Sulfur Storage PDF

Paci�ic Coast Terminals Co. Ltd.
Project Environmental Review Document

Proposed Potash Handling and Storage System
Prepared for:
Port Metro Vancouver
100 The Pointe
999 Canada Place
Vancouver, British Columbia
V6C 3T4
Submitted by:
Andre Olivier, P.Eng.
Manager, Engineering and Environment
Paciﬁc Coast Terminals Co. Ltd.
2300 Columbia
Port Moody, British Columbia
V3H 5J9
Prepared by:
Andrew MacKay, M.E.S., EP
Envirochem Services Inc.
#206 - 267 West Esplanade
North Vancouver, British Columbia
V7M 1A5
April 30 , 2014
i
PCT Potash Handling System Project Environmental Review Document
EXECUTIVE SUMMARY
This document was prepared as a requirement of the Port Metro Vancouver project permitting
process. It includes project rationale, an overview of existing conditions, proposed installation
details, environmental controls during construction and operations, communications and steps
taken to protect First Nations cultural heritage. The document was prepared through a
collaborative effort among the following organizations:
 PCT and K&S Canada, representing the ownership groups
 Envirochem Services Inc, general environmental management and permitting coordination
 CH2MHILL, engineering design and project management
 Kerr Wood Leidal Associates Ltd., site services and water management upgrades
 Envirowest Consulting Inc., fisheries and marine habitat impact assessment and mitigation
 GL Williams & Associates, fisheries and marine habitat impact assessment and mitigation
 Senes Arcadis Consultants, detailed air emissions inventory
 Kleanza Consulting, archaeological impact assessment
 Openspace Architecture, Potash storage building architectural design.
PCT has been in operation at the Port Moody site since the early 1960’s. To date, a wide variety
of commodities have been safely transferred from land to vessels bound for international
markets. However, since the 2004-2007 period, tonnage handled of key commodities,
Monoethylene Glycol (MEG) and Sulphur, have declined 40% and 64% respectively. To ensure
future viability of the terminal, PCT decided to expand operations including the proposed
Potash handling system.
The PCT/KSPC Potash handling system will be a vital link in the potash supply chain that begins
with the $4.1 Billion mine in Saskatchewan, ending in export markets world-wide. Three grades
of Potash will be introduced to the stable, low risk operating environment at PCT.
The proposed project will be preceded by several separately permitted site improvements
including water management system upgrades (e.g., clarifier installation) and decommissioning
of the secondary settling pond. After backfilling, the former pond area will be the location of
the Potash storage building. In summary, the proposed Potash handling system project will
involve installing and operating the following key assets:
 New railcar bottom dumper building including below ground dumper vault, indexer and
two dedicated high efficiency baghouses for dust control;
 A new conveyor network beginning at the railcar bottom dumper tunnels to the
proposed Potash storage building. Dust will be controlled by new conveyor transfer
point baghouses. Additionally, conveyors will either be covered or fully enclosed (e.g.,
within a tube). The existing Shiploading conveyor from the proposed building to Berth II
will also be covered;
Potash Project Environmental Review Document Final April 30.docx

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PCT Potash Handling System Project Environmental Review Document
 A new fully enclosed 160,000 MT Potash storage steel/wood building, with two new
automated stacker/reclaimers and a two way belt system for optimal commodity
handling efficiency. Rip rap will be installed in the foreshore to provide lateral support
for the Potash building while also preventing shoreline erosion.
 Water treatment system upgrades including isolated drainage systems separating
potash from sulphur and installation of a new settling and aeration basin and a water
storage tank system. Rail track re-alignment in the main yard extending west to Reed
Point Marina. Careful designs were prepared to minimize disturbance to existing utilities
and foreshore habitat.
 Modification to the existing Berth II quadrant shiploader with three new chutes and
chute support towers. Two new baghouses will be installed for dust control on the
shiploader, one each for the transfer conveyor and the spout.
 Installation of two new substations that provide additional electrical power drawn from
BC Hydro grid for the Potash handling system.
PCT enjoys a positive relationship with the local community which continues to built-up
operational excellence, innovative design and honest two-way communication. That approach
has been carried forward to the proposed Potash handling system where project planning has
strived to achieve a balance between economic, operational efficiencies and facilitating
“highest and best land use” while preventing or minimizing environmental, social or cultural
impacts. From creating jobs, boosting local commerce to dust control, protecting foreshore
habitat and First Nations heritage preservation, PCT’s proposed $170 million Potash handling
system clearly supports the PMV Vision for “an efficient and sustainable Gateway”.

PCT Potash Handling System Project Environmental Review Document Page iii
TABLE OF CONTENTS
1.0 INTRODUCTION .................................................................................................................... 1
2.0 PROJECT RATIONALE ............................................................................................................ 5
3.0 EXISTING CONDITIONS AT PCT............................................................................................. 7
3.1 Sulphur Handling System Profile ...................................................................................... 7
3.2 MEG Handling System Profile .......................................................................................... 8
3.3 Canola Handling System Profile ....................................................................................... 8
3.4 Wastewater Treatment System Upgrades ....................................................................... 9
3.5 Secondary Pond Decommissioning .................................................................................. 9
3.6 Environmental Management System............................................................................. 10
4.0 PROPOSED PROJECT........................................................................................................... 11
4.1 Planned Installations ...................................................................................................... 12
4.1.1 Railcar Unloading Area............................................................................................ 14
4.1.2 Conveyors, Conveyor Tunnels and Transfer Towers .............................................. 15
4.1.3 Potash Storage Building and Staker/Reclaimers..................................................... 18
4.1.4 Ship Loader Modifications ...................................................................................... 21
4.1.5 Rail Track Modifications .......................................................................................... 22
4.1.6 Water Treatment System Upgrades ....................................................................... 26
4.1.7 Substations.............................................................................................................. 30
4.1.8 Control Systems ...................................................................................................... 30
4.2 Project Schedule............................................................................................................. 31
4.3 Project Permit Summary ................................................................................................ 31
4.4 About Potash .................................................................................................................. 32
5.0 ENVIRONMENTAL MANAGEMENT .................................................................................... 33
5.1 Construction Environmental Management ................................................................... 33
5.1.1 Air Emissions ........................................................................................................... 34
5.1.2 Surface Water ......................................................................................................... 35
5.1.3 Ground Water ......................................................................................................... 35
5.1.4 Foreshore and Marine Habitat ............................................................................... 36
5.1.5 Soil Management .................................................................................................... 45
5.1.6 Waste Management ............................................................................................... 49

PCT Potash Handling System Project Environmental Review Document Page iv
5.1.7 Hazardous Materials Management ........................................................................ 50

5.1.8 Noise and Vibration ................................................................................................ 50
5.1.9 Traffic ...................................................................................................................... 51
5.1.10 Heritage Preservation ............................................................................................. 51
5.2 Operations Environmental Management ...................................................................... 52
5.2.1 Air Emissions ........................................................................................................... 53
5.2.2 Water Management................................................................................................ 59
5.2.3 Waste Management ............................................................................................... 59
5.2.4 Noise ....................................................................................................................... 60
5.2.5 Visual Impact ........................................................................................................... 60
5.2.6 Vessel Traffic ........................................................................................................... 63
6.0 FIRST NATIONS HERITAGE PRESERVATION ........................................................................ 65
7.0 COMMUNICATIONS OVERVIEW......................................................................................... 68
8.0 CONCLUSION ...................................................................................................................... 69

PCT Potash Handling System Project Environmental Review Document Page v
LIST OF FIGURES
Figure 1. Pacific Coast Terminals Location, Port Moody Arm, Port Moody, BC ............................ 1
Figure 2. Potash Supply Chain Summary ....................................................................................... 4
Figure 3. City of Port Moody Land Use Map .................................................................................. 6
Figure 4. Typical Section of Decommissioned Secondary Settling Pond ....................................... 9
Figure 5. Potash Handling System, Railcar Unloading, Potash Storage and Transfer to Ship ..... 11
Figure 6. Potash Handling System-Ship Loading .......................................................................... 12
Figure 7. Site Plan - Main Facilities .............................................................................................. 12
Figure 8. Site Plan, Extension of Y-Track to Accommodate Empty Rail Cars ............................... 13
Figure 9. Potash Unloading Area, Plan View ................................................................................ 14
Figure 10. Potash Unloading Area, Sectional View ...................................................................... 15
Figure 11. Unloading Area Underground conveyor tunnels ........................................................ 16
Figure 12. Conveyors Feeding the Potash Building, Plan View .................................................... 17
Figure 13. Above Ground Conveyors, Model View ...................................................................... 17
Figure 14. Potash Storage Building, Plan View ............................................................................ 18
Figure 15. Potash Storage Building, Section ................................................................................ 19
Figure 16. Potash Storage Building, Model View from North ..................................................... 19
Figure 17. Potash Storage Building, Model View from West....................................................... 20
Figure 18. Typical Staker/ Reclaimer Cross Section ..................................................................... 21
Figure 19. Ship Loader and Spout Storage Rack .......................................................................... 22
Figure 20. Track Y Extension from PCT to Reed Point Marina ..................................................... 23
Figure 21. Section at Retaining Wall ............................................................................................ 23
Figure 22. Section at Rip Rap Slope ............................................................................................. 24
Figure 23. Preliminary Layout (Plan) of Barge Landing Area ....................................................... 25
Figure 24. Preliminary Layout (Sections) of Barge Landing Area ................................................. 25
Figure 25. Modified Drainage for the Proposed Potash Handling System .................................. 28
Figure 26. Water Treatment System Process Flow Diagram ....................................................... 29
Figure 27. Design Footprint of Proposed Storage Building on Existing Habitat Types ................ 38
Figure 28. Rail Extension - Design Footprint of Proposed Works on Existing Habitat Types ...... 39
Figure 29. Preliminary Layout of Kyle Creek Spit ......................................................................... 40

PCT Potash Handling System Project Environmental Review Document Page vi
Figure 30. Preliminary Layout of Reed Island .............................................................................. 42

Figure 31. Location of Beach Created Through Removal of Existing Rip Rap .............................. 43
Figure 32. Historical Soil Quality near Railcar Dumper Pit and Tunnel Excavation Areas ........... 47
Figure 33. PCT Site Historical Soil Quality near Planned Installations ......................................... 48
Figure 34. Existing and New Stationary Emission Sources .......................................................... 58
Figure 35. Rendering of Potash Storage Building from South Slope ........................................... 61
Figure 36. Rendering of Storage Building from Rocky Point Park ............................................... 62
Figure 37. Rendering of Storage Building from Pleasantside ...................................................... 62
Figure 38. Known Archaeological Sites near PCT ......................................................................... 67
LIST OF TABLES
Table 1: Potash Handling System Capacity ............................................................................. 13
Table 2: Construction Project Milestone Summary ................................................................ 31
Table 3: Summary of Project Permits ...................................................................................... 31
Table 4: Summary of Potash Properties .................................................................................. 32
Table 5: Summary of Potential Construction Environmental Issues and Controls ................. 33
Table 6: Summary of Potential Excavation Groundwater Locations and Controls ................. 35
Table 7: Habitat Budget ........................................................................................................... 45
Table 8: Waste Inventory and Management........................................................................... 49
Table 9: Potential Construction Noise Sources and Duration ................................................. 50
Table 10: Summary of Potential Operating Environmental Issues and Controls...................... 52
Table 11: Historical and Projected Future Commodity Handling at PCT .................................. 54
Table 12: Projected Site Wide PCT Air Emissions in 2015 and 2020 ......................................... 56
Table 13: Expected Air Emissions from Potash Handling System Construction ....................... 56
Table 14: Fabric Filter (Baghouse) Location Summary .............................................................. 57
Table 15: Vessel Transit History and Forecast .......................................................................... 64

