6.3 sustainable economy assessment

Woodfibre LNG Application for an Environmental Assessment Certificate January 2015

Page 6.3-1

6.3 SUSTAINABLE ECONOMY ASSESSMENT

This section presents the results of the assessment of potential project-related adverse effects and

cumulative effects on sustainable economy as a result of the proposed Woodfibre Liquefied Natural Gas

(LNG) Project (Project). The processes used to select sustainable economy as a valued component (VC),

the assessment boundaries, and existing conditions relevant to sustainable economy are described. This

section also presents assessment findings, including evaluation of Project-related interactions and

likely adverse effects, proposed approaches to mitigation, identification of likely residual and

cumulative adverse effects, and determination of the significance of residual adverse effects. Monitoring

and follow-up programs to be conducted with respect to sustainable economy are also described.

This section supports the assessments in the following sections (see Table 4-2 Component

Linkages Matrix):

Section 6.2 Labour Market

Section 7.2 Infrastructure and Community Services

Section 7.3 Marine Transport

Section 7.4 Land and Resource Use

The assessment in this section is supported by assessments in the following sections:

Section 6.2 Labour Market

Section 7.2 Infrastructure and Community Services

Section 7.3 Marine Transport

6.3.1 Sustainable Economy Scoping and Rationale

This section provides an overview of the sustainable economy VC and its regulatory setting, the rationale

for its selection as a VC, the spatial and temporal boundaries used in the assessment, and the indicators

used to determine potential effects to the sustainable economy VC.

6.3.1.1 Overview and Regulatory Setting

The sustainable economy VC includes three sub-components: regional economic development,

commercial marine use, and local government finances.

6.3.1.1.1 Regional Economic Development

Regional economic development is defined here as the change that occurs in in a major driver of a

region’s economic well-being. In the context of the Project, expenditures made by the Project would

accrue to individuals, local businesses, contractors and communities, thereby contributing to potential

expansion of existing companies (e.g., in size/area of service), or stimulating creation of new businesses.


Page 6.3-2

This contribution to economic development is valued by local governments and communities since

it provides opportunities for income and wealth creation and contributes to a community’s

economic stability.

Provincially, the regulation and management of economic development occurs through domestic trade

policies, including the New West Partnership Trade Agreement and Agreement (2010) on interprovincial

trade, and through the Industry Training Authority Act, SBC 2003, c. 34.

The New West Partnership Trade Agreement was fully implemented in July 2013 and requires British

Columbia (BC), Alberta, and Saskatchewan to commit to full mutual recognition and reconciliation of rules

affecting investment, trade and labour mobility, in order to remove barriers to the free movement of

goods, services, investment, and people within and between the three provinces. The agreement states

that government standards and regulations cannot restrict or impair trade, investment or labour mobility

between the three provinces. No preferential treatment can take place with respect to a province’s

people, investments, or goods, except where justified by actual cost-of-service differences, or by

measures focused on Aboriginal peoples. This agreement builds on the Trade, Investment, Labour and

Mobility Agreement between BC and Alberta.

6.3.1.1.2 Commercial Marine Use

The federal Fisheries Act, R.S.C. 1985. c. F-14 (1985) is the key piece of legislation responsible for

regulating commercial and recreational fishing in tidal waters, as well as salmon fishing in freshwater.

Fisheries and Oceans Canada (DFO) has overall responsibility for administering the federal Fisheries Act.

Under the federal Fisheries Act, BC exercises delegated authority for the management of non-salmon

freshwater fisheries. Non-salmon freshwater fishing is the responsibility of the Aquaculture and

Commercial Fisheries Branch, under the provincial Fisheries Act, R.S.B.C. 1996, c. 149.

The Canada Shipping Act, S.C. 2001, c. 26 promotes the safety and economic performance of the

commercial marine industry, while promoting the safety of those using pleasure crafts. This statute

includes direction for the protection and support of crews, passenger and vessel safety, and the

protection of the environment.

6.3.1.1.3 Local Government Finances

Local government finances are defined here as the collective expenditures and revenues raised by

municipal and regional district governments. Local governments in BC generate revenue primarily

through property taxes and sale of services, with clear rules in place for the borrowing and repaying of

transfer funds. Local government expenditures generally fall under the broad categories of expenditures


Page 6.3-3

directed to government operations, goods and services, and income transfers. The regulation of local and

regional government finances occurs primarily through the following legislation:

The Community Charter, SBC 2003, c. 26 (the Charter) is the key statute governing local

government revenues and expenditures. Part 6 (Financial Management) of the Charter

establishes revenue sources and management guidelines for local governments (e.g., rules for

the borrowing of funds and recovering costs through taxation associated with local services). The

Charter also sets guidelines for management and sources of proposed expenditures.

The Local Government Grants Act, RSBC 1996, c. 275 establishes the provincial-municipal

statutory funding framework, providing the authority for the province to make conditional and

unconditional grants to local governments and related organisations.

The Local Government Act RSBC1996. c. 323 requires municipalities and regional districts to

prepare annual financial plans, which must be adopted as a by-law and address a minimum five-

year period. A public consultation process is required before a financial plan can be adopted.

6.3.1.2 Selection of Valued Component

Selection of sustainable economy as a VC followed a process as set out in Section 4.3 Issues Scoping

and Selection of Valued Components. The identified VC subcomponents (i.e., regional economic

development, commercial marine use, and local government finances) reflect environmental assessment

issues and guidelines, potential Aboriginal concerns, issues identified by the BC Environmental

Assessment Office (EAO), Canadian Environmental Assessment Agency (CEA Agency), First Nations,

stakeholders, and professional judgment about key sensitive resources, and social and cultural values.

Table 6.3-1 provides a summary of identified subcomponents, rationale for their inclusion, and the

indicators that will be considered as part of the effects assessment. A summary of the rationale for

selecting each sub-component is as follows:

Regional Economic Development - The Project will offer new contracting opportunities and

potentially assist in diversifying and expanding the local business base, which will be of interest to

local business providers. Project construction and operation activities may require substantial

expenditures on goods and services, and may result in local or regional supply shortages and

increased costs. Project operation phase activities may or may not be compatible with local

economic plans or strategies.

Commercial Marine Use - The Project may displace marine-based economic activities and affect

certain environmental conditions (noise and visual resources) and therefore may affect

commercial marine users, including tourism operations. Tourism development is a priority for the

District of Squamish, and potential affects to tourism have been raised by stakeholders as a

concern.

Local Government Finances - For municipal and regional governments, the Project may have

fiscal benefits or involve direct fiscal outlays due to direct servicing requirements of the Project

and/or incremental service requirements due to permanent in-migration associated with Project

labour requirements. These effects would be of interest to local stakeholders, as well as

municipal and regional governments.


Page 6.3-4

6.3.1.3 Indicators

Indicators are measureable parameters used to predict the effects of Project activities on a VC. Indicators

selected for sustainable economy, as well as rationale for their selection are outlined in the following

sections and summarized in Table 6.3-1.

Table 6.3-1 Key Indicators for Sustainable Economy by Subcomponent

Category of Effect Indicator Rationale for Selection

Regional Economic Development

Project expenditures on goods and services would increase business contracting opportunities

Project demand for goods and services may affect local or regional supply of certain goods and services and their costs

Consistency of Project with local or regional economic plans or strategies

Goods and services contracting revenues

Induced output

Distribution of employment across industries (economic diversity)

Consistency of Project with existing economic development plans or strategies of government (qualitative)

A regional profile provides an understanding of the number and type of businesses in an area.

Goods and services contracting revenues takes account of Project’s direct and indirect goods and services spending along with capabilities and capacity of local assessment area (LAA) businesses to capture a share of these opportunities.

Induced output takes account of Project associated household spending along with capabilities and capacity of LAA businesses and institutions to capture a share of these opportunities.

Commercial Marine Use

Project-related access/mobility effects on certain marine areas may affect commercial fishing, sport fishing, and tourism activities

Project’s direct and indirect effects may affect productivity therefore availability of marine fish and seafood that are harvested by the commercial and sport fishing sectors

Project’s direct and indirect effects on environmental conditions (e.g., noise and visual resources), may affect experiences of sport fishers and other marine tourists

Project-associated vessels during the construction and operation phase may disrupt or displace other marine users

Catch and value statistics for the commercial and sport fishing seafood harvesting industries

Number of commercial anglers and seafood harvesters

Tourism features, amenities and sites

Tourism activities and visitor and use levels (including seasonal nature of activities)

Access related to tourism locations and activities and

Environmental conditions (e.g., noise and visual) in areas used for tourism activities.

Physical assets, facilities and infrastructure indicate presence of and potential for tourism use

Understanding of tourism activities provides insights into use of the land and resource base and

Tourism visitor levels are primary determinants of tourism value.

Local Government Finances

Project associated tax payments may affect local government revenues

Direct provision of services to the Project or Project-induced in-migrants may affect local government expenditures

Municipal and regional government expenditures on specific programs and services

Municipal and regional government revenue from payments in lieu of taxes and property taxes.

Indicators used by government, agencies and service providers for planning, management, and reporting data sources generated by government, agencies and service providers


Page 6.3-5

6.3.1.4 Assessment Boundaries

This section describes the spatial and temporal boundaries for the assessment of the sustainable

economy, as well as administrative or technical boundaries that may apply.

6.3.1.4.1 Spatial Boundaries

The spatial boundaries for the assessment of sustainable economy have been selected to capture the

physical extent of the Project, along with Project-related effects and key environmental systems. The local

assessment area (LAA) and regional assessment area (RAA) for sustainable economy and sub-

components are defined in Table 6.3-2 and shown in Figure 6.3-1, Figure 6.3-2, and Figure 6.3-3.

The LAA was established to encompass the area in which the Project is expected to interact with, and

potentially have direct or indirect effects on sustainable economy. In determining LAA boundaries,

consideration was given to the nature and characteristics of sustainable economy, pathways of effects

and the maximum extent of potential adverse effects on sustainable economy. The RAA was established

to provide a regional context for the assessment of Project-related effects and, although usually larger

than the LAA, encompasses the LAA. The RAA was also established to encompass the area in which the

residual effects of the Project are likely to overlap with the incremental residual effects of other existing or

reasonably foreseeable projects and activities and, as a result, is the area in which the cumulative effects

assessment has been conducted.

In determining the LAA boundaries, different considerations were necessary for the different sub-

components. For regional economic development, consideration was given to the nature and

characteristics of the local economy (e.g., type of industries, business capacity) and the Project’s

potential direct, indirect and induced effects during construction and operation. The same LAA was used

for commercial marine use as was used for the recreational marine use subcomponent of the Land and

Resource Use VC (see Section 7.4 Land and Resource Use) since key areas of activity for commercial

marine use are the same as those used by recreational and tourist users. For local government finances,

the LAA is the local government jurisdictions in which the Project area is located and that could potentially

provide direct utility services to the Project.


Page 6.3-6

Table 6.3-2 Spatial Boundary Definitions for Sustainable Economy

Spatial Boundary Description of Assessment Area


Local Assessment Area District of Squamish, Resort Municipality of Whistler (Whistler), Squamish-Lillooet Regional District (SLRD) Electoral Area D, Squamish First Nation communities and Metro Vancouver

Regional Assessment Area BC

Cumulative Effects Assessment Area BC


Local Assessment Area

The marine portion of the Project area, a 2.0 km area extending from the Project boundary, and the worker ferry and water taxi direct routes with 0.5 km assessment area in the marine environment on either side

Regional Assessment Area Howe Sound

Cumulative Effects Assessment Area Howe Sound


Local Assessment Area District of Squamish and SLRD

Regional Assessment Area Same as LAA

Cumulative Effects Assessment Area Same as LAA

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DISTRICT OF SQUAMISH(SQUAMISH)

LOCAL GOVERNMENT FINANCES ASSESSMENT AREAS


Page 6.3-10

6.3.1.4.2 Temporal Boundaries

Temporal characteristics of the Project construction (including decommissioning of temporary

construction-related facilities), operation, and decommissioning phases are defined in Section 2.2

Description of the Proposed Project. The construction phase of the Project is expected to span a

period of 24 months. The operation life of the Project is anticipated to be at least 25 years. If, after that

timeframe, the Project can continue to operate in an effective and environmentally sound manner, plans

will be developed for continued operation. Decommissioning at the end of Project life will last

approximately 24 months. The temporal boundaries established for the assessment of Project-related

effects on sustainable economy encompass these Project phases.

The temporal characteristics of the sustainable economy VC are described in the existing conditions for

this VC and relate to annual and seasonal trends. Temporal characteristics are also considered in the

identification of the potential effects, and in the proposed mitigation measures.

6.3.1.4.3 Administrative Boundaries

The LAAs and RAAs for the sustainable economy VC have been defined in consideration of, and with

reference to, municipal, First Nation, regional district, and provincial boundaries. The Project footprint is

primarily located on private, fee simple owned land within the boundaries of the District of Squamish,

but there is a small overlap with Crown land in the Squamish-Lillooet Regional District (SLRD) Electoral

Area D. The LAAs and RAAs for the commercial marine use sub-component do not match defined

administrative boundaries.

6.3.1.4.4 Technical Boundaries

Prediction of effects on commercial marine use depends in part on the technical boundaries of the

assessment of Project-related effects on fish, as well as of noise and visual resources. The technical

boundaries for assessing effects on these activities also depend on the level of certainty regarding how

people use resources within the LAAs. While there is high confidence that marine user interests

interviewed for this assessment represent the most common uses in the LAAs (e.g., commercial fishers,

tourism operators, kiteboarders, and windsurfers), knowledge of the potential activities of other users is

less certain. Interviewed representatives of user groups identified locations where activities other than

their own have been known to occur within and near the LAAs but were not always able to describe the

extent of these other activities in detail. These uncertainties do not influence the ability to make decisions

regarding the overall significance of adverse effects on marine uses since the main pathway relates to

access and availability of marine use opportunities in the RAAs and LAAs, rather than to the level of

participation in these activities.


Page 6.3-11

6.3.2 Existing Conditions

This section describes the existing conditions of the sustainable economy VC, based on the results of

primary and secondary information collection (Section 6.3.1.4). The existing local and regional economic

conditions, as well as the surrounding environment and factors influencing the sustainable economy VC

are described. The baseline focuses on regional economic development (e.g., economic sector

composition, establishments and locations, business licenses, local economic development plans, and

economic development outlook); commercial marine use (e.g., commercial fishing catch and value,

marine-based tourism activities and locations, marine tourism operators, commercial marine transport);

and local government finances (e.g., local revenues and expenditures and local government

finances outlook).

Since the interactions of the effects associated with past and existing projects are not expected to change

over time, these projects are considered though the documentation of the existing conditions for this VC.

A summary of the projects the effects of which are included in the existing conditions is presented in

Table 4-6 Inclusion List of Past and Present Projects and Activities. Projects and activities that are

considered in the existing conditions for this VC include the Britannia Mine Remediation Project, the Furry

Creek Hydro Project, Howe Sound Pulp and Paper Corporation, Upper and Lower Mamquam Hydro

Projects, McNair Creek Hydro Project, Sea to Sky Gondola, Sea to Sky Highway (Improvement Project),

Squamish Terminals, Watts Point Quarry, Whistler Blackcomb Ski Resort, BC Ferries, recreational

boating, forestry, fishing activities, backcountry and outdoor recreation activities.

6.3.2.1 Background Information

In 2014, Woodfibre LNG Limited (WLNG, or the Proponent) initiated desktop studies and interviews on

sustainable economy to support Project planning and assessment, as well as future Project management.

No field studies were required. Building on available information, these studies were designed to address

known data gaps. Desktop reviews and interviews that were conducted with respect to sustainable

economy are summarized in Table 6.3-3.


Page 6.3-12

Table 6.3-3 Summary of Desktop and Field Studies Related to Sustainable Economy

Study Name

Study Purpose

Literature and baseline data review

Baseline economic data were collected from a range of information sources and analyzed. The main secondary sources included: Statistics Canada Census (2001-2011); Statistics Canada National Household Survey (NHS) (2011); and Statistics Canada Labour Force Survey (2013). The census and NHS published by Statistics Canada offer the most complete and reliable sources of economic data over time, and can be disaggregated to a certain extent by general and Aboriginal populations. Various economic development reports prepared by District of Squamish, Whistler and other parties were reviewed. Consolidated financial statements and operating budget projections produced by the District of Squamish and the Squamish-Lillooet Regional District were applied to describe local government revenues, expenditures, and forecasted operational budgets. Secondary source data on commercial marine use were collected from DFO, Squamish Terminals Ltd. (Squamish Terminals) and local marine tourism operator websites.

