15 NAVIGATION AND MARINE RESOURCE USE

Pacific NorthWest LNG Environmental Impact Statement and Environmental Assessment Certificate Application

Section 15: Navigation and Marine Resource Use

February 2014 Project No. 1231-10537

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15 NAVIGATION AND MARINE RESOURCE USE

15.1 Introduction The Navigation and Marine Resource Use VC considers project-related issues of navigational safety, marine right-of-way, and various marine uses within the navigable waters of the Prince Rupert Port Authority (PRPA), primarily between Lelu Island and the mainland, Porpoise Harbour and Porpoise Channel and Flora Bank. It also includes passage from Triple Island. Construction and operations of the Project may alter navigation and conflict with recreational, commercial, industrial, or traditional uses of the marine resources particularly near Lelu Island.

Potential project-related effects on marine resources that are not related to usage or navigation can be found in Section 13 of this EIS/Application.

15.2 Scope of Assessment Navigation and Marine Resource Use has been selected as a VC because project activities have the potential to interfere with the public’s right to navigate and subsequently affect recreational, commercial, industrial and traditional uses of marine resources. This assessment describes potential project effects on Navigation and Marine Resource Use, identifies measures taken at the planning stage to avoid or reduce effects, as well as mitigation measures that would be implemented during construction and operation. The potential for project-related accidents and malfunctions to affect Navigation and Marine Resource Use are discussed in Section 22.

15.2.1 Regulatory and Policy Setting

The Navigable Waters Protection Act (NWPA) protects the public’s right to navigate, and regulates the construction of works that may infringe on this right. The Navigation Protection Act will replace the NWPA and is expected to come into force in spring 2014 (Transport Canada 2013). The Navigation Protection Act will be administered by Transport Canada and applies to designated waterways in Canada. It requires that approval from Transport Canada be obtained prior to the construction of works in these waterways; this includes construction of wharves, docks, piers, dams, booms, bridges, overhead cables or pipelines. Approval is subject to a satisfactory review of the final design and development plan for structures by the contractor and will include stipulations for navigational safety lighting requirements, markings on navigation charts, and the addition of navigational aids.

Shipping traffic is regulated under several Acts and regulations. These include (but are not limited to):

Canada Shipping Act

Canadian Ballast Water Control and Management Regulations

Canada Marine Act.

The PRPA, as do most large commercial ports in Canada, operates under the provisions of the Canada Marine Act (CMA), S.C. 1998, c.10 and related CMA regulations, and through Letters Patent issued by the federal Minister of Transport under the CMA. This regulatory framework gives the PRPA the authority to administer the lands and waters within the boundaries of the Port in Prince Rupert Harbour.

Pacific NorthWest LNG Environmental Impact Statement and Environmental Assessment Certificate Application Section 15: Navigation and Marine Resource Use

February 2014

Project No. 1231-10537

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PNW LNG and marine contractors will also be required to manage potential navigation conflicts by filing Notices to Shipping and Notices to Mariners to advise other vessels of potential obstacles during construction and operation.

Subject to Section 56 of the CMA, the PRPA has developed a Harbour Operations – Practices and Procedures manual, which includes a number of requirements. This publically available document includes descriptions of the use of exclusion zones and safety speeds. The Port is also developing policies and procedures for LNG carriers.

15.2.2 Influence of Consultation on the Assessment

Concerns regarding the potential effects of the Project on the marine environment have been identified by Aboriginal groups, government departments, stakeholders, and the public (see Table 15-1).

Table 15-1: Key Issues Raised During Consultation

Issue Issue Raised by Influence on the Assessment

Cumulative effects

First Nations, government agencies, residents

Assessed in Section 15.7.

Effects on marine navigation of the bridge and jetty trestle

Local government, residents, fishing community, fishing union, marine users, local businesses, recreation clubs, PRPA, Pacific Pilotage Authority, BC Coast Pilots, Transport Canada, DFO

Cameras were installed to record marine traffic in Lelu Slough, Flora Bank, and Porpoise Channel to collect data on navigational usage

Effects of exclusion zones on access to marine use areas

First Nations, Local government, residents, fishing community, fishing union, local businesses, recreation clubs

Areas affected by potential exclusion zones were included in the assessment

Effects on Skeena River fisheries

First Nations, fishing industry, local community, environmental non-government organizations (ENGOs)

Focus on assessment of effects to fish species of Aboriginal, commercial, and recreational importance.

Field studies were conducted within 500 m of the project development area (PDA) to fully characterize fish and fish habitat (see Appendix L, Marine Resources TDR).

Effects on fish habitat (e.g., Flora Bank eelgrass bed)

First Nations, fishing industry, local community, ENGOs and other organizations, DFO

Field studies were conducted within 500 m of the PDA to fully characterize fish habitat.

Extensive field studies were conducted to delineate and characterize Flora Bank, augmented with review of satellite images at Flora Bank and other areas around Lelu Island.

Habitat compensation will potentially involve eelgrass transplantation.

Scour studies were and will continue on scour effects of the marine structures (e.g., the marine trestle) and vessel maneuvers on Flora Bank.




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15.2.3 Selection of Potential Effects

Identified issues of concern related to Navigation and Marine Resource Use were:

Navigational concerns related to the trestle for the Project, which will extend 2.4 km from Lelu Island and be located at the north end of Flora Bank. Specific concerns included inability of recreational and fishing vessels to pass beneath the trestle, resulting in additional travel time to navigate around Kitson Island, additional fuel costs, and potential safety considerations.

Navigational concerns related to the bridge from Skeena Drive to Lelu Island, including restrictions in heights and consequently heights of vessels able to navigate in this area.

Potential loss or limits to fishing access and recreational areas.

Based on these concerns, the two potential environmental effects selected for the assessment of this VC are:

Interference with navigation

Effects on fishing, recreation and marine use.

15.2.4 Selection of Measurable Parameters

Table 15-2: Measurable Parameters for Navigation and Marine Resource Use

Environmental Effect

Measurable Parameter(s) and Units of Measurement

Notes or Rationale for Selection of the Measureable Parameter

Interference with navigation

Magnitude and duration of effect on navigation

Measure of effect on the public right to navigate

Interference with existing navigational aids will pose safety concerns for navigation

Effects on fishing, recreation and marine use

Change in number and types of marine vessels as a result of the Project (vessels/month)

Attribute data on marine uses along shipping channel (i.e., fishing, aquaculture)

Recreational activities/destinations overlapping with project infrastructure and project shipping channels (between the terminal and Triple Island pilotage station)

Increased vessel traffic and marine infrastructure may affect existing navigation use

Interference with existing use may pose safety concerns for users

Increased vessel traffic and marine infrastructure may affect fisheries quantity and quality

Increased vessel traffic and marine infrastructure could inhibit recreational use (e.g., ability to kayak, canoe, etc. in the marine waters)

15.2.5 Boundaries

The temporal, spatial, administrative, and technical boundaries for the assessment of effects on Navigation and Marine Resource Use are described below.


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15.2.5.1 Temporal Boundaries

Based on the current project schedule, the temporal boundaries for each project phase are:

Construction: Q1 2015 – Q4 2018

Operations: Q1 2019 – 2048+

Decommissioning: 2048+

15.2.5.2 Spatial Boundaries

Figure 15-3 illustrates the spatial boundaries for this VC. To assess project-specific effects associated with navigation, fishing, public recreation and marine resource use, the spatial boundaries for Navigation and Marine Resource Use are:

The project development area (PDA)—Includes the area for construction of the LNG facility, the pioneer dock, the marine terminal, the materials off-loading facility (MOF), bridge, trestle, and berths.

The local assessment area (LAA)— The LAA includes the PRPA Boundary and the waters extending 10 km both sides of the potential shipping routes (between the terminal and the Triple Island pilotage station).

The regional assessment area (RAA)—the RAA is the same as the LAA.

15.2.5.3 Administrative and Technical Boundaries

The LNG facility will be located on federal lands and waters under the jurisdiction of the PRPA. According to the Port of Prince Rupert 2020 Land Use Management Plan, long-term opportunities suggested for Lelu Island include bulk commodity terminals and general industrial uses (AECOM 2011).

Navigation and cargo containment safety related to LNG carriers and other vessels associated with the Project is being assessed through the Technical Review Process of Marine Terminal Systems and Transshipment Sites (TERMPOL) process (see Section 1.6). Potential accidents related to marine navigation and resource use are assessed in Section 22 (Accidents or Malfunctions).

15.2.6 Residual Effects Description Criteria

Residual effects description criteria for navigation and marine resource use are provided in Table 15-3.




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Table 15-3: Characterization of Residual Effects for Navigable Waters and Marine Resource Use

Characterization Description Quantitative Measure or Definition of

Qualitative Categories

Characterization of Residual Effects

Context Refers primarily to the current and future sensitivity and resilience of the VC to change caused by the Project. Consideration of context draws heavily on the description of existing conditions of the VC, which reflect cumulative effects of other projects and activities that have been carried out, and especially information about the impact of natural and human-caused trends in the condition of the VC.

Low resilience—local assessment area has been previously disturbed by human development or human development is still present

Moderate resilience—local assessment area is moderately affected by human development or human development is present

High resilience—local assessment area is relatively unaffected or not adversely affected by human development

Magnitude Refers to the expected size or severity of the residual effect. When evaluating magnitude of residual effects, consider the proportion of the VC affected within the spatial boundaries and the relative effect.

Negligible—no measurable change to Navigation and Marine Resource Use

Low—a measurable change to Navigation and Marine Resource Use anticipated in low-use areas

Moderate—measurable change to Navigation and Marine Resource Use in moderate-use areas

High—measurable change of Navigation and Marine Resource Use anticipated in high use areas

Extent Refers to the spatial scale over which the residual effect is expected to occur.

PDA—effects are restricted to the PDA

LAA—effects extend into the LAA

RAA—effects extend into the RAA

Duration Refers to the length of time the residual effect persists—which may be longer than the duration of the physical work or activity that gave rise to the residual effect.

Short-term—Effects are measurable for days to months

Medium-term—Effects are measurable for months to 2 years

Long-term—Effects are measurable for >2 years but are not permanent

Permanent—Effects are permanent

Reversibility Pertains to whether or not the residual effect on the VC can be reversed once the physical work or activity causing the disturbance ceases.

Reversible—will recover after project closure and reclamation

Irreversible—permanent.

Frequency Refers to how often the residual effect occurs and is usually closely related to the frequency of the physical work or activity causing the residual effect.

Single event—effect occurs once

Multiple irregular event (no set schedule)—effect occurs more than once but at an unpredictable interval of time

Multiple regular event—effect occurs on a regular basis and at regular intervals throughout the Project

Continuous—effect occurs continuously


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Characterization Description Quantitative Measure or Definition of

Qualitative Categories

Likelihood of Residual Effects

Likelihood Refers to whether or not a residual effect is likely to occur

L = Low probability of occurrence

M = Medium probability of occurrence

H = High probability of occurrence

15.2.7 Significance Thresholds for Residual Effects

A significant adverse residual effect on Navigation and Marine Resource Use occurs when a permanent and non-permitted impairment to navigation and marine use in areas of high importance. Importance was noted if the area is defined for uses by local fishermen, or recreationalists; high importance was defined as uses that occur regularly or frequently.