PCT Potash Handling System Project Environmental Review Document Page vii
LIST OF APPENDICIES
(see under separate copy)
Appendix 1.1: Location Plan and Site Plans

Appendix 1.2: Potash Handling System Process Flow Diagrams
Appendix 1.3: Railcar Unloading Area Drawings
Appendix 1.4: Conveyor and Transfer Tower Drawings
Appendix 1.5: Potash Storage Building Drawings
Appendix 1.6: Code Concepts Report by Gage Babcock & Associates
Appendix 1.7: Rail Modification and Extension Drawings
Appendix 1.8: Water Treatment System Upgrades
Appendix 1.9: Electrical Substations
Appendix 1.10: Material Safety Datasheets
Appendix 1.11: Model Views
Appendix 2.0: Construction Equipment and Vehicle Inventory
Appendix 3.0: Historical Soil Analytical Data
Appendix 4.0: Chance Find Procedure
Appendix 5.0: Detailed Air Emissions Inventory
Appendix 6.0: Dust Collection System Drawings and Specifications
Appendix 7.0: Summary of PCT Project Communications

PCT Potash Handling System Project Environmental Review Document Page 1
1.0 INTRODUCTION
Pacific Coast Terminals Co. Ltd. (PCT) is a bulk commodity marine shipping terminal located at
the east end of Burrard Inlet, an area also known as Port Moody Arm (see Figure 1). PCT also
recognizes that it is operating within the traditional territories, including the Salish Sea, of
several First Nations such as the Musqueam, Squamish, Tsleil-Waututh and Stó:lō. The terminal
has been operational in its current location, Port Metro Vancouver (PMV) leased land, since the
early 1960’s and has long since established itself as a positive part of the unique Port Moody
community.
Figure 1. Pacific Coast Terminals Location, Port Moody Arm, Port Moody, BC
Currently PCT primarily handles sulphur and monoethylene glycol (MEG) and temporarily
handles steel making coal. However, recent declines in sulphur and MEG tonnage through PCT
have prompted operational changes to handle other commodities to improve the financial
viability of the terminal. In order to achieve this goal, PCT has committed to the following
sequence of five (5) carefully planned and vital projects:
1. Navigation Channel dredging in Port Moody Arm, to enable greater scheduling flexibility
and safety for vessels transiting to and from PCT subsequent to the planned operational
modifications. This project is currently under review by Environment Canada (EC) and
the Department of Fisheries and Oceans (DFO).
2. Installation of a Canola Handling System that will involve handling, temporary storage
and marine loading of food grade cooking oil bound for export markets. This project was
permitted by PMV in March 2014 and commissioning is expected in early 2015.
3. Waste water systems upgrade including clarifier installation.

4. Secondary Pond Remediation, including pond sediment characterization and removal

and backfilled to adjacent grade. Improvements will reduce seismic risk and
environmental liability for site contamination.
5. Installation of a state-of-the-art Potash handling system, with construction planned to
begin in January 2015 and commissioning by late Q3 2016. This document has been
assembled to provide the basis for obtaining the requisite PMV project permit
exclusively for the proposed Potash handling system at PCT.
PCT is a vital component of the Potash supply chain that begins in a new $4.1 billion mine
owned by K&S Canada (KSPC) near Moose Jaw, Saskatchewan. The mine is currently under
construction with a similar commission schedule as the proposed
handling system at PCT. From the open pit mine, Potash will be
transported in covered rail cars for approximately 1900 kilometres to
PCT where it will be unloaded, stored under dry conditions in a new
building and subsequently shipped to multiple international
destinations world-wide for industrial and agricultural applications
(see Error! Reference source not found.).
Potash will be introduced to the PCT site where only compatible, low
risk commodities including Canola, Monoethylene Glycol and Sulphur
are handled. New installations and modification to existing
infrastructure will be required. Careful attention has been provided to
design a highly efficient Potash handling system that minimizes
environmental and community impacts.
In summary, key system and product attributes for the new Potash handling system include:
 Introduction of three grades of potash that will be unloaded, stored and shipped. There
will be one industrial (white) and two fertilizer grades (standard and granular (pink).
Potash, a non-reactive, non-toxic naturally occurring mineral to the stable operating
environment at PCT.
 New railcar bottom dumper building including below ground dumper vault, indexer and
two dedicated high efficiency baghouses for dust control;
 A new conveyor network beginning at the railcar bottom dumper tunnels to the
proposed Potash storage building. Dust will be controlled by new conveyor transfer
point baghouses. Additionally, conveyors will either be covered or fully enclosed (e.g.,
within a tube). The existing Shiploading conveyor from the proposed building to Berth II
will also be covered;

 A new fully enclosed 160,000 MT Potash storage steel/wood building, with two new
automated stacker/reclaimers and a two way belt system for optimal commodity
handling efficiency. Rip rap will be installed in the foreshore to provide lateral support
for the Potash building while also preventing shoreline erosion.
 Water treatment system upgrades including isolated drainage systems separating
potash from sulphur and installation of a new settling and aeration basin and a water
storage tank system. Rail track re-alignment in the main yard extending west to Reed
Point Marina. Careful designs were generated to minimize disturbance to existing
utilities and foreshore habitat.
 Modification to the existing Berth II quadrant shiploader with three new chutes and
chute support towers. Two new baghouses will be installed for dust control on the
shiploader, one each for the transfer conveyor and the spout.
 Installation of two new substations that provide additional electrical power drawn from
BC Hydro grid for the Potash handling system.
PCT has submitted this document as required by the PMV Project Review Process. It provides
an overview of existing operations and site conditions, engineering details on the proposed
Potash handling system, environmental mitigation for both construction and operations,
cultural preservation and an overview of public and First Nations communications to date.
Accordingly PCT is confident that the proposed Potash handling system supports the PMV
commitment for “efficient and reliable movement of goods … through the port while
integrating environmental, social and economic sustainability initiatives into all areas of port
operations”.

 K&S Canada Legacy Mine, Saskatchewan

 Planned capacity of 2.86 million MT / yr by 2023
 Valued at $4.1 Billion (Cdn.)
 Covered railcar 1900 km. to PCT

 No dust during transport
 Railcar unloading at Pacific Coast Terminals

 Covered conveyors to new 160,000 MT shed
 Shiploader with dedicated dust control unit(s)
 Potash shipped to multiple export markets

including China, India and South America
 Local distribution to end users for use in

industrial and agricultural applications (e.g.,
fertilizer)
Figure 2. Potash Supply Chain Summary

2.0 PROJECT RATIONALE

PCT has been in operation at the Port Moody site since the early 1960’s. To date, a wide variety
of commodities have been safely transferred from land to ocean going vessels bound for
international markets. However, since the 2004-2007 period, tonnage handled of key
commodities, Monoethylene Glycol (MEG) and Sulphur, have declined 40% and 64%
respectively. To ensure future viability of the terminal, PCT decided to expand operations to
include Canola Oil (under construction at this time) and more recently, Potash.
Adding Potash to the PCT site makes good sense as it will provide numerous socio-economic
benefits while minimizing environmental impact. The project and subsequent operations will
play an important role in the local economy given some recent trends:
 PCT is currently the third largest taxpayer in the City of Port Moody and after the full
expansion will be the largest single taxpayer.
 Major industry in Port Moody currently contributes 14% of all tax revenue (equal to $6.6
million). As a result of the downsizing of industry (two oil refineries and the sawmill have
significantly reduced operations and Andres Wines closed down) in the community, this has
fallen from a high of almost 50% contribution back in the 1980s.
 The City has publicly raised concern about the diminishing major industrial tax base in the
community. Members of the City of Port Moody council all expressed support and
enthusiasm for PCT’s planned expansion projects and the benefits it will provide to the City
in terms of jobs and increased tax revenue.
For over 50 years, PCT has provided economic stability in Port Moody. This currently involves
generating several million dollars a year in taxes, salaries and purchasing in the local (and
regional) community. The planned $170,000,000 Potash handling system project alone is
expected to generate numerous economic benefits including the creation of over 500 man
(person) years of work, local and regional materials purchasing (estimated value of $3million)
and an additional long-term tax revenue stream. At the same time the company has been
mindful to minimize potential nuisance associated with industrial sites. Steps taken range
include noise barrier installations, community notification in advance of planned maintenance
activities that may generate non-continuous noises, working within Port Moody noise by-law
limits and contractor workforce staging to minimize local traffic.
It is important to note that the proposed Potash project is also highly compatible with the latest
version of the City of Port Moody Official Community Plan (February 2014). PCT is located on
land designated as “general industrial” (see Figure 3Error! Reference source not found.). The
OCP, which defines the general industrial designation as “development of heavy industrial uses
such as manufacturing and port related uses”, remains compatible with the PCT operation.
Furthermore, the OCP industrial policy states that, “the future employment needs of Port
Moody will be met by a number of strategies such as …supporting existing industrial
businesses”. Furthermore, the overall project planning approach also supports other
community goals including sustainability by considering multiple decision-making values (e.g.,
economic, environmental, social and cultural) and implementing energy efficiency options
during design and construction.
Figure 3. City of Port Moody Land Use Map

3.0 EXISTING CONDITIONS AT PCT

Potash will be introduced to a very stable and reliable industrial environment handling only low
risk bulk commodities. PCT has an excellent operations track record backed by fully functional
Environmental and Health & Safety
management systems.
At the time of submitting this application

document, PCT continues to handle sulphur and
MEG. Construction of the Canola handling
system and waste water treatment plant
upgrades are well underway with expected
completion in late 2014, early 2015.
Additionally, a separate application was
submitted to the PMV in late March 2014 to decommission the secondary treatment (settling)
pond. The backfilled pond will be the location of the proposed potash building, a key asset in
the proposed Potash handling system. Existing conditions, including planned projects preceding
Potash handling system installations, are provided below.
3.1 Sulphur Handling System Profile
Current sulphur operations at PCT involve, in summary, the following activities:

 Rail delivery to site by Canadian Pacific Railway (CP).
 Open-topped gondola cars are unloaded at the rotary dumper located at the east side of
the terminal adjacent to CP Rail’s mainline rail right-of-way.
 Conveyors load sulphur direct to ship or to an outdoor storage area with a storage
capacity of up to 220,000 MT.
 An automated stacker/reclaimer (StakRake) traverses the piles and sulphur is either
stockpiled or reclaimed to the Quadrant Shiploader via contained conveyor system to
PCT’s Berth #2. This berth is dedicated to loading bulk cargos and is specially designed
to handle sulphur. Berth #1 is dedicated to liquids loading; however it can be used as a
lay-by berth for larger vessels.
 Ship loading at both berths which can accommodate Panamax-sized vessels up to
70,000 dead-weight tonnes (DWT).
Since handling a peak sulphur throughput of 4.4 million MT in 2004, sulphur handling volumes
have gradually declined by over 64% to 1.6 million MT in 2013.