Interview program

Primary source information was collected through phone interviews with representatives of provincial and municipal departments responsible for economic development and marine use; local and regional economic development corporations; chambers of commerce; tourism associations; and tourism operators.

6.3.2.2 Description of Existing Conditions

The existing conditions of each of the three sustainable economy sub-components are described below.

6.3.2.2.1 Regional Economic Development

6.3.2.2.1.1 Economic Sector Composition and Diversity

District of Squamish

Over the past decade, the economy of the District of Squamish (Squamish) has shifted away from its

traditional industrial and forestry base following the closure of a local chemical facility and wood

processing facilities, including Western Forest Products’ (WFP) Woodfibre Pulp and Paper Mill on the

Project site, to a focus on opportunities in the tourism and recreation industries (District of Squamish

2014e).

Closure of the Woodfibre pulp mill adversely affected mill employees, their families, and local businesses

suppliers to the mill and its workers (Squamish Chamber of Commerce 2014). The effect of the 2006

closure on the local economy was, however, economically softened by various private and public sector

investments leading up to the Vancouver 2010 Winter Olympic Games, and the tourism and recreation

activities that subsequently developed from them (District of Squamish 2014e). Although forest industry

activity has diminished in the Squamish area, local timber rights are maintained by Squamish Nation and

a few local firms. The Soo Timber Supply Area surrounds the Squamish area, including the Project area,

and its allowable annual cut is 480,000 m3 (Snetsinger 2011). More information about the local forest

industry is provided in Section 7.4 Land and Resource Use.


Page 6.3-13

Economic diversity indices for the LAA are presented in Table 6.3-4. Squamish is a relatively

economically diverse community, having a diversity index score of 0.14 in 2011. Between 2001 and 2011,

Squamish experienced a small decline in economic diversity. This trend was driven by an increase in the

concentration of construction, tourism, and health and education industries in the community. The

construction sector accounts for the largest proportion of the Squamish labour force at 14%, which is

larger in comparison to Metro Vancouver and BC (Statistics Canada 2013a).

Table 6.3-4 Diversity Indices in the LAA (2001 to 2011)

Year Squamish Whistler Electoral Area D Squamish

Nation Metro

Vancouver

2011 0.14 0.78 - 1.23 0.03

2006 0.12 0.48 0.29 0.20 0.03

2001 0.06 0.45 0.14 - 0.03

Source: Statistics Canada 2013a, b, c, d, e; Statistics Canada 2007a, b, c, d, e; Statistics Canada 2002a, b, c, d; Notes: (a) Table presents the diversity indices for the economies of the LAA, the percentage of employment by

industry class and community, compared to the provincial percentage of employment by industry class. The closer the diversity index score is to zero, the closer that community matches the provincial labour force breakdown by economic sector or industry. A higher index number indicates the community’s economy is less diverse than the province, and therefore has a greater reliance on certain industries which can make it more vulnerable to changing economic trends; (b) - = Data not published for this particular census year; (c) The Province of BC does not appear because it is used as the comparator for each year (see the definition of diversity indices above).

Squamish’s largest employers include Sea-to-Sky School District 48, Vancouver Coastal Health, District

of Squamish, Walmart, Sea-to-Sky Community Services, Sea-to-Sky Gondola, Save On Foods,

Squamish Terminals, Home Depot, Nesters Market, Carney’s Waste Systems and Howe Sound Inn and

Brewing Company. Squamish has benefited economically from Squamish Terminals’ access to deep sea

shipping, and the community’s rail connections and relative affordability of industrial and business space

compared to neighboring Metro Vancouver. In addition, the recently expanded and improved Sea-to-Sky

Highway 99 has resulted in noticeably increased traffic into the community from the Resort Municipality of

Whistler (Whistler) and Metro Vancouver. Local workers also benefit, with increased accessibility to

the hospitality industry of Whistler and the skilled trades industry of Metro Vancouver, approximately

3,000 skilled workers are estimated to commute to and from Squamish daily (District of Squamish 2014f).

In recent years, the District of Squamish has sought to capitalize economically on its natural assets and

strategic location between Vancouver and Whistler, branding the community as the “Outdoor Recreation

Capital of Canada” (District of Squamish 2012a). Squamish is internationally recognized for its rock

climbing, mountain biking and world-class kiteboarding opportunities. The recently opened Sea-to-Sky

Gondola attraction at the community’s southern entrance is also on track to exceed annual visitation

projections (i.e., 500,000 visitors) (District of Squamish 2014e). Development of tourism infrastructure in

Squamish was supported by investments in accommodations, recreational activities, entertainment and

the arts in conjunction with the 2010 Vancouver Winter Olympic Games, further bolstering its position as

an emerging tourism centre.


Page 6.3-14

Squamish’s outdoor recreation lifestyle has also made the area an appealing destination for other

business sectors. Entrepreneurs have been attracted from a range of industries, many of whom have

established small and medium-sized businesses in the community, including many home-based

businesses (District of Squamish 2014e). Squamish has a relatively young population interested in the

educational opportunities, technology infrastructure, and outdoor recreation lifestyle the community offers,

leading to growth in the local knowledge-based business economy (e.g., recreational and sporting

technologies, environmental technologies, interactive media, animation, film and television).

Developing the film industry is a priority for the District of Squamish and, in 2013, it created a new Film

and Events Manager position to forge relationships with film and event industry providers and to manage

events and filming held on municipal property (District of Squamish 2013b). Squamish’s film industry

benefits from its proximity to Vancouver, but also offers an additional labour tax incentive of 6% compared

to Vancouver (District of Squamish 2014d). Between 2011 and 2013, the number of film productions in

Squamish rose from 14 to 26 (District of Squamish 2014d). Over the same period, the number of

production days peaked in 2012 at 227, driven in part by filming of the movie Twilight in Squamish

(District of Squamish 2014d, 2014g). Filming in Squamish in 2012 represented approximately $1.5 million

in spending (Aldous 2013). With the exception of 2012, the number of production days has grown from

90 in 2011 to 105 in 2013. As of the end of June 2014 approximately 18 productions had been filmed in

Squamish, representing 75 production days (District of Squamish 2014d).

Locations in Squamish used for filming include a gravel pit on Watts Point, which is used for

approximately 40 production days per year on average. Klahanie Campground at Darrell Bay is also used

for filming, as is the Sea-to-Sky Highway 99 (District of Squamish 2014f). Squamish-based Black Tusk

Helicopter Inc., offers a number of locations available for film and photography crews for use and rent on

a daily, weekly or monthly basis. In addition to Watts Point, locations include Coast Mountain

Range Tenure, Squamish River property, and their Squamish Airport hangar and office (Black Tusk

Helicopter Inc. n.d.).

Over the past decade, Squamish has experienced growth in its public and private education offerings,

with tourism and outdoor recreation education opportunities at Capilano University’s Squamish campus,

an influx of international students to the Howe Sound School District, and through the 2002 establishment

of the privately-funded Quest University Canada. Quest University Canada’s focus on progressive

pedagogy and innovation is also encouraging greater entrepreneurial activity within the community

(District of Squamish 2014e).

Local tourism features and activities are an important driver in Squamish’s economy. An example is the

Sea-to-Sky Gondola, which started operations in May 2014 and offers panoramic views of the entire LAA,

and as well Squamish, upper Howe Sound, Squamish Chief, and the surrounding mountains. The Sea-to-

Sky Gondola is open year round, seven days a week, and can carry a maximum of 600 people per hour.


Page 6.3-15

Since its opening, the Sea-to-Sky Gondola has averaged 1,500 to 3,000 visits per day. This new

attraction is projected to have between 200,000 and 300,000 visits per year, increasing to half a million

visits over the next five years (Sea-to-Sky Gondola 2014). Costing approximately $25 million to construct,

it has currently about 85 employees, 60% of which are full time. The gondola provides access to different

outdoor recreational opportunities, including hiking and running trails, paragliding launches, and

canyoning in the summer, and backcountry skiing and snowshoeing in the winter. Other facilities

include viewing platforms, suspension bridge, a gift and coffee shops, and a restaurant (Sea-to-Sky

Gondola 2014).

Another example of local tourism activity is Black Tusk Helicopter, established in 1993, which provides air

tours, charter and taxi services within the Sea-to-Sky corridor from its Squamish Municipal Airport

base (Cascade Environmental Resources Group 2008). The company offers back country day

trips, aerial sightseeing tours and glacier landings, heli-skiing, as well as air transport services for the

industry-oriented projects, such as timber harvesting, fire suppression and prevention, movies and

television commercials, and aerial construction (Black Tusk Helicopter Inc. n.d.). It has a heli-skiing tenure

on the west side of Howe Sound in the mountains above the Project area.

The Oceanfront Development Lands project is of particular importance to the District of Squamish. A

memorandum of understanding has been signed between a Squamish municipal entity and Matthews

Southwest and Bethel Lands Corporation to transform a 24 ha brownfield site into an urban space with

residential, commercial and open space development (District of Squamish 2014a, Ministry of Jobs,

Tourism and Skills Training 2013). The Squamish Oceanfront Development Corporation will maintain a

25% interest in the development, which will be built over a 20 year timeframe (District of Squamish

2014a). The District is also anticipating development of the Scott Crescent project, a combination of

approximately 450 units of condominiums and townhomes, and a light industrial component (District of

Squamish 2014e).

According to the December 2013 BC Major Projects Inventory, there are 11 major projects planned or

ongoing in Squamish, including the Project, the Sea-to-Sky Gondola, and the Squamish Oceanfront

Development (Appendix 6.3-1 Supplementary Labour Market Data, Table A-1). These projects are

predominantly residential or residential/commercial, but include utility, transportation and ski facility

projects. Based on available data, the combined budget for these projects is almost $4.3 billion, of which

$1.6 billion is for the Project (Ministry of Jobs, Tourism and Skills Training 2013).

Resort Municipality of Whistler

As a world-class four season mountain resort destination, Whistler’s economy relies almost completely on

the tourism and recreation industries. The community has deliberately focused on strengthening its tourist

economy over the past decade, as expressed in the statement that “economic diversification…


Page 6.3-16

undermines the value of these amenities and natural surrounds [and] could irreversibly destroy our

tourism economic base” (WCS & RMOW 2011a, Whistler Chamber of Commerce 2014). Whistler’s focus

on one industry is reflected in the decline in economic diversity between 2001 and 2011, as Whistler’s

diversity index score rose from 0.45 to 0.78 (Table 6.3-4).

BC’s image as a pristine, sustainable locale is central to Whistler’s tourism brand and value proposition

(Whistler Chamber of Commerce 2014). Tourism activity in BC was adversely affected following the 2008

economic recession and, while tourism has improved relative to 2008, the adverse effects continue to

persist. However, Whistler’s existing global brand and the legacy resulting from the Vancouver 2010

Winter Olympics have made the community more resilient to economic variance than other destination

locales.

Whistler generates approximately $1.27 billion in consumer spending annually, representing 22% of BC’s

export tourism economy and an estimated 25% of provincial tourism as a whole (RMOW 2013a, Whistler

Chamber of Commerce 2014). In 2012, Whistler had approximately 2.5 million unique visitors between its

winter and summer seasons. Although Whistler has more visitors during the summer months, these

guests are generally from the regional market, and stay for shorter periods than winter visitors who stay

for longer periods (Tourism Whistler 2014a).

Most revenues are derived from destination visitors (68.2%), followed by regional visitors (18.5%)

(RMOW n.d.). Between 2001 and 2012, the number of winter visitors increased by 18.8%, while the

number of summer visitors increased by 25.4% (WCS & RMOW 2011b). In its 2020 Comprehensive

Sustainability Plan (RMOW n.d.) the community identifies two priorities for its tourism economy:

1) enhancing the resort experience, and 2) ensuring economic viability through promotion of year-round

tourism and diversification of recreational opportunities to increase and stabilize consumer visits.

There are eight major projects planned for Whistler, in the residential/commercial, utility, arts and

educational services industries. These projects have a combined estimated cost of $671 million.

Construction has begun on two initiatives, the Audain Art Museum and the Rainbow Residential

Development (Ministry of Jobs, Tourism and Skills Training 2013).

Squamish-Lillooet Regional District Electoral Area D

Economic activity in SLRD Electoral Area D is focused around the communities of Britannia Beach and

Furry Creek. A copper mine and processing facility operated here from 1900 to 1974. The former mine

site was declared a National Historic Site in 1988, initiating the development of a small tourism-based

economy. Today the site hosts the award-winning Britannia Mine Museum, which received a major

investment for restoration as part of the 2010 Vancouver Olympic Games (Ministry of Jobs, Tourism and

Skills Training 2013). Construction of the mine remediation, mine museum, visitor centre and boardwalk


Page 6.3-17

were completed in September 2010, and there are plans for further project components. A commercial

component is included in the project plans, in the form of a historically themed mining town and waterfront

park (Ministry of Jobs, Tourism and Skills Training 2013).

The community of Furry Creek started out with a resource-based economy (e.g., logging, gravel

extraction). In 1993, development of the Furry Creek Golf and Country Club established the community

as a golfers’ recreational area between Whistler and Metro Vancouver (Furry Creek Golf and Country

Club 2014). Furry Creek has also been used occasionally as a location for the film industry. One major

project is underway in the community; the Furry Creek Residential project involves the development of

a 414 ha site, including 685 housing units and a marina (Ministry of Jobs, Tourism and Skills

Training 2013).

Squamish Nation

Squamish Nation maintains an active economic base centred on Squamish Nation-owned businesses

and leases derived from developments on Squamish Nation lands. Squamish Nation is well integrated

into the Lower Mainland regional economy due in part to the North Shore location of its main community

and proximity to other communities in Greater Vancouver. However, Squamish Nation’s economic

diversity decreased markedly between 2006 and 2011 (its diversity index score rose from 0.20 to 1.23)

demonstrating low levels of overall diversity in the economy (Table 6.3-4). This trend is linked to the

relative importance of nation-owned businesses and real estate development.

The Squamish Nation’s largest employer is the Squamish Nation Business Revenue and Services

department, which employs 75 workers (Squamish Nation 2013a). This department manages eight

businesses, including two marinas, one restaurant, three retailers, one RV park, and one forestry

company (Squamish Nation 2013a). Squamish Nation also opened the Squamish Lil’Wat Cultural Centre

jointly with Lil’Wat Nation in Whistler. This facility offers an exhibition space, theatre, gift shop and eco-

tourism desk (Tourism Whistler 2014a).

Squamish Nation maintains approximately 70 leases on Squamish lands, including those held by the

Greater Vancouver Storage Sewage Plant, International Plaza apartments, and Capilano Trailer Park

(Squamish Nation 2014). A key tenant operating on Squamish Nation lands is the Park Royal Shopping

Centre Holdings Ltd., as the south retail mall, 100 Park Royal, Village at Park Royal and several

restaurants and storage facilities are situated on Squamish Nation lands. The Park Royal Shopping

Centre was recently expanded and modernized to include an additional 11,150 m2 of leasable area and

parking, increasing rents collected by Squamish Nation annually (Squamish Nation 2013a).

Squamish Nation is involved with numerous real estate development plans, including proposed

developments at Capilano, Kitsilano, Chekwep, Stawamus and Senakw (Squamish Nation 2013a).


Page 6.3-18

Segments of the Whistler Alpine Lands were acquired by the Squamish Nation through the Olympic Joint

Legacy Agreement, and have been developed into townhouse units in partnership with the Bethel Lands

Corporation (Squamish Nation 2013b). According to the BC Major Projects Inventory, Squamish Nation

and Concord Pacific are seeking to undertake the Porteau Cove Residential Development, a

residential/commercial development outside of SLRD Electoral Area D (in Furry Creek). The project,

which is currently on hold, has an estimated cost of $200 million, and would cover 476 ha of land for

1,100 single and multifamily units and 295 ha of open space (Ministry of Jobs, Tourism and Skills Training

2013). The development of a $65 million, 39,950 m2 (430,000 square foot) destination shopping centre in

partnership with Progressive Properties is also proposed on 12 ha at Seymour Creek Village, with

consideration of accompanying residential developments (Coyne 2013).