15.3 Baseline Conditions

15.3.1 Baseline Methods and Data Sources

Baseline information was derived from publicly-available literature (i.e., government reports, regional environmental assessments, fisheries-related websites), stakeholder consultation, and data obtained from the PRPA, including vessel tracking camera data.

15.3.1.1 Literature

Fisheries information was available from existing literature sources. Literature sources containing fisheries information include environmental assessments and supporting documents of projects recently approved by CEAA in the Prince Rupert area: the Canpotex Potash Export Terminal and Ridley Island Road, Rail, and Utility Corridor Potash Terminal Project (Stantec 2011a, 2011b) and the Fairview Terminal Phase II Expansion Project including Kaien Siding (Stantec 2009).

For information on fisheries data that was of importance for food, social and ceremonial (FSC) use for each Aboriginal community, a review of Comprehensive Fishing Agreements (CFAs) made under the Aboriginal Fisheries Strategy (AFS) was conducted. CFAs provide information on annual provisions of FSC fisheries for Aboriginal communities.

15.3.1.2 DFO Data

The primary source of fisheries data and information is DFO’s Statistical Service Unit, which maintains data from the following information sources:

Logbook data from fish harvesters and fisheries observer data

Fish slip data.

The type of information included in the above noted data sets includes:

Landings by weight

Species caught (including targeted fish and those caught as by-catch)

Spatial data according to Fisheries Management Areas (FMAs) and Subareas and species-specific management units




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Types of fishing gear used

Number of fishing vessels

Prices and value

Days fished.

Effort is the amount of time that is spent on the water catching fish, and is used to describe fisheries. Effort data is provided cumulatively (for all years in which data is available) for several fisheries across several years within the North Coast (Pacific North Coast Integrated Management Area [PNCIMA] 2011).

Publicly-available catch (DFO 2011) and effort data (PNCIMA 2011) were used to identify the importance of fisheries within the LAA and RAA. This includes data available for viewing through Mapster.

Logbook and effort data presented on a variety of spatial scales (primarily 4 x 4 km grid cells, but also 25 x 25 km grid cells for groundfish) were used to identify areas of relative importance for fisheries within the LAA and RAA. Rankings of high, medium, and low have been qualitatively assigned based on the three-level classification system shown in Master which uses Jenks natural breaks. These breaks differ for each fishery and are calculated based on the total catch. Catch rates in the lowest break (starting at zero) are classified as “low”, catch rates in the middle break are classified as “moderate”, and catch rates in the highest break are classified as “high”.

15.3.1.3 Stakeholders Consulted on Navigation

Primary research was conducted on three trips in Prince Rupert and Port Edward in June 2013. One-on-one interviews/focus group discussions with marine resource users were conducted in June and early July of 2013. A TERMPOL hazard identification workshop was conducted in Prince Rupert on September 25, 2013 and a meeting was held with marine stakeholders on November 18, 2013. These meetings gathered input on navigational issues from a wide spectrum of the marine user community.

Stakeholders were interviewed from various user groups, including nature tour operators, fishing charters, harbour and marina managers, ferry and water taxi operators, marine towing companies and fishers. Other key stakeholders consulted included Transport Canada, the City of Prince Rupert and the Prince Rupert Port Authority. A full list of stakeholders consulted can be found in Appendix B (Stakeholder Consultation Records).

Information collected describes:

Navigation channels and marine passages around Lelu Island

Navigational aids

The type, volume, seasonality and historical trends in shipping within the LAA

Commercial fishing along shipping channels within the LAA

Community and tourism recreational facilities by type and number for each location, including fishing and boating.


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15.3.2 Overview of Baseline Conditions

15.3.2.1 Navigational Channels

The LNG shipping associated with the Project is planned to approach Lelu Island via Dixon Entrance, and from there via various routes through Chatham Sound dependent upon weather and traffic. The main approach to Prince Rupert inner harbour is between Kitson Island, Lelu Island, and Ridley Island, on the east side, and between Holland Rock, East Kinahan Island, and Digby Island, on the west side (NGIA 2013). Smaller vessels may, however, cut across Flora Bank if tides permit (Kyle 2013, pers. comm).

The navigable waters around Lelu Island include: Porpoise Harbour and Porpoise Channel to the north; the shallow nearshore waters between Lelu Island and the mainland; the waters around Flora Bank and Kitson Island on the west side of Lelu Island; as well as between Lelu Island and Stapledon Island to the east. However, there are three rock hazards between Lelu Island and Flora Bank and only recreational and shallow draft fishing vessels cross Flora Bank (Payne 2013, pers. comm.) (see Figure 15-3).

15.3.2.2 Navigational Aids

Aids to navigation are any structures or services placed along the coast that increase safety for marine traffic. These include fixed aids (e.g., lighthouses, beacons, and lights) and floating aids (e.g., buoys). The Canadian Coast Guard (CCG) publishes annual information about these aids in ‘List of Lights, Buoys, and Fog Signals’ (DFO 2013b). According to this List, such aids are located in the RAA (Triple Island, Lucy Island, Tugwell Island, Hecate Strait). There are also navigational aids at the entrance to Porpoise Channel, including a pair of leading lights at the northwest tip of Lelu Island and at least a dozen shore lights, leading marks and buoys between Triple Island and Lelu Island. Notices to Mariners contain additional current safety information including missing or damaged navigational aids, and dangerous debris.

There are also radio aids to navigation, which include Global Positioning System (GPS), Differential GPS (DGPS), and Radar Reflectors and Radar Beacons (RACONS). The United States government maintains the GPS system, while the CCG provides corrections through the DGPS stations. The Prince Rupert region is serviced by the DGPS station located in Sandspit on Haida Gwaii.

The Canadian Coast Guard runs Marine Communications and Traffic Services (MCTS), which provides marine safety communications as well as co-ordination with rescue resources. One of the centres where this is provided is at Prince Rupert.

15.3.2.3 Navigational Safety

There are several commercial vessel anchorages as well as areas of refuge located within the RAA. The latter are sheltered locations designed for vessels to anchor in inclement weather. These are regulated by Transport Canada in collaboration with DFO and their locations are updated regularly. Vessels in need of safe harbour contact the CCG to determine safe harbour locations (PNCIMA 2011). The closest area of refuge to the project site is located on Smith Island (see Figure 15-4). Towboat reserves are areas set aside for the temporary shelter of commercial traffic during inclement weather. Shoreline development is restricted in these areas and commercial vessels are given priority anchorage. These reserves do not appear on marine charts. Council of British




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Columbia Yacht Clubs (CBCYC) publishes a catalogue of boat havens for use by small vessels (CBCYC 1996).

The Prince Rupert Port Authority is currently trialing additional commercial vessel anchorage positions (an increase from 19 to 30) (PRPA 2012). Upon completion of this trial, the Prince Rupert Port Authority’s Practices and Procedures will be updated with the new anchorage positions.

15.3.2.4 Marine Infrastructure

Four Coast Guard Stations (with up to 90 staff) are located in the North Coast. One of these stations is located in Prince Rupert at the Seal Cove Seaplane Base. The Prince Rupert CCG Station offers the following services to assist maritime safety (DFO 2007):

Search and Rescue (SAR)

Office of Boating Safety - promotes marine and boating safety through distribution of safety information and publications

Waterways Development - responsible for the safety and accessibility of active fishing harbours

MCTS - provides information on marine weather conditions, first response to distress calls, managing vessel traffic movement in Canadian waters

Aids to Navigation - deploys and maintains buoys and beacons

Environmental Response - coordinates pollution preparedness planning, aerial surveillance, environmental education, pollution prevention, monitoring and response.

The following facilities are all part of the PRPA: Fairview Container Terminal, Ridley Terminals (coal and petroleum coke), Pinnacle Pellets (wood pellets), Prince Rupert Grain, Northland Cruise Terminal, and Atlin Terminal (small cruise ships) (PRPA 2013a). The PRPA also owns a number of water lots and a 26.57 ha parcel on South Kaien Island. Ridley Island, Coast Island, Lelu Island, Kinahan Islands, and Kitson Island are all owned by PRPA as well (PRPA 2013b).

Port Edward Harbour Authority serves small craft harbours in each of the small vessel marinas in Prince Rupert and Port Edward (Fairview Harbour, Porpoise Harbour, Rushbrook Harbour, and Cow Bay Harbour).

There are several other types of marine facilities within Prince Rupert and Port Edward including marinas, yacht clubs, public wharves, and coastal ecotourism and fishing lodges (see Figure 15-4). Information on these facilities located within the RAA is presented in Table 15-4.


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Table 15-4: Marine Facilities Located within the RAA (excluding PRPA industrial wharves)

Name Type Location Facility Servicesa

Cow Bay Harbour

Marina Cow Bay Road, Prince Rupert

Tie-up floats and drive-on wharves

Moorage for approximately 350 vessels

Shore power at all berths

Potable water on tie-up floats

Fairview Harbour

Marina Foot of Park Ave., Prince Rupert

Harbour Authority Office

CCG Lifeboat Station




Potable water on north tie-up floats

Rushbrook Harbour

Marina 299 George Hills Way, Prince Rupert

Harbour Authority Office





Public Washrooms

Shower

Fish Cleaning Station

Public Parking

Public Boat Ramp

Video Security

Porpoise Harbour

Marina 200 Bayview Dr., Port Edward

Harbour Authority Head Office





Gillnet repair rack floats

Gillnet cubicle storage

Gear lockers

Seine net storage

5000 and 40 000 forklift service

Washrooms and shower facility

Coin Laundromat

Offsite parking

Video security

Seal Cove Seaplane Basec

Commercial Sea Plane Base

Seal Cove, Prince Rupert

Coast Guard Station 64

Carriers Charters: North Pacific Seaplanes, Inland Air Charters Ltd., Helijet

Offers scheduled service to surrounding communities; passenger, freight, and charters




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Name Type Location Facility Servicesa

Prince Rupert Rowing and Yacht Clubd

Yacht Club Cow Bay, Prince Rupert

30 amp max power available

Fuel – Northwest Marine fuel docks

Moorage

Western Canada Marine Responsee

Spill Response

101 Drydock Road, Prince Rupert

Services 27,000 km of coastline

30 vessels in operation; a few larger vessels and access to various contractors

Transport Canada requires 72 hours of response time

NOTES: a Port Edward Harbour Authority Operations (PEHA 2012) b Contact info and locations for marinas (WorldWeb.com 2013) c Prince Rupert Airport Authority information on Seal Cove (PRAA 2013) d Prince Rupert Rowing and Yacht Club website (PRRYC 2011) e Personal Communication with Robert Stromdahl and (WCMR 2013)

15.3.2.5 Navigational Traffic

Navigational traffic is aided by the CCG through Marine Communications and Traffic Services (MCTS).

Commercial Traffic

Vessels used for commercial shipping of cargo include tankers, barges, tugboats, bulk carriers, and ships designed to transport specific raw materials and finished products (DFO 2007). Commercial vessels currently use the following marine terminals (PRPA 2013b):

Prince Rupert: Atlin Terminal, Northlands Terminal, Fairview Container Terminal North and South, Westview, Ocean Dock, and Cruise Ship Lightering Facility

Ridley Island: Prince Rupert Grain Terminal, and Ridley Terminals

Port Edward: Aero Trading Facility (Mirau 2012, pers. comm.).

