operations, vessels will only transit to and from PCT as required to

mobilize commodities to export markets. As per routine procedure, vessel transits are

coordinated with the PMV and captained by members of the local pilotage association for safe

passage through the Inner Harbour and Port Moody Arm. This commitment to safety will

consistently be implemented and coordinated with other prospective marine projects in

Burrard Inlet (Salish Sea) should they come to fruition.



Table 15: Vessel Transit History and Forecast

Year Drybulk Tankers Liquid Tankers Total Tankers

2000 97 61 158

2001 84 64 148

2002 91 64 155

2003 93 69 162

2004 104 78 182

2005 97 82 179

2006 91 69 160

2007 84 72 156

2008 77 73 150

2009 57 68 125

2010 58 53 111

2011 53 51 104

2012 54 43 97

2013 50 43 93

2014 45 44 89

2015E 53 60 113

2016E 50 61 111

2017E 61 63 124

2018E 64 63 127

2019E 67 63 130

2020E 78 63 141



6.0 FIRST NATIONS HERITAGE PRESERVATION

As previously stated, PCT recognizes that it is operating within traditional territories of multiple

First Nations, including but not limited to the Musqueam, Squamish, Tsleil-Waututh and Stó:lō

Nations. Given the project area’s location within First Nations’ territories and proximity to

known archaeological sites (Figure 43), as well as the project’s scope including multiple

excavations that penetrate through native soil depths, PCT conducted a comprehensive

Archaeological Impact Assessment (AIA) to preserve subsurface cultural artifacts that may be

present within the project area.

Figure 43: Known Archaeological Sites near PCT

The objectives of an AIA were to:

identify, record, and assess archaeological sites within the PCT project sites;

identify and evaluate possible impacts to these archaeological sites that may be caused by any future development of the property (namely the Potash handling project); and,

recommend appropriate impact mitigation management actions (if required).

In March 2014, archaeologists were contracted from Kleanza Consulting Ltd. to conduct the

AIA. In summary, the AIA involved three sequential phases of field planning, field work and

reporting as follows:

Phase I: Field Planning

A desktop review including basic archaeological, historical and ethnographic background research involving review of readily available articles, reports, records and maps. The Remote Access to Archaeological Data (RAAD) database administered by the provincial



Archaeological Branch was consulted to determine if any previously recorded archaeological sites are located within or nearby the project area.

Liaison with First Nations to review available traditional use information and sharing draft reports and maps. Inlailawatash Forestry Limited Partnership (owned by Tsleil-Waututh) agreed to provide mapping and background research services.

Archaeological permit applications were prepared and subsequently obtained from the Musqueam, Squamish, Tsleil-Wauthuth and Stó:lō Nations.

Inviting First Nations representatives to participate in a site visit.

Meetings between PCT staff, Kleanza archaeologist, and Port Metro Vancouver Aboriginal Affairs staff to discuss the AIA approach (March 31, 2014).

Review of borehole sample material remaining from geotechnical investigations in the foreshore area near Reed Point Marina (April 22, 2014).

Phase II: Field Visit

Field investigations were conducted August 18-22, 2014 to locate, record and evaluate

potential archaeological sites present in the project area. The field crew was comprised of two

archaeologists and up to three First Nations Field Technicians with representation from the

Musqueam, Tsleil-Waututh and Kwikwetlam Nations. Field investigations included foot

traverses to observe the project area for possible archaeological evidence and subsurface

testing using hand shovels (foreshore) and a sonic drill rig to investigate more deeply buried

sediments at selected locations within the uplands project footprint. A total of three shovel

tests and 34 boreholes were done (see Figure 44 and Figure 45 below for locations).



Figure 44: Final Drill Locations



Figure 45: Final Shovel Test Locations



Phase III: Reporting and Conclusion

The Kleanza AIA confirmed that the expansion of PCT in 1960 was built from dredged Port

Moody Inlet bottom material and not archaeologically rich shoreline deposits. No further

archaeological investigations are needed within the current footprint of the proposed

expansion of potash facilities at the Pacific Coast Terminals. Please see Appendix 9.0 for a

complete copy of the AIA report.



7.0 COMMUNICATIONS OVERVIEW

In July 2012, PCT announced its intentions to undertake a significant expansion of its facilities

for handling canola oil and potash. A third project was also announced to widen the navigation

channel. Since that time, PCT’s community engagement efforts included communications with

all Port Moody residents, municipal, provincial and federal elected officials, local community

organizations, businesses and First Nations. Communication methods have included:

Company Newsletters (regular publication);

Special Company Newsletter (focused on expansion);

PCT Website Updates;

Media Advertising;

Media Articles;

Presentation to Port Moody City Council;

Presentations to Community Organizations;

Community Open Houses;

Social Media; and as noted in section 6.0 above,

Preliminary information sharing, including site tours with some local First Nations.

The “Growing Our Business” section of the PCT website provides an ongoing reference for the

proposed potash expansion project. Information includes an overview of potash, a summary of

terminal improvements and a short video illustrating the site expansion (see bottom of

presentation and rendering page: http://www.pct.ca/code/navigate.asp?Id=63).

Many of these activities will continue during the PMV project review period, including voluntary

information sharing with local First Nations (i.e., Squamish, TWN and Musqueam). First Nations

representatives have been informed that these information sharing sessions will in no way

substitute PMV’s legal duty to consult and are being undertaken voluntarily by the PCT project

team to develop long-term relationships well beyond the project timeline. For example, PCT has

committed to a stewardship initiative for removing creosote treated piles that are not located

within the company lease boundary nor are they part of the immediate project scope. This

initiative resulted from coordinated communications between PCT, PMV and the Tsleil-

Waututh Nation

Please see Appendix 10.0 for details on PCT communications and examples of community

engagement.

http://www.pct.ca/code/navigate.asp?Id=63



8.0 CONCLUSION

The PCT/KSPC Potash handling system is a vital link in the potash

supply chain that begins with the $4.1 Billion mine in Saskatchewan

and ending in export markets world-wide. PCT enjoys a positive

relationship with the local community which continues to built-up

operational excellence, innovative design and honest two-way

communication. That approach has been carried forward to the

proposed Potash handling system where project planning has strived

to achieve a balance between economic, operational efficiencies and

facilitating “highest and best land use” while preventing or

minimizing environmental, social or cultural impacts. From creating

jobs and boosting local commerce to and dust control, protecting foreshore habitat and First

Nations heritage preservation, PCT’s proposed Potash handling system clearly supports the

PMV Vision for “an efficient and sustainable Gateway”.

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