Member-owned businesses also contribute to the Squamish Nation’s business sector. Its small

businesses feature artists (28), contracting, construction and excavation firms (seven), tourism-related

businesses (e.g., traditional cultural performers, outfitters) (seven), and gift shops and galleries (five)

(Squamish Nation 2012). The Xay Temixw (Sacred Land) Land Use Plan identifies the community’s

Forest Stewardship Zone as an area that could potentially be used for tourism purposes (Squamish

Nation 2013c).

Metro Vancouver

Metro Vancouver is BC’s principal economic and population hub, currently generating more than 50% of

the province’s economic activity (Metro Vancouver 2014). It is consistently ranked among the world’s

most livable cities, and received global exposure through the 2010 Vancouver Olympic Games. This

recognition has supported new economic activity in the region. Metro Vancouver is known for its

sustainable, innovative business culture, and its role as Canada’s Asia-Pacific gateway (Vancouver

Economic Commission 2014a). The region has a diverse economic base; key sectors include education,

film and television production, tourism, financial services, information and communication technology,

health services, mining, digital media, apparel, and transportation and logistics (Vancouver Economic

Commission 2014b). As the key provincial economic hub, Metro Vancouver has maintained a highly

diverse economy since 2001; its diversity index has remained constant at 0.03 since 2001 (Table 6.3-4).

In 2013, Metro Vancouver had 383 major projects either proposed or under construction. Based on

available data, the estimated combined budget of these projects is over $64.5 billion, with individual

project costs ranging in cost from $20 million to $4 billion. These projects are being developed in a range

of industries, including: arts, entertainment and recreation; commercial and residential development;

retail; accommodation and food service; educational services; information services; natural gas pipelines;

health care and social assistance; oil and gas extraction; port and harbour facilities; public administration;

seniors housing; social housing; transportation; utilities; warehousing; research and development; and

sewage and other systems.


Page 6.3-19

The five largest projects identified in Metro Vancouver are presented in Appendix 6.3-1 Supplementary

Labour Market Data, Table A-2. These projects are predominantly related to transportation and

residential development, and include the Roberts Bank Terminal 2 project, River District

residential/commercial development; Port Mann Bridge/Highway 1 Gateway Program, Skytrain

Expansion, and Vancouver International Airport Expansion (Ministry of Jobs, Tourism and Skills Training

2013).

6.3.2.2.1.2 Establishments and Locations

Table 6.3-5 presents the number of business establishments located in the LAA and RAA between 2008

and 2013. The SLRD experienced a low overall business growth rate of 1.4% for this period, with

fluctuations in the number of business establishments (BC Stats 2013). Metro Vancouver experienced

higher levels of growth, with an increase of 5.9% between 2008 and 2013 despite negative growth in

2010 and 2011. This performance mirrored provincial trends: BC saw a 5% increase in its number of

business establishments over the same time period (BC Stats 2013).

Table 6.3-5 Number of Business Locations with Employees (2008 – 2013)

Regional District Number of Business Locations

2008 2009 2010 2011 2012 2013

SLRD 1,833 1,879 1,876 1,848 1,893 1,858

Squamish-Lillooet annual change (%) 2.5 2.5 -0.2 -1.5 2.4 -1.9

Metro Vancouver 91,322 92,331 92,053 90,415 91,866 96,678

Metro Vancouver annual change (%) 1.1 1.1 -0.3 -1.8 1.6 5.2

BC 175,003 176,124 175,913 173,589 175,950 183,667

BC annual change (%) 0.6 1.1 -0.3 -1.8 1.36 4.3

Source: BC Stats 2013. Note: Data are sourced from Statistics Canada’s monthly Business Register, which identifies all entities that are

currently operating in Canada. Any Aboriginal or non-Aboriginal business that maintains a corporate income tax (T2) account or a government sales tax account with more than $30,000 in annual gross business income is tracked and included in the Business Register. The data presented include all establishments with employees, but exclude establishments of indeterminate employee size.

Appendix 6.3-1 Supplementary Labour Market Data, Table A-3 presents the 2013 profile of registered

businesses by classification and employee size in the SLRD, Metro Vancouver, and BC. Construction

firms accounted for 14.9% of all companies in the SLRD (188 firms). Among these companies, the vast

majority were small with fewer than 20 employees (95.7% of total), but one firm with 50 to 199 employees

was identified.

In Metro Vancouver, there were 10,386 construction firms in 2012, representing 10.7% of all businesses.

Among these businesses, 91.6% had fewer than 20 employees; however, a larger proportion of medium

and large companies existed compared to the SLRD, including 41 construction firms with over


Page 6.3-20

200 employees. By comparison, 12.1% of businesses in BC were involved in the construction industry. As

in the LAA, over 90% of these firms were small businesses with fewer than 20 employees. Province-wide,

47 construction firms were identified that employed over 200 employees.

Numerous businesses located in Squamish and Whistler are available to provide goods or services that

will likely be required for Project construction and/or operation. Examples of such businesses include, but

are not limited to, those identified in Table 6.3-61. While WLNG intends to use local suppliers, this listing

carries no guarantee that WLNG will procure its materials from these specific local businesses.

Table 6.3-6 Business Establishments Providing Potential Goods and Services for Industrial Construction Projects

Sector District of Squamish Whistler

Concrete/cement production Cardinal Concrete Ltd Callaghan Concrete Products Ltd

Gravel pit operation

Northwest Landscape and Stone Supply

Coast Aggregates

Twin River Gravel (Aggregate Supplier)

Hardware

Canadian Tire

Rona

Squamish Home Hardware

Whistler Home Hardware

Fuel Squamish Valley Gas Bar

Petro-Canada

Whistler Husky

Douglas Channel Gas Services Ltd

Water Taxi Squamish Marine Services N/A

Catering

G-Van Catering

Naked Lunch Catering Company

Black-Katz Catering

Howe Sound Inn and Brewing Co

Two Birds Eatery

Antipasti Catering

Whistler Cooks Catering Company

Riverside Café and Food Catering in Whistler

Delish Café and Catering

Alpine Café and Catering Co.

Bearfoot Bistro Catering

Wildwood Catering Company

Welding and/or Machine Shops

Advance Truck and Heavy Duty Repairs

Channel Fabricating Ltd.

Proteck Industries

Wide Open Welding Ltd.

Safety Supply Dealer Howe Sound Equipment 2008 Ltd

Westward Sales Ltd. N/A

Construction Equipment Suppliers/leasers

Demidoff Equipment Ltd(a)

Miller Capilano Maintenance Corp. N/A

1 This table is based on secondary sources and other (not cited) businesses in the area may also be suppliers to the Project,

and one or more of the businesses shown may no longer be operating.


Page 6.3-21

Sector District of Squamish Whistler

Site excavation Demidoff Equipment Ltd

(a)

JIN Construction.

Coastal Mountain Excavations Ltd

Corona Excavations Ltd

Northland Excavating Ltd

Whistler Excavations Ltd

All-Terrain Excavating Ltd

Hans Demolition and Excavating Ltd(b)

Vegetation clearing Triack Resources N/A

Replanting (forestry and silviculture service firms)

Hedberg and Associates Consulting Ltd.

Leader Silviculture

Source: Wildwood Restaurant Group 2006, Gambier Island Water Taxi n.d., Tourism Whistler 2014b, 2014c, Alpine Café and Catering Co. n.d., Home Hardware Stores Ltd 2014, Canadian Tire 2014, Yellow Pages 2014a, Yellow Pages 2014b, Westward Sales Ltd. n.d., Yellow Pages 2014c, Squamish Chamber of Commerce 2012, Whistler Chamber of Commerce n.d., Coast Aggregates 2012, Hedberg and Associates 2008, All-Terrain Excavating Ltd 2011, Hans Demolition and Excavating Ltd 2013.

N/A = not applicable.

6.3.2.2.1.3 Business Licences

Table 6.3-7 presents the total number of business licences issued in Squamish, Whistler, and

Metro Vancouver between 2005 and 2012. In 2012, Squamish and Metro Vancouver issued 235 and

144,892 business licences respectively. In 2011, Whistler issued 196 business licences.

Trends in business licence issuance varied greatly between the communities of the LAA. While Metro

Vancouver experienced strong, consistent growth in its business licence issuance (rising overall by 13.1%

between 2005 and 2012), the Squamish and Whistler were subject to large fluctuations over the same

period, and both saw negative growth of more than 10% between 2005 and 2015 (Table 6.3-7).

Table 6.3-7 Number of Business Licences by Location (2005-2012)

Year Squamish Whistler Metro Vancouver

2012 235 - 144,892

2011 218 196 143,218

2010 233 299 139,412

2009 213 218 134,631

2008 219 259 134,571

2007 183 216 130,216

2006 241 173 129,479

2005 272 221 128,121

Change from 2005 (%)

-13.6 -11.3 13.1

Source: Metro Vancouver 2013; District of Squamish 2013a; Whistler 2020 2011. Note: The number of business licenses issues was not available for Electoral Area D or Squamish Nation.


Page 6.3-22

6.3.2.2.1.4 Economic Development Plans

The communities of the LAA have formalized their economic goals through community-based economic

development plans. Key economic development plans in the LAA include the following:

District of Squamish Economic Development Recommendations (Restraint Consulting 2010)

District of Squamish Outline for Economic Development Activities 2011-2015 (District of

Squamish n.d)

Squamish Nation’s Xay Temíxw Land Use Plan (Land and Resources Committee Squamish

Nation 2001) which includes a discussion of the community’s economic priorities

Whistler 2020 (RMOW 2013b, WCS & RMOW 2011c)

Squamish-Lillooet Regional District Regional Growth Strategy (SLRD 2010)

Metro Vancouver’s Regional Growth Strategy: Metro Vancouver 2040- Shaping our Future (Metro

Vancouver 2011)


District of Squamish’s Outline for Economic Development Activities 2011-2015 (District of Squamish n.d)

includes key economic development recommendations focused on the enhancement of the District of

Squamish’s brand, image, and competitive advantage as the “Outdoor Recreation Capital of Canada”.

Also outlined are suggestions for strategic support for targeted sectors (e.g., tourism, port and marine

businesses, regional service centres, smaller-scale manufacturing, green industries, recreation

technology, construction, healthcare, recreation, industrial industries); the separation of the Squamish

Adventure Centre from the district’s economic development functions (achieved); assigned priorities

based on committed budgets; and the formalisation of strategic partnerships with Squamish Nation,

Whistler, and other governmental and non-governmental bodies as recommended to support stronger

local and regional economic development (Restraint Consulting 2010, District of Squamish 2014e).


Whistler’s economic development strategies are captured in Whistler 2020, the community’s sustainability

plan (RMOW 2013b, WCS & RMOW 2011c). Priorities include enriching community life; enhancing the

resort experience; protecting the natural environment; ensuring economic viability; and partnering for

success (RMOW 2007). Whistler 2020’s Economic Strategy focuses on maintaining a diversified, year-

round tourism economy; achieving competitive returns on invested capital; taking advantage of economic

opportunities compatible with tourism; supporting success among locally-owned businesses; and offering

products and services with high net user value. The strategy highlights the need to protect Whistler’s core

accommodation base and partner with government and tourism organisations (WCS & RMOW 2011a).


Page 6.3-23

Squamish-Lillooet Regional District (including Electoral Area D)

Adopted in 2010, the SLRD Regional Growth Strategy provides a 20-year growth plan for the entire

SLRD, including Electoral Area D. The Strategy uses a smart growth framework to “shape the pattern and

quality of development along a more sustainable path” (SLRD 2010). Key economic development goals

include of the strategy include the following:

focussing development on compact, complete, sustainable communities

improving transportation linkages and options

supporting a range of quality, affordable housing

achieving a sustainable economy

protecting natural ecosystem functioning

encouraging the sustainable use of parks and natural areas

creating health and safe communities

enhancing relations with Aboriginal communities

improving collaboration among jurisdictions

Squamish Nation

Squamish Nation’s Xay Temíxw Land Use Plan identifies the wish to see greater economic development

and employment opportunities in-community. The plan identifies eco-tourism as both a potential

opportunity for jobs and economic growth, and a potential threat to environmental sustainability (Land and

Resources Committee Squamish Nation 2001). This plan also identifies the need to pursue training in

resource management and tourism positions, joint venture opportunities (particularly in forestry and

tourism), Nation-held forest tenure, and tourism licencing for activities on Squamish Nation’s traditional

territory (Land and Resources Committee Squamish Nation 2001).

Metro Vancouver

In 2011, Metro Vancouver adopted its Regional Growth Strategy: Metro Vancouver 2040 - Shaping our

Future (Metro Vancouver 2011). The growth strategy has five goals that focus on creating a compact

urban area, with growth in urban and transit centres; supporting sustainable economic growth through the

protection of industrial and agricultural land supply; and protecting the environment while responding to

climate change effects. The growth strategy also identifies the development of affordable housing and

sustainable transportation infrastructure as key goals, and recognizes marine transportation will have the

potential to play a larger role in the future of goods movement (Metro Vancouver 2011).


Page 6.3-24

British Columbia

With respect to economic development planning for the LNG sector, BC’s Ministry of Energy, Mines and

Natural Gas published A Strategy for BC’s Newest Industry (Ministry of Energy Mines and Natural Gas

2014) under the 2011 BC Jobs Plan. This strategy aims to guide the development of the LNG industry

province-wide and position BC as a global leader in LNG production and export by capitalising on BC’s

natural resource wealth and proximity to high demand Asian markets. Through the BC Jobs Plan and the

LNG Strategy, BC anticipates the construction and operation of three LNG facilities by 2020.

6.3.2.2.1.5 Economic Development Outlook


Looking forward, the District of Squamish seeks to develop business sectors that fit among the

community’s existing industries and within its outdoor-focused lifestyle (District of Squamish 2014e).

Growth is anticipated through the consolidation of Squamish’s recreation and tourism brand and the

relocation of skilled professionals looking to start new local businesses (District of Squamish 2014e).

Consequently, continued growth in the tourism and outdoor recreation industries is expected to be a

driving force for the local economy (Tourism Squamish n.d.).

In key interviews, the District of Squamish also recognized the need for a mixed or diversified economy

resilient to economic change, given that this strategy helped the community to weather the 2008

economic recession (District of Squamish 2014e). Based on the above, knowledge-based industries are

also expected to be an important source of growth for Squamish, particularly in the existing geotechnical

and environmental technology and animation/film/television sectors, and through the emerging interactive

new media and recreational and sporting technologies (recreational technology) sectors, which are

aligned with the community’s focus on outdoor recreation and tourism (Business Squamish n.d.).

Given the high population growth projected for Squamish (an estimated 33,100 residents by 2031),

expansion in the local construction industry is also anticipated to meet the increased demand for housing

and infrastructure (District of Squamish Planning Department n.d.). These efforts include redevelopment

of the Squamish oceanfront that will support substantial growth in the local marine-based economy.

Development examples include plans for a pocket cruise ship terminal, a tourist boat dock, a boat works

yard for boat building and repair, a wind sports centre, and a marina.

As the site of two university campuses (the Squamish campus of Capilano University and Quest

University Canada), further growth in Squamish’s educational sector is expected, particularly as Quest

University Canada continues to expand its offerings (District of Squamish n.d.a, District of Squamish

2014e).


Page 6.3-25

Finally, as Metro Vancouver increases its capacity as a transportation hub for Asia-Pacific, Squamish is

also well-positioned to expand its role in the transportation sector, offering two marine berths, three

warehouses, specialized handling equipment and intermodal transportation infrastructure (including rail,

ocean and truck) (District of Squamish n.d.b.).


In Whistler, there is a community-wide desire to further diversify the tourism product. Growth is expected

in the cultural tourism segment and in various recreational sectors, as Whistler seeks to gain greater

recognition for its mountain biking and lake sport opportunities (Whistler Chamber of Commerce 2014).

The recovery of the global economy has been slower than expected for Whistler, but the lower Canadian

dollar is expected to drive increased United States and international traffic to the community. The need for

the refurbishment and enhancement of Whistler Village is also expected to create new economic

development opportunities and drive local growth in the construction and trade sectors.