3.2 MEG Handling System Profile
Handling and transfer of MEG at PCT is done through a closed loop system that first involves rail
transfer to site by Canadian Pacific Railway to a contained unloading station. Glycol is then
bottom unloaded from the railcars through two gravity assisted pumps to six (6) storage tanks
through aboveground stainless steel pipelines. From storage tanks glycol is pumped at Berth 1
and loaded to vessels using the counter balanced marine loading arm. The system includes
extensive fail-safe features including:
 Variable speed pumps and a surge tank located at Berth 1 to protect system over-
pressurizing;
 Recovery of residual glycol from the marine loading arm into a dedicated vessel at Berth
1 using a Nitrogen purge;
 Storage tanks with automated valves on inlets and outlets that close on power failures
and emergency shutdown;
 Overfilling protection including interlocks between rail car unloading pump and high
tank levels;
 Emergency shutdown stations at all operator stations: railcar unloading, marine loading
and at the control building;
 Portable and mobile control system tablet interfaces allowing supervisors to
continuously monitor systems while roaming the site; and
 A portable emergency shutdown given to vessels to stop shore-side pumps and close
valves during an emergency.
3.3 Canola Handling System Profile
The canola handling system, currently under construction, will involve modifications to existing
infrastructure as well as adding new equipment predominantly located in the site uplands. Key
system and product attributes include:
 Storing and handling Canola (vegetable) oil which is a non-toxic,
non-flammable and non-reactive food grade commodity;
 Modification of the existing contained MEG rail car unloading
facility to accommodate canola railcars;
 Installation of three (3) new tanks providing total storage
capacity of 45,000 MT;
 New carbon steel above ground pipe installations including interstitially monitored
double-walled piping at two sensitive locations: Schoolhouse Creek and the dock
loading area;
 Installation of containment boom around each ship while loading canola;
 Reinforced concrete containment for the canola tank farm;

 Many system fail-safe features similar to the MEG system including pressure controls,
tank level alarms and emergency shut-down.
3.4 Wastewater Treatment System Upgrades
Numerous wastewater treatment system upgrades are underway and / or planned prior to
potash handling system installations. Concurrent with the Canola system is construction of the
sulphur waste water treatment plant, pump stations, clarifier and sludge dewatering building.
These works have been submitted for approval under separate permit amendments and project
permits issued by Metro Vancouver and Port Metro Vancouver respectively. After the clarifier
construction is completed, PCT will undertake secondary settling pond decommissioning.
3.5 Secondary Pond Decommissioning
In March 2014, an application was submitted to PMV for the secondary settling pond
decommissioning project. In summary, the project will involve:
 Assessing existing sludge quality and quantity (volume);
 Draining wastewater from the pond;
 Removing, dewatering and disposing or re-use of sludge;
 Backfilling the pond with engineered fill to existing adjacent grades (Figure 4Error!
Reference source not found. below);
 Directing construction surface and ground water as well as pond and sludge dewatering
operations to PCT’s existing wastewater system.
Figure 4. Typical Section of Decommissioned Secondary Settling Pond

3.6 Environmental Management System
PCT maintains an active environmental management system (EMS) and

regularly updated emergency response (contingency) plan. The EMS
provides guidance to both PCT staff and contractors for continual
environmental performance improvement. In 2014, PCT joined Green
Marine, a highly respected marine industry standard for environmental
management which includes annual self-assessments and external third
party performance verifications every two years.
PCT has invested more than $90 million in terminal improvements, all with a focus on
environmental protection. PCT has also created a salt marsh for marine habitat enhancement,
planted over 2,000 trees, installed site wastewater treatment, replaced several hydrocarbon
powered vehicles with electric cars and introduced dust suppression and noise reduction
systems. PCT is also proud supporters of community environmental groups such as local fish
hatcheries and the Port Moody Ecological Society.
The site contingency plan describes the organization and procedures
to follow in numerous scenarios including fire and product loss. PCT
has retained Quantum Murray and Western Canada Marine Response
Corporation to act as first responders to an environmental
emergency. PCT has a comprehensive employee-training programme
including WHMIS, fire and safety, EMS, Transportation of Dangerous
Goods and emergency response.
Overall, the introduction of Potash will be highly compatible with existing

conditions and bulk commodities currently handled at PCT.

4.0 PROPOSED PROJECT

This section describes the proposed facilities that will be used to handle potash at (PCT). In
general, potash will arrive on site in covered bottom unloading railcars and will be brought into
the new railcar unloading building one car at a time. Within this enclosed environment, potash
will be released from the bottom of each railcar onto an underground conveyor located in a
tunnel beneath the train tracks. Dust collection systems will capture dust originating from this
process. The conveyor will daylight above ground near the existing maintenance building and
the potash will continue through a series of new transfer towers before entering the new
Potash Storage Building.
Within the storage building, three grades of potash will be handled by two automated stacker /
reclaimers and reversible conveyor systems. Potash will be transferred and loaded into ships
using PCT’s existing sulphur ship loading equipment, modified to accommodate potash. Dust
will be minimized by covering or completely enclosing all conveyors and by installing dust
collection systems on all transfer points.
Upgrades to the electrical power supply and distribution system, water treatment system and
rail yard at PCT will be required to support the project. A general overview of the potash
system is illustrated in Figure and Error! Reference source not found.further below.
Figure 5. Potash Handling System, Railcar Unloading, Potash Storage and Transfer to Ship

Figure 6. Potash Handling System-Ship Loading
More information on the components of the potash handling system is provided below.
Construction, operations and environmental information is presented in Section 5.0.
4.1 Planned Installations
The main components of the potash handling project are shown on Figure 7 Site Plan – Main
Facilities (railcar dumper building, conveyors and storage building) and Figure 8 (railbed
extension area) below. Location plan and site plan drawings are included in Appendix 1.1.
Figure 7. Site Plan - Main Facilities

Figure 8. Site Plan, Extension of Y-Track to Accommodate Empty Rail Cars
The capacity of the potash handling system is shown in Table 1 below.
Table 1: Potash Handling System Capacity
Area Unit Value Notes

Railcar unloading cars/hr. 40
Receiving capacity tonnes/hr. 4,000 (nominal capacity)
(nominal
Stacking rate tonnes/hr. 3,000 capacity/Per
machine)
nominal capacity per
Reclaiming rate tonnes/hr. 3,500
machine
Storage capacity
Industrial: tonnes 40,000
Standard: tonnes 60,000
Granular: tonnes 60,000
Shiploading capacity: tonnes/hr. 5,000 maximum design
capacity
Overall capacity
2016: tonnes/yr. 36,000 startup Q4 2016
2020: tonnes/yr. 2,200,000
The main equipment that will be used to transfer the potash throughout the new facilities is
shown in the Process Flow Diagrams (PFDs) provided in Appendix 1.2.

4.1.1 Railcar Unloading Area
The railcar unloading facilities are designed to automatically unload a potash train of
approximately 180 cars in a single eight hour shift. Railcars are spotted by CP Rail on the south
side of the unloading building and then indexed through the Potash storage building one at a
time. Empty railcars are accumulated on PCT’s X-track and newly extended Y-track.
The new railcar unloading building is approximately 50 m long, 11 m wide and 8 m high. It is a
simple wooden frame structure that covers the material receiving pit and is large enough to
enclose the automated railcar indexing equipment, bottom opener/closer and rail car shaker.
The ends of the storage building are open to allow free passage of trains through the dumper
pit and the building is high enough to accommodate the required CP Rail clearances.
The unloading pit is approximately 8.5 m deep and houses the reception hopper, belt feeder
valves and material receiving conveyor. Stair access is provided at both ends for maintenance.
A dust control system is provided to keep both the storage building and pit free of dust during
unloading operations.
A plan and sectional views of the potash unloading area are shown in Figure 9 and Figure 10
below. Additional drawings are included in Appendix 1.3.
Figure 9. Potash Unloading Area, Plan View

Figure 10. Potash Unloading Area, Sectional View
The unloading pit will be constructed using secant piles to provide the structural and water
retaining structure. Once the secant piles are installed, the pit will be excavated using
excavators and/or hydro vac trucks. The excavated materials will be reused onsite as fill or
removed from site depending on the environmental and geotechnical properties. The
excavation may require minor dewatering during the excavation process.
4.1.2 Conveyors, Conveyor Tunnels and Transfer Towers
Potash is unloaded onto underground conveyor C-41 and is conveyed north to an underground
transfer point, where it is placed onto conveyor C-42. The underground transfer point includes
ladder access and a dust control system.
A plan view of the potash unloading area underground conveyor tunnels is shown in Figure 11
below.

Maintenance
Bldg.
Sulphur
Conveyor C-42 Stockpile
Emerging Point
Railcar Unloading
Area
Underground Conveyor C-41
Transfer
Figure 11. Unloading Area Underground conveyor tunnels
After the emerging point, conveyor C-42 becomes a fully enclosed conveyor and gallery. No
material from the conveyor system will be able to fall to the ground. This provides safety to a
fairly busy maintenance area and ensures no potash gets into the sulphur area surface water
collection system.
Potash travels on conveyor C-42 to transfer tower T-42, and then to transfer tower T-43 and
into the storage building via transfer towers T-44 and T-45. All transfer towers are fully
enclosed and equipped with dust control systems. Conveyors after T-42 are covered.
Plan and model views of the above-ground conveyors between transfer tower T-42 and the
Potash Storage Building are shown in Figure 12 and Figure 13 below. Additional drawings are
included in Appendix 1.4.

Transfer
Tower T-45
Transfer
Tower T-43
Transfer
Tower T-42
Conveyor C-43 Transfer

Tower T-44
Conveyor C-42
Figure 12. Conveyors Feeding the Potash Building, Plan View
Figure 13. Above Ground Conveyors, Model View
The underground conveyor tunnels will be constructed in a similar method using a combination
of secant piles and open cut excavation. The excavated materials will be reused onsite as fill or
removed from site depending on the environmental and geotechnical properties. The tunnels
will be cast in place concrete which will then be backfilled using recycled or import material.

The above ground conveyors will be erected on the ground and lifted into place and attached to
the transfer towers using cranes. The foundations of the transfer towers will be cast in place
concrete footings.
4.1.3 Potash Storage Building and Staker/Reclaimers
The proposed potash storage building is approximately 264m long, 83m wide and 34m high at
the peak. It is designed to store up to 160,000 tonnes of potash in three different grades;
standard, granular and industrial. A concrete separation wall will be installed between the
fertilizer (standard/granular) and industrial grades to maintain product quality. The storage
building will be constructed using steel frames to support a wooden roof and will sit on driven
pile supported concrete foundations. Long and narrow wooden building extensions will be
added to the north end of the storage building to house the tripper portion of the
stacker/reclaimer equipment when it is at the north end of the building.
The storage building will be located adjacent to the water and will be designed to current
seismic codes. Soil densification by means of stone columns will be implemented between the
storage building foundation and the shoreline. The stone columns will be installed along the
foreshore to improve the ground response to a seismic event. Shoreline improvements using
rip rap embankments are also planned. Fire truck access is provided by road access all around
the building.
Plan and section views of the Potash Storage Building are shown on Figure 14 and Figure 15
below. Model views of the Potash Storage Building are shown on Figure 16 and Figure 17
immediately following. Additional drawings are included in Appendix 1.5.
Figure 14. Potash Storage Building, Plan View

Figure 15. Potash Storage Building, Section
Figure 16. Potash Storage Building, Model View from North

Figure 17. Potash Storage Building, Model View from West
The storage building is a purely industrial structure that does not normally support a substantial
human occupancy and is therefore considered a special structure under the National Building
Code of Canada. As such, it is intended to comply with the general definition of a building per
the NBCC for the purpose of good design only. Alternative measures/solutions for life safety
that are considered appropriate for special purpose industrial structures will be proposed. This
is discussed in more detail in the Code Concepts Report by Gage Babcock & Associates included
in Appendix 1.6.