Large commercial traffic generally includes coal, grain, pellet, wood chip and wax carriers, container

ships, cruise ships, logs and tankers. Most of the facilities that handle these cargoes are located along the Prince Rupert waterfront and the west coast of Ridley Island.

Within the next seven years, numbers are expected to increase to approximately 1,500 vessels by 2017 (see Table 15-5) (Paulson 2013 pers. comm).

Table 15-5: Past Vessel Calls and Call Projections for Large Vessels within Prince Rupert Port

Terminal/Type 2013 2014 2015 2016 2017 2018 2019 2020

RTI – Coal 145 155 155 166 240 240 240 240

PRG – Grain 105 105 105 105 105 105 105 105

Inner Anchorages - Logs 25 25 25 25 25 25 25 25

Inner Anchorages - Gen Cargo

12 12 12 12 12 12 12


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Terminal/Type 2013 2014 2015 2016 2017 2018 2019 2020

Canpotex Potash 50 50 50 70 70

Westview (formerly HPI-Wood Pellets)

5 30 30 50 50 50 50 50

FVN – Liquid Wax 3 3 3 3 3 3 3 3

Northland – Cruise 7 10 10 25 25 25 25 25

Atlin - Cruise 2 4 4 4 4 4 4 4

FVS – Container 165 165 208 208 208 312 312 312

LNG 324 374 524

Ridley Island Plan - Bulk 30 50 50 50

Other (Project Cargo) 25 25 50 50 50 50

Total 457 509 577 673 802 1,250 1,320 1,470

NOTE: Commercial Vessel Call Projections provided by Prince Rupert Port Authority (November 2013)

Ferry/Cruise Ship Traffic

A number of ferry routes intersect the RAA and LAA (see Figure 15-3).

BC Ferries runs year-round scheduled services from Prince Rupert to both Port Hardy and Skidegate. The Port Hardy route runs approximately 5-8 trips per month in the off-season from October to May and then s every other day from June to September. Trips to Skidegate run approximately 3 times per week in the off-season and 4-6 times per week during the summer (BC Ferries 2012).

The Alaska Marine Highway System also runs year-round ferry service to and from Prince Rupert. From June through August, there are approximately 16 to 19 trips per month. Winter service, September through May, runs four to 11 trips per month (State of Alaska 2013). There is also the Digby Island Ferry, run by the Prince Rupert Airport Authority, which operates between the Prince Rupert Airport (YPR) on Digby Island and the Fairview Terminal in Prince Rupert. The ferry runs six round-trips on Monday, Wednesday, Thursday, Friday, and Sunday; five round-trips on Tuesday; and four round-trips on Saturday (PRAA 2013).

There are two water taxi companies, Metlakatla Ferry Service and North Co-Corp, servicing the Prince Rupert area. Metlakatla Ferry Service runs between Prince Rupert and Metlakatla, with six round-trips from Monday to Friday in the fall and an additional trip strictly for school district 52. North Co-Corp is jointly owned by Hartley Bay, Kitkatla, and Metlakatla; and runs from Prince Rupert to each of these communities, as well as Oona River. They run between one and three round trips per day on Sunday, Monday, Thursday, and Friday all year except for January (Metlakatla First Nation 2013).

Cruise ships that stop in Prince Rupert are serviced by either Northlands Terminal or Atlin Terminal. Northlands accommodates vessels up to 300 m in length, while Atlin accommodates smaller, explorer-class cruise ships and large private yachts (Metlakatla First Nation 2013). In 2010, over 400 large cruise ships passed through the North Coast along the Inside Passage to and from Alaska, of which 23 of those vessels, carrying 55,300 passengers, made stops in Prince Rupert at the Northlands Terminal (PNCIMA 2011).




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In addition to the larger cruise ship traffic, there are several smaller cruise ship companies that make port calls in Prince Rupert at the Atlin Terminal (DFO 2007):

Lindblad Expeditions Cruises (Sea Lion and Sea Bird)

Cruise West (Spirit of Oceanus)

American Safari Cruises (Safari Escape and Safari Quest)

Glacier Bay Cruiseline (Executive Explorer)

Clipper Cruises (Yaletown Clipper)

Radison Seven Seas Mariner (Seven Seas Mariner).

15.3.2.6 Commercial Fisheries

Major fisheries within the LAA and RAA include salmon (seine and gillnet), Dungeness crab (trap), and shrimp (trawl) (see Figure 15-5, Figure 15-6 and Figure 15-7). Within the RAA, particularly around Triple Island, fisheries include rockfish, red sea urchin, and geoduck and horseclam. Other commercial fisheries occurring at lower reported levels include shrimp and prawn (trap), groundfish (trawl), halibut (hook and line), king crab (trap), and salmon (troll).

Additional minor fisheries that may occur in the RAA include black cod, red snapper, lingcod, sea snails, squid, scallop, pilchard, eulachon, dogfish, and Pacific (grey) cod (Watson and Vaughan 2010).

A summary of the types of commercial fisheries found in the LAA and RAA is presented in Table 15-6. The data is either rated by effort or landed weight and is subjectively classified as low, medium or high based on the 3-level classification system described in Section 15.3.1.2. Effort data (e.g., the amount of time that is spent on the water catching fish, which varies by fishery) is provided cumulatively (for all years in which data is available).

Table 15-6: Summary of Commercial Fisheries in the LAA and RAA and Relative Importance

Fishery Relative Importance

Salmon (gillnet and seine) High cumulative effort from 2001-20071

Salmon (troll) Low cumulative effort from 2001-20071

Dungeness crab (trap) Low cumulative landings throughout RAA from 2001-2009. 2 Highest catch on an annual basis occurs near the trestle.

King crab (trap) Caught at low levels near the trestle.2

Shrimp (trawl) Cumulative catch quantities are higher around trestle compared to other areas in RAA.

Shrimp and prawn (trap) Low to moderate catches (provincial scale) throughout RAA. 2

Roe herring (gillnet) Low cumulative catches2

Rockfish (hook and line) High effort1 around Triple Island but low landings (provincial scale)2.

Halibut (hook and line) Moderate effort1 around Triple Island; landings data unknown2.

Red sea urchin (dive) High effort1 and cumulative catches (provincial scale)2 around Triple Island.

Geoduck and horseclam (dive) High effort1 and moderate catches around Stephens Island and Triple Island2.

Groundfish (trawl) Low catches in only one 4 x 4 km area of RAA2.


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Fishery Relative Importance

Octopus (dive) Low catches in only one 4 x 4 km area of RAA on north coast of Stephens Island2.

Sea cucumber (dive) Low catches, only occurs on north coast of Stephens Island2.

DATA SOURCES:

Assessment of relative importance was conducted using publicly available data: Effort data: PNCIMA 2011

Catch data: DFO 2011

Section 13 of the EIS/Application provides detailed information on Marine Resources.

Commercial Fishery Closures and Openings

The PRPA restricts the harvesting of resources within the harbour in the following ways (PRPA 2008):

There is to be no fishing with nets within the inner harbour without prior approval by the PRPA. Nets must not be left unattended when deployed.

There is to be no trap fishing in the inner harbour within 100 m of any berth, jetty, float or other structure used by watercraft. Trap fishing within a designated aircraft landing zone is prohibited.

No gill or other net shall be cast or allowed to drift in a navigable channel of Prince Rupert harbour.

Crabbing will not be permitted in the harbour in any location that could constitute a hazard to navigation and the safety of persons.

These fisheries restrictions do not preclude recreational or subsistence fishing, particularly with a line and hook. Recreational or subsistence fishers can obtain permits from the PRPA to fish within the inner harbour if the fishing does not interfere with navigation (Stantec 2009).

Commercial fisheries occur year-round, with some fisheries having specific timing and quotas determined on an annual basis, and sometimes with only a few days’ notice (e.g., salmon) depending on migration times and biomass estimates.

15.3.2.7 Aboriginal Fisheries

Five Aboriginal communities are dependent on marine resources found within the study area (as described in the EIS guidelines):

Metlakatla First Nation

Lax Kw’alaams First Nation

Gitxaala Nation

Kitselas First Nation

Kitsumkalum First Nation.

Several species are fished for food, social, and ceremonial (FSC) purposes. These include:

Salmon (Chinook, sockeye, chum, coho, pink)




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Halibut

Sablefish

Groundfish

Herring and herring spawn

Eulachon

Shellfish

Bivalves

Marine mammals (seals and sea lions).

Several Aboriginal communities hold communal commercial licenses, whose quotas are established as a result of the Allocation Transfer Program. The aim of the Allocation Transfer Program is “to support fisheries-based economic development for First Nations groups in coastal communities by providing opportunities to get more involved in the commercial fishing industry” (DFO 2013a). Target fisheries include halibut, salmon, rockfish, herring, red sea urchin, crab, shrimp, and prawn.

15.3.2.8 Recreational Fisheries

Recreational fisheries for salmon, halibut, and rockfish (BCMCA 2012; DFO and BC Ministry of Sustainable Resource Management 2004) and crab (BCMCA 2012; Wright 1996) occur throughout the RAA. Recreational prawn and shrimp trap fisheries also occur in the RAA (BCMCA 2012). Concentrations of recreational fishing occur around the north coast of Stephens Island, Triple Island, Rachael Islands, Lucy Islands, the Kinahan Islands, and Kitson Island (DFO and BC Ministry of Sustainable Resource Management 2004; Wright 1996; BCMCA 2012) (see Figure 15-8). Interviews with some local sports fishermen and tour operators indicated that they did not fish in the LAA and the area around Lelu Island (PC Tourism Prince Rupert 2013).

15.3.2.9 Other Marine Industry

Aquaculture

Most of BC’s aquaculture takes place south of the North Coast area. There are 11 shellfish farms within the North Coast area, which is 2.4% of the farms in BC (DFO 2007). None of these are located in the LAA or RAA; the nearest site is at Porcher Island (BC MOA 2010). There are no finfish operations located in the LAA or RAA; since 1998 there has been a moratorium on finfish aquaculture development in northern BC (PNCIMA 2011).

Log Booming Operations

The forestry industry uses water-based log handling in mountainous terrain to store bundled logs in a boom until they are ready to be transported to a processing centre. Logs are towed out either by tug or barge and, once processed, are transported either by land or by water to a dryland log-sorting site in Prince Rupert, Port Edward, or Ridley Island (PNCIMA 2011).

There are 450 log-handling tenures and coastal watersheds that flow into the North Coast area for a total of 57.4 km2 (PNCIMA 2011).


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15.3.2.10 Recreational Traffic

Recreational users navigating through the RAA include fishing, tourism, and recreational boating. Recreational boat users primarily enter Chatham Sound south of Digby Island and go either north along the west side of Kaien Island towards Prince Rupert or south of Ridley Island towards Port Edward (see Figure 15-9).

PRPA recently started monitoring vessel traffic with cameras placed in four locations within the Porpoise Harbour area (see Table 15-7, Table 15-8, Table 15-9 and Figure 15-10). These data show that the majority of vessels using this area are under 20 m, travel through the Channel and are vessels used for recreation. The majority of activity also takes place during the summer months of July and August.