Metro Vancouver

According to the Conference Board of Canada, Vancouver’s gross domestic product is expected to rise

by 2.8% in 2014, below the 25 year average of 3%. This suppressed increase is attributed in part to

lagging employment in Vancouver’s film, media and tech sectors, but there is steady job growth in the

tourism sector (Parry 2014). Over the longer term, Metro Vancouver’s economy is forecasted to grow in

the following sectors:

tourism, given Metro Vancouver’s existing tourism and role as gateway to North America for

Asian visitors

film and television, given Metro Vancouver’s established cluster, variety of shooting locations and

arts and culture infrastructure

retail and personal services, corresponding with population growth and strengths in tourism,

specialty/destination retail and office retail

knowledge-based industries (e.g., digital media, communications, high tech, biotechnology,

research), given Metro Vancouver’s academic infrastructure and strategic location, attractive to

knowledge workers and firms

health, spurred by the aging domestic population of BC

green business, given Metro Vancouver’s reputation and expertise in advanced energy

technologies, green building and environmental sciences, and support through the City of

Vancouver’s Greenest City Action Plan

Industries associated with Port Metro Vancouver are also expected to increase in importance in Metro

Vancouver, with continued growth due to the expansion of Pacific Rim business. Over the next 10 years,

$22 billion in new public and private sector investment has been identified for the Greater Vancouver

Gateway (Canada’s main strategic link to Asia Pacific economies) to benefit from growing trans-Pacific


Page 6.3-26

traffic (Context Research Ltd 2012). At the multi-modal Vancouver International Airport, cargo handling is

also projected to double by 2020, and has resulted in an improvement plan for the airport and the

construction of a $200 million Canada Post e-commerce processing facility.

British Columbia

According to the Central 1 Credit Union, the provincial gross domestic product is projected to grow by a

modest 2.4% in 2014 due to low personal income growth, federal tightening of rules for mortgage

insurance and government spending restraint, exceeding 2013 growth (Central 1 Credit Union 2014).

Continued depreciation of the Canadian dollar combined with the improvement of the American economy

is expected to encourage a strong upturn in the trade sector of our natural resources.

Although the expansion in the economy will be modest in 2014 and is based primarily on export growth, a

sharp upward shift is expected after 2015. This forecasted growth is largely attributable to the

development of LNG projects by 2016, given BC’s plan to support the development of at least three LNG

operations and become a leader in the industry (Central 1 Credit Union 2014). BC’s LNG Strategy

identifies that, moving forward, the province must encourage capital planning and investment for BC to

enter the LNG export market as soon as possible (Government of BC 2013). Momentum in consumer

spending is projected to gather later, as industrial investment would drive employment and wage gains

throughout the BC economy.

6.3.2.2.2 Commercial Marine Use

Commercial Fishing

The RAA and LAA fall within DFO Fisheries Management Area (FMA) 28. While the LAA is located within

subarea 28-5, the RAA overlaps with subareas 28-1 through 28-5 (Figure 6.3-4). Subareas 28-6 through

28-14 are outside of the RAA, covering the Burrard Inlet and Indian Arm.

Finfish Harvest

In response to the high pink salmon (Oncorhynchus gorbuscha) run in 2013, a commercial pink salmon

fishery was opened in Howe Sound for the first time since 1962. The opening lasted three days and was

operated on a quota system, allowing only two commercial seine boats at any given time. Commercial

salmon fishing occurred throughout the waters from Watts Point to Squamish, but was generally

concentrated along the coastline from the Project area to Squamish (DFO 2014a, Pacific Prawn

Fishermen’s Association 2014, Western Forest Products Inc. 2014). In total, 282,400 pink salmon were

caught in FMA 28 during the opening (DFO 2014b).

It is not expected that the commercial pink salmon fishery will be opened in 2014, but on peak year

cycles, DFO may choose to open the fishery again (DFO 2014a). No other commercial finfish fishery

exists in Howe Sound.

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Page 6.3-28

Shellfish Harvest

There are small commercial harvests of prawn (trap), shrimp (trawl) and crab (trap) in Howe Sound. In

BC, there are 250 coast-wide licences for the prawn trap fishery, valued at approximately $684,000 each

(DFO 2014c). The commercial prawn fishery starts no earlier than May and generally runs until the end of

June. Seasonal closures are managed based on the Spawner Index Model, which helps to ensure a

minimum number of female spawners are available at time of egg hatch (DFO 2014c). Area closures may

therefore occur before June. The setting and hauling of prawn traps is only permitted between 07:00 and

19:00, and only one haul per day of each string of traps is allowed. Prawn traps may be set again at the

same location, but it is more common to move traps to another location after hauling (Pacific Prawn

Fishermen’s Association 2014.). Howe Sound is a Special Management Area for prawn, in which only half

of a vessel’s allowed prawn traps may be set. For example, a vessel with a single prawn licence for

300 traps may only set 150 traps on three groundlines in Howe Sound (DFO 2011).

Between 2003 and 2013, FMA subarea 28-5 has averaged an annual catch of 2,942 kg of prawns, which

represents about 5% of the harvest in the RAA (in Howe Sound). The prawn catch in sub-area 28-5 has

shown considerable variation since 2003, with a low of 767 kg in 2006 and a high of 10,792 kg of prawn

in 2011. Between 2008 and 2012, FMA subarea 28-5 averaged between five and six prawn vessels per

year (DFO 2014b). Commercial prawn harvesting occurs in the LAA’s marine waters, and is generally

concentrated closer to the east and west shorelines but also occurs around Darrell Bay and in deeper

waters between Watts Point and the Project area. Other prawn harvesting locations outside the LAA are

located near, and across from, Britannia Beach and Minaty Bay, (Pacific Prawn Fishermen’s Association

2014). No recorded catch values were available for FMA subarea 28-5 (DFO 2014d).

The prawn trap fishery occurs throughout Howe Sound and, although key areas can change from year to

year, Howe Sound provides consistent harvests (DFO 2014e, Pacific Prawn Fishermen’s Association

2014). Within the RAA, an annual average of 57,600 kg of prawns were caught between 2003 and 2013.

In 2011, as with the LAA, there was a particularly large harvest of over 118,000 kg of prawn. Over 60% of

the recorded catch between 2003 and 2013 was concentrated in FMA subareas 28-1 and 28-2, with an

average annual catch of approximately 37,000 kg of prawn. Subarea 28-4 represented approximately

14% over the same time period, while subarea 28-5 was the lowest at 5.1%. Between 2008 and

2012, subareas 28-1 and 28-2 averaged approximately 14 vessels per year, followed by subareas 28-3

and 28-4 with approximately 12 vessels each per year. In 2012, the highest number of vessels was

recorded, with 18 in subareas 28-1 and 28-2, 17 in subarea 28-3 and 15 in subarea 28-4 (DFO 2014b)2.

Catch value statistics are considered less reliable than the catch data due to the collection methods used

by DFO, but generally reflect that prawn catch value is concentrated in subareas 28-1 and 28-2. The

recorded value for the RAA in 2012, not including sub-area 28-5, was close to $300,000, but this is likely

an underestimation of the true value (DFO 2014d).

2 Commercial prawn fishers will fish in different areas of Howe Sound, and it is anticipated that an individual vessel will be

recorded in several different subareas.


Page 6.3-29

Once almost totally reliant on the Japanese market, the BC prawn sector has diversified its market

channels and now enjoys high profile in local, domestic, and other export markets (DFO 2014f). Over the

last eight years, the demand for live prawns has been increasing, both from the domestic market

and from abroad. Howe Sound is an important harvesting location for prawn harvesters catering to the

same-day market in Vancouver, including individuals and restaurants (Pacific Prawn Fishermen’s

Association 2014).

Although there are 242 shrimp trawl licences in BC, participation had declined to 50 vessels in 2012 due

to poor profitability (DFO 2013a). In 2011, average earnings were $37,000, with only three vessels

landing more than $100,000 in value. The fishery is coast-wide and opens in June, but its duration is

dependent on the quota set for that year. A secondary opening may also occur in November

(DFO 2014e). Between 2003 and 2013, no shrimp trawl catch was recorded in subarea 28-5. Shrimp

trawl harvesting did occur in 2006 and 2009, but since fewer than three vessels were active the harvest

could not be reported (DFO 2014b). Generally, the commercial shrimp trawl is focused on the southern

end of Howe Sound (DFO 2014e).

Between 2003 and 2013, the pink shrimp (Pandalus sp.) and sidestripe shrimp (Pandalopsis dispar) catch

has averaged approximately 16,300 kg, with a high of over 23,000 kg in 2009 and 2013, and a low of less

than 10,000 kg in 2005. Subarea 28-1 represented approximately 63% of the shrimp catch in the RAA

between 2003 and 2013, followed by subarea 28-2 with 20% and sub-area 28-4 at 11.4%. Between 2008

and 2012, between 12 and 13 shrimp trawl vessels per year have been recorded in subarea 28-1.

Over the same period, between two and five vessels were recorded in sub-areas 28-2, 28-3 and 29-4

(DFO 2014b). The total recorded catch for FMA 28 as a whole was approximately $48,121 in 2012

(DFO 2014d).

The LAA and RAA fall within Crab Management Area I, which includes all of FMA 28 and 29, excluding

subareas 29-5 and 29-8 (DFO 2013b). Within Area I, there are currently 32 licences available (DFO

2014h). The commercial crab fishery starts June 15 and goes until the end of November (DFO 2014e).

Most harvesting of crab in Area I occurs in either the English Bay or Roberts Bank areas. The majority of

the data for subarea 28-5, which overlaps the LAA, have been supressed as fewer than three vessels

were reporting; however, despite the low levels of activity, commercial crab harvesting is reported within

the LAA, including in front of the Project area and the eastern side of Howe Sound from Watts Point to

Squamish (DFO 2014b, Pacific Prawn Fishermen’s Association 2014). The last year in which crab harvest

data was reported for sub-area 28-5 was in 2011 and 4,110 kg of crab was landed. In 2012, one vessel

was recorded as harvesting within sub-area 28-5. Within the RAA, data was also supressed for sub-area

28-2 and no other crab activity was recorded (DFO 2014d). In 2012, the value of the crab harvest in

FMA 28 was approximately $942,000, down from a high of $1.2 million in 2010 (DFO 2014d). All

commercial seafood harvesting data is presented in Appendix 6.3-2 Supplementary Regional

Economic Development Data.


Page 6.3-30

Marine-Based Tourism

The Tourism Squamish Society represents more than 75 businesses that comprise the local tourism

economy. It operates the Squamish tourism website and visitor centre (Tourism Squamish 2013). Tourism

Squamish outlined the following six key focus areas (Tourism Squamish 2013):

increase awareness of Squamish as an adventure sport destination

capitalize on existing festivals, events and sport tourism to promote and increase overnight stays

promote Squamish as a destination for family getaways and staycations

building relationships with media to help establish and maintain the Squamish brand

create marketing initiatives to focus on the corporate meeting, social gather, retreat and wedding

market

While Squamish offers many land-based outdoor recreational opportunities to tourists, including hiking,

mountain biking and rock climbing, marine-based tourism opportunities within Howe Sound are also

important. Peak season for the tourism industry in Howe Sound occurs between April and October

(Sewell’s Landing Inc. 2014; Sunshine Kayaking 2014).

Wind Sports

The most popular area for kiteboarders is the area in front of the Squamish Spit and Nexen beach in the

Squamish Harbour area. To find quieter waters, kiteboarding schools sometimes transport students in

boats further west, where students can enter the water and head downwind in an easterly direction, back

towards Squamish (Squamish Windsports Society 2014a). This activity comes within approximately 2 km

of the Project area, but does not generally occur close to or directly in front of the Project area. Four kite

schools currently use the Squamish Spit, all of which offer a range of lesson packages for different skills

and interest levels. Lessons can range from two hours to as long as eight hours (Sea-to-Sky Kiteboarding

n.d., Squamish Kiteboarding School n.d., Vancouver Kiteboarding School n.d., Aerial Kiteboarding School

2014, Squamish Windsports Society 2014b). Sea-to-Sky Kiteboarding also operates a kiteboarding shop

in Squamish, in addition to lessons (Sea-to-Sky Kiteboarding n.d.). Further information on recreational

windsports is provided in Section 7.4 Land and Resource Use.

Motorized Tours

Operating out of Squamish, Squamish Marine Service Ltd., offers chartered vessel tours that are booked

on demand. During the summer, at least one chartered tour per week is conducted. The vessel has a

capacity of 12 people. Tour season runs from May to September, and over the course of a year

approximately 24 tours are conducted. The general tour route follows the western coastline of Howe

Sound, past the Project area to Pam Rocks, returning along the east side of Howe Sound (Squamish

Marine Service Ltd 2014). Squamish Harbour also has a rental boat fleet of four 17-foot motorboats

(Squamish Harbour Authority 2014).


Page 6.3-31

Sewell’s Landing Inc., (Sewell’s Marina) is a large marine-based tour operator in the RAA, with a fleet of

38 rental boats and three tour boats, berthed at its Horseshoe Bay marina. Tours are generally conducted

using two boats, each with a capacity of 12 people, although three boats will be used when there is

demand. During peak season, Sewell’s Marina runs three scheduled tours per day, each of which is

two hours long (Sewell’s Marina n.d.). The Sea Safari tours leave twice per day and travel up the eastern

side of Howe Sound, then return back down the eastern side of Gambier Island, through Collingwood

Channel and back to Horseshoe Bay. A new tour route for 2014, Sea Safari Deep Fjord runs once per

day and heads along the eastern side of Gambier Island up to the Defence Islands, and then crosses to

Britannia Beach, where it travels back to Horseshoe Bay along the eastern coastline of Howe Sound. In

addition to Sea Safari tours, Sewell’s Marina also organises marine-based scavenger hunts (Sea Quest)

within the eastern side of Howe Sound for large groups. No tours extend to the LAA, and most rentals are

estimated to stay on the eastern side of Howe Sound between Point Atkins and Anvil Islands

approximately 60% of the time (Sewell’s Landing Inc. 2014).

Paddling and Sailing Tours

Squamish has one kayaking school, Coast River Kayak, which provides sea kayaking tours and lessons,

in addition to white water kayaking courses. This company was established in 2011 and employs six part-

time employees. Peak season is from June to mid-September, with July and August being the busiest

months. Tours are also conducted during the shoulder season in spring and fall. Coast River Kayak’s

primary business is whitewater kayaking lessons, with approximately 100 people taking lessons per year.

Over the course of a year, Coast River Kayak provides sea kayaking tours to approximately 60 people,

averaging approximately five tours per month during peak season. While the majority of Coast River

Kayak’s clientele for whitewater are from Vancouver, international visitors make up the majority of the

demand for sea kayaking tours (Coast River Kayak 2014).

Coastal River Kayak’s two-hour tours generally focus on Squamish harbor and Squamish River. Its four-

hour tours often travel along the western side of Howe Sound. These tours generally come as far as the

Project area. Day tours are also conducted on occasion, approximately four to five per year, and typically

travel around Anvil Island (Coast River Kayak 2014). Coastal River Kayak does not currently rent kayaks

or stand-up paddle boards, but they are available for rent from Aerial Kiteboarding and Valhalla Pure in

Squamish (Aerial Kiteboarding School and Shop 2014a, Coast River Kayak 2014). Aerial Kiteboarding

also provides guided tours (Aerial Kiteboarding School and Shop 2014a, b, c).

Operating primarily in the southern portion of the RAA, Sunshine Kayaking was established in 1991 and

is based in Gibsons Landing Harbour. Services offered by Sunshine Kayaking include kayaking tours and

rentals, with a rental fleet of approximately 30 kayaks (plus 15 in inventory for sale) and one sail boat.

Over the course of the year, Sunshine Kayaking will have approximately 2,000 clients for kayak

rentals and 500 clients for its sailing and kayaking tours (between two and four clients per tour).


Page 6.3-32

Approximately 50 guided kayak tours are conducted per year. Sailing and kayaking tours vary from half

day tours, full day tours and multiday tours, and include full moon paddles and evening tours. Shorter

length kayak tours usually travel around Keats Island, while multiday will often travel around Gambier

Island (Sunshine Kayaking 2014).

Guided Fishing

No targeted guided fishing activities were identified within the LAA, although this activity occurs in several

other locations throughout Howe Sound. The nearest fishing location identified by fishing guides to the

Project area is the Defence Islands. Within Howe Sound, other key areas included Gambier Island and

Thornbrough Channel, the Grace Islands, southern end of Bowen Island, Hole in the Wall, Lions Bay,

Collingwood Channel, Point Atkinson, Hutt Island, Tunstall Bay, Keats Island, and Gower Point (Sewell’s

Landing Inc. 2014, Sunshine Kayaking 2014).