The storage building is required to keep the potash dry and maintain product quality. The
potash stockpiles within the building are managed by two automated stacker/reclaimer
machines. The two machines are located on either side of the building and travel the length of
the building on rails to create the stockpiles (stacking) or transfer potash from the stockpiles to
the ship loading system (reclaiming). A row of concrete columns run the length of the building
are used to support an elevated central rail system to support the stacker/reclaimer booms.
Reversible conveyors C-51 and C-52 run along each long wall and work with the
stacker/reclaimers to achieve this function.
A typical stacker/reclaimer is shown on Figure 18 below. Additional drawings are included in
Appendix 1.5.
Figure 18. Typical Staker/ Reclaimer Cross Section
The sub grade preparation for the Potash Storage Building will include both stone columns and
piles. The stone columns will be installed along the foreshore to improve the ground response
to a seismic event. The piles will be installed to provide a foundation for the Stacker/Reclaimer
and the building itself. The storage building will be erected from sections of building or
equipment (trucked or barged to site) and assembled onsite and erected in place using cranes.
4.1.4 Ship Loader Modifications
PCT’s existing ship loader will be modified so that it can be used for both sulphur and potash.
These modifications will include:
 Two additional potash loading spouts and a new structure that will be used to store the
loading spouts when not in use.
 One potash sampling system.
 Two dust control systems; one of the transfer point between conveyor C-89 and the ship
loader and one for the loading point.
 Structural modifications to accommodate the new product.

The loading spout storage structure is shown on Figure 19 below.
Figure 19. Ship Loader and Spout Storage Rack
The modifications to the ship loader will include new equipment delivered to site via trucks or
barge and assembled and installed in place using cranes.
4.1.5 Rail Track Modifications
Some modifications and additions need to be made to the existing rail infrastructure at PCT in
order to accommodate both the full and empty potash railcars.
The modifications include several new crossovers between existing tracks in PCT’s rail yard.
Some existing track needs to be modified (straightened or re-routed) to allow for the new
crossovers to be installed.
The new track includes Track P (approximately 200m) that will run through the new Unloading
Building and an extension of Track Y (approximately 500m) from the northern end of PCT
towards Reed Point Marina.
The new Track Y extension will be used for storage of empty potash railcars and will be located
adjacent to Track X, currently used for storage of empty sulphur railcars. The existing bank will
generally be moved seaward a few metres to accommodate the new track. The land
reclamation will be backfilled with hydraulic fill materials and contained by a lock block wall
along the northern end and rip rap along the southern end. Several drainage culverts will
require extension or modification and two of Imperial Oil’s pipelines (located in a single right of
way) will be crossed and protected.

A plan view, wall section and a rip rap section for the Track Y extension shoreline protection
area shown on Figure 20, Figure 21, and Figure 22Error! Reference source not found. below.
Drawings of all rail track modifications are included in Appendix 1.7.
Figure 20. Track Y Extension from PCT to Reed Point Marina
Figure 21. Section at Retaining Wall

Figure 22. Section at Rip Rap Slope
This construction will involve land based construction activities using excavators and tracked
machinery with materials being delivered by barge. The plan for staff and equipment staging is
temporary access from Reed Point Marina. A temporary road will be constructed from Reed
Point Marina to the construction area for the new Track Y extension. The access road will be
removed once construction is complete. The plan for material delivery is to develop a barge
landing between Reed Point and the PCT Terminal to act as a delivery point for fill materials.
During construction, this will be the staging point for both the structural fill and lock block wall
as well as the new rip rap for the shore.
The barge landing area will be built with recovered rip rap (that is being replaced for new
construction), aggregate fill and larger rip rap. The barge landing will then be converted into an
islet that will include fish and wildlife habitat offsets for the project (see section 5.1.4.3 for
more details). A preliminary layout for the barge landing area is depicted by Figure 23 and
Figure 24.
The preliminary layout presents all of the salient features of the barge loading facility.
Advanced design will define details and specifications for construction. The advanced design
process will investigate prospective means to decrease the footprint on the nearshore subtidal
environment; this process will maintain the delivery of intertidal habitat offsets to the project.

Figure 23. Preliminary Layout (Plan) of Barge Landing Area
Figure 24. Preliminary Layout (Sections) of Barge Landing Area

4.1.6 Water Treatment System Upgrades
The proposed Potash handling facility will require modifications and improvements to PCT’s
water, stormwater and wastewater systems in order to supply water to the Potash
infrastructure and in order to treat wastewater generated from the potash handling operations.
The complete report provides details on the proposed improvements and modifications that
will be required to the site’s water, stormwater and wastewater systems and other related site
services (see Appendix 1.8). The proposed modifications to the site services at PCT’s terminal
involve the following upgrades:
Water System Upgrades:
 Fire water lines will be upgraded and extended to provide fire water to the potash
dumper building and the potash storage warehouse.
Stormwater System Upgrades:
 Storm runoff from the potash warehouse roof will be directed to the ocean. Runoff
from the north side of the warehouse will drain directly to the ocean. Runoff from the
south side will enter a storm drain and will normally flow to the ocean. Water quality of
the runoff will be monitored, and if it is found that the runoff is impacted, the roof
runoff will be directed to the site’s sulphur wastewater treatment system.
 Storm runoff from areas potentially impacted with potash fines (such as under the
conveyors and near the west end of the potash storage warehouse) will be directed to a
new potash wastewater treatment system (see Figure 25Error! Reference source
not found. which shows modified drainage).
Wastewater System Upgrades:
 The site’s wastewater will be segregated into two separate wastewater systems, one for
wastewater that contains potash residuals (‘Potash Wastewater’), and one for
wastewater that does not contain potash residuals (‘Sulphur Wastewater’):
o A second, new wastewater treatment system will be constructed to treat
wastewater that contains potash residuals. Because some of the facility’s
conveyors will be shared between potash and sulphur operations, wastewater
from these areas will contain both potash and sulphur residuals, and will be
directed to the ‘potash wastewater treatment system’.
o PCT’s existing wastewater treatment and recycling system will be dedicated for
wastewater that does not contain potash residuals, and will be called the
‘Sulphur Wastewater Treatment System’. The treated Sulphur Wastewater will
continue to be either recycled, or discharged to sanitary sewer in the same
general manner as the current practices.
 The Potash Wastewater must be segregated, treated and discharged directly to the
sanitary sewer with no opportunities for recycling because the chlorides in the Potash

(KCl) would cause corrosion problems to PCT’s steel infrastructure if the treated
wastewater was recycled.
 In order to segregate the two water systems, certain pump stations will be dedicated for
the potash wastewater systems, and others will be dedicated for the sulphur-only (or
non-potash) wastewater systems.
 The potash wastewater treatment system will be similar to the existing PCT wastewater
treatment system, and will include two parallel primary settling basins for grit removal
and oil skimmers to remove residual oils. The primary settling basins have been sized to
treat the 10 year, 24 hour storm event, which equates to 42 L/s, given the catchment
area of potash impacted surfaces. The primary settling basins will be followed by an
aeration chamber, where mixing and pH adjustment will occur. The treated wastewater
will then be pumped into a storage tank prior to discharge to the municipal sanitary
sewer. The storage tank will be sized to accommodate a 1-in-5 year storm event when
discharging at a flow rate of 15 L/s to the sanitary sewer. During extreme storm events,
PCT will implement operational management tools such as limiting upstream flows,
turning off pump stations to allow local pooling of water on site, increasing the flow rate
from the Potash Wastewater treatment system to the sanitary sewer in order to limit
the risk of overflow events. See Figure 26Error! Reference source not found. which
shows a summary of the upgraded water treatment process.
Other site service upgrades that will be involved include re-grading certain areas and paving.

Figure 25. Modified Drainage for the Proposed Potash Handling System

Figure 26. Water Treatment System Process Flow Diagram

4.1.7 Substations
There will be four important installations to power the Potash handling system. These are
described below (and see drawings in Appendix 1.9).
Substation A
A new 25 kV substation will provide the increased power requirements to the entire site. This
replaces the existing 12.5 kV service at the northwest side of the property.
A new power distribution center and transformers will distribute the power to the existing site
and the new Substation D.
Substation D
Substation D is a new electrical building which will supply power to most of the potash project
electrical loads, including the conveyors, stacker/reclaimers and dust collection systems.
MCC 5/7 Electrical Building
The power for the potash unloading building and associated equipment will be supplied from
the existing MCC 5/7 electrical building.
Substation C
The new water treatment electrical loads will be supplied out of the existing Substation C
electrical building.
In general, the wiring for the potash project will utilize teck 90 cables on cable tray.
4.1.8 Control Systems
New infrastructure, including the automated Potash storage staker / reclaimers will be
integrated into the existing distributed control system (DCS) infrastructure at PCT.
Please see Appendix 1.11 for 3D model views of the proposed installations.

4.2 Project Schedule
Key project milestones are presented in the Table 2 below.
Table 2: Construction Project Milestone Summary
Milestones Date
Submit permit application April 2014
Begin detailed engineering April 2014
Receive permit approval, commence civil site works January 2015
Mechanical Completion August 2016
Complete commissioning September 30, 2016
Ready to receive first potash shipment November 1, 2016
4.3 Project Permit Summary
Several project permits are required from municipal and federal regulators as well as approvals
from public and private infrastructure owners that may be affected by the proposed project.
These requirements and their status are summarized in Table 3 below.
Table 3: Summary of Project Permits
Regulator / Infrastructure Permit / Approval Required Status

Owner
Metro Vancouver Air permit amendment for adding potash works Scheduled May
(particulate emissions) 29, 2014
submission
Department of Fisheries and Response to Request for Review Application regarding Scheduled May 2,
Oceans (DFO) railbed and potash shed rip rap foreshore impacts and 2014 submission
mitigation. (Application for Authorization may
subsequently be required).
Metro Vancouver Effluent permit amendment for modified works (potash Process underway
waste water treatment and drainage system) and
increased discharge flow.
Imperial Oil Company (IOCO) Approval to extend rail tracks above dormant pipelines Process underway
and protection
City of Port Moody Approval to extend rail tracks affecting storm water Process underway
outfalls and mitigation
Port Metro Vancouver Building permits for proposed Potash Building Detailed design
development

4.4 About Potash
PCT will handle three grades of potash

which will be compatible with the other
commodities (Canola Oil, Sulphur and
Glycol) already existing on site. These
potash products are non-toxic with no
occupational exposure limits and no
special storage restrictions (other than
to be kept indoors to protect product
quality and integrity.
The white pellet “compacted” product will be used for a wide variety of industrial applications
ranging from aluminum recycling and metal electroplating to chemical manufacturing (e.g.,
potassium hydroxide) and outdoor use for snow and ice melting. The other two products, Kali
dustfree and granular, are both used as fertilizers, namely fruit and vegetable growth as well as
rice, wheat, grains and sugar.
Potash product properties are summarized in Table 4 below. More detailed product
information is listed in relevant material safety data sheets provided in Appendix 1.10.
Table 4: Summary of Potash Properties
Potash Product Characteristics