Table 15-7: Vessel Count in Porpoise Harbour between April and November 2013

Location

Channel Slough Flora Bank Coast Island Total

In 3,595 (81%) 303 (7%) 543 (12%) 0 4,441

Out 3,283 (82%) 189 (5%) 545 (13%) 0 4,017

Total 6,878 (81%) 492 (6%) 1,088 (13%) 0 8,458

SOURCE: Modified from PRPA (2013c)

Table 15-8: Vessel Count by Type in Porpoise Harbour between April and November 2013

Vessel Type

Location Size

Channel Slough Flora Bank

Coast Island

Non-reporting

Reporting Total

Recreational 3,707 (54%)

452

(92%)

435

(40%)

0 4,579

(61%)

15

(1%)

4,594

(54%)

Fishing 2,449

(36%)

34

(7%)

627

(58%)

0 2,771

(37%)

339

(36%)

3,110

(37%)

Commercial 722

(10%)

6

(1%)

26

(2%)

0 164

(2%)

590

(63%)

754

(9%)

Total 6,878 492 1,088 0 7,514 944 8,458





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Table 15-9: Vessel Count by Month in Porpoise Harbour between April and November 2013



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Sea Kayaking

Sea kayaking within the RAA primarily occurs around Kaien Island, with the most popular areas including the west side of the island, Chatham Sound, and towards Porcher Island (see Figure 15-11). Two companies, Eco-treks and Skeena Kayaking, offer kayaking services including rentals and guided tours within Prince Rupert and Port Edward.

15.3.2.11 Parks and Recreational Sites

Recreational sites within the LAA include Kitson Island and Kitson Islet located at the mouth of the Skeena River within Flora Bank, 5 km south of Port Edward. Kitson Island and Kitson Islet are located south of the Project’s marine terminal at the north end of Flora Bank.

A sandy beach on the southeast side of Kitson Island is a day use destination for the people of Prince Rupert for beach activities, picnicking and short hikes. Backcountry camping is permitted. The island is a popular overnight stop for kayakers travelling between the mainland and Porcher Island (BC Ministry of Water, Land and Air Protection 2003). Landing beaches are present. Some overnight moorage may occur by the island but the anchorage is somewhat exposed and the island lacks fresh water.

15.4 Project Interactions with Navigation and Marine Resource Use

Potential project interactions with Navigation and Marine Resource Use have been rated in Table 15-10 with justification for the ratings provided in the subsequent text.

Table 15-10: Potential Effects on Navigation and Marine Resource Use

Project Activities and Physical Works

Potential Environmental Effects

Interference with Navigation

Effects on Fishing, Public Recreation and Marine Use

Construction

Site Preparation (land-based) 1 1

Onshore Construction 1 1

Vehicle Traffic 0 0

Dredging 2 2

Marine Construction 2 2

Waste Management and Disposal 0 0

Disposal at Sea 1 1

Operational Testing and Commissioning 0 0

Site Clean Up and Reclamation 0 0




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Project Activities and Physical Works

Potential Environmental Effects



Operations

LNG Facility and Supporting Infrastructure on Lelu Island

1 1

Marine Terminal Use 2 2

Shipping 1 2

Waste Management and Disposal (liquid, solid, and hazardous)

0 0

Fish Habitat Offsetting 1 1

Wetland Habitat Compensation 0 0

Decommissioning

Dismantling Facility and Supporting Infrastructure 1 1

Dismantling of Marine Terminal 1 1

Waste Disposal 0 0

Site Clean Up and Reclamation 0 0

KEY:

0 = No interaction.

1 = Potential adverse effect requiring mitigation, but further consideration determines that any residual adverse effects will be eliminated or reduced to negligible levels by existing codified practices, proven effective mitigation measures, or best management practices (BMPs).

2 = Interaction may occur and the resulting environmental effect may exceed acceptable levels without implementation of project-specific mitigation. Further assessment is warranted.

15.4.1 Justification of Interaction Rankings

The ranking takes a conservative approach, whereby interactions with a meaningful degree of uncertainty will be assigned a rank of 2, ensuring that a detailed environmental effects assessment is conducted.

Each phase of the Project, and key activities within those phases were examined to determine what the potential interactions would be on the two effects identified. Activities that will take place solely on land were generally deemed to not have any effect on navigation or marine use, and are ranked 0.

Construction and operation activities will bring additional vessels to the marine environment. As such, there is a potential for them to affect navigation, fishing, public recreation and marine use. Any activities that had some component in its life-cycle in the marine environment are ranked as 1 or 2.

Interactions between activities whose sole interaction with the marine environment was through material transportation (site preparation [land-based], onshore construction, disposal at sea, operation of the LNG facility and supporting infrastructure on Lelu Island, and dismantling the facility, supporting infrastructure and marine terminal), and both interference with navigation and effects on fishing, public recreation and marine use have been ranked as 1, therefore requiring some mitigation. Existing vessel management procedures will mitigate effects from these activities.


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Because these interactions can be mitigated through the use of these procedures, no additional analysis is warranted.

The interaction between shipping and interference with navigation with potential adverse effects has also been ranked as 1, therefore requiring some mitigation. These effects will also be mitigated by existing vessel management procedures, such as utilization of marine communications and traffic advisory services. Because this interaction can be mitigated through these procedures and plans, no additional analysis is warranted.

Interactions between fish habitat offsetting and both interference with navigation and effects on fishing, public recreation and marine use have been ranked as 1; therefore, requiring some mitigation. These interactions are mostly because of vessel traffic associated with habitat construction, and as with other vessel traffic related effects will be mitigated be existing vessel management procedures. Additional effects may arise from new habitat features constructed in the marine environment (e.g., reefs). These could present a new navigational hazard, and potentially influence access to marine use areas. However, standard procedures for updating marine charts would mitigate navigation effects, and effects on marine resource use are likely to be positive rather than adverse, because of the new habitat. Because these interactions can be mitigated by standard marine procedures or are likely to be self-mitigating, no additional analysis is warranted.

All other interactions were ranked as 2. In particular, dredging, marine construction, marine terminal operations and shipping warrant further analysis. Those activities ranked as 2 will be assessed within Section 15.5.

15.5 Effects Assessment

15.5.1 Analytical Methods

15.5.1.1 Analytical Assessment Techniques

The assessment of effects to navigable waters and marine resource users involved review of available baseline information and consultation with potentially affected marine user groups.

A review of the navigation and marine resource use effects from similar-type projects was examined to determine the range of effects expected and mitigation methods.

While the assessment is primarily qualitative, measurable parameters were used where practical to determine the degree to which an effect might require mitigation of residual effects. Measurable parameters are listed in Section 15.2.4.

15.5.1.2 Assumptions and the Conservative Approach

For fisheries statistics, Mapster data are available up to 2009 for most fisheries. This data provide information on general fisheries trends. One-on-one interviews, focus group discussions, and consultation with regulators, First Nations, and the general public was also undertaken to identify issues, characterize effects, and develop mitigation measures. Inevitably, in such an approach some individuals or groups may be missed. To accommodate the uncertainty due to data limitations a conservative approach was taken to protect navigation and marine resources through ample mitigation and environmental protection planning, including the TERMPOL process (see Section 1.6).




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15.5.2 Interference with Navigation

15.5.2.1 Potential Effects

Construction

Pioneer Dock

At the start of the construction phase, a pioneer dock will be established on Lelu Island for initial off-loading of construction equipment (prior to construction of the MOF and the bridge). The dock will consist of floating barges secured with piles, rock/gravel ramps to land, and a gangway. The pontoons will not interfere with navigation, but vessels accessing the dock will increase marine traffic in Porpoise Channel.

Lelu Island Bridge

During the construction phase, a permanent bridge will be constructed connecting Lelu Island to Skeena Drive on the mainland. This area is known as Lelu Slough and is only navigable at high tide by shallow draft vessels. Small boats currently use this channel for navigation and there is potential for navigation to be affected or limited when construction takes place and during the operations phase, if the bridge prevents passage of any of those vessels. At present, the PRPA has indicated that they do not encourage navigation through Lelu and Stapledon Sloughs due to safety concerns.

Figure 15-1: Bridge from Lelu Island to the Mainland


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MOF

The width of Porpoise Channel is approximately 500 m at its widest point and averages approximately 300 m. Construction vessels and barges will be mooring within the embayment area inside the channel and at the MOF berth face. Approximately 690,000 m3 of material will be dredged over an area of 5.4 ha using clam-shell dredging equipment. The presence of construction barges may cause congestion in this area with respect to existing marine traffic. Underwater blasting may be required for construction of the MOF.

Marine Terminal

The marine terminal will incorporate pipe pile supported trestle and berth structures (See Figure 15-2). Piles will be driven through the sediment and anchored into the underlying bedrock. The construction of the trestle will affect navigation across Flora Bank, which occurs during brief periods when sufficient height of tide allows passage of shallow draft vessels. One span of the trestle near Lelu Island will be high enough to permit passage of vessels up to gill netter size beneath the trestle. Construction of the marine terminal will involve dredging approximately 7 million m3 of material over an area of 84.6 hectares, which will affect navigation during the construction phase. The waters around the marine terminal are used for recreational boating, as well as recreational, commercial and Aboriginal fishing. Changes in lighting at the terminal may also interfere with nighttime navigational aids. Support vessels (e.g., cranes, tug boats, drill rig, vibro-hammer, excavator and dredger) will likely be required during construction for pile driving, dredging and disposal of dredge material.

Figure 15-2: Marine Terminal (Trestle and Berths)

Operations

Lelu Island Bridge

Approximately 6% of the total traffic observed in Porpoise Harbour goes through Lelu Slough. Of that traffic, approximately 92% is recreational vessels (PRPA 2013c). Navigational concerns are related to the bridge from Skeena Drive to Lelu Island which local recreationalists and fishermen are afraid would prevent users from passing underneath the bridge. The Slough is used by locals and only at high tide due to its shallowness. According to the conceptual design, the navigable span is 24 m wide and the height of the bridge is approximately 11 m above the high water level. The maximum height of most recreational vessels and gillnetters has been ascertained, by a study (and discussion with local fishermen), of vessels berthed within the Port Edward Harbour Authority, to be less than 11m air draft in all but exceptional cases (Kyle, 2014a, pers. comm.). It is also expected to be of a width that would be safe to pass between piles spaced 42.8 m apart. Observations by the PRPA showed that between April and November 2013 only 34 fishing vessels (out of 8,458 observed in the harbour) were seen to be using the Slough (PRPA 2013c).




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MOF

A majority of the traffic (81%) in Porpoise Harbour was viewed going through Porpoise Channel. The remainder was observed transiting by way of the Slough (6%) and across Flora Bank (13%)(PRPA 2013c). Most vessels traveling from Port Edward into Chatham Sound must pass through the Channel. Large commercial vessels may at times encounter restricted passage conditions due to maneuvers of construction vessels entering or leaving the MOF during that phase (fishing and recreational vessels will not be obstructed).

