Construction Impacts & Mitigation



Noise and Vibration

Impact

Noise generated by the construction of the project will vary with the stage of construction.

Mitigation

It is Richardson’s objective to work within the Vancouver Fraser Port Authority’s standard hours of construction.

For reference, Vancouver Fraser Port Authority Standard Construction Hours:

Monday – Saturday – 7:00 am – 8:00 pm

Beyond typical vehicular traffic associated with construction activities, no incremental noise impacts are predicted for this project.



Traffic Management

Impact

Trucks will be used to transport materials to and from the site.

The predominant trucking requirement relates to the removal of material from the project site. The max number of trucks required is 900 (four trucks per hour) over four weeks.

Inbound transportation of sub-ballast and fill will require 600 trucks (three trucks per hour).

Excavation is anticipated between four to six weeks. Timeline will be confirmed once permitting has been issued and contractors are procured.

Mitigation

Truck movements will be flexible and planned to minimize traffic disruption by avoiding busy times of day.

Trucking at the site will be restricted to hours in accordance with local and port authority jurisdiction.

Richardson is undertaking additional engineering to minimize excavation depth and maximize reuse of trucks to avoid trucking, as far as possible.




Lighting

Results

It is Richardson’s objective to work within the City of North Vancouver bylaws during construction and Vancouver Fraser Port Authority’s standard hours of construction.

There will be no “after hours” construction activity and as a result, minimal need for incremental lighting during construction in the latter part of the day (i.e. it will be negligible).


Operations Following Construction



Traffic Management - Truck and Vessel

Impact

Richardson has proposed construction of a new truck turnaround outside the entrance gate for ease of logistics and emergency vehicle access.

Results

No additional truck traffic upon completion.

No anticipated change to employee vehicular traffic.

No anticipated increase in shipping, despite increased rail car receiving and unloading capacity. Please note: Shipping capacity is influenced by several factors external to the facility, including global market dynamics, consumptive demand, and annual crop performance.




Lighting

Impact

Additional lighting and an upgrade to the electrical service is required to address the new track expansion. Seven 24-metre light poles will be installed along the side of the rails.

At the top of each pole, three to five 540W LED fixed-position dark sky friendly area light swill illuminate the rail yard.

Mitigation

New lighting will only be installed at the location of the new tracks.

Lighting will meet all requirements as outlined in the Canadian Labour Code Standards.

Glare shields, sharp cut-off optics, tall poles, acute aiming angles, and speciality luminaires will be implemented to minimize lighting spill and glare in the inner harbour and surrounding residential area.




Noise, Vibration, Logistics

Results

Following construction, two full trains – each usually comprised of 100-112 rail cars – will be able to enter and exit the site for unloading and subsequent storage.

The average number of rail cars processed daily will increase from 240 to 280.

Daily train deliveries will increase from 2 to 2.5 trains.

A reduction from three trips per 200 cars to two trips per 200 cars.

The rail carrier will be able to deliver trains directly to Richardson’s facility, which will result in efficient rail movements across the North Shore.

Larger but fewer trains will be processed annually.

Following construction, on-site rail movements are anticipated to increase due to the ability to process more rail cars per day (including site locomotive movements, rolling stock, and shunting events). However, this project is not correlated to outgoing shipping volume. Vessel frequency is dependent on external factors including: global market dynamics, consumptive demand, and annual Western Canadian crop performance.

Third party noise/acoustics modeling determined that ambient noise levels in the general vicinity of the facility will increase by 1 dBA, which is deemed an insignificant increase (see Environmental Noise Assessment, found on Vancouver Fraser Port Authority website).



Immediate Operational Benefits

  • Improved site management and logistical efficiencies.

  • Optimization of permitted design capacity (through Metro Vancouver Regional District Air Quality Management Permit No. GVA0617).

  • Purposing of currently inactive industrial land.

This work, once complete and on a per capita basis, will improve operating efficiencies for both Richardson International and the external rail carrier servicing the site.



Long Term Logistical, Environmental, and Community Benefits

  • Reduction of trains by 33%, as more rail cars will be spotted.
  • Less train idling time on the main rail line. This project will allow Richardson to accommodate longer trains and as a result, less movements on the main rail line and a decrease in train disassembly to position cars onto the siding.
  • Reduced logistics for an equal or greater number of rail cars. The additional tracks will allow for longer chains of rail cars to be moved into position at Richardson’s facility for the purpose of unloading, reducing the requirement for unit train disassembly.
  • No significant noise or vibrational impacts. The predicted future annual sound level will increase by between 0 and 1 dBA, which is below the level that requires noise mitigation investigation. The proposed new track work will be more than 90-metres away from the closest residential receivers and potential impacts from ground-borne vibration are expected to be insignificant.

As a result of enhanced operational efficiencies realized by this expansion project for both Richardson and the rail carrier, additional and cumulative community and environmental benefits are also anticipated.