Within Howe Sound, recreational and guided fishing activity is generally highest in the summer, between

April and October (Sunshine Kayaking 2014). Sewell’s Marina’s fishing charters are owner-operated, with

Sewell’s providing administrative and advertising support. During peak season, charter operators based

at Sewell’s Marina run close to 200 fishing charters per month. Although the guided fishing fleet has

decreased by one boat over the last ten years, it was reported that the remaining boats are busy with a

steady stream of clients during the salmon fishing seasons. Key fishing areas change from year to year,

and in addition to Howe Sound, Sewell’s Marina-based charters may travel to the Capilano River, the

Fraser River and Gabriola Island. In 2013, approximately 85% of guided fishing associated with

Sewell’s Marina’s was estimated as taking place at least partly in Howe Sound waters (Sewell’s Landing

Inc. 2014).

Marine-Based Transportation

Squamish Terminals is a public terminal owned by Grieg Star Shipping AS (based in Norway), and is

open to all major break-bulk shipping lines (Squamish Terminals Ltd. 2014). Established in 1972 as a

forestry terminal servicing local pulp mills, Squamish Terminals is one of the largest wood-pulp handling

terminals in North America (Squamish Terminals Ltd. 2014). Although cargo currently handled by

Squamish Terminals remains predominately forest industry related (e.g., wood pulp, panel, lumber), it

also handles inbound steel products (e.g., pipe, rebar, coil, plate steel) and special cargo (e.g., yachts,

trailers, windmill parts, turbines) (Squamish Terminals Ltd 2012a, Squamish Terminals Ltd 2014).

Squamish Terminals has two berths that can handle common size Panamax vessels (generally 180 m to

220 m in length and 50,000 to 80,000 deadweight tonnes ) (Squamish Terminals Ltd. 2012b); however,

Handymax (open hatch) vessels(between 150 m to 200 m in length and 40,000 to 50,000 deadweight

tonnes) are most common. On an annual basis, there are approximately 100 vessel calls per year at

Squamish Terminals (Squamish Terminals Ltd. 2014). All vessels calling at Squamish Terminals traverse

the LAA.


Page 6.3-33

Squamish Terminals has a regular workforce of approximately 90 full-time equivalents, but also uses a

temporary pool of dock workers based in Vancouver who serve all marine terminals if required (Squamish

Terminals Ltd. 2014).

Squamish Marine Service Ltd., formerly Squamish Tug Ltd., was originally founded in 1972. In addition to

moorage and chartered tours, Squamish Marine Service Ltd., also offers water taxi services, small vessel

repair, and tugboats. The two tugboats are used for towing timber, construction rigs, barges and assisting

with ship docking. Squamish Marine Service Ltd. currently has 24 employees. However, the demand for

commercial marine transportation has declined with the closure of the Woodfibre pulp mill in 2006, and

Squamish Marine Service Ltd.’s capacity has decreased in response. Tug and water taxi traffic will

traverse the LAA (Squamish Marine Service Ltd 2014).

6.3.2.2.3 Local Government Finances

This section describes the existing conditions of local government finances, as well as the surrounding

environment, and factors influencing the local government finances subcomponent. Local governments

develop both capital and operating budgets as part of their ongoing financial planning. This baseline

focuses on operating revenues and expenditures, which are most closely linked to changes in service

demand. Information on services provided by local government can be found in Section 7.2

Infrastructure and Community Services, including healthcare, education, recreation, transportation,

potable water and wastewater infrastructure, solid waste infrastructure and services and emergency

services

6.3.2.2.3.1 Local Government Revenues and Expenditures


Municipal government revenues for the District of Squamish are generated predominantly through

taxation, representing 38% to 55.1% of the LAA’s annual revenues since 2006 (Appendix 6.3-3

Supplementary Local Government Finances Data, Table C-1). In 2012, taxes and grants in lieu

generated 39.6% of revenue for the District of Squamish, while gains on land sales generated 14.1%

(District of Squamish 2008, 2009, 2011, 2012b, 2013c).

Appendix 6.3-3 Supplementary Local Government Finances Data, Table C-2 presents the total

expenditures by the District of Squamish between 2006 and 2012. For each year, departmental expenses

(e.g., general government, protective services, transportation, sanitation and waste removal, community

development services, parks, recreation and tourism) were the District’s key expenditure items,

representing 51% to 69% of all outlays (i.e., $17,181,351 to $21,842,541 in overall costs). Spending on

sewer and water facilities, amortisation expenses, and capital expenditures represented other key

expenditures over the same period (District of Squamish 2008, 2009, 2011, 2012b, 2013c).


Page 6.3-34

In recent years, the District “has embarked on an ambitious capital program that relied heavily on

borrowing, which needs to change” (District of Squamish 2014b). Consequently, the five-year capital

program for 2014 was established to fit within the District’s legal borrowing limits and to focus on other

funding opportunities. The capital budget for 2014 is 29% lower than that of 2013, but relies on less debt

and more on reserves saved from utility bill increases in previous years (District of Squamish 2014b).

There has been extensive debate over the District’s 2014 service level changes, given the initial

suggestion of a 0% tax revenue increase, which would have required a contraction of the budget by

$1.3 million (maintenance of a 2013 service level budget would have required a 6% tax change) (District

of Squamish 2014b). Council approved a budget increase of 5%, an approximate property tax increase of

4% for the average business and 6% per single family residence (District of Squamish 2014b; 2014f). Key

2014 budget drivers included contractual increases related to the Royal Canadian Mounted Police, transit

and others (2%); labour increases (2.5%), increases to capital funding (2.75%), and service contractions

across all departments (-3%) (District of Squamish 2014b). This budget allows for a reduced tax increase,

an annual special project envelop to decrease dependence on savings and stabilise future rates, a capital

plan that decreases annual borrowing for capital and an increased contribution to general fund capital

reserves. This plan also requires service reductions and user fee increases to reduce tax effects.

Although the capital program falls within financial and human resource limits, it is not viewed as sufficient

to realize long-term replacement requirements (District of Squamish 2014c). In 2014, budgeted operating

costs are anticipated to decrease for solid waste, recreation, parks and trails, and contributions to

capital programs.

According to the District of Squamish’s five-year financial plan (District of Squamish 2014c), revenues are

expected to increase from $38,579,848 in 2014 to $43,786,266 by 2018 (refer to Appendix 6.3-3

Supplementary Local Government Finances Data, Table C-3). Total revenues are projected to remain

below total expenses for all years. Property taxes will remain the largest income stream for the District,

representing close to 60% of total revenues. In terms of expenses, protective services and

general government services represent over 35% of the total costs combined in each year (District of

Squamish 2014c).

Squamish-Lillooet Regional District (including Electoral Area D)

Unlike local municipalities, regional districts do not levy and collect taxes directly from residents. Regional

districts create annual tax requisitions that specify the amount to be collected for each service provided,

such as water, wastewater, or transportation, in order to meet their annual revenue needs. Based on this

information, the province taxes property owners on a regional district’s behalf and remits the

revenue to the regional district (Berniaz 2009). Between 2009 and 2012, the SLRD generated

approximately one-third of its revenues through requisitions. An estimated one-third of revenues were


Page 6.3-35

derived from member-recovered debt (Squamish-Lillooet Regional District 2012; Squamish-Lillooet

Regional District 2010). Appendix 6.3-3 Supplementary Local Government Finances Data, Table C-4

provides a breakdown of government revenues in the SLRD.

Between 2009 and 2012, the SLRD incurred the largest portion of its expenses through debt servicing,

which represented between 21% and 34% of expenses. The other major expenditure categories were

recreation, culture, and television and library (SLRD 2010, 2012). Appendix 6.3-3 Supplementary Local

Government Finances Data, Table C-5 presents a breakdown of SLRD expenses between 2009

and 2012.

6.3.3 Assessment of Project-related Effects

This section describes the methods for characterizing potential effects, the potential interactions between

the Project activities and sustainable economy, mitigation measures to avoid or reduce potential

interactions, and residual effects and their significance.

6.3.3.1 Assessment Methodology

Assessment of the potential residual effects of the Project is in accordance with the methodology outlined

in Section 4.0 Environmental Assessment Methods. Potential interactions between Project activities

and sustainable economy are determined and described; mitigation is proposed to avoid or minimize

potential adverse interactions, and the likelihood of residual adverse effects and their significance are

described. Descriptions of residual effects characteristics and significance are provided for the

sustainable economy VC in the following sections.

6.3.3.1.1 Residual Effects Characterization

Definitions for ratings applied to residual effects criteria, developed with specific reference to sustainable

economy are presented in Table 6.3-8.

Table 6.3-8 Criteria Used to Characterize Residual Effects on Sustainable Economy

Criteria Description Definition of Rating

Magnitude The amount of change in a key indicator or variable relative to baseline case

Negligible – Project will have no measurable change

Low – effect cannot be distinguished from baseline case conditions

Moderate – an effect that would result in demonstrable change, but remain within historic norms

High – effect results in changes that are beyond historic norms

Geographic Extent

Spatial scale over which the residual effect is expected to occur

Local – effect restricted to LAA

Regional – effect extends beyond the LAA into the RAA

Beyond Regional –effect extends beyond the RAA


Page 6.3-36

Criteria Description Definition of Rating

Duration Length of time over which the residual effect is expected to persist

Short-term – <1 year

Medium-term – 1 year to life of Project

Long-term – > life of Project

Frequency How often the residual effect is expected to occur

Infrequent – occurs once

Frequent – occurs at irregular intervals

Continuous – occurs on a regular basis and at regular intervals

Reversibility

Whether or not the residual effect can be reversed once the physical work or activity causing the effect ceases

Fully reversible – effect can be reversed

Partially Reversible – effect can be reversed partially

Irreversible – effect is permanent

Context

Capacity of socio-economic systems and processes to accept change relative to base case or baseline variation typically experienced

Resilient – The area and its economy market are resilient to adverse changes because they can respond appropriately to imposed stresses or because new agreements, infrastructure and opportunities can replace existing ones and overcome adverse changes.

Not resilient – The area and its economy have little resilience to adverse changes and would resist imposed stresses poorly or new agreements, infrastructure and opportunities could not overcome adverse changes from the baseline.

6.3.3.1.2 Definition of Significance

The significance of potential residual adverse effects is determined based on the residual effects rating

assigned, likelihood of a potential residual effect occurring, a review of background information,

consultation with government agencies and other experts, and professional judgement.

The level of each residual effect has been rated as negligible, not significant, or significant, defined as

follows:

Negligible (N) Effect that is generally not measurable at the community or larger population

level for sustainable economy. Negligible effects are not carried forward to the

residual effects characterization or significance section, or the cumulative

effects assessment.

Not significant (NS) Effect that is greater than negligible and that does not meet the definition of

significant. Not-significant effects are carried forward to the cumulative effects

assessment.

Significant (S) Effects of high magnitude that occur over the long-term in a context when the

local economy is deemed to be not resilient is considered significant.

Significant effects are carried forward to the cumulative effects assessment.

Potential adverse effects identified for the sustainable economy VC will generally occur continuously for

the life of the Project, but will be fully reversible once the Project is decommissioned. The rating of

significance is therefore primarily based on the expected magnitude, geographic extent, and context

ratings.


Page 6.3-37

Likelihood refers to whether or not a residual effect is likely to occur (EAO 2013). The basis for likelihood

is assessed using appropriate qualitative terms with applicable descriptions for how a conclusion was

reached. The likelihood of potential residual effects occurring (after mitigation) is also characterized for

the sustainable economy VC using the following qualitative terms:

Unlikely – past experience and professional judgement indicate that a residual effect is unlikely to occur

Likely – past experience and professional judgement indicate that a residual effect is likely to occur

Characterization of likelihood is based on professional judgement considering the available qualitative

and quantitative data for each potential residual effect.

The level of confidence for each predicted effect is discussed to characterize the level of uncertainty

associated with both the significance and likelihood determinations. Level of confidence is typically based

on expert judgement and is characterized as follows:

Low – Judgement hampered by incomplete understanding of cause-effect relationships or lack of data

Moderate – Reasonable understanding of cause-effect relationships and adequate data

High – Good understanding of cause-effect relationships and ample data

Since there are many outside influences that can affect the magnitude and nature of the Project’s effect

on sustainable economy, such as population changes or macro-economic conditions, predictions of the

Project’s economic effects cannot be made with complete certainty.

6.3.3.2 Potential Interactions of the Project and Proposed Mitigation

Potential interactions between Project activities and the sustainable economy VC, and mitigation

measures proposed to avoid or minimize the interactions are presented in this section.

6.3.3.2.1 Potential Interactions

Potential interactions between Project activities and sustainable economy during the construction,

operation, and decommissioning phases of the Project are identified in Table 6.3-9. The following criteria

have been used to indicate the degree of the effect from the interaction between sustainable economy

and each activity:

No interaction predicted.

Minor interaction (i.e., an adverse effect may result from an interaction, but standard measures to

avoid or minimize the potential effect are available and well understood to be effective, and any

residual effects are negligible).

Carried forward indicates carried forward to the assessment of residual and cumulative effects,

meaning that the interaction may result in an adverse effect.


Page 6.3-38

With a few exceptions, effects of the Project on regional economic development, commercial marine use,

and local government finances are largely in response to the totality of the Project and not to individual

Project works and activities. Also, unlike environmental effects, where there can be substantial

differences between Project construction and operation phase effects, most economic effects occur on a

continuum, from the initiation of construction activity through operation. Effects on individuals,

businesses, and communities are a result of the same processes in both phases. For example, demand

for goods and services will begin with the start of construction and continue through the operation phase.

Where Project construction and operation effects are clearly different, these differences are noted in the

assessment. However, for many of the effects, the assessment (and associated mitigation and

enhancement measures) does not always differentiate between Project phases. Decommissioning-

related effects are, however, quite distinct from those of construction and operation, and are presented

separately.

Table 6.3-9 Potential for Interactions between Project-related Activities and Subcomponents

Project Activities and Physical Works

Subcomponent Interaction

Nature of Interaction and Rationale for Interaction Rating


Construction Phase

All Project construction activities and works

No interaction predicted

Change in goods and services contracting revenues; no negative interaction.

Change in induced output; no negative change.

Change in availability and pricing of goods and services; no negative interaction.

Operation Phase

All Project operation activities and works



Change in induced output; no negative change.

Change in availability and pricing of goods and services; no negative interaction.

Consistency with local economic development planning; no negative interaction.

Decommissioning Phase

All Project decommissioning activities and works




Page 6.3-39





Construction Phase


Minor interaction

Environmental setting - At Watts Point, noise changes are projected to be less than 5 decibels (dBA) during the day

3 (Section 5.4

Atmospheric Sound). Project is visible from parts of the LAA, but the effect from Watts Point was rated not-significant, which means there will be no noticeable decline in visual quality from current conditions (Section 7.5 Visual Quality). Since tourism activity between the site and Watts Point generally comprises traversing through the area, these interactions are considered minor.



Fish and seafood availability – Project-related effects to marine habitat could impact fishing and seafood harvesting through effects on marine productivity. However, effects on marine habitat were rated negligible. As such, no negative interaction in fishing and harvesting quantities is identified (Section 5.16 Marine Benthic Habitat and Section 5.18 Forage Fish and Other Fish).


Carried forward

Displacement of marine-based activities.

Project would likely displace non-Project authorized activities in the Control Zone. Displacement would also occur on a frequent although intermittent basis as a result of Project-related vessel traffic, which would require fishing and tourist watercraft to alter direction and/or speed when navigating at the same time as water taxis and ferries (Section 7.3 Marine Transport).

Operation Phase


Minor interaction

Environmental setting - At Watts Point, noise changes are projected to be less than 1 dBA during the day (Section 5.4 Atmospheric Sound). Project is visible from parts of the LAA, but the effect from Watts Point was rated not-significant, which means there will be no noticeable decline in the visual quality from current conditions (Section 7.5 Visual Quality). Since tourism activity between the site and Watts Point generally comprises traversing through the area, these interactions are considered minor.



Fish and seafood availability – Project-related effects to marine habitat could impact fishing and seafood harvesting through effects on marine productivity. However, effects on marine habitat were rated negligible, defined as not measurable. As such, no negative interaction with fishing and harvesting quantities is identified (Section 5.16 Marine Benthic Habitat and Section 5.18 Forage Fish and Other Fish).

All Project operational activities and works

Carried forward

Displacement of marine-based activities.