Marine Terminal

Approximately 13% of the total traffic in Porpoise Harbour goes across Flora Bank (PRPA 2013c). The trestle would extend 2.4 km from Lelu Island and traverse Flora Bank. At one span, the trestle will have a clearance of approximately 11 m between the high water mark and the bottom of the trestle designed to allow vessel transit beneath. The height of most recreational vessels and gillnetters has been determined through vessel survey as well as discussions with local fishermen and the Port Edward Harbour Authority, to be 11 m or less. The trestle will have one passage zone of 11.3 m height above the high water mark and at least 22.5 m wide, which is a sufficient width for passage by gillnetters. More than 50% of the traffic observed in Flora Bank are fishing vessels. Most fishing vessels are approximately 30 to 35 feet long, with a 4-foot draft and 20-30 foot mast (Prince Rupert Rod and Gun Club 2013, pers. comm.). By designing the trestle to allow safe vessel passage, traditional routing across the north end of Flora Bank can still occur in adverse weather. In inclement weather with high winds, vessels will need to be able to get to shore in as little time as possible, and would face a longer, more exposed passage if forced to travel seaward of the trestle and berths.

In addition, it is expected to save vessels between 20 and 45 minutes as opposed to if they had to travel around it. Based on discussions with stakeholders, it is expected that this will affect fishermen from July-August and recreationalists year round. Over 500 vessels were observed from April to November of 2013 crossing Flora Bank. Based on a conservative assumption that patterns will not decrease over the winter months, this would be the equivalent of nearly 1,200 vessels or 2,400 trips crossing per year (PRPA 2013c).

Construction of the LNG terminal berths may also require breakwaters to protect the berths from westerly swells. In the future, regulatory authorities may require a safety zone off the LNG berths and other marine structures, or the LNG carriers themselves while maneuvering; those distances have not been determined at this stage, and will be set in consultation with PRPA. For the purposes of this assessment, an exclusion zone of 50 m to 100 m is assumed.

Decommissioning

The additional marine traffic associated with dismantling and removal of infrastructure may affect other marine users. It is anticipated, that upon project decommissioning, the bridge to Lelu Island, as well as the trestle, would remain in place. Thus, effects related to these structures will be the same as those during the operational phase.

15.5.2.2 Mitigation

Mitigation measures include provision for making vessels aware of construction activities in the PDA and safety zones (no-go areas). These measures include a Notices to Shipping and a Notices to


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Mariners; compliance with the NWPA approval conditions; taking into consideration TERMPOL study findings; and following all PRPA and PPA procedures (including mandatory piloting, speed limits, and safety/exclusion zones). Navigation restrictions and routing advisories will be identified and communicated to the marine community as required. Measures to reduce lighting interference with navigation and navigational aids will also be implemented; see Section 9 (Ambient Light) which refers to mitigation to reduce stray lighting. Mitigation measures will include:

A Marine Communications Plan will be implemented, which identifies measures so that all marine traffic is made aware of any project construction activities and that details the local marine communications and project-related safety procedures.

Safety zones will be established during construction that specify “no go” areas.

Lighting will be designed to reduce stray lighting.

Navigational aids will be installed on structures where required to enhance navigation safety.

Navigational charts will be updated to show the MOF and trestle and berth locations.

Sufficient clearance (11 m above HHW) for gillnetters will be provided beneath the Lelu Island bridge and the trestle spans that best supports navigation to and from Porpoise Channel over Flora Bank.

Escort vessels will be used to confirm the route is clear and safe and that other vessels do not intrude safety zones.

Tugs will be used for the safe transit and docking of LNG carriers.

Traffic management and routing options will be assessed to help small craft know which route a carrier will follow, if deemed necessary by the port and pilots based on analysis of TERMPOL studies.

Limits on environmental conditions under which operations can be conducted safely (visibility, day-time operations, wind) will be set consistent with results from the TERMPOL studies, consultation with pilots, and LNG terminal practices throughout the industry.

15.5.2.3 Characterization of Residual Effects

Residual effects related to interference with navigation are summarized in Table 15-11. Mitigation measures will alleviate effects related to the operation of a marine terminal, including the trestle and two LNG berths. The implementation of the marine communication plan and safety zones will limit potential residual effects of physical interference by providing users with advance notice of on-going construction and alternative routes. Mitigation measures associated with lighting and navigational aids will further reduce potential residual interference with navigation.

During construction, these potential effects are anticipated to be within the LAA, be medium-term, and to occur at irregular intervals. The effects will be reversible when construction ends. During operations, the potential effects will continue to be within the LAA, but will be long term and will occur continuously. At decommissioning, the trestle and berth structure may be left in place and lighting will be reduced. Therefore, the residual effects are be expected to be permanent—though reversible, if the structures are demolished—but of low-moderate magnitude.




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15.5.2.4 Likelihood

The likelihood of a residual effect on navigation is moderate since vessels will be able to traverse Flora Bank and the Lelu Island Slough as they currently do. Since a combination of mitigation techniques are being recommended, there is greater likelihood to decrease the potential for any residual effects.

15.5.2.5 Determination of Significance

Based on the analysis above, the Project will cause some impairment to navigation. However, the mitigation described above will allow vessels to continue to travel from Port Edward into Chatham Sound, including areas of Flora Bank and Kitson Island, so that the level of impairment is reduced and areas of high importance are still accessible. The effects are reversible and not permanent. Project residual effects related to interference with navigation are, thus, anticipated to be not significant.

15.5.2.6 Confidence and Risk

The confidence in this prediction is high based on the analysis of similar projects that have posed potential barriers to navigation. Since the confidence in this prediction is not low, no additional risk analysis has been conducted.

15.5.3 Effects on Fishing, Recreation and Marine Use

15.5.3.1 Potential Effects

Construction

Vessel traffic will increase in the LAA during construction of the LNG facility, the marine terminal and supporting infrastructure. Support vessels (e.g., cranes, tug boats, drill rig, vibro-hammer, excavators and dredgers) will be required during construction for pile driving, dredging and disposal of dredge material. This increased traffic with operational safety buffers will mean less space for navigation of existing marine traffic, including fishers, boaters, and recreationalists such as kayakers. It would also affect those in the vicinity such as commercial vessels. Areas of concern include Porpoise Channel since the average width is approximately 300 m.

Operations

During the first phase of the Project (12.8 MPTA), vessel traffic through PRPA waters, and between Triple Island and the terminal, will be approximately one LNG carrier every two days calling at the terminal. At full-build out (19.2 MPTA), this would increase to up to one LNG carrier per day, or 350 per year berthed at the terminal. Each carrier will be at the terminal approximately 24 hours. Current vessel traffic calling at the terminal within the LAA is considered to be low compared to other large ports on the west coast.

Approximately 54% of the vessels currently observed in the harbour are recreational vessels (PRPA 2013c). Recreational traffic does not generally cross Flora Bank unless tidal conditions permit (see Figure 15-9), but instead transits seaward of Kitson Island to and from Port Edward and Prince Rupert inner harbours. Sea kayaking does occur around Kaien Island; however, the highest density


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traffic travels down the west side of the island, out into Chatham Sound toward Porcher Island (see Figure 15-10).

Kitson Island is used mostly by small boaters and kayakers for day use with some overnight use. The island contains no maintained facilities. Kitson Island does, however, provide backcountry recreation opportunities. The closest other areas for backcountry recreation are Seven Sisters Park, 200 km to the east on Highway 16, and within the Gitnadoix River Recreation Area, 40 km east but only accessible by jet-boat. The closest Marine Provincial Parks are Klewnuggit Inlet Marine Provincial Park, 98 km south of Prince Rupert and Union Passage Marine Provincial Park, 98 km southwest of Kitimat. The trestle will not have a large effect on recreationalist kayakers; however, the importance of this area to kayakers for back country recreation is noted.

Stakeholders in Prince Rupert and Prince Edward expressed concerns that visual quality from viewpoints on Kitson Island may be affected. See Section 17 (Visual Quality) for a description of effects on visual quality. A safety zone that might preclude fishing activities in close proximity to the marine structures may be applied. These zones vary for LNG facilities around the world and will be set after risk analysis with the PRPA. The entire area around the trestle and berth area is currently used for catching crabs, and shrimps (see Figure 15-12). A 50-100 m exclusion zone would affect a negligible percentage (less than 0.1%) of the area used for commercial use of crabs and shrimp (see Figure 15-5 and Figure 15-6). While the trestle does bisect an area that is traditionally important for fishing salmon (see Figure 15-7), it affects only a small extent of the extreme southern portion of that area. The area around Smith Island is also used for commercial salmon fishing and will be unaffected by the Project. The total salmon catching area within the LAA that is affected by the trestle is also negligible (less than 0.1%).

Discussion with stakeholders indicates that (see Figure 15-8 and Figure 15-13), not all local recreational fishers fish in the area around Lelu Island (Tourism Prince Rupert 2012). Flora Bank does have some recreational fishing in its vicinity – primarily crabs, shrimps and salmon. The area affected by the trestle is very small compared to the total area used for recreational fishing within the LAA and the RAA (see Figure 15-8 and Figure 15-13).

More discussion on potential project effects on the marine environment including dredging activities can be found in Section 13 (Marine Resources).

Decommissioning

It is anticipated, that upon decommissioning, the bridge to Lelu Island, as well as the trestle, would remain in place. Thus, effects related to these structures will be the same as those during the operation phase.

15.5.3.2 Mitigation

Project-associated shipping will be conducted in accordance with the Canada Shipping Act and in compliance with the requirements of the Canadian Coast Guard (CCG).

In addition to following these rules, practices and procedures, during construction, the following mitigation measures will be established:

A Marine Communications Plan will be implemented, which identifies measures so that all marine traffic is made aware of any project construction activities and that details the local marine communications and project-related safety procedures.




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Sufficient clearance (11 m above HHW) for gillnetters will be provided beneath the Lelu Island bridge and the trestle spans that best supports navigation to and from Porpoise Channel over Flora Bank.

Effects related to navigation (see Section 15.5.2.2) will be mitigated.

Other effects related to marine resources will be mitigated (see Section 13 Marine Resources).

15.5.3.3 Characterization of Residual Effects

Changes in vessel traffic will be low in magnitude given the relatively low level of vessel traffic between the pilotage station at Triple Island and the project site. While the trestle and berth are in a high crabbing and fishing area, any safety or exclusion zones that may be established represent a very small percentage of the overall area available to commercial, recreational and FSC fishers. The population viability of fish species will not be affected by project activities, nor are residual effects on fish habitat expected (see Section 13, Marine Resources), and, therefore, a decline in the quality of fisheries (commercial, recreational, and aboriginal) is not expected.

Kitson Island is of high importance to kayakers and backcountry campers. Recreationalists will still have access and ability to use the current areas. They will, however, be curtailed in the areas they can kayak (i.e., access under the trestle is limited to where the design allows) and will be in an environment that is in close proximity to increased industrial use (See Sections 8 and 9).

During construction, these potential effects are anticipated to be within the LAA, be medium to long-term (two years or greater but not permanent) and to occur continuously. The effects will be reversed when construction ends. During operations, potential effects are anticipated to remain in the LAA (i.e., along the navigational route from Triple Island through PRPA waters and near the marine terminal) and in around the waters of Flora Bank, but long-term (throughout the life of the Project). Vessel transits and berthing will occur on a regular basis. Vessel activities and potential residual effects associated with project construction and operations occur in an area considered as disturbed because of current vessel traffic.