Products
Chemical Appearance Odour Non- Non- Non- Water
Name Reactive Flammable Toxic Soluble
Potassium Potassium White, Very
Chloride Chloride (KCl), pellets faint
99% KCl 99%
Compacted
60er Kali Potassium Pink, Very
dustfree Chloride (KCl), crystalline faint
>94%
60er Kali Potassium Pink, Very

gran.B Chloride (KCl), granular faint
>94%

5.0 ENVIRONMENTAL MANAGEMENT

Environmental management is integral to doing business at PCT. Our dynamic environmental
management program addresses environmental issues that may occur from construction and
long-term operations. Careful consideration has been taken to anticipate prospective issues
and to implement effective plans and controls to prevent or minimize their impact.
5.1 Construction Environmental Management
Potential issues during the construction of the potash handling system, including wastewater
treatment system upgrades are summarized in Table 5. Additional details are provided in
sections immediately following. A comprehensive Construction Environmental Management
Plan (CEMP) will be prepared to mitigate these issues, including preservation of potential
archaeological artifacts, at all stages of construction.
Table 5: Summary of Potential Construction Environmental Issues and Controls
Potential Activities / Sources Key Controls

Environmental Issues
Air Emissions  Excavations (dumper pit and  Water truck, road sweeper; covered
tunnels); soil stockpiles and / or immediate
 mobile equipment exhaust removal from site (“hot load”)
 Anti-idling; lower emissions engines
(EPA Tier ratings II or better)
Surface Water Quality  Excavations, mobile equipment  Containment to site and diversion to
water treatment plant
Groundwater Control  Excavation dewatering  Secant walls for diversion;
contingency pumping low volumes to
water treatment plant
Foreshore Habitat  Potash Building rip-rap installation  Pre-work environmental assessment-
Alteration and tree removal design to minimize footprint
 Railbed expansion including tree (impacts); creative plan for
removal construction staging with conversion
to compensation island; restorative
planting
Contaminated Soil  Dumper pit, tunnel and conveyor  Review existing soil conditions
tower pad excavations (reports)
 Additional exploratory sampling and
analysis
Solid Waste Handling  Generation of construction waste  Coordinated material segregation and
and related packaging; organic recycling between contractors
waste (lunchrooms)


Environmental Issues
Fuel and Chemical  Product storage and transfer (e.g.,  Hazardous material containment,
Spills equipment re-fuelling) handling procedures, spill kits,
awareness
Noise and Vibration  Secant piling; stone columns;  Work within Sound Level Bylaw daily
structural piling; tree removal work hour limits (7:00 am – 8:00 pm);
Community Notification; minimize
duration where possible
Traffic  Delivery and service vehicles to  Scheduling, Community Notification,
and from site coordination with City of Port Moody,
designated truck routes (contract
condition)
Heritage Preservation  Artifact discovery in excavations  Equipment operator awareness
and foreshore including “Chance Find Procedure”
5.1.1 Air Emissions
Dust Control
Several steps will be taken to prevent and control dust to facilitate a safe and productive work
environment while preventing off-site nuisance. These controls will include:
 Crew and site safety coordinator observations (“casual monitoring”);
 Road sweeper for dust collection;
 Water truck for interim (daily) dust control between road sweeping
 Covered soil stockpiles (if excavated soils not immediately disposed off-site)
 Vehicle wash (wheel wash) on-site prior to departing the property (i.e., avoid tracking mud
and / or dust off-site to local roads).
Vehicle Emissions Control
 Unless vehicles or equipment are in active use, idling will be prohibited to prevent
unwarranted emissions.
Vehicle Emissions Quality
 All on-site equipment and applicable transient vehicles coming to and from the construction
site are anticipated to have US EPA Tier II engine emission ratings (or better) for better air
emissions quality on and off-site. See Appendix 2 for equipment and vehicle types and
ratings.

5.1.2 Surface Water
In keeping with current practice, all surface water will be contained and treated on site before
either discharging to the Metro Vancouver (GVS&DD) sanitary system and / or recycled on site
(e.g., dust suppression). The recently upgraded water treatment system (i.e., installed Q3 2014)
will have the design capacity to treat water sources during construction including seasonal
precipitation (rain / snow melt) and relatively minor demand (e.g., water volumes and solids)
resulting from water truck dust suppression spraying.
An exception may arise during excavation dewatering (see section 5.1.3).
5.1.3 Ground Water
Groundwater will need to be managed for planned excavations at the dumper pit and tunnels
and for installations at potash building (see Table 6 below for a summary of potential locations
and controls).
Table 6: Summary of Potential Excavation Groundwater Locations and Controls
Location Water Control Method(s)
Dumper Pit and Connecting 1. Secant wall, remaining as dumper building and tunnel walls. This is
Conveyor Tunnels the primary control
2. Dewater pumps for contingency, diversion to PCT water treatment
system or surface water treatment before temporary discharge to
ocean (with prior sampling and Ministry of Environment notification
/ approval).
Potash Building Underground 1. Dewater pumps discharging to PCT water treatment system or
Transfer Points surface water treatment before temporary discharge to ocean (with
prior sampling and Ministry of Environment notification / approval).
Secant piles will be the primary method of groundwater control, essentially diverting the water
table away from the excavated worksite. Continuous pile walls will be established to an
approximate depth of 12m by sequential drilling and concrete filling. The secant walls will serve
two purposes: groundwater deflection and they will also remain in
place as structural foundations for the railcar dumper pit and
connecting conveyor tunnels.
Dewatering pumps, with diversion to the PCT water treatment

system, have successfully been used for the Canola handling system
construction project. Final dewatering and treatment options will
be made at a more detailed stage of construction execution
planning.

5.1.4 Foreshore and Marine Habitat
Registered professional biologists evaluated the existing foreshore habitat adjacent to PCT,
from Schoolhouse Creek to Reed Point Marina on several occasions in early 2014. Described
below are key findings, followed by an assessment of design impacts and off-set
recommendations.
Marine shorelines consist of backshore, intertidal, and subtidal zones, which are typically
defined by higher high water level (HHWL) and lower low water level (LLWL), both large tides.
A summary of tide elevations are presented below.
Datum Reference:
0.0m Chart Datum = -3.05m Geodetic Datum = 27.43m PCT Datum
Tidal Datum Chart (m) Geodetic (m) PCT (m)

Extreme high tide - 5.76 2.76 33.19
HHWL, large tide - 5.15 2.10 32.58
HHWL, mean tide - 4.45 1.40 31.88
Mean water level - 3.08 0.03 30.51
LLWL, mean tide - 1.07 - 1.98 28.50
LLWL, large tide 0.10 - 3.15 27.33
Extreme low tide 0.30 - 3.35 27.13
The alignment and character of the existing shoreline is the product of terminal operations.
Characteristic habitat types that occur at and about the project location include:
Backshore (land above HHWL large tide)
 at the potash warehouse location, a row of planted coniferous trees along the top of
bank that provide landscaping and screening of industrial operations;
 at the rail extension location, a row of planted deciduous shrubs and naturally
occurring trees along the top of the stresswall, and naturally occurring deciduous
and coniferous trees and associated understorey vegetation west to the terminal
 rock rip rap installed to provide shoreline armouring, which is partly shaded by the
trees and is unvegetated.

Intertidal (between HHWL and LLWL large tides)
 rock rip rap installed to provide bank armouring, which consists of mid-tide
elevation rocks vegetated by macroalgae (i.e. rockweed, Fucus gardneri) and
colonized by attaching invertebrates (i.e. barnacles and mussels); generally,
rockweed occurs on the rock rip rap up to approximately 0.8 m geodetic; barnacles
occur on the rip rap up to approximately 1.2 m geodetic;
 at the potash warehouse location, mudflat extends from the toe of rip rap (ranging
from 0.05 to -0.8 m geodetic) seaward; mudflat is largely unvegetated, except for
rockweed that has attached to scattered gravel and cobble once associated with
shoreline armouring; mudflat is comprised fine sands, silts and clays that are
predominantly of fluvial origin;
 at the rail extension location, beach extending from the toe of rip rap (from
approximately -1.0 m geodetic) seaward; the beach consists of sand and gravel with
shell hash, particularly seaward of the rock scour protection at the base of the stress
wall, and becomes coarser with a cobble, gravel veneer at about Reed Point and to
the terminal; the coarser cobble and large gravel typically supports a dense covering
of rockweed; east of Reed Point, rock armour of the upper slope has fallen to the
lower beach; a discontinuous boulder veneer covers much of the gentle sloping
beach; this veneer supports a dense cover of rockweed.
5.1.4.1 Design Impacts to Existing Habitats
The proposed location of the potash warehouse is located within the southeast area of the
terminal operation at the present location of the stormwater effluent treatment ponds.
The design of the warehouse impacts backshore vegetation, rip rap and mudflat. All of the
aesthetic landscaping is lost; all trees are lost to the design footprint of the road. Existing rip
rap is largely covered by design rip rap. A narrow strip of mudflat is impacted by the design toe
of the rip rap slope for part of the project shoreline.
Design impacts are considered permanent impacts to habitats. Habitat types permanently
impacted by the project are depicted by Figure 27. Permanent impacts attributable to the
current design of proposed works include 1220 m2 of backshore trees/shrubs, 2330 m2 of rip
rap, and 285 m2 of mudflat.

Figure 27. Design Footprint of Proposed Storage Building on Existing Habitat Types
The rail extension from the terminal westward to approximately the eastern limit of Reed Point
Marina engages approximately 600 m of shoreline. The design, from approximately Reed Point
Marina to Reed Point, encapsulates shoreline features constructed for the West Coast Express
project. These include a concrete stresswall, rip rap scour protection at the base of the wall,
and the narrow strip of shrub plantings immediately landward of the top of the wall.
The design of the rail extension impacts backshore vegetation, rip rap and beach. Backshore
vegetation retained occurs entirely at Reed Point. Backshore vegetation associated with the
top of the stresswall, west of Reed Point, and associated with the top of bank armour, east of
Reed Point, is lost. Existing rip rap and other bank armour is largely covered by the design rip
rap. Beach is impacted east of Reed Point by design rip rap.
Design impacts are considered permanent impacts to habitats. Habitat types impacted by the
project are depicted by Figure 28. Permanent impacts attributable to the current design of
proposed works include 2040 m2 of backshore trees/shrubs, 3300 m2 of rip rap, and 820 m2 of
beach.

Figure 28. Rail Extension - Design Footprint of Proposed Works on Existing Habitat Types
5.1.4.2 Habitat Offsets to Impacts

The focus in the development of offsets to permanent impacts to habitats is upon the creation
of habitat types that are limiting in the context of life history requirements of some fishery
species that reside within Port Moody Arm. Habitat types that have been developed to design
pursue the creation of such habitat types, duly considering impacts their respective design
footprints upon existing habitat types and their importance to fishery species within Port
Moody Arm.
Kyle Creek Spit
The estuary of Schoolhouse and Kyle creeks occurs within the southwest corner of Port Moody.
The channel of Kyle Creek has little interface with riparian woodland; riparian woodland is a
rare habitat type within the estuary. Riparian woodland is an important habitat type for
juvenile salmon.
Juvenile salmon are particularly prevalent within the estuary during their outmigration to the
ocean, usually from March to August of any given year. The salmon will move through creek
channels during both ebb and flood tides, and during slack low tide. They pursue invertebrate
prey that have their origins within the channels, and within proximal habitat types, such as
intertidal mudflats and marshes, and riparian woodlands.