Project would likely displace non-Project authorized activities in the Control Zone. Displacement would also occur on a frequent although intermittent basis as a result of Project-related vessel traffic, which would require fishers and tourist watercraft to alter direction and/or speed when navigating at the same time as water taxis, ferries, or LNG carriers (Section 7.3 Marine Transport).

3 A change of 3 dBA is generally barely perceptible by humans, while a 5 dBA change is perceptible.


Page 6.3-40







All Project-related effects identified for construction and operation phases would cease; no negative interaction.

During decommissioning, the site will be prepared for future industrial use; no negative interaction to tourism is identified.


Construction Phase



Change in local government revenues; no negative interaction.

Change in local government expenditures; no negative interaction.

Operation Phase










6.3.3.2.2 Potential Effects

Project activities and physical works that are carried forward (Table 6.3-9) may result in effects to the

sustainable economy VC. The potential effects of the Project on sustainable economy are as follows:


▫ change in goods and services revenues (due to Project expenditures on goods and services

that would be supplied by businesses in the LAA)

▫ change in induced output (due to household expenditures in LAA at various businesses and

institutions by Project associated employment)

▫ change in availability and pricing of goods and services

▫ consistency (of Project) with local economic development planning


▫ displacement of marine-based tourism activities;


▫ change in local government revenues

▫ change in local government expenditures

The potential interactions and their effect causes, type, nature, and direction are described in the

following sections.


Page 6.3-41

6.3.3.2.2.1 Potential Interactions for Regional Economic Development

The potential effects of the Project on the regional economic development sub-component are related to

Project spending on goods and services, the local supply sector’s capacity to respond to the Project’s

contracting opportunities, and the consistency of the Project’s activities with local economic

development plans.

Construction and Operation – Change in Goods and Services Contracting Revenues

Economic development effects in the LAA communities will primarily be the result of the interaction of

Project-associated contracting opportunities and the capacity of LAA suppliers to provide needed goods

and services. This interaction is expected to result in incremental goods and services contracting

revenues for LAA suppliers.

The Proponent’s procurement practices and general economic conditions in the LAA, RAA (BC) and

Canada will positively affect the level of interest expressed by supplier enterprises and, consequently, the

extent to which the economies of the three main LAA population centres (Metro Vancouver, Squamish,

and Whistler) can maximize their shares of Project-related economic benefits. Local companies could

expand in size and/or increase their service/product offerings to become more competitive and new

businesses could be created because of Project demand. LAA enterprises could further benefit from the

expanded capacity, new skills and innovations developed as a result of the Project by increasing their

share of the expenditures made in the LAA communities (i.e., by displacing goods and services brought in

from outside the LAA) or by exporting.

The Project-related expenditures flowing to businesses located in the LAA communities will be influenced

by their capacity for meeting Project goods and services supply requirements. Capacity limitations within

local and regional supplier industries could include limited contractor experience, expertise, or credentials

for meeting project bid or performance standards.

Adverse effects could occur if local and regional businesses and contractors were unable to participate

fairly in the Project’s procurement and supply opportunities. WLNG is expected to use competitive bidding

practices and abide by various trade agreements (such as North American Free Trade Agreement and

World Trade Organisation agreements) to which Canada is a signatory. Adverse effects to local and

regional businesses and contractors are not anticipated from the perspective of LAA businesses being

allowed by WLNG to participate fairly in the Project’s procurement and supply opportunities and are

therefore not carried forward for further assessment.

The Project is situated within BC’s Lower Mainland region, which has the largest population, labour force

and business supply sector in the province. Several major construction projects have been successfully

undertaken within the LAA in recent years using local and regional goods and services suppliers,


Page 6.3-42

including the Sea-to-Sky Highway 99 upgrade, new Vancouver trade and convention centre, Port

Mann Bridge replacement, BC Place Stadium renovation, and various 2010 Winter Olympic Games

venue projects.

Due to their proximity to the Project site, Squamish area businesses will have a locational advantage in

terms of supplying to the Project certain types of basic goods and services, such as fuels and excavating

services. Metro Vancouver will be a major beneficiary in the LAA of the Project’s spending on goods and

services because of its well established role as the commercial, retail and service centre for BC

(See Section 6.3.1.1.1). The Metro Vancouver supply sector is deep, diverse, and experienced in terms

of producing and supplying a broad range of goods, such as fill, various cement products and wood

products, as well as services, such as various engineering services.

The goods and services revenues (output) for direct supplier industries in BC due to Project spending for

building the LNG facility is anticipated to be approximately $242 million over the 24-month construction

phase4.

There is anticipated to be an additional $136 million in goods and services revenues for BC businesses

due to expenditures on production inputs to make or provide the direct goods and services5 for the

Project. An example of a potential upstream supplier is a cement manufacturer that supplies the cement

to a concrete products manufacturer. Further upstream of the cement maker are enterprises that supply

inputs into the cement making process, such as limestone. There is anticipated to be an estimated total of

$378 million of incremental goods and services contracting revenues in BC via the Project’s construction

phase, or an annual average of $189 million.

The proportion of these revenues that would accrue to companies located in the LAA communities will be

based on their capacity, expertise, and willingness to participate in Project construction. An assumption is

made for this assessment that LAA businesses would capture approximately 55% of the Project’s

spending in BC on goods and services during the construction and operation phases.6 On this basis,

businesses in the LAA are expected to realise $208 million in direct and indirect goods and services

contracting revenues due to the Project over the 24-month construction phase, or an annual average of

$104 million.

4 This estimate of direct supplier industry goods and services revenues (output) in BC is tied to estimates of planned Project

direct expenditures on goods and services that are produced in BC. This estimate does not include Project expenditures on goods and services produced outside of BC. The estimate of BC direct supplier industry revenues (output) is based on goods and services expenditure estimates for the Project provided by WLNG, expected geographic sourcing of capital equipment as provided by WLNG and estimated level of imports by the engineering construction industry in BC. It is possible that LAA and BC businesses would capture a larger share of the Project’s direct expenditures on goods and services than the shares reported in this assessment. This estimate of direct supplier industry goods and services revenues is based on data and information that is current as of September 2014, and is subject to change as planning and permitting for the Project progresses.

5 The estimate of Project associated goods and services revenues (output) for indirect suppliers was calculated with WLNG

supplied estimates of the Project’s planned expenditures on direct goods and services and labour compensation and Statistics Canada industry output multipliers (Statistics Canada 2012).

6 This assumption uses labour force size as a proxy for economic capacity and capabilities. The LAA accounts for approximately

55% of the BC labour force.


Page 6.3-43

The operation phase business opportunities due to Project-associated goods and services supply and

consumer expenditures are similar in type to the construction phase opportunities. The key difference is

that the opportunities extend over a minimum 25-year operation period, which presents a lengthy interval

for suppliers to recoup any Project-focused investments.

In the third year of Project operation and thereafter, the annual average goods and services contracting

revenues for direct BC supplier industries, i.e., monies connected to Project spending on operation

matters, is anticipated to be approximately $416 million.7 Most of these monies would be spent on natural

gas feedstock as an input to LNG production. On an annual basis, there is expected to be another

$151 million in goods and services revenues for upstream supply industries in BC connected to the direct

spending of the Project on goods and services. Most of the upstream supplier industry revenues are

connected to natural gas production and processing in the province. There will be an estimated total of

$567 million in direct and indirect goods and services contracting revenues on an annual basis in the

province due to the Project.

The impact on the LAA of goods and services spending in the operation phase will be proportionately

smaller than in the construction phase because of the relative importance of spending on natural gas

feedstock within the annual operating budget of the Project. Most of the direct and indirect goods and

services revenues associated with the Project’s spending for natural gas feedstock are tied to northeast

BC natural gas production. As a consequence, direct and indirect goods and services revenues in the

LAA on an annual basis are expected to be approximately $68 million in connection with Project goods

and services spending.

Effects on business opportunities in the LAA resulting from Project-associated spending on goods and

services will be beneficial during the construction and operation phases. Consequently, this Project

activity is not carried forward for further assessment.

Construction and Operation – Induced Output

Induced output (or revenues) is another indicator of the scale and breadth of the business opportunity

offered by a Project either through its construction or operation. They are based on the economic output

earned by businesses and institutions that would service the household requirements of Project

associated direct and indirect employees.

There is anticipated to be a wide range of enterprises that would earn revenues via the spending of

Project-associated employment income, including retail outlets (especially the grocery store industry),

clothing stores, food establishments, and entertainment venues. Individual households will make their

own decisions as to the businesses that they will patronize. As a Project activity, WLNG procurement

practices will have no effect on household spending of Project-associated direct and indirect employment.

7 This estimate is based on the Project’s direct spending on all goods and services excepting electricity services.


Page 6.3-44

Project associated induced output in BC earned over the 24-month construction phase is expected to be

an estimated $282 million or an annual average of $141 million.8 The location of consumer spending of

wages and salaries connected to the Project will mainly vary according to the permanent residence of

direct and indirect employees. LAA businesses will garner a major share of this household spending

because a large majority of the construction phase workers from BC will reside there. WLNG anticipates

that approximately 60% of the construction phase direct labour demand will be filled from the LAA labour

force. In addition, the LAA communities are expected to experience induced spending effects during the

construction phase because non-resident workers constructing project facilities will spend a portion

of their compensation in the communities where they temporarily reside during their work on the

Project. In the LAA, induced output of $197 million is expected to be generated in various businesses

over the 24-month construction phase, and rooted in household spending of Project associated direct and

indirect employment and labour incomes. The industries that are likely to account for most of the induced

output are finance, insurance and real estate; retail trade; accommodation and food services;

manufacturing; and information and cultural industries.

In the third year of operation, and thereafter on an annual basis, there will be an estimated $64 million of

induced output generated in BC through the Project and $15 million of induced output stimulated within

the LAA.

The Project-related expenditures flowing to businesses located in the LAA communities will be influenced

by their capacity for meeting project goods and services supply requirements and meeting consumer

spending objectives of direct employees and supplier industry (indirect) employees.

Effects on business opportunities in the LAA resulting from the household spending of Project-associated

direct and indirect employment will be beneficial during the construction and operation phases. This

Project activity is not carried forward.

Decommissioning – Change in Goods and Services Contracting Revenues and Induced Output

It is not possible to accurately predict what baseline conditions in the LAA will be 25 years or more in the

future, particularly in terms of goods and services contracting opportunities and induced output (i.e., gross

business revenues generated by household expenditures). With decommissioning and closure, the

Project’s expenditures on goods and services will be limited to the requirements for shutting down

production and dismantling of the LNG facility at the Project site. Although this will entail a much reduced

level of Project-associated spending, it would not result in a reduction of goods and services contracting

opportunities in the LAA being reduced below existing conditions. Compared to existing conditions,

8 Project associated induced output was calculated with WLNG supplied estimates of the Project’s planned expenditures on

direct goods and services and labour compensation for its direct workforce and Statistics Canada industry output multipliers (Statistics Canada 2012).


Page 6.3-45

no adverse effects on goods and services contracting in the LAA are likely to result from the Project

during the decommissioning phase and closure. Also, with decommissioning and closure, all but a few

direct and indirect jobs will remain with the Project, along with their associated household expenditures;

however decommissioning and closure will not result in a reduction of induced output in the LAA below

existing conditions. Compared to existing conditions, no adverse effects on regional economic

development are likely to result from the Project during the decommissioning and closure phase.

Construction and Operation – Change in Availability and Pricing of Goods and Services

Although the Project site is located in Squamish, a smaller community which has a limited pool of goods

and services suppliers, the Project site is proximate to a deep and wide pool of goods and services

suppliers in Metro Vancouver. As the majority of LNG facility equipment is manufactured outside of

Canada, WLNG expects to source the majority of its capital equipment facility from outside of BC, and this

constitutes the largest portion of its construction phase spending. Price pressures that can be seen in

smaller communities of Western Canada that host major industrial construction projects are not

anticipated with this Project because of its proximate location within the large and diverse Metro

Vancouver and overall Lower Mainland economies.

During the operation phase, spending on natural gas feedstock takes up the largest portion of the

Project’s annual goods and services spending. The Project’s natural gas requirements are large within

the context of demand by current industrial facilities in BC, but it is one of the smallest proposed LNG

production facilities in the province and its demand is not expected to have price effects beyond historical

norms for BC natural gas consumers.

Project demand for goods and services will likely have a negligible effect on availability and pricing of

goods and services in the LAA. This activity is therefore not carried forward for further assessment.

Operation – Consistency with Local Economic Development Planning

The Woodfibre Property is designated by the District of Squamish for industry and employment, and was

occupied by the WFP Woodfibre Pulp and Paper Mill, a large-scale industrial facility, until 2006. Under

Squamish’s Official Community Plan, the Woodfibre Property falls within Development Permit Area No. 6

(Squamish Industrial Park and BC Rail Industrial), which was established to provide guidance for the

physical development of a major area to accommodate industrial growth (District of Squamish 2009).

The Project’s general industrial activity is consistent with the District of Squamish’s planning for the site so

no adverse effect is expected in terms of consistency with current local planning. However, District of

Squamish established the Woodfibre LNG Committee, an advisory committee to council in June 2014 to

“…provide input to both District Council and the Project proponents as the proposed project progresses

through its review processes…” (District of Squamish 2012b). The final findings of this advisory body and


Page 6.3-46

Council’s deliberations about them have not occurred: “District of Squamish Council has yet to take a

formal position on the Woodfibre LNG project” (District of Squamish 2014b). Given the consistency of

WLNG’s proposed industrial uses with current District of Squamish zoning and Official Community Plan

designations, the effect of Project activities in construction and operation phases is considered to be

beneficial at this juncture of Project development and not carried forward for further assessment.

6.3.3.2.2.2 Potential Interactions for Commercial Marine Use

The potential effect of the Project associated with the commercial marine use subcomponent is related to

the Project’s effects on use of certain marine areas by tourists.

Construction and Operation – Displacement of Marine-based Tourism Activities

The commercial marine use LAA is used for several activities, including commercial fishing, marine-based

tourism and marine transport. The change in displacement of certain commercial marine use activities

due to the Project would be caused by Project-related vessel traffic, including the ferry that will transport

project workers to the Project site, and by the marine Control Zone (Section 2.2 Description of the

Proposed Project) and, which is part of the Project area. The marine Control Zone is approximately

705 m2, extending between 450 m and 550 m from the shoreline, and will be in place during Project

construction and operation. No commercial fishing, marine-based tourism, or non-Project authorized

transport activity will be allowed within this Control Zone area for safety reasons, and as a condition of BC

Oil and Gas Commission permitting. During the construction phase, it is anticipated that the Project will

generate the following estimated additional vessel traffic within the LAA:

approximately six 500-passenger capacity ferry movements per day between the Project site and

Darrell Bay

approximately 20 water taxi movements per week between the Project site and the government

dock in Squamish

approximately two equipment barge movements per week between the Project site and North

Vancouver

approximately four fuel barge movements per month between the site and North Vancouver

intermittent support vessels in Squamish Harbour

approximately 24 deep-sea vessel movements through Howe Sound over the course of

construction

The start of construction will, however, result in the cessation of the following current vessel traffic:

approximately two crew boat movements per day by WFP for site access

approximately four barge movements per year by WFP for ongoing remediation activities

approximately three movements per week of log booms by tug to Watts Point and four crew boat

movements per day from Watts Point to the Project site


Page 6.3-47

During the minimum 25 years of Project operation, it is anticipated that vessel traffic to the Project by the

worker ferry (capacity of 100 passengers) and water taxi vessel traffic will be similar in volume but

different in composition than during the Project construction phase. The worker ferry service and water

taxis are anticipated to travel from Darrell Bay to the Project site and back during the early stages of

operation, but WLNG plans to investigate potential alternatives to the Darrell Bay ferry terminal within

Squamish Harbour for future operational use. The Project-associated barge movements will become

intermittent during the Project operation phase. In addition, during the operation phase there would be

between six and seven movements per month by LNG carriers, equivalent to a 0.7% increase in large

vessel traffic in Howe Sound. As noted in Section 7.3 Marine Transport, all channels along the LNG

carrier route will meet or exceed Technical Review Process of Marine Terminal Systems and

Transshipment Sites (TERMPOL) guidelines for two-way vessel operation, and no significant effect on

marine navigation is expected.