15.5.3.4 Likelihood

The likelihood of a residual effect on marine resource use is moderate since increased shipping and potential for restricted areas around the marine terminal will prevent users from using a negligible amount (less than 0.1%) of the LAA/RAA for recreational, fishing and other marine use purposes.

15.5.3.5 Determination of Significance of Residual Effects

Based on the assessment above, the Project will not represent a permanent impairment to marine resource use. The potential residual effects will affect a limited number of users in the LAA. Although their experience may be affected, they will be able to continue to fish, crab, catch shrimp, kayak, camp and conduct all other marine activities that they are currently doing. There is low likelihood of permanent impairment to fishing, recreation and marine use in areas of high importance. The project residual effects related to fishing, recreation and marine use are anticipated to be not significant.

15.5.3.6 Confidence and Risk

The confidence in this prediction is moderate based on examining similar projects that cause effects to marine resource use such as fishing and recreation, and the mitigation techniques that are


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currently being employed. Since the confidence in this prediction is not low, no additional risk analysis has been conducted.

15.5.4 Summary of Residual Effects

Table 15-11 summarizes the residual effects of the Project on navigation and marine resource use.




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Table 15-11: Summary of Residual Effects on Navigation and Marine Resource Use

Project Phase Mitigation/ Compensation Measures

Residual Effects Characteristics

Lik

elih

oo

d

Sig

nif

ican

ce

Co

nfi

den

ce

Follow-up and Monitoring

Co

nte

xt

Mag

nit

ud

e

Ext

ent

Du

rati

on

Rev

ersi

bili

ty

Fre

qu

ency


Construction Implement a Marine Communications Plan.

Establish safety zones during construction.

Lighting design to reduce stray lighting.

Installation of navigational aids.

Updated navigational charts.

Sufficient clearance (11m above HHW) for gillnetters will be provided beneath the Lelu Island bridge and the trestle.

Use of escort vessels to confirm the route is clear and that other vessels do not intrude safety zones.

Tugs will be used for the safe transit and docking of LNG carriers.

Limits on environmental conditions under which operations can be conducted safely will be set.

Traffic management and routing options will be assessed to determine if de-confliction of LNG carrier routes is necessary for small craft.

L M LAA M R MI M N H None

Operation L M LAA L R C

Decommissioning L M LAA L R C

Residual effects for all phases

L M LAA L R C


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Project No. 1231-10537 15-30

Project Phase Mitigation/ Compensation Measures

Residual Effects Characteristics

Lik

elih

oo

d

Sig

nif

ican

ce

Co

nfi

den

ce

Follow-up and Monitoring

Co

nte

xt

Mag

nit

ud

e

Ext

ent

Du

rati

on

Rev

ersi

bili

ty

Fre

qu

ency


Construction Implement a Marine Communications Plan

Sufficient clearance (11m above HHW) for gillnetters will be provided beneath the Lelu Island bridge and the trestle.

Effects related to navigation (see Section 15.5.2.2) will be mitigated.

Other effects related to marine resources will be mitigated (see Section 13 Marine Resources)

M L LAA M R MI M N M None

Operation M M LAA L R C

Decommissioning M M LAA L R C

Residual effects for all phases

M M LAA L R C

KEY

CONTEXT:

N = negligible level of disturbance

L = low level of disturbance

M = moderate level of disturbance

H= high level of disturbance

MAGNITUDE:

N = Negligible

L = Low

M = Moderate

H = High

EXTENT:

PDA—effects are restricted to the PDA

LAA—effects extend into the LAA

RAA—effects extend into the RAA

DURATION:

S = Short-term

M = Medium-term

L = Long-term

REVERSIBILITY:

R = Reversible

I = Irreversible

FREQUENCY:

S = Single event—effect occurs once

MI = Multiple irregular event (no set schedule)—

MR = Multiple regular event – effect occurs on a regular basis and at regular intervals throughout the Project

C = Continuous—effect occurs continuously

LIKELIHOOD OF RESIDUAL EFFECT OCCURRING :

Based on professional judgment

L = Low probability of occurrence

M = Medium probability of occurrence

H = High probability of occurrence

SIGNIFICANCE:

S = Significant

N = Not Significant

CONFIDENCE AND RISK:

Based on scientific information and statistical analysis, professional judgment and effectiveness of mitigation, and assumptions made.

L = Low level of confidence

M = Moderate level of confidence

H = High level of confidence




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15.6 Cumulative Effects

15.6.1 Context for Cumulative Effects

Expansion and development of port facilities near Prince Rupert and Port Edward and Kitimat will increase vessel traffic into the RAA and the area under jurisdiction of the Prince Rupert Port Authority. Seventeen projects spatially and temporally overlap with the Project and are listed in Table 15-11. Seven of these projects are already in operation and ten are either in planning stages or construction (Canpotex Potash Export Terminal, Enbridge Northern Gateway, Fairview Container Terminal Phase II, Kitimat LNG, LNG Canada, Prince Rupert LNG Facility, Prince Rupert Gas Transmission Project, Watco Pulp Mill, Westcoast Connector, Westview Terminal). Projects in Kitimat will have an effect on the RAA since their vessels will call at Triple Island for piloting enroute to Kitimat.

The extent to which current and foreseeable projects affect navigation and marine use depend upon the timing of construction windows and on the schedule of associated shipping traffic. The configuration of the proposed Prince Rupert LNG facility, which is to be located on Ridley Island, may have additional effects on vessels using Porpoise Channel given the narrow width of the channel (300 m). Pipeline construction vessels along the he alignment of both the Westcoast Connector and the Prince Rupert Gas Transmission Projects to the proposed LNG projects on Ridley and Lelu Island could interfere with surface navigation and pose barriers to navigation of vessels traveling from Port Edward into Chatham Sound.

15.6.2 Cumulative Effects Assessment

The cumulative effects assessment uses a two-step process to determine the potential for cumulative effects on Navigation and Marine Resource Use. In conducting the cumulative effects assessment, the residual effects arising from interactions that scored either a 1 or a 2 in Table 15-10 are considered. The first step consists of a two questions:

Is there a project residual environmental effect?

Does the project residual environmental effect overlap spatially and temporally with those of other past, present or reasonably foreseeable future projects?

Where the answers to both of these two questions are affirmative, a check in Table 15-12 indicates that there is potential for the Project to contribute to cumulative effects on Navigation and Marine Resource Use. Potential contribution of these project effects to cumulative effects is assessed below. The second step consists of one question:

Is there a reasonable expectation that the contribution (i.e., addition) of the Project’s residual effects would cause a change in cumulative environmental effects that could affect the quality or sustainability of the VC?

Where the answer to this question is affirmative, additional assessment of the potential cumulative effects is described below.


February 2014

Project No. 1231-10537 15-32

Table 15-12: Potential Cumulative Environmental Effects on Navigation and Marine Resource Use

Other Projects and Activities with Potential for Cumulative Environmental Effects

Potential Cumulative Environmental Effects



Atlin Terminal

Canpotex Potash Export Terminal

CN Rail Line

Douglas Channel LNG

Enbridge Northern Gateway Project

Fairview Container Terminal Phase I

Fairview Container Terminal Phase II

Kitimat LNG Terminal Project

LNG Canada Project

Mount McDonald Wind Power Project

NaiKun Wind Energy Project

Northland Cruise Terminal

Odin Seafood

Pinnacle Pellet Inc.

Prince Rupert LNG Facility

Prince Rupert Gas Transmission Project

Prince Rupert Ferry Terminal

Prince Rupert Industrial Park

Prince Rupert Grain Limited

Ridley Island Log Sort

Ridley Terminals Inc.

Rio Tinto Alcan Aluminium Smelter and Modernization Project

WatCo Pulp Mill

Westcoast Connector Gas Transmission Project

NOTES:

= Those ‘other projects and activities’ whose effects are likely to interact cumulatively with the Project’s residual effects.

Project-related effects of Navigation and Marine Resource Use are not expected to affect the sustainability of the VC. The PRPA expects to increase shipping to 2,000 ships (4,000 movements) by 2025. Given the current volume of movements from Triple Island at less than 1,000 pilotage assignments




15-33

annually, there is clear capacity to increase the amount of traffic calling at Prince Rupert in reference to other pilotage areas in BC. All shipping traffic into both the Prince Rupert Harbour and Kitimat will arrive and depart from Triple Island, which has the potential to cause congestion. At the Triple Island boarding station, a licensed pilot will board each large commercial vessel desiring to enter the area. This is also where incoming and outgoing LNG carriers on the proposed route would interact with Prince Rupert Marine Communications and Traffic Services (MCTS). The use of certified pilots and established communication and traffic procedures will minimize potential effects related to congestion.

All of the projects described above will be subject to Transport Canada, Canadian Coast Guard and Port Authority (Prince Rupert) safe operating procedures and practices that cover such topics as control of movements, escort vessels, speed, entry into narrow channels, communication, pilotage, and berthing.

15.6.3 Summary of Cumulative Effects

Overlap between the Project and other facilities generating vessel traffic within the RAA is expected to be easily manageable in comparison to other ports on the BC North Coast based on current and planned levels, and the separation distances between the Project and other local projects. The cumulative effects would not affect the viability of navigation within the RAA and are, therefore, expected to be low magnitude and not significant. Additionally, mitigation for the Project would also mitigate cumulative effects arising from existing and future projects within PRPA’s area of jurisdiction, therefore the cumulative effects on navigation and marine resources use are predicted to be not significant..

15.7 Follow-up and Monitoring Compliance audits or inspections will be required for compliance with the requirements of the Canadian Coast Guard (CCG), PRPA Operations Regulations and the Canada Shipping Act.

15.8 Conclusion Most of the navigational concerns for the Project are related to the marine structures including the trestle, which would extend 2.4 km from Lelu Island and be located at the North end of Flora Bank, and a two-lane bridge between the mainland and Lelu Island.

Based on the assessment, construction and operation of the Project may alter navigation and cause some residual effects upon recreational, commercial, industrial, or traditional uses of the marine resources in the vicinity of Lelu Island. These uses may be of economic concern and may affect the recreational experience of those taking part in these waters. While the trestle will traverse area that is currently used for crabbing and fishing, only a small portion will be restricted relative to the entire area available. Fishers and recreationalists will still be able to pass underneath the trestle if they need to cross from one side of the bank to the other. Kitson Island is recognized as an important recreational area within the LAA; however, all current uses including kayaking and backcountry camping will continue to occur. Thus, project effects on navigation and marine resource use are expected to be not significant. Likewise, cumulative effects are also expected to be not significant. Confidence in these conmclusions is moderate.


February 2014

Project No. 1231-10537 15-34

15.9 References

15.9.1 Literature Cited

AECOM. 2011. Prince Rupert Port Authority 2020 Land Use Management Plan. http://www.rupertport.com/documents/prpa-land-use-management-plan/pdf

BC Curious Ltd. 2013. Port Edward. Available at: http://www.ourbc.com/travel_bc/bc_cities/yellowhead_hwy/port_edward.htm. Accessed: April 2013.