The preliminary layout of of Kyle Creek Spit is presented by Figure 29. The design spit creates
riparian woodland (670 m2), intertidal marsh (190 m2), and cobble beach (575 m2). The design
footprint occurs upon intertidal mudflat. The design does not markedly encumber fluvial
drainage of Kyle Creek or dendritic drainage of intertidal flats.
The design results in the loss of 935 m2 of intertidal mudflat. Intertidal mudflat of the
Schoolhouse and Kyle creeks estuary encompasses 17.7 ha. The relative impact to intertidal
mudflat is small. The capacity of estuary mudflat to sustain fishery species is not unduly
affected. Any negative effects are substantially exceeded by the positive effects of design
habitats upon the capacity of the estuary, in particular at and about Kyle Creek, to sustain life
history functions for salmon. It is this net benefit to juvenile salmon that is foundation of the
offset the spit provides to permanent impacts associated with both the potash building and the
rail extension.
Figure 29. Preliminary Layout of Kyle Creek Spit

Reed Island
The eastern half of Port Moody Arm (east and south of Reed Point Marina) is a shallow marine
feature. It is largely characterized by peripheral intertidal flats. The shallow subtidal
environment is largely characterized by fine sands, silts and clays. Abrupt vertical features,
such as bedrock bluffs, typically do not transcend the bottom of the arm to the high water
mark.
Hard substrates that occur within the photic zone of Port Moody Arm provide ideal attachment
for macroalgae, such as rockweed within the intertidal zone, and sugarkelp (Laminaria
saccharina) within the subtidal zone. Macroalgae provide habitat for a myriad of invertebrates
that are prey for fishery species. Macroalgae within the shallow subtidal are particularly
important in providing cover and refuge for the juvenile life history stages of fishery species.
These species, such as Dungeness crab (Metacarcinus magister), often shift back and forth
between habitat types, such as shallow subtidal flats and kelp stands.
Hard substrates, dependent upon configuration within the water column, and independent of
macroalgae, can function as a reef and provide important habitat for species that exploit reef
environments. Reefs provide structural complexity important to the life history stages of
fishery species. This complexity is particularly important within a homogenous waterscape that
is the bottom of Port Moody Arm.
The preliminary layout for Reed Island is presented by Figure 30 Reed Island is created from
the temporary barge landing area. Aggregates above the intertidal zone are removed utilized
for construction of the rail extension. Aggregates comprising the temporary fill road are also
removed and utilized for rail construction. The integration of the barge landing area and the
island designs substantively reduces temporary impacts of fish and fish habitats within Port
Moody Arm.
The island incorporates intertidal marsh (520 m2), beach (350 m2), intertidal reef (1035 m2) and
subtidal reef (2125 m2). The design footprint occurs predominantly on subtidal mudflat.
Substrates along the shoreward subtidal margin of the design footprint consist of a mix of
cobble, gravel, sand, mud and shells.
The loss of subtidal mudflat attributable to the preliminary layout is 3955 m 2. Subtidal mudflat
within the eastern end of Port Moody Arm (east of western pipeline of IOCO refinery)
encompasses 147.2 ha. The relative impact to subtidal mudflat is small. The capacity of
subtidal mudflat of Port Moody Arm to sustain fishery species is not unduly affected. Any
negative effects are substantially exceeded by the positive effects of design habitats upon the
capacity of Port Moody Arm to sustain life history functions for fishery species. It is this
exceedance that substantively offsets permanent impacts to habitats associated with both the
potash building and the rail extension.

Figure 30. Preliminary Layout of Reed Island
Reed Point Beach
The design of the rail extension mitigates impacts to beach habitat through burial of the toe of
rip rap armour, both at the base of the vertical retaining wall west of Reed Point and along the
seaward margin of the rip rap slope east of Reed Point, within native beach substrates.
The residual permanent impact to the beach habitat type is partly offset by the creation of new
beach (190 m2) west of Reed Point at and about the base of the vertical retaining wall. Existing
rip rap is removed and replaced by native beach substrates salvaged during construction of the
shoreline treatments. It is an element of the engineering design of proposed works. Figure 31
displays the location of the new beach.

Figure 31. Location of Beach Created Through Removal of Existing Rip Rap
Habitat Account
The habitat budget (Table 7) accounts for permanent impacts to fish habitats and habitat
offsets attributable to the current design of proposed works and the preliminary layout of
offset habitats. Temporary impacts attributable to temporary construction features, such as
temporary construction roads, are not included in the budget. Habitats affected by temporary
features, such as the salt marsh at Reed Point, will be restored.
The budget presents habitat types that are specific in character (e.g. substrate, vegetation,
location according tidal water level). The rip rap habitat type, however, is relatively general in
character. Existing rip rap varying dramatically in rock size, slope and elevation; a typical cross-
section does not exist for the entire project shoreline. It does, however, traverse only
backshore and intertidal environments. Existing rip rap does not engage the subtidal
environment within the design footprint of the project.
A large component of existing rip rap occurs within the intertidal zone. This is important in that
this element of the shoreline environment, that has its origins with development, does sustain
habitat for fish. At high tide, it provides refuge and prey for fish. The encrusting invertebrate
and algal communities founded on rip rap sustain habitat for numerous invertebrates that are
important prey for fish.

It is logistically and cost prohibitive to survey existing rip rap to define whether it is backshore
or intertidal. In lieu of such information it is worthy to note that design rip rap largely offsets
impacts to rip rap that occurs within the intertidal zone. This rip rap that is associated with the
design of proposed works, and the functions it provides as fish habitat, is substantively
augmented by intertidal rip rap and boulders that will define part of Reed Island constructed as
part of the overall project.
The context of rip rap as a habitat feature, for the purposes of a habitat budget for this project,
is adequately expressed as two categories: backshore/intertidal rip rap; and, subtidal rip rap.
Subtidal rip rap is a reef feature associated with the slopes of Reed Island. The backshore and
intertidal portions of the vertical wall associated with the rail extension are not included in the
habitat budget.
The backshore vegetation impacted by proposed works has little value as fish habitat. The
vegetation occurs well above the higher high water elevation (large tide). As such, there is little
overhang above the surface of the water during any tide; the prospect of insect drop to the
surface where it is available as prey for fish is poor. The contribution of particulate organics
(i.e. leaf and needle drop) to the aquatic environment is inconsequential in sustaining
invertebrate herbivores and detrivores that are prey for fishery species. The production of such
herbivores and detrivores is largely dependent upon intertidal and subtidal alga.
Shading of backshore vegetation typically occurs upon rip rap and the nearshore intertidal
beach and mudflat. Where shading is relatively intense, it limits the cover of alga, an important
element of the nearshore ecology of the arm.
Shading does not benefit shore spawners (i.e. surf smelt (Hypomesus preticosus) and sand lance
(Ammodytes hexapterus)). Substrates are too fine along the potash warehouse shoreline to
sustain successful spawning. Substrates are too coarse along the rail extension shoreline, east
of Reed Point, for spawning. At Reed Point, where substrates could prospectively sustain
successful spawning, backshore vegetation is retained relatively intact. Backshore vegetation
west of Reed Point is comprised predominantly of shrubs; the vegetation rarely shades beach
substrates. In any regard, shore spawning has not been documented within the shoreline
environments of proposed works.

Table 7: Habitat Budget
Habitat Type Impacted (Loss m2) Offset (Gain m2)
Backshore Woodland 3260 0
Riparian Woodland 0 670
Intertidal Marsh 0 710
Intertidal Beach 820 1115
Intertidal Mudflat 1220 0
Backshore/Intertidal Rip Rap 5630 5680
Subtidal Rip Rap 0 2125
Subtidal Flat 3955 0
5.1.5 Soil Management
A total of approximately 10,000m3 of soil (predominantly fill) will be excavated from three (3)
primary areas: the railcar dumper pit, connected conveyor tunnels and new conveyor tower
footings. Historical information from a historical Phase II Environmental Site Assessment at the
site (Seacor, 2006) indicates from nearby boreholes that the fill material conforms to CSR and
CCME soil quality criteria for industrial land use (as well as residential land use). See Figure 32
for relative locations (BH 06-13 and BH 06-18) of historical samples in the vicinity of planned
dumper pit and tunnel excavations, and see Figure 33 for additional historical soil sample
locations in the vicinity of potential shallow footings.
Analytical information is provided Appendix 3 as tables S1A [Historical analytical results for
metals in soil (CSR)], S1B [Historical analytical results for metals in soil (CCME)], and S2
[Historical analytical results for petroleum hydrocarbons in soil (CSR)]. Overall, the historical
data suggests soil quality in the general project area is of residential quality.
Additional exploratory sampling will be conducted to further characterize and confirm the soil
quality before final handling, transport, and disposal options are determined. Pending these
additional analytical test results, possible outcomes for final deposit include:

 re-use on site (e.g., up to 3,500m3);

 re-use off site at other industrial, commercial or residential developments (if within
applicable CSR Schedule 7 standards); and / or
 disposal to a licensed landfill.
Consideration will also be given to identify the most efficient transportation with the lowest
environmental footprint possible. Options will include but not be limited to:
 hot loading soil from excavations directly to truck transport to end-user(s) or landfill;
 hot loading soil from excavations directly to truck, transfer to a nearby barge (e.g., from
the adjacent sawmill site and subsequently delivered to a site via tug and barge; or
 combined with temporary on-site storage (stockpiles) before truck / barge delivery to
final destinations.