It is anticipated that the worker ferry and water taxis operating frequently from Darrell Bay and Squamish

will have a greater effect on recreational activities than the deep-sea vessels and LNG carriers that have

a very limited number of movements per month and will not travel north of the Project area into higher-

use areas of the LAA near the Squamish waterfront. As noted above, all channels along the LNG carrier

route will meet or exceed TERMPOL guidelines for two way vessel operation, and no significant effect on

marine navigation for recreational boaters is expected.

As documented in Section 6.3.2.2.2, marine tourism operators (e.g., charters, tours, rentals, kiteboarding

schools) are active within the LAA. As the Project-associated ferries and water taxis will operate

frequently through key use areas, it is anticipated that this will have a greater effect on marine tourism

activities than deep-sea vessels and LNG carriers, which have a very limited number of movements per

month and will not travel past the Project area into higher-use areas of the LAA.

The displacement of marine-based tourism (and recreation) activity by Project-associated vessels will be

intermittent on a daily and seasonal basis. The displacement will be very low for approximately eight

months of the year (October to May) because of the low volume of tourism-related marine activity in the

Squamish Harbour area during that period. Tourism and associated recreation use in the Squamish

Harbour area is relatively high from June through September, and especially high in July and August. The

intermittent aspect on a daily basis arises because the Project-associated vessel traffic will occur at

intervals rather than in a continuous flow. However, due to the nature of the bulk of the tourism and

recreation use being kiteboarding and windsurfing which uses wide swaths of the harbour area, the

Project-related displacement, although intermittent, is anticipated to be acute (in the absence of

mitigation).


Page 6.3-48

The displacement of marine-based tourism activity due to ferry and water taxi vessel traffic travelling to

the Project site from Darrell Bay and Squamish is considered adverse and is carried forward for

further assessment.

Other potential Project-related effects on commercial marine uses are considered to be minor, as

explained in the following paragraphs, and are not carried forward.

Although, the Project Control Zone will prevent tourism activities such as guided kayaking and charters

from traversing within approximately 550 m of the Project, the level of current activity that was identified

for the Control Zone location is very low. Given this level of activity, it will be neither unduly difficult nor

disruptive for current marine users to avoid the Control Zone.

While displacement effects are anticipated for marine tourism activities in the Control Zone and along the

proposed ferry route, they are anticipated to be minor for commercial fishing because of low levels of

commercial fishing activity in the LAA. Of the four commercial fisheries identified in the baseline, only

prawn trapping reported more than three vessels per year in FMA subarea 28-5 consistently between

2008 and 2012, with an average of five to six prawn vessels per year. The Control Zone was identified as

a commercial prawn fishing location in the LAA, as were deeper waters between Watts Point and the

Project area through which LNG carriers would travel. Commercial prawn fishing was also identified as

occurring throughout the RAA. Since commercial prawn fishers can relocate adjacent to the Control Zone

and LNG carrier traffic is infrequent enough to avoid disruption to trap setting and hauling activities, the

displacement effect of the Project on commercial fishing is not carried forward for further assessment.

Indirect effects on commercial fishing could include changes in harvest quantities through effects to

marine life productivity and habitat. This indirect effect on fishing has been assessed in Section 7.4

Land and Resource Use Assessment. As a result, no effects on harvesting quantities for commercial

fishers are identified. Project-related effects on commercial fishing are not anticipated after the Project

decommissioning phase, since all potential effects will cease.

Indirect effects on recreational activities include changes in quality of experience, such as changes to

noise and visual quality. During Project construction, the noise level at Watts Point is projected to

increase by less than 5 dBA during the day (a change of 5 dBA or more is considered perceptible to the

human ear). During Project operation, the expected noise levels at Watts Point will fall to less than 1 dBA,

which will not be perceptible. All effects on noise have been rated negligible. The Project will be visible

from parts of the LAA, but the effect from Watts Point was rated not-significant, which means there will be

no noticeable decline in visual quality from current conditions. However, since recreational activity closer

to the Project site is generally traversing between the site and Watts Point, these changes in quality of

experience are considered minor and therefore not carried forward for further assessment. Details

regarding these environmental settings and relevant mitigation measures are provided within Section 5.4

Atmospheric Sound and Section 7.5 Visual Quality.


Page 6.3-49

Decommissioning – Displacement of Marine-Based Tourism Activities

After the Project’s LNG facilities are dismantled, the Project Control Zone is expected to be eliminated

and Project-associated vessel traffic to the Project site will be significantly curtailed. These changes will

have beneficial effects on commercial marine uses, and this Project activity is not carried forward for a

residual effects assessment.

6.3.3.2.2.3 Potential Interactions for Local Government Finances

Potential interactions for local government finances include Project-associated tax payments that may

affect local government revenues, and direct provision of services to the Project and/or Project-induced

in-migration that may affect local government expenditures.

Construction and Operation – Change in Local Government Tax Revenues and Expenditures

The Project site is within the municipal boundaries of the District of Squamish, which is a member of the

SLRD. The assessed value of the Project’s real property at the Project site will increase as construction

gets underway and facilities are established on the Property. Squamish’s municipal tax rate for Class 4

(major industrial) real property will likely be applied against the Project’s assessed real property value to

determine the Project’s property tax obligations to the District of Squamish. In addition, rates for the

applicable regional district services will be applied to determine the Project’s property tax obligations to

the SLRD. There would also be fee payments, such as for building permits, made to the District

of Squamish.

WLNG estimates property tax and fee payments during the construction phase to be approximately

$1.5 million to $2 million per year. With the start of production in the Project operation phase, the

assessed value of the Project real property will rise and, accordingly, so will the Project’s property tax

payments and associated local government revenues. WLNG anticipates annual property tax and fee

payments to be approximately $3 million for the Project operation phase. The specific amount would be

subject to assessment and District of Squamish tax rate considerations. A $2 million property tax payment

to District of Squamish will represent an approximate 5% increase in this municipality’s annual revenues

(based on its 2014 estimated revenues).

In terms of direct services to the Project, potential local government supply of community infrastructure

and services due to the Project during construction and operation phases is presented in Section 7.2

Infrastructure and Community Services. During the construction and operation phases, the Project’s

potable water, wastewater, and solid waste needs are expected to be met through on-site Project

infrastructure and contracted services. WLNG is expected to lease the Darrell Bay Terminal from BC

Ministry of Transportation and Infrastructure for its worker ferry. WLNG is investigating the acquisition of

additional road and/or parking infrastructure provided by District of Squamish and/or BC Government. If

additional parking infrastructure is required, the cost will be assumed by WLNG and/or a parking provider.


Page 6.3-50

Temporary in-migration during the construction phase is anticipated to be limited as the majority of

construction labour would come from the LAA labour pool (see Section 6.2 Labour Market). As well,

the period over which construction associated temporary in-migration would occur will be limited to the

24-month construction period. No Project provided Squamish area temporary accommodation is planned;

construction workers are expected to reside in their own homes or use existing rental housing and

temporary accommodation.

There is anticipated to be temporary in-migration of approximately 40 persons and potentially their

families for the initial two years of the operation phase. It is anticipated that these persons will relocate to

and reside within in the Squamish area, for reasons of commuting convenience to and from the

Project area.

The increase in property tax payments and fees to District of Squamish and SLRD will have beneficial

effects on local government finances. Incremental outlays by local governments for either direct service to

the Project or in connection with Project associated in-migration of workers are foreseen as nominal.

No direct capital outlays are foreseen. The anticipated effect on local government finances is considered

to be beneficial on a net basis, and this Project activity is not carried forward for a residual

effects assessment.

Decommissioning – Change in Local Government Tax Revenues and Expenditures

After production is stopped at the Project’s LNG facilities and the facility is dismantled, the assessed

value of the Project’s real property and the associated property tax payments to District of

Squamish and Squamish-Lillooet Regional District will sharply fall. Although District of Squamish and

Squamish-Lillooet Regional District of will lose the property tax revenues associated with a producing

LNG facility, shutting production and dismantling of the LNG facility will not result in a reduction of local

government revenues below baseline conditions. Compared to existing baseline conditions, no adverse

effects are predicted on local government finances of the LAA during the decommissioning phase and

therefore this activity is not carried forward for further assessment.

6.3.3.2.3 Proposed Measures to Mitigate Project-related Effects

Mitigation measures are proposed to avoid, minimize, control, restore on-site conditions or offset potential

adverse effects to the economy. Mitigation measures are any practical means taken to manage potential

adverse effects. Measures include applicable standards, guidelines and BMPs. Mitigation measures can

be used alone or in combination to avoid, minimize, or control the potential adverse effects on

sustainable economy. The mitigation identified for sustainable economy is described below and

summarized in Table 6.3-10. For ease of reference, the described mitigation measure has a unique

identification number (unless the measure is being incorporated into the Project design or outlined in

another section of this EA, in which case it is described in the section that follows Table 6.3-10).


Page 6.3-51

As outlined in Section 13.0 Summary of Proposed Environmental and Operation Management Plans

and Follow-up Programs, WLNG will develop and implement a decommissioning plan that is

appropriate for fee simple industrial land. It will be developed in consultation with Aboriginal groups, local

governments and regulatory agencies.

The Squamish Harbour Vessel Traffic Plan identified in Section 7.4 Land and Resource Use, along with

adherence to the recommendations of the TERMPOL studies identified in Section 7.3 Marine Transport,

will help limit the adverse effect carried forward for commercial marine use, i.e., displacement of marine-

based tourism activities. WLNG’s use of the Darrell Bay terminal for the worker ferry helps to minimize

interaction with tourists and recreationists who are using the marine waters of Squamish Harbour and the

head of Howe Sound.

In addition to the measures under these other technical disciplines and as outlined above, the following

mitigation measure will be implemented.

M6.3-1 – Squamish Harbour Vessel Traffic Plan

WLNG will develop and implement strategies, best management practices, and guidelines to avoid or

minimize Project-related disruption of marine-based recreational activities in the Squamish Harbour area

during Project construction and operation. In developing this plan, WLNG will consult with key marine

user groups (e.g., Squamish Terminals, yacht clubs, kiteboard clubs, and kayaking operators) to identify

the routes of all Project-associated marine traffic (e.g., ferries and water taxis) and discuss strategies to

manage the interaction of Project vessel traffic with recreational and tourism areas during the high season

months. Woodfibre LNG Limited’s use of the Darrell Bay terminal for the worker ferry is part of this plan

since this measure will minimize interaction with recreationists and tourists who are using the marine

waters of Squamish Harbour and the head of Howe Sound. This plan will include a procedure for marine

stakeholders to consult with WLNG regarding special events such as yacht races, regattas, and marine-

based festivals to ensure that additional passage planning and scheduling can be reviewed.

Table 6.3-10 summarizes the potential effects, mitigation, and whether detectable residual effects will

remain following mitigation. The rationale for whether residual effects will be detectable following

mitigation is described in the section that follows.


Page 6.3-52

Table 6.3-10 Summary of Potential Effects and Mitigation for Sustainable Economy

Summary of Potential Effect Mitigation Unique ID # Detectable / Measureable

Effect


Construction Phase

Displacement of marine-based tourism activities

Squamish Harbour Vessel Traffic Plan

M6.3-1 Yes detectable effect; deemed not-significant

Operation Phase

Displacement of marine-based tourism activities

Squamish Harbour Vessel Traffic Plan

M6.3-1 Yes detectable effect; deemed not-significant

6.3.3.3 Residual Effects and their Significance for Commercial Marine Use

All Project-related effects on regional economic development and local government finances in the LAA

are likely to be positive. As such, these effects are not carried forward for further assessment. These

beneficial effects include the following:

positive change in goods and services contracting revenues

positive change in induced output

consistency (of Project) with local economic development planning

positive change in local government finances

Displacement of marine-based tourism based activities is likely to result from the Project and therefore

represent a likely adverse residual effect on commercial marine use. Residual effects are assessed

through the potential interactions of Project activities with key indicators of marine-based tourism.

6.3.3.3.1 Characterization of Displacement of Marine-based Tourism Activities – Construction and Operation

Squamish Harbour is an intensively used area for marine-based tourism activities, and Project vessel

traffic travelling to the Project site will overlap with certain parts of this area that are used for marine-

based tourism, kiteboarding, and windsurfing especially, during Project construction and operation. While

some vessel traffic generated by WFP and Black Mount, which moves between Squamish and the Project

site, is expected to cease shortly before Project construction starts, there will be a net increase in vessel

traffic activity in the LAA due to the Project during its construction and operation phases.

To address the effects from construction and vessel traffic traversing from either Darrell Bay or Squamish,

WLNG will develop a Squamish Harbour Vessel Traffic Plan in collaboration with user groups to minimize

displacement of marine-based recreation and tourism activities by Project associated ferry and water taxi

vessel traffic as outlined in Section 7.4 Land and Resource Use.


Page 6.3-53

Taking into consideration the proposed mitigation and the high-use nature of the LAA, the effect is likely

to be adverse and of medium magnitude. WLNG’s proposed use of the Darrell Bay terminal for its worker

ferry will likely facilitate a reduction in potential interaction of Project vessel traffic with recreational and

tourist watercraft, including kiteboarders and windsurfers. The geographic extent is likely to be local and

of long-term duration. The effect will likely be frequent given that recreation and tourism activity occurs

year-round but at much reduced levels in fall, winter and spring, and the effect is likely to be reversible.

Context is rated resilient because Squamish Harbour has accommodated and continues to accommodate

commercial and industrial vessel traffic, including Squamish Terminals and the existing traffic to and from

the Project site. Overall, construction and vessel traffic related to the Project are not likely to result

significant adverse residual effects.

6.3.3.4 Summary of Project-Related Residual Effects and Significance

The residual adverse effect to commercial marine use, specifically marine-based tourism, is likely to be

not-significant. A residual adverse effect is likely because Project-related vessel movements will displace

the well-known tourist and recreational activities in certain circumstances even after mitigation, although

these instances are expected to be nominal because of the mitigation and the use of Darrell Bay terminal.

There is high confidence since areas, volumes and timing of watercraft uses in the Squamish Harbour

area are well known and WLNG will control the implementation of routes and best practices for Project

associated vessels. A summary of determination of significance of residual effects for sustainable

economy is provided in Table 6.3-11. A summary of effects characteristics and significance is provided in

Table 6.3-12.

Table 6.3-11 Summary of Determination of Significance of Residual Effects for Sustainable Economy

Residual Effect

Significance Likelihood (likely/unlikely) Level of Confidence (low/moderate/high)

Displacement of marine-based tourism

Not-Significant

Likely, since weather conditions, watercraft operator skills and limited regulatory control over use of marine waters in Squamish Harbour means that there is likely to be some interaction even after mitigation. However, these instances of displacement are likely to be nominal because of mitigation and WLNG’s use of Darrell Bay terminal for its worker ferry.

High confidence because areas, volumes and timing of watercraft uses in the Squamish Harbour area are well known. WLNG will control the implementation of routes and best practices for Project associated vessels.


Page 6.3-54

Table 6.3-12 Summary of Effects Characteristics and Significance for Commercial Marine Use

Potential Adverse Residual Effect

Contributing Project Activity or Physical

Works

Mit

igati

on

# Proposed Mitigation

Measures

Residual Effects Characterisation

(see Notes for details)

Mag

nit

ud

e

Geo

gra

ph

ic

Exte

nt

Du

rati

on

/

Fre

qu

en

cy

Rev

ers

ibil

ity

Co

nte

xt

Level

of

Eff

ect

Lik

eli

ho

od

Co

nfi

den

ce

Construction Phase


All Project activities and physical works

M6.3-1 Squamish Harbour Vessel Traffic Plan

MM LAA LT / FF R R NS H H

Operation Phase


All Project activities and physical works

M6.3-1 Squamish Harbour Vessel Traffic Plan

MM LAA LT / FF R R NS H H

Decommissioning

n/a

Notes: Magnitude: NM = negligible, LM = low magnitude, MM = moderate magnitude, HM = high magnitude, N/A = no estimate available Geographic extent: No = none, Site = negligible, LAA = low, RAA = regional, P = provincial Duration: LT = long-term (permanent), MT = medium-term, ST = short-term, TT = transient-term Frequency: CF = continuous, FF = frequent, UF = uncommon, RF = rare Reversibility: R = reversible, I = irreversible, C = change but may fluctuate from positive to negative for the duration Context: R = resilient NR = not resilient Level of Effect: N = negligible, NS = not-Significant, S = significant Likelihood: L = likely, U = unlikely Confidence: L = low, M = medium, H = high n/a – not applicable


Page 6.3-55

6.3.4 Sustainable Economy Cumulative Effects Assessment

This section describes the assessment of potential cumulative effects associated with the sustainable

economy in terms of commercial marine use. Cumulative effects result from interactions between Project-

related residual effects and incremental effects of all other certain and reasonably foreseeable projects

and activities. The effects of other projects and activities that have been carried out (past and present

projects) are reflected by the existing conditions as reported in Section 6.3.2.2. The combination of the

residual Project-related effects with the incremental residual effects of all other certain and reasonably

foreseeable projects and activities that will be carried out comprise the total future cumulative effects

within the RAA.