BC Ferries. 2012. Inside Passage-Mid Coast-Bella Coola and Haida Gwaii Schedules. Available at: http://www.bcferries.com/schedules/inside/. Accessed: April 2013.

BC Ministry of Agriculture (BC MOA). 2010 Map of Shellfish Aquaculture Tenures. Available at: http://www.al.gov.bc.ca/fisheries/cabinet/shellfish_tenures.pdf. Accessed: March 2013.

BC Ministry of Environment (BC MOE). 2013. Kitson Island Marine Provincial Park. Available at: http://www.env.gov.bc.ca/bcparks/explore/parkpgs/kitson_is/. Accessed: March 2013.

British Columbia Marine Conservation Analysis (BCMCA). 2012. Vector digital data for recreational groundfish, prawn and shrimp, crab, salmon, and anadromous fish. Available at: http://bcmca.ca/datafeatures/

Council of British Columbia Yacht Clubs (CBCYC). 1996. Provincial Boat Havens. Available at: http://www.cbcyachtclubs.ca/boathavens.htm. Accessed: January 2014.

Fisheries and Oceans Canada (DFO). 2007. Interim Marine Habitat Information Requirements. Marine Environment and Habitat Management Division. Department of Fisheries and Oceans Canada. 5 pp.

Fisheries and Oceans Canada (DFO). 2013a. Allocation Transfer Program. Available at: http://www.pac.dfo-mpo.gc.ca/abor-autoc/atp-ptaa-eng.html. Accessed: January 2014.

Fisheries and Oceans Canada (DFO). 2013b. Pacific Coast - List of Lights, Buoys and Fog Signals. Available at: http://www.notmar.gc.ca/go.php?doc=eng/services/list/pacific-coast. Accessed: January 2014.

Goni, Raquel. 2010. Net contribution of spillover from a marine reserve to fishery catches. Marine Ecology Progress Series. Vol. 400: 233-243.

Metlakatla First Nation. 2013. Marine Transportation. Available at: http://www.metlakatla.ca/development_corp/marine_transportation. Accessed: April 2013.

National Geospatial-Intelligence Agency (NGIA). 2013. Sailing Directions (Enroute): British Columbia. Springfield, Virginia.

Pacific North Coast Integrated Management Area Initiative (PNCIMA). 2011. Atlas of the Pacific North Coast Integrated Management Area. Available at www.pncima.org

Pelc, R.A. 2010. Detecting larval export from marine reserves. Proceedings of the National Academy of Sciences of the United States of America. Vol. 107, No. 43:18266-18271.

Prince Rupert Port Authority (PRPA). 2012. Prince Rupert Anchorage Review 2012 – Trial Anchorages. December 12, 2012. Available at: http://www.rupertport.com/media/Anchorage_Trial_v4_Dec10.pdf. Accessed: January 2014.




15-35

Prince Rupert Port Authority (PRPA). 2013a. Facilities. Available at: http://www.rupertport.com/facilities.

Prince Rupert Port Authority (PRPA). 2013b. Operations. Available at: http://www.rupertport.com/operations. Accessed: April 2013.

Prince Rupert Port Authority (PRPA). 2013c. Porpoise Harbour Vessel Traffic. Data obtained via PRPA April - November 2013.

Stantec Consulting Ltd. (Stantec). 2009. Environmental Impact Statement: Fairview Terminal Phase II Expansion Project including Kaien Siding.

Stantec Consulting Ltd. (Stantec). 2011. Canpotex Potash Export Terminal and Ridley Island Road, Rail, and Utility Corridor Potash Terminal Project.

State of Alaska. 2013. Alaska Marine Highway System Schedules. Available at:

http://www.dot.state.ak.us/amhs/schedule_pdf.shtml. Accessed: April 2013.

Tourism Prince Rupert. 2013. Available at: http://www.visitprincerupert.com/. Accessed: March 2013.

Transport Canada. 2013. Available at http://www.tc.gc.ca/eng/marinesafety/oep-nwpp-menu-4316.html#q1. Accessed: December 2013.

Travel.bc.ca Online Inc. 2013. Port Edward. Available at: http://port-edward.travel.bc.ca/. Accessed: April 2013.

15.9.2 Personal Communications

Paulson, Gary 2013. Email. 28 November, 2013.

Kyle, David. 2013. Captain. Email. 21 November, 2013.

Kyle, David. 2014. Captain. Email. 21 January, 2014a

Mirau, Brad. 2012. Owner, Aero Trading. Port Edward, BC. Information session. 10 December, 2012.

Prince Rupert Rod and Gun Club, 2013. Prince Rupert, BC. Focus group discussion. 9 July, 2013.

Payne, Jack. 2013. Prince Rupert Yacht Club. Prince Rupert, BC. Information session. 10-12 December, 2012 and 22 February, 2013.

15.10 Figures Please see the following pages.

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

LucyIslands

C h a t h a mS o u n d

TripleIsland

Work Channel

KennedyIsland

Ferry Route

KinahanIslands

RachaelIslands

LeluIsland

Prince

Rupert Harbour

PRUDHOMMELAKE PARK

GeorgetownMills

LAX KW'ALAAMS 1

See Inset Map

DianaLake

WoodworthLake

BremnerLake

TUGWELLISLAND 21

S 1/2TSIMPSEAN 2

KSHAOOM 23

Metlakatla

PrinceRupert

PortEdward

Osland

PorcherIsland

HuntsInlet

16

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

6030

000

6030

000

6040

000

6040

000

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Navigation and Marine ResourceUse Local Assessment Area and

Regional Assessment Area

Pacific NorthWest LNG

DATE:

DRAWN BY:

PROJECTION:DATUM:CHECKED BY:

PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-3

Sources: Government of British Columbia; Prince Rupert Port Authority; Government ofCanada, Natural Resources Canada, Centre for Topographic Information; ProgressEnergy Canada Ltd.Although there is no reason to believe that there are any errors associated with the dataused to generate this product or in the product itself, users of these data are advised thaterrors in the data may be present.

FIGURE ID:

Local Assessment Area andRegional Assessment AreaPotential ShippingRouteProject ComponentTurning Basin

AirportCity or TownPilotage StationElectrical PowerTransmission LineFerry RouteHighwayRailway

Secondary RoadWatercourseIndian ReserveProtected AreaWaterbody

0 5 10 15 km

11-FEB-14123110537-412K. POLL B. BYRD

UTM - ZONE 9NAD 83

1:275,000

LeluIsland

StapledonIsland

RidleyIsland

KitsonIsland

SmithIsland

Porpois

e Chan

nel

Porpoise Harbour

ChathamSound

Inverness Passage

Port Edward

INSET MAP1:125,000

StephensIsland

PorcherIsland

SmithIsland

KaienIslandDigby

Island

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands

PRINCE LEBOOISLAND 32

H e c a t eS t r a i t

Kitkatla

Skeena River

GAMBLECREEKECOLOGICALRESERVE

DIANALAKE PARK

KHUTZEYMATEENPARK

LaxKw'alaams

GeorgetownMills

Metlakatla

PrinceRupert

PortEdward

Haysport

Osland

PorcherIslandHunts

Inlet

OonaRiver

PortEssington

DOLPHINISLAND 1

KHYEX 8

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57

SPAYAKS 60 KSAGWISGWAS 62

KSAGWISGWAS63

KYEX 64

1616Pacific NorthWest

LNG Project

370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

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000

6030

000

6040

000

6040

000

6050

000

6050

000

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s.mxd

Anchorages, Marine Facilitiesand Navigation Aids


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-4

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011; British Columbia MarineConservation Analysis (BCMCA), 2012; Prince Rupert Anchorage Review, 2012.Vector digital data for anchorages and safe boat havens available at: http://bcmca.ca/datafeatures/

Although there is no reason to believe that there are any errors associated with the data used togenerate this product or in the product itself, users of these data are advised that errors in the datamay be present.

FIGURE ID:

0 5 10 15 20 km

11-FEB-14123110537-413K. POLL B. BYRD

UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

FloraBank

AgnewBank Horsey

Bank

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

CoastIsland

PortEdward

INSET MAP1:150,000

See Inset Map

Project LocationNavigation Aid(Light, Buoy, or Fog Signal)*

Anchorage Type **Safe Boat HavenOther Anchorage (BCMCA)Other Anchorage (Prince RupertAnchorage Review)

Marine FacilitiesHarbour AuthorityMarina

Sea Plane BaseSpill ResponseProject ComponentTurning BasinAirportCity or TownPilotage StationElectrical PowerTransmission Line

Highway or RoadRailwayWatercourseIndian ReserveProtected AreaWaterbody

ShoalsAgnew BankFlora BankHorsey Bank* Location of navigation aids from Fisheries and Oceans Canada, Notices to Mariners.

** Location of anchorages and Council of BC Yacht Clubs Safe Havens.

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands


Prince

Rupert

Harbour


Skeena River

Kitkatla


DIANALAKE PARK

KHUTZEYMATEENPARK

LaxKw'alaams

GeorgetownMills

MetlakatlaPrinceRupert

PortEdward

Haysport

Osland

PorcherIslandHunts

Inlet

OonaRiver

PortEssington

DOLPHINISLAND 1

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63

16Pacific NorthWestLNG Project

370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

6030

000

6030

000

6040

000

6040

000

6050

000

6050

000

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p.mxd

Commerical Fisheries:Shrimp


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-5

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011. Commercial FisheriesData, 2000-2009. Data derived from Pacific Biological Station Stock Assessment Harvest LogDatabase.Metadata available through Mapster. http://www.pac.dfo-mpo.gc.ca/gis-sig/maps-cartes-eng.htmAlthough there is no reason to believe that there are any errors associated with the data used togenerate this product or in the product itself, users of these data are advised that errors in the datamay be present.