Figure 32. Historical Soil Quality near Railcar Dumper Pit and Tunnel Excavation Areas

Figure 33. PCT Site Historical Soil Quality near Planned Installations

5.1.6 Waste Management
Construction activities will generate a variety of inert, solid non-hazardous waste. The
project construction team will employ a prioritized approach to waste generation and
management as follows:
 Prevention, avoid excessive waste generation through bulk purchases with
instructions to eliminate / minimize packaging where practical;
 Re-use construction material on site where practical;
 Recycle construction materials and packaging; and lowest priority
 Dispose materials that cannot be re-used or recycled at a licensed local landfill (e.g.,
City of Vancouver landfill).
Effective waste management will be a condition of contractors. To facilitate waste
segregation, dumpsters for specified waste materials will be arranged. The expected waste
stream and handling options are summarized in Table 8 below.
Table 8: Waste Inventory and Management
Handling Options
Solid Waste
Re-Use On-Site Recycle Disposal
Asphalt
Excavation Soil
(fill)*
Trees**
Dimensional
Wood
Wood Pallets
Paper and
Cardboard
Scrap Metal
Paint***
Organics
(Lunchroom)
Plastic Wrap
*approximately 3500m3 from dumper and tunnel excavations
**compost
***partly finished cans to Transfer Station, dry cans to municipal waste

Hazardous waste generation is expected to be minimal and may include small volumes of:
 residual concrete sealant,
 solvent and mineral spirits (associated with painting); and
 used sorbent pads for cleaning up small fuel and /or lubricant spills should they occur.
Unless the materials such as sealants and solvents can be re-used by contractors for
subsequent job sites, they will be submitted to licensed transfer stations. Used sorbents will be
disposed as hazardous waste with licensed operators with applicable manifests for waste
tracking.
5.1.7 Hazardous Materials Management
The volume of hazardous materials used for construction purposes,

including equipment fuels, is planned to be kept to a minimum. All
products will be approved by a safety coordinator prior to use on site.
Small volume hazardous materials such as spray paints, solvents and
sealants will be stored in designated prefabricated fireproof sheds. Small
volume fuels (gasoline and diesel) will be stored in 20L jerry cans and
placed in containment when not in active use. Note that mobile re-
fuelling services will be contracted to provide diesel to equipment on-site - bulk fuel storage
will therefore not be required. Propane cylinders will stored at required distances from other
combustible and flammable products. All products will be used and stored in compliance with
the National Fire Code.
5.1.8 Noise and Vibration
Noise and vibration will result from primarily piling and site preparation activities. Sources and
planned durations are summarized in Table 9 below.
Table 9: Potential Construction Noise Sources and Duration
Source Estimated Duration (Days)

 Secant piling (drill / crane engines and generator) 60
 Stone columns 55
 Structural piling – traditional pile driver (steel pipes) 30
 Tree removal – excavators to remove trees for railbed extension 20
and Potash building rip rap installation areas
Vibration is expected to be limited to the PCT site and not be a nuisance off-site at nearby
properties that are predominantly zoned industrial and commercial, including the adjacent rail
yard.

Every attempt will be made during construction planning to limit noise duration including the
possibility of overlapping activities. Other initiatives to minimize noise will include complying
with the Port Moody Sound Level Bylaw requirement to limit construction activities between
7:00 am -8:00 pm.
As a courtesy to the community, notices will be placed in local newspapers and possibly other
media to alert them of planned construction activities. PCT management will also record and
respond to attributable complaints on a timely basis.
5.1.9 Traffic
The use of local roadways will increase during the construction phase as a result of equipment
and material deliveries, site services and contract labour transits. This will involve an estimate
of approximately 7,500 trips over the construction period (see Appendix 2 for an estimate of
transient vehicle trips and a list of on-site equipment).
To minimize potential traffic delays in Port Moody, particularly on approach to PCT, several
steps will be taken, such as (but not limited to):
 Using designated truck routes which will be a condition for contractors (e.g., haulers,
deliveries);
 Coordination with City of Port Moody planners;
 Where possible, deliveries by barge to completely avoid road use;
 Avoidance of typical local morning and afternoon rush hours; and
 Courtesy project notifications (reminders) in local media sources (e.g., newspapers,
websites) and on the PCT website.
5.1.10 Heritage Preservation
The project site is located within asserted traditional territories of several First Nations. By the
time construction begins, a comprehensive Archaeological Impact Assessment (AIA – see
section 6.0) will have either identified existing artifacts or prospective locations for finding
artifacts, particularly after examining the railcar dumper pit and conveyor tunnel bore holes.
An additional opportunity for identifying cultural materials will occur with excavation
equipment operators during construction. Operators will be trained on a “Chance Find”
procedure (see Appendix 4) which provides instruction to recognize possible artifacts. The
procedure includes a stop work requirement in case artifacts are encountered. A trained
archaeologist may also be on site at selected excavation intervals to further enhance
identification of cultural materials.

5.2 Operations Environmental Management
Once construction is complete, the project will transition to long-term operations. The
transition will include a highly detailed sequence of commissioning procedures and system
testing before the handling system operates at full capacity. In addition to numerous
engineering safeguards, personnel will be trained on the new operating system procedures and
relevant environmental protection requirements. Key operating environmental management
requirements are summarized in Table 10 with additional detail immediately following.
Table 10: Summary of Potential Operating Environmental Issues and Controls

Environmental Issue
Air Emissions  Mobile Sources: rail, vessel  Inventory and review compatibility
Point sources: particulate with local conditions
from product transfer at  Highly efficient dust prevention and
railcar dumper, conveyors, collection designs including covered or
Shiploader enclosed conveyors and baghouses at
conveyor transfer points
Water Management  Potash affected water from  Contained, dedicated potash water
minor conveyor and building drainage to treatment plant
losses
Waste Management  Off-spec from yard;  Recycled; landfilled
 Water treatment plant solids  Licensed landfill
during maintenance
Noise  Baghouses, conveyors  At existing noise levels, compliant with
 Rail operations Sound Level Bylaw
 Vessels  Existing automated rail track
monitoring system
 Not expected to exceed existing vessel
sound levels
Visual Impact  New installations: building,  Building design - shape, elevation,
conveyors, dumper and colour (tbd)
foreshore  Aesthetic planting where feasible
Vessel Traffic  Inner Harbour, Port Moody  Effective planning / scheduling
Arm  Pilotage for safe operation (vessels not
controlled by PCT

5.2.1 Air Emissions
Many proven engineered and procedural controls to protect air quality will be effectively
implemented, including the use of clean electrical power to run the entire operation. However
the new mobile sources (e.g., rail, vessels) transiting PCT and stationary sources (e.g., rail
dumper, conveyors, shiploader) from the proposed Potash handling system will change the
emission profile of the site. Project planning has included conducting a detailed emissions
inventory and particulate (dust) controls, both of which are described below.
5.2.1.1 Detailed Air Emissions Inventory

The scope for the detailed site wide emissions inventory covered mobile and stationary sources
as follows:
 sulphur, coal, glycol and canola handling for the year 2015;
 sulphur, glycol, canola and potash handling for the year 2020; and
 air emissions associated with the construction of infrastructure required to handle
potash.
The difference between the 2015 and 2020 emission inventories considers the incorporation of
Potash handling to overall site wide air emissions. Note that PCT plans to discontinue handling
coal after the Potash handling system is commissioned.
Air emissions from proposed potash handling activities will be controlled with dust collectors at
all transfer points, while commodity transportation by rail (CP Rail) and marine vessels will
otherwise generate the vast majority of emissions to air. PCT (and /or its partner K&S Canada)
has no direct control of vessels or rail operations other than the scheduling frequency for
commodity transportation. However, rail and marine vessel scheduling efficiency is a vital
component in terminal planning logistics, including effectively managing costs. Furthermore,
the marine and rail transportation industries are separately governed to manage air emissions
(including the PMV Air / Eco-Action programmes which involve using low sulphur fuels while in
port).
The air contaminants considered for this emission inventory include carbon monoxide (CO),
sulphur dioxide (SO2), nitrogen oxides (NOX), inhalable particulate matter (PM10), respirable
particulate matter (PM2.5), total volatile organic compounds (VOC), ammonia (NH3), diesel
particulate matter (DPM), black carbon, and greenhouse gases (GHG) such as carbon dioxide
(CO2), methane (CH4) and nitrous oxide (N2O).

PCT itself is directly responsible for few of the significant air emission sources at the facility,
which is based on the reliance on other companies to supply the necessary shipping, rail and
trucking transport. As such, a large part of the effort to compile the emission inventory
involved determining the engine characteristics of transportation sources managed elsewhere.
It is anticipated that PCT will handle up to 2,200,000 tonnes of potash annually, on its way to
markets in Asia and other parts of the world. Table 11 outlines recent historical and projected
future commodity handling at PCT.
Table 11: Historical and Projected Future Commodity Handling at PCT
Commodity (tonnes per year)

Year
Sulphur Coal Potash Glycol Canola
2010 2,289,040 - - 625,958 -

2011 2,025,274 168,229 - 615,797 -
2012 1,735,229 287,696 - 613,264 -
2013 1,580,000 430,000 - 650,000 -
2014 1,500,000 300,000 - 675,000 175,000
2015 1,500,000 300,000 - 700,000 425,000
2016 1,380,000 300,000 36,000 725,000 475,000
2017 1,300,000 - 1,000,000 750,000 540,000
2018 1,220,000 - 1,250,000 775,000 575,000
2019 1,140,000 - 1,500,000 800,000 575,000
2020 1,060,000 - 2,200,000 825,000 575,000
Changes in site wide air emissions from the baseline year 2015 to the future year 2020 are
shown in Table 12 and total emissions associated with the construction of potash infrastructure
at PCT (Table 13). The results indicate that:
 Site-wide emissions of CO would remain relatively unchanged in 2020, but would
increase in the supply chain portion of the inventory, primarily due to ship emissions;
 NOx, VOC, SO2, DPM, BC and GHG emissions would increase for both site-wide and
supply chain emissions;
 PM10 and PM2.5 emissions would decrease from levels in 2015 due to the reduction in
fugitive dust from coal exports.

A previous emission inventory completed for PCT operations from 2001 to 2005 is also
presented for comparison purposes. It is noted that emission estimation methodologies have
changed since this previous inventory was completed; however, there have been significant
reductions in site-wide emissions based on improvements in marine and locomotive engine
technologies, which results in lower predicted site-wide emissions in 2015 and 2020 in
comparison to historic emission rates. Overall, the estimated emissions of CO, NOx, VOC, SO 2,
combustion-related PM10 and PM2.5, and fugitive dust are lower for 2015 and 2020 than the
estimates provided for the 2001-2005 period.
Please see Appendix 5 for the complete air emissions inventory report for more details.

Table 12: Projected Site Wide PCT Air Emissions in 2015 and 2020
Emission Contaminant (tonnes for assessment year)

Year
Source CO NOx VOC SO2 PM10 PM2.5 DPM BC CO2 CH4 N2O CO2e20 CO2e100 NH3
Ships 4.1943 33.001 0.9843 1.7034 0.7990 0.7351 0.7351 0.6101 1384 0.2451 0.0690 3374 1959 0.0046
Rail 2.4923 3.8290 0.6485 0.0029 0.0861 0.0835 0.0835 0.0696 314 0.0177 0.1299 576 418 0.0190
Trucking 0.0006 0.0021 0.0001 neg. 0.0002 0.0001 0.0001 neg. 0.68 neg. neg. 0.7 0.7 neg.
Light Duty
2015 0.4342 0.0368 0.0114 0.0012 0.0069 0.0027 0.0013 0.0002 62.4 0.0008 0.0009 63 63 0.0079
Vehicle
Off-Road 0.0399 0.0964 0.0098 0.0005 0.0029 0.0013 0.0005 0.0004 81.2 0.0024 0.0032 84 83 0.0001
Fugitive Dust - - - - 38.363 19.181 - - - - - - - -
Total 7.16 36.97 1.65 1.71 39.26 20.00 0.82 0.68 1,842 0.27 0.20 4097 2523 0.03
Ships 5.4681 39.744 1.3171 2.2143 1.0596 0.9749 0.9749 0.8091 1877 0.3186 0.0897 4515 2640 0.0059
Rail 1.0955 4.6522 0.4798 0.0027 0.1107 0.1074 0.1074 0.0896 291 0.0164 0.1202 614 409 0.0274
Trucking 0.0003 0.0010 0.0001 neg. 0.0001 0.0001 neg. neg. 0.68 neg. neg. 0.7 0.7 neg.
Light Duty
2020 0.3358 0.0212 0.0060 0.0011 0.0067 0.0025 0.0011 0.0002 56.3 0.0006 0.0006 57 57 0.0064
Vehicle
Off-Road 0.0868 0.2096 0.0214 0.0010 0.0067 0.0031 0.0013 0.0011 176.5 0.0053 0.0068 182 180 0.0001
Fugitive Dust - - - - 23.518 11.567 - - - - - - - -
Total 6.99 44.63 1.82 2.22 24.70 12.66 1.08 0.90 2,402 0.34 0.22 5369 3286 0.04
Table 13: Expected Air Emissions from Potash Handling System Construction
Contaminant (total emissions - tonnes)