6.3.4.1 Residual Effects Included in Cumulative Effects Assessment

The Project-related residual effect and rationale for its inclusion in the cumulative effects assessment is

summarized in Table 6.3-13. Residual effects that were assessed as negligible are not considered likely

to interact cumulatively, and are not carried forward into the cumulative effects assessment.

Table 6.3-13 Residual Effects Included in Cumulative Effects Assessment

Residual Effect Included in Cumulative

Effects Assessment Rationale



Yes Potential interaction for cumulative effect with other projects that have a marine vessel traffic or shipping element.

6.3.4.2 Spatial and Temporal Boundaries

As described in Section 6.3.1.4.1, the spatial boundary of the cumulative effects assessment for

commercial marine use is defined as Howe Sound, which is the same as the RAA.

6.3.4.3 Effects of Other Projects and Activities

The cumulative effects assessment examines only the potential for interactions between the residual

adverse effects of the Project and the incremental residual adverse effects of other projects and activities

that are certain and reasonably foreseeable. The effects of other existing projects and activities that have

already been implemented (both construction and operation) are considered as part of the existing

conditions for the VC, as described in Section 6.3.2.

A list of certain and reasonably foreseeable projects and activities with potential effects that could interact

with a Project-related residual effect on sustainable economy (commercial marine use subcomponent),

and result in a cumulative effect, is provided in Table 6.3-14.


Page 6.3-56

Table 6.3-14 Potential Incremental Effects of Other Projects and Activities on Sustainable Economy (Commercial Marine Use)

Project / Activity Description Potential to

Interact Rationale

Project

Aquilini Waste-to-Energy Facility

Aquilini Developments proposes a waste–to-energy facility for the incineration of approximately 370,000 tonnes of Metro Vancouver waste per year. The proposed waste-to-energy facility would be located approximately 22 km west-southwest of the project.

Insufficient information

Insufficient project information currently available to assess potential effects as there is no indication of how waste will be transported to the proposed facility. If shipping is considered there is no indication of vessel routes, types or volume; therefore interactions with the Project cannot be identified.

Box Canyon Hydro project

The Box Canyon Hydro project is a 16 MW hydro project in in the McNab watershed on Howe Sound, approximately 10 km south of the project. It is currently under construction.

No No marine shipping component identified that would contribute to a cumulative effect on commercial marine use.

South Britannia

A 200 ha development located on the Makin lands at Britannia Beach proposing a mix of 3,000 residences, retail, and light industrial land uses. South Britannia is 6.5 km southeast of the project, on the east side of Howe Sound.


Britannia Beach MacDonald Development

Zoning is in place for a new commercial and retail development incorporating many renovated historic buildings. The development is located approximately 6km southeast of the project.


BURNCO Aggregate project

BURNCO Rock Products has proposed a 1 to 1.6 million tonnes per annum sand and gravel extraction project in the McNab watershed on Howe Sound. The development will include a marine barge loading facility; it is located approximately 10 km south of the Project. This project is currently in the EA process.

Yes

Potential cumulative interaction identified. Project would increase industrial and commercial vessel traffic in Howe Sound during construction and operations. Carried forward into the assessment.

Culliton Creek Hydro project

The Culliton Creek Hydro project is a 15 MW hydroelectric project located on Culliton Creek, approximately 27 km north of the Project. Site preparation work began in May 2014.


Eagle Mountain – Woodfibre Gas Pipeline project

FortisBC has proposed an approximately 52 km long 24 inch diameter natural gas pipeline from the area north of the Coquitlam Watershed; additional compression at existing compressor stations at Eagle Mountain in Coquitlam and Port Mellon north of Gibsons; a new compressor station in Squamish; and metering facilities at the receipt and delivery points. The pipeline would deliver natural gas to the Project. This project is currently in the EA process.



Page 6.3-57


Interact Rationale

Eaglewind Community Development

Eaglewind is a 25-acre new master planned community in downtown Squamish. The development is currently under construction, with some areas completed and future phases planned. The development is located approximately 7 km northeast of the project.


Garibaldi at Squamish

A proposed all-season destination ski resort proposed for Brohm Ridge in the Cheakamus River watershed, approximately 22 km north of the project. This resort would include 1,675 hotel units, 1,850 ha of ski area, commercial and recreational developments, two 18-hole golf courses, and a recreational trail network.


Porteau Cove

Under a partnership between Squamish Nation and Concord Pacific, this residential development proposes 1,400 homes, lots, and commercial space, located on the east side of Howe Sound, 12.3 km south of the project.


Raffuse Creek Hydro

The Raffuse Creek Hydro project is a 10 MW hydro project located on Raffuse Creek, approximately 19 km from the project.


Rainy River Hydro project

The Rainy River Hydroelectric project is a 15 MW hydro project on the Rainy River, approximately 26 km southwest of the project.


Site B 158 acres of industrial/commercial land owned by the Province of BC and Squamish Nation in the Squamish River estuary west of Stawamus.


Skookum Creek Power

The Skookum Creek Hydro project is a 25 MW hydro project on Skookum Creek, approximately 20 km east-northeast of the project.


Squamish Oceanfront Development Plan

A City of Squamish-proposed oceanfront development plan incorporates residential, recreational and commercial opportunities. The development is located approximately 6 km northeast of the Project.

Yes Project may result in increased demand for marine-based recreation in Squamish Harbour. Carried forward into the assessment.

Woodfibre Substation

BC Hydro is constructing a new substation and connection to the electrical grid. The purpose of the new substation would be to deliver electricity to the Project.



Page 6.3-58


Interact Rationale

Activity

Forestry Activities The Lower Squamish Landscape Unit (Sea-to-Sky Land and Resource Management Plan) contains several forms of forest tenures including woodlots and forest and timber licences.

Yes Forestry activities involve water-based log storage and towing of log booms. Carried forward into the assessment.

Mineral Activities There are approximately 10 mineral tenures within the Howe Landscape Unit mostly adjacent to the foreshore.



Page 6.3-59

6.3.4.4 Potential Interactions with Other Projects

This section identifies the potential interactions between Project-related residual effects and

the incremental effects of other certain and reasonably foreseeable projects and activities, as listed in

Table 6.3-14. The potential for interaction between a Project activity and a Project-related residual effect

that could result in a cumulative adverse effect to sustainable economy (commercial marine use

subcomponent) is summarized in Table 6.3-15. The potential cumulative effects resulting from these

interactions are described in the following sections.


Page 6.3-60

Table 6.3-15 Other Projects or Activities and Potential Cumulative Interactions and Effects for Commercial Marine Use

Other Project / Activity Potential Incremental Effect Potential for

Interaction Resulting in Cumulative Effect

Rationale for Potential Cumulative Effect

Commercial Marine Use (marine-based tourism)

BURNCO Aggregate project

Increase commercial and industrial vessel traffic in Howe Sound.

Yes

BURNCO Aggregate project would increase commercial and industrial vessel traffic (e.g., barges, water taxis) in Howe Sound during both construction and operation. Increased vessel traffic could create a cumulative effect with the Project on tourism and recreational activity in Howe Sound.


Increase amount of marine-based tourism activity in Howe Sound.

Yes

While no marine component is identified with the Squamish Oceanfront Development Plan, it may result in increased marine-based recreational activity, and possibly tourism, which could interact with vessel traffic in Howe Sound.

Forestry activities Increase of water-based log storage and towing of log booms in Squamish Harbour area.

Yes Ongoing forestry activities will likely result in continued towing of log booms into Squamish Harbour area.


Page 6.3-61

6.3.4.4.1 Potential Interaction and Cumulative Effects to Commercial Marine Use

The BURNCO Aggregate project is the only foreseeable project that would increase commercial and

industrial vessel traffic in Howe Sound during the Project’s construction and operation phases, although

other proposed projects may involve a limited marine component during the construction phase. The

BURNCO Aggregate project is anticipated to generate barge traffic from the McNab Creek area through

either Ramillies Channel or Thornbrough Channel and then through Queen Charlotte Channel.

Given the location of the BURNCO project and its shipping routes, this project is not expected to have an

adverse effect on tourism activity in the LAA. Within Howe Sound, the additional barging traffic from the

BURNCO Aggregate project combined with LNG carrier movements would increase larger vessel traffic

by an estimated 3% per year. However, vessel traffic generated from the BURNCO Aggregate project

and Project-associated vessel traffic will only overlap within Queen Charlotte Channel and with mitigation

as identified in Section 7.3 Marine Transport; no navigational concerns are likely. The BURNCO

Aggregate project will have limited overlap with the Project’s marine activities and together the

two projects are likely to only have a small cumulative effect on the total amount of large vessel traffic in

Howe Sound. Consequently, this cumulative adverse residual effect is likely to be minor and therefore

not significant.

An increase in forestry activity from baseline conditions that involves water-storage of logs in Squamish

Harbour area and towing of log booms to and from the Squamish Harbour area is not foreseen, in part

because of planned development of certain Squamish waterfront lands around Mamquam Blind Channel.

This cumulative adverse residual effect is therefore likely to be negligible.

In August 2014, the Squamish Oceanfront Lands final agreements were signed, which commit Matthews

Southwest and Bethel Lands Corporation) to building the developments of the Oceanfront Sub-Area Plan.

The Purchase and Sale Agreement outlines the terms and conditions required for the land transaction to

occur, and a final transaction completion date of April 2015 is anticipated (Squamish Oceanfront

Development Corporation n.d.). The Squamish Oceanfront Peninsula Sub Area Plan outlines a number of

projects and actions that would foster and increase more marine-based recreation and tourism

opportunities in the Squamish Harbour area over the course of that project’s phased development,

including marinas, docks, boat ramps and launching points. The Squamish Oceanfront Peninsula Sub

Area Plan would be implemented as market conditions justify and as community amenities are funded

(District of Squamish 2012c). The marine-based activity associated with the Squamish Oceanfront Lands

is anticipated to be recreation-focused so its displacement effect on existing recreation activity in the

vicinity of Squamish Harbour is likely to be negligible.


Page 6.3-62

6.3.4.5 Proposed Measures to Mitigate Cumulative Effects

The cumulative effects to commercial marine use can be mitigated through WLNG’s Squamish Harbour

Vessel Traffic Plan (M6.3-1). Additional mitigation measures to be recommended for the Project are not

required at this time.

6.3.4.6 Residual Cumulative Effects and their Significance

Potential residual cumulative effects and their significance are described below by subcomponent, and

summarized in Table 6.3-16 and Table 6.3-17.

6.3.4.6.1 Characterisation of Cumulative Displacement of Marine-based Tourism

With the mitigation measures outlined in Section 7.4 Land and Resource Use, it is likely that the effect

will continue to be adverse but of moderate magnitude; marine-based tourism activity will be displaced

but on an intermittent basis and in the outer areas of the harbour (where the Project vessels are

traversing). Geographic extent is local and duration is long-term. While the effect is likely to be frequent,

the effect is likely reversible. Context is rated resilient because various marine route options to the Project

site are feasible. Likelihood of occurrence is rated high because the Control Zone and Project-related

vessel movements will displace the well-known recreational and tourist activities even after mitigation in

certain circumstances, although these instances are expected to be nominal because of the mitigation

and the use of Darrell Bay terminal. Overall, the effect is not likely to be significant.

6.3.4.7 Summary of Residual Cumulative Effects and Significance

The Project is likely to result in a not-significant cumulative adverse residual effect on commercial marine

use as outlined in Table 6.3-16 and Table 6.3-17.

Table 6.3-16 Summary of Determination of Significance of Residual Cumulative Effects for Sustainable Economy (Commercial Marine Use Subcomponent)

Residual Cumulative

Effect Significance Likelihood (likely/unlikely)

Level of Confidence (low/moderate/high)



Not significant

Likely, because weather conditions, watercraft operator skills and limited regulatory control over use of marine waters in Squamish Harbour means that there is likely to be some interaction even after mitigation, but not likely to be significant due to the effectiveness of mitigation.

High confidence, because areas, volumes and timing of watercraft uses in the Squamish Harbour area are well known; WLNG will control the implementation of routes and best practices for Project associated vessels; and there is a high potential for collaboration with Matthews Southwest and Bethel Lands Corporation, District of Squamish and other stakeholders on a vessel traffic plan.


Page 6.3-63

Table 6.3-17 Summary of Residual Cumulative Effects Characterization for Sustainable Economy (Commercial Marine Use)

Potential Effect Contributing Projects

or Activities

Mit

igati

on

#

Proposed Mitigation Measures

Cumulative Residual Effects Characterisation

Mag

nit

ud

e

Geo

gra

ph

ic E

xte

nt

Du

rati

on

/

Fre

qu

en

cy

Rev

ers

ibil

ity

Co

nte

xt

Level

of

Eff

ect

Lik

eli

ho

od

Co

nfi

den

ce

Construction Phase


BURNCO Aggregate Project


Forestry Activities

M6.3-1 Squamish Harbour Vessel Traffic Plan.

MM LAA LT/ FF R R NS L H

Operation Phase


BURNCO Aggregate Project


Forestry Activities

M6.3-1 Squamish Harbour Vessel Traffic Plan.

MM LAA LT/ FF R R NS L H

Decommissioning

n/a n/a n/a n/a

Notes: Magnitude: NM = negligible, LM = low magnitude, MM = moderate magnitude, HM = high magnitude, N/A = no estimate available Geographic extent: No = none, Site = negligible, LAA = low, RAA = regional, P = provincial Duration: LT = long term (permanent), MT = medium term, ST = short term, TT = transient term Frequency: CF = continuous, FF = frequent, UF = uncommon, RF = rare Reversibility: R = reversible, I = irreversible, C = change but may fluctuate from positive to adverse for the duration Context: R = resilient NR = not resilient Level of Effect: N = negligible, NS = not-significant, S = significant Likelihood: L = likely, U = unlikely Confidence: L = low, M = medium, H = high n/a = not applicable


Page 6.3-64

6.3.5 Summary of Residual Project Effects and Residual Cumulative Effects

This section summarizes the potential residual effects of the Project and potential residual cumulative

effects due to interactions with other certain and reasonably foreseeable projects and activities.

6.3.5.1 Displacement of Marine-Based Tourism

The marine LAA is heavily used for tourism and recreation activities, including kiteboarding, windsurfing,

windsports instruction, guided kayaking, boating and marine charters. Tourism and recreation activities

are particularly concentrated close to Squamish, while much lower activity levels occur in or near the

Project area. It is anticipated that development of the Squamish Oceanfront Lands project will increase

marine-based tourism (and recreational) activity in the LAA as its marine-focused infrastructure is

developed.

To minimize displacement of marine tourism activities caused by overlap with the Project area and Project

related vessel traffic, WLNG will develop a coordinated Squamish Harbour Vessel Traffic Plan (mitigation

measure M6.3-1). Under the plan, WLNG will work with tourism operators, recreation user groups, District

of Squamish, and Matthews Southwest and Bethel Lands Corporation to minimize disruption by Project

associated ferry and water taxi traffic.

A residual cumulative adverse effect is likely, but not likely to be significant because Project-related

vessel movements, and marine activity associated with other foreseeable projects in the RAA, will

intermittently displace tourism- and recreation-based marine activities even after mitigation, albeit at a

nominal level of displacement post-mitigation.

Federal jurisdiction over offshore waters extends from the low water mark to 12 nautical miles along the

outer coastline, and includes management and protection of fish and shellfish habitat, ensuring maritime

safety through the Canadian Coast Guard, and maintaining the public right of navigation.

6.3.6 Monitoring and Follow-up Programs

The Squamish Harbour Vessel Traffic Plan will act as a monitoring and follow-up program as it will allow

concerns by stakeholders (e.g., tourism operators, recreation user groups, District of Squamish) to be

raised and addressed by WLNG.


Page 6.3-65

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