FIGURE ID:

Project LocationProject ComponentTurning Basin

Commercial FisheriesPrawn spp. (trap), 2001-2009Shrimp spp. and SpotPrawn (trawl), 2000-2009

AirportCity or TownPilotage StationElectrical PowerTransmission LineHighway or RoadRailway

WatercourseIndian ReserveProtected AreaWaterbody

0 5 10 15 20 km

11-FEB-14123110537-034K. POLL A. GROMACK

UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

FloraBank

AgnewBank

HorseyBank

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:150,000

See Inset Map

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands


Prince

Rupert

Harbour


Skeena River

Kitkatla


DIANALAKE PARK

KHUTZEYMATEENPARK

LaxKw'alaams

GeorgetownMills


PortEdward

Haysport

Osland

PorcherIslandHunts

Inlet

OonaRiver

PortEssington

DOLPHINISLAND 1

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63


370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

6030

000

6030

000

6040

000

6040

000

6050

000

6050

000

2/11/2

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crab.m

xd

Commerical Fisheries:Crab


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-6


FIGURE ID:


Commercial FisheriesDungeness Crab (trap),2001-2009King Crab (trap),2001-2008



0 5 10 15 20 km


UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:150,000

See Inset Map

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands


Prince

Rupert

Harbour


Skeena River

Kitkatla


DIANALAKE PARK

KHUTZEYMATEENPARK

LaxKw'alaams

GeorgetownMills


PortEdward

Haysport

Osland

PorcherIsland

HuntsInlet

OonaRiver

PortEssington

DOLPHINISLAND 1

KHYEX 8

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63


370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

6030

000

6030

000

6040

000

6040

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6050

000

6050

000

2/11/2

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_lek.m

xd

Commerical Fisheries:Salmon - Local Ecological Knowledge


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-7


FIGURE ID:

Project LocationSalmon (seine),2000 - 2007Project ComponentTurning BasinSalmon (net),2002 - 2007Salmon (troll),2002 - 2007



0 5 10 15 20 km


UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:150,000

See Inset Map

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands


Prince

Rupert

Harbour


Skeena River

Kitkatla

See InsetMap


DIANALAKE PARK

KHUTZEYMATEENPARK

LaxKw'alaams

GeorgetownMills


PortEdward

Haysport

Osland

PorcherIsland

HuntsInlet

OonaRiver

PortEssington

DOLPHINISLAND 1

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63


370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

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Recreational FishingPacific NorthWest LNG

DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-8

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011; British Columbia MarineConservation Analysis (BCMCA), 2012.Vector digital data for groundfish, prawn and shrimp, crab, salmon and anadromous fish available at:http://bcmca.ca/datafeatures/


FIGURE ID:

Project LocationProject ComponentTurning BasinDredge Boundary

Recreational Fishing *CrabGroundfishPrawn and Shrimp

Salmon andAndaromousAirportCity or TownPilotage StationElectrical PowerTransmission LineHighway or RoadRailway


0 5 10 15 20 km


UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

StapledonIsland

LeluIsland

Skenna Dr

Porpois

e Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:50,000

* Areas where recreational fishing for salmon and other anadromous finfish, groundfish, crab, prawn and shrimp occurs, identifiedby participants in 19 local and regional Sport Fishing Advisory Board meetings, as well as through other local knowledge.

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands



Skeena River

Kitkatla


DIANALAKE PARK

KHUTZEYMATEENPARKLax

Kw'alaams

GeorgetownMills


PortEdward

Haysport

Osland

PorcherIslandHunts

Inlet

OonaRiver

PortEssington

DOLPHINISLAND 1

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

FAR WESTPOINT 34

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63


370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

000

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000

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2/11/2

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RecreationalBoating Routes


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-9

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011; British Columbia MarineConservation Analysis (BCMCA), 2012.Vector digital data for recreational boating routes available at: http://bcmca.ca/datafeatures/


FIGURE ID:

0 5 10 15 20 km


UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

FloraBank

AgnewBank

HorseyBank

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:150,000

See Inset Map

Project LocationRelative Importance (Use) *

HighModerate to HighModerateLow to ModerateLowUnknown

Project ComponentTurning BasinAirportCity or TownPilotage StationElectrical PowerTransmission LineHighway or RoadRailway

River or StreamIndian ReserveProtected AreaWaterbody

ShoalsAgnew BankFlora BankHorsey Bank

* Pleasure craft (powerboat and sailboat) cruising routes. Includes coastal routes only (no offshore routes).

SmithIsland

DigbyIsland

AlwynLake

PorpoiseLake

SmithIsland

LeluIsland

StapledonIsland

KaienIsland

KinahanIslands

RidleyIsland

Skeena Dr

KitsonIsland

Inverness Passage

Tsum Tsadai Inlet


Porpoise Harbour

FloraBank

HorseyBank

AgnewBank

Wantage

Rd

Ridley Island Rd

Yellowhead Highway

16

16

Morse Basin

CN Railway

Ferry RoutePo

rpoise

Channel

CoastIsland Lelu Slough

DASHKEN 22

Port Edward

Skeen

a Dr

Ridley Island Rd

Hillcrest Ave

Wolfe Creek Rd

Sunset Dr

640600520440360280200120

40

560

520480

400320240

480400360

320

280240

200160

12080

40

480

360

320

24080

40

520

440360280

560520

480

440

400

360

200

160

320

280

200

160

80

640560

360

400

640

600

560 520

480

280200

16080

40

480

400

560520

44068

0

400

280

360240120

760680

640600

200

120

240

360

640

600

200160

80

720

680

280

240

320

40

320

80

640

80

8040

80

160

160

120

640 600

640600

320

480

440

80

40

40

40

40

40

40

40

40

40

40

40

40

40

40

40

40

40

410000

410000

412000

412000

414000

414000

416000

416000

418000

418000

420000

420000

6002

000

6002

000

6004

000

6004

000

6006

000

6006

000

6008

000

6008

000

6010

000

6010

000

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000

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000

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000

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.mxd

Waterways around theProject Development Area


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-10

Sources: Government of British Columbia; Government of Canada, NaturalResources Canada, Centre for Topographic Information; Canadian HydrologicalService (CHS), 1995.

Although there is no reason to believe that there are any errors associated withthe data used to generate this product or in the product itself, users of these data

FIGURE ID:

Potential ShippingRouteProject ComponentTurning BasinProposed or ExistingIndustrial Development

City or TownContour (m)Electrical PowerTransmission LineFerry RouteRailwayRoadSecondary Road

WatercourseWaterbody


0 1 2 3 4 km

11-FEB-14123110537-440K. POLL J. BILKHU

UTM - ZONE 9NAD 83

1:75,000

StephensIsland

PorcherIsland

SmithIsland

KaienIsland

DigbyIsland

MelvilleIsland

DuniraIsland

BaronIsland

DundasIsland

RachaelIslands

LucyIslands


TripleIsland

Work Channel

KennedyIsland

Lelu Island

KinahanIslands



Skeena River

Kitkatla


DIANALAKE PARK

KHUTZEYMATEENPARKLax

Kw'alaams

GeorgetownMills


PortEdward

Haysport

Osland

PorcherIslandHunts

Inlet

OonaRiver

PortEssington

DOLPHINISLAND 1

TUGWELLISLAND 21

AVERYISLAND 92

S 1/2TSIMPSEAN 2

KLAPTHLON 5/5A

PA-AAT 6

KEYARKA 17

SQUADEREE 91

RUSHTONISLAND 90

LAXKW'ALAAMS 1

ENSHESHESE 13

LACHMACH 16

FINLAYSONISLAND 19

DUNDASISLAND 32B

CHANNELISLANDS 33

NISHANOCKNAWNAK 35

KASIKA 36

KNAMADEEK 52

NDAKDOLK 54

MAGANKTOON 56

SPANAKNOK 57


KSAGWISGWAS63


370000

370000

380000

380000

390000

390000

400000

400000

410000

410000

420000

420000

430000

430000

5970

000

5970

000

5980

000

5980

000

5990

000

5990

000

6000

000

6000

000

6010

000

6010

000

6020

000

6020

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000

2/11/2

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Sea KayakingRoutes


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-11

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011; British Columbia MarineConservation Analysis (BCMCA), 2012.Vector digital data for sea kayaking routes available at: http://bcmca.ca/datafeatures/


FIGURE ID:

0 5 10 15 20 km


UTM - ZONE 9NAD 83

1:425,000

RidleyIsland

SmithIsland

KinahanIslands

KitsonIsland

StapledonIsland

FloraBank

AgnewBank

HorseyBank

LeluIsland

Skenna Dr


Porpoi

se Chan

nel

Porpoise Harbour

PortEdward

INSET MAP1:150,000

See Inset Map


Sea Kayaking Route *Relative Intensity of Use

HighModerateLowUnknown




* Routes used by sea kayakers.

LeluIsland

StapledonIsland

RidleyIsland

KitsonIsland

Porpo

ise Ch

annel

CN Railway

Porpoise Harbour

SmithIsland

Ridley Island Rd

Skeena Dr

Sunset Dr

Port Edwards

360

320

300

220180

140

120

100

200160

140

120

100

80

60

280

260240

200160

10080

604020

80

804020

40

20

60

4020

40

20

100

4020

40

20

20

20

20

20

40

4040

20

413000

413000

414000

414000

415000

415000

416000

416000

417000

417000

6003

000

6003

000

6004

000

6004

000

6005

000

6005

000

6006

000

6006

000

6007

000

6007

000

6008

000

6008

000

6009

000

6009

000

2/11/2

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p_cra

b.mxd

Commerical Fisheries NearLelu Island: Shrimp and Crab


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-12

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011. Commercial FisheriesData, 2000-2009. Data derived from Pacific Biological Station Stock Assessment Harvest LogDatabase.

Metadata available through Mapster. http://www.pac.dfo-mpo.gc.ca/gis-sig/maps-cartes-eng.htmAlthough there is no reason to believe that there are any errors associated with the data used togenerate this product or in the product itself, users of these data are advised that errors in the datamay be present.

FIGURE ID:

Project ComponentTurning Basin100 m Safety Zone(for assessment purposes)

Commercial FisheriesDungeness Crab (trap),2001-2009King Crab (trap),2001-2008

Shrimp spp. and SpotPrawn (trawl), 2000-2009City or TownContour (m)RailwayRoadWatercourseWaterbody

0 500 1,000 1,500 m

11-FEB-14123110537-396D. COOK J.BILKHU

UTM - ZONE 9NAD 83

1:30,000

LeluIsland

StapledonIsland

RidleyIsland

KitsonIsland

Porpo

ise Ch

annel

CN Railway

Porpoise Harbour

SmithIsland

Ridley Island Rd

Skeena Dr

Sunset Dr

Port Edwards

360

320

300

220180

140

120

100

200160

140

120

100

80

60

280

260240

200160

10080

604020

80

804020

40

20

60

4020

40

20

100

4020

40

20

20

20

20

20

40

4040

20

413000

413000

414000

414000

415000

415000

416000

416000

417000

417000

6003

000

6003

000

6004

000

6004

000

6005

000

6005

000

6006

000

6006

000

6007

000

6007

000

6008

000

6008

000

6009

000

6009

000

2/11/2

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:25 AM

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Recreational FisheriesNear Lelu Island


DATE:

DRAWN BY:


PREPARED BY:

PREPARED FOR:

FIGURE NO:

15-13

Sources: Government of British Columbia; Government of Canada, Natural Resources Canada,Centre for Topographic Information; Fisheries and Oceans Canada, 2011; British Columbia MarineConservation Analysis (BCMCA), 2012.

Vector digital data for groundfish, prawn and shrimp, crab, salmon and anadromous fish available at:http://bcmca.ca/datafeatures/Although there is no reason to believe that there are any errors associated with the data used togenerate this product or in the product itself, users of these data are advised that errors in the datamay be present.

FIGURE ID:

100 m Safety Zone(for assessment purposes)

Recreational Fishing *CrabGroundfishPrawn and ShrimpSalmon andAndaromous

Project ComponentTurning BasinCity or TownContour (m)RailwayRoadWatercourseWaterbody

0 500 1,000 1,500 m

11-FEB-14123110537-397D. COOK J. BILKHU

UTM - ZONE 9NAD 83

1:30,000

* Areas where recreational fishing for salmon and other anadromous finfish, groundfish, crab, prawn and shrimp occurs, identifiedby participants in 19 local and regional Sport Fishing Advisory Board meetings, as well as through other local knowledge.

Documents

15 NAVIGATION AND MARINE RESOURCE USE