CO NOx VOC SO2 PM10 PM2.5 DPM BC CO2 CH4 N2O CO2e20 CO2e100 NH3
8.3515 23.720 1.2354 0.0235 0.8725 0.8027 0.8027 0.6663 3567 0.1699 0.2614 5787 4252 0.0065

5.2.1.2 Stationary Source Controls

As introduced in section 4, PCT will be installing best available technology (BAT) for the
prevention and control of particulate dust generated by transfer operations. The site map in
Figure 34 shows the nine new emission points (in red hexagons): seven are associated with
conveyor transfer points and two with the shiploader.
Highly effective designs to control potential fugitive dust from the handling system will include:
 Fully enclosed or covered conveyors and fully enclosed transfer towers (previously
mentioned in Section 4.2);
 Conveyor transfer points will each have attendant fabric filter dust collection systems
(“baghouses”), with typical 99.9% dust removal efficiency. See Table 14 which provides
a summary of fabric filter locations. Note that final design and supplier selection are to
be finalized.
Table 14: Fabric Filter (Baghouse) Location Summary
Operation / Location Emission Dust Control

Point # Units
Railcar Dumper Building 31, 32 2
Underground Conveyor Transfer 33 1
Tower T-42 (for conveyor transfers C42 to C43) 34 1
Transfer Tower T-43 (for conveyor transfers 35 1
between C43, C44 and C55)
Transfer Tower T-44 (for conveyor transfers C44 to 36 1
C51 and C51 to C53)
Transfer Tower T-45 (for conveyor C45 to C52; C52 37 1
to C54 and C53 to C54)
Transfer Conveyor to Shiploader (C89 to 38 1
Shiploader)
Shiploader (at ship hold) 39 1
Please see Appendix 6 for dust collection drawings (and related system specifications for
Shiploader units).

Figure 34. Existing and New Stationary Emission Sources

5.2.2 Water Management
The new water treatment and drainage system described in section 4.1.6 will be fully
commissioned prior to Potash transfer operations. As previously stated, all surface water on
site will be contained and directed to the water treatment system before discharge to the
Metro Vancouver sanitary sewer or recycled for use on site. The system will be designed and
operated for compliance to an amendment effluent permit issued by Metro Vancouver
(GVS&DD) and the applicable sanitary by-law requirements.
The treatment system will be subject to routine maintenance to ensure optimal performance.
5.2.3 Waste Management
Waste will be generated from potash handling and water treatment plant maintenance. For
example, dry “off-spec” product may arise when potash comes into contact with dirt / grits in
the rail dumper building, near conveyors and / or at the ship loader. Sludges are expected from
slops tanks and basins in the water treatment system. These sources and their planned
management are described below:
Waste Water Treatment System Maintenance

 Skimmed oils will be collected in slop oil tanks. Excess water will be decanted back to the
wastewater system. Oils and associated sludge will be shipped off-site for disposal.
 Settling basin solids will be removed routinely with a front end loader, and disposed to off-
site at a licensed facility.
 Aeration basin solids will be removed every few years by vacuum truck and will be disposed
off-site by at a licensed facility.
 Solids or sludge that will accumulate in the potash wastewater storage tank will be
decanted back into the Primary Settling Basins.
Overall, the potash wastewater treatment operations, including system maintenance, are not
expected to generate nuisance odours on or off-site.
Off-spec Potash Solids

Very small volumes of dry potash may fall out of primary means of containment (e.g.,
conveyors, Potash storage building) during temporary operational spills. Potash that is not
“contaminated” (i.e., coming into contact with Sulphur, dirt) will be returned to the building for
export pending an assessment of quality. Dry potash that cannot be re-introduced to the
handling system for export will be disposed off-site at a licensed facility.

5.2.4 Noise
With similar design and operating activities, excluding the fully enclosed storage building, the
proposed Potash system is expected to have the same low noise profile as the existing Sulphur
handling system. Potash operations including railcar unloading, conveyors, dust collectors with
silencers (e.g. see Sandvik specifications in Appendix 6) and ship loading are not expected to
generate noise levels above existing sound levels. The system will be designed to operate with
the limits indicated in the City of Port Moody Sound Level Bylaw.
Railcar delivery and marine vessel transiting can create noises (continuous and non-continuous)
above background that may be noticed by local citizens.
Although these sounds are part of PCT’s history and present day operations, the company takes
reasonable steps to attenuate noise, including:
 Working with CP on operating practices;
 Rail lubrication;
 Sound barriers;
 Rail sound level monitoring at Berth 1 connected to operator control systems; and
 Equipment upgrades (plastic conveyor rollers, electric motor upgrades, etc.).
5.2.5 Visual Impact
The appearance of the PCT site will change with the introduction of the new Potash handling
system, however numerous design considerations were included to minimize potential visual
impacts.
Potash Storage Building
A large number design options were examined to determine the optimal balance of minimizing
visual impacts while maintaining long term durability and operational performance. Various
building shapes, material stock-pile configurations, material handling equipment and methods,
exterior colours and building heights were considered. Operationally, Potash stock pile
volumes have been maximized while minimizing the storage space required. This includes
minimal clearances for the stacker / reclaimer operations.

Several renderings of the proposed Potash storage building were superimposed into
photographs taken from various vantage points in Port Moody. The renderings were prepared
and studied to maintain view corridors to the North Shore for the homes to the south of the
site as much as possible. This included lowering the storage building height to allow a view to
the opposing shoreline (e.g., Pleasantside) for most of the overlooking homes located on the
south slope. While best practical efforts were made to minimize visual impacts, some homes
on the south of the terminal will have partially obstructed views (see Figure 35).
Figure 35. Rendering of Potash Storage Building from South Slope
After the building size and shape had been optimized to minimize its overall impact on the
community, the colour was then explored. The Architectural team reviewed many options for
providing a cost effective and durable solution. It was determined that a “Forest Green” colour
was best suited for the building as it blends in with the adjacent backgrounds better than
anything else explored (see Figures 36 and 37) and considering previous community feedback
on other projects.

Figure 36. Rendering of Storage Building from Rocky Point Park
Figure 37. Rendering of Storage Building from Pleasantside

Tree Removal and Replacement

As noted in section 5.1.4, all existing trees east and west of Reed Point Marina will be removed
for the railbed foreshore extension, with the exception of a small stand at Reed Point.
Additionally, trees adjacent to the Potash building must be removed for the planned access
road and rip rap installation adjacent to the building.
Preliminary concepts are to re-plant targeted tree species for aesthetic and / or ecological
values. Initial locations include the proposed compensation island, in and about the mouth Kyle
Creek, Reed Point as part of temporary road deactivation and possibly constructed planters
adjacent to the Potash Building rip rap top of bank (without blocking the access road) . Note
that the dark green colour of the Potash building exterior is intended to help mitigate the visual
change associated with tree removal in that vicinity.
5.2.6 Vessel Traffic
The new potash handling system will require on average approximately four vessels per month,
assuming 50,000 MT per ship loading event. Inclusive of all other commodities that will be
transferred at PCT, this will result in planned peak of 141 vessels per year (an average of 12 per
month). This represents as a modest but consistent increase from 2010, but below the historic
peak of 182 vessels per year reached in 2004. Please see Table 15 below for details.
As part of efficient terminal operations, vessels will only transit to and from PCT as required to
mobilize commodities to export markets. As per routine procedure, vessel transits are
coordinated with the PMV and captained by members of the local pilotage association for safe
passage through the Inner Harbour and Port Moody Arm. This commitment to safety will
consistently be implemented and coordinated with other prospective marine projects in
Burrard Inlet (Salish Sea) should they come to fruition.

Table 15: Vessel Transit History and Forecast
Year Drybulk Tankers Liquid Tankers Total Tankers

2000 97 61 158
2001 84 64 148
2002 91 64 155
2003 93 69 162
2004 104 78 182
2005 97 82 179
2006 91 69 160
2007 84 72 156
2008 77 73 150
2009 57 68 125
2010 58 53 111
2011 53 51 104
2012 54 43 97
2013 50 43 93
2014E 47 53 100
2015E 53 60 113
2016E 50 61 111
2017E 61 63 124
2018E 64 63 127
2019E 67 63 130
2020E 78 63 141

6.0 FIRST NATIONS HERITAGE PRESERVATION

As previously stated, PCT recognizes that it is operating within traditional territories of multiple
First Nations, including but not limited to the Musqueam, Squamish, Tsleil-Waututh and Stó:lō
Nations. Given the project area’s location within First Nations’ territories and proximity to
known archaeological sites (Figure 38), as well as the project’s scope including multiple
excavations that penetrate through native soil depths, PCT is voluntarily undertaking a
comprehensive Archaeological Impact Assessment (AIA) to preserve subsurface cultural
artifacts that may be present within the project area.
The objectives of an AIA are to:
 identify, record, and assess archaeological sites within the PCT project sites;
 identify and evaluate possible impacts to these (potential) archaeological sites that may be
caused by any future development of the property (namely the Potash handling project);
and,
 recommend appropriate impact mitigation management actions (if required).
In March 2014, archaeologists were contracted from Kleanza Consulting Ltd. to conduct the
AIA. In summary, the AIA will involve three sequential phases of field planning, field work and
reporting as follows:
Phase I: Field Planning
 A desktop review including basic archaeological, historical and ethnographic background
research involving review of readily available articles, reports, records and maps. The
Remote Access to Archaeological Data (RAAD) database administered by the provincial
Archaeological Branch will be consulted to determine if any previously recorded
archaeological sites are located within or nearby the project area. This stage may include a
visit to provincial and local archives as well as examination of archival and air photos of the
project area(s).
 Liaison with First Nations to review available traditional use information and sharing draft
reports and maps. Inlailawatash Forestry Limited Partnership (owned by Tsleil-Waututh) has
agreed to provide mapping and background research services.
 Assembling and submitting archaeological permit applications.
 Inviting First Nations representatives to participate in a site visit.

Phase II: Field Visit

Field investigations will be conducted to locate, record and evaluate archaeological sites
(potentially) present in the project area. The field crew will be comprised of two archaeologists
and up to three First Nations Field Technicians. Field investigations will include any of foot
traverses to observe the project area for possible archaeological evidence; subsurface testing
using relevant tools and equipment ranging from shovels and possibly excavators near surface
and augers to investigate more deeply buried sediments; and recording and marking of
archaeological site(s) if discovered.
Phase III: Reporting
Key tasks will include data analysis, reporting writing, mapping and development of any
required mitigation recommendations. The report will be submitted to participating First
Nations and the Archaeology Branch. The Branch will also be notified of any archaeological
site(s) are discovered. A “Chance Find” procedure will also be generated and provided to
construction excavation operations to further improve the detection of artifacts potentially not
identified during field investigations.
At the time of submitting this document, several elements of the AIA were underway or near
completion, including:
 Preliminary information sharing with Squamish and Tsleil-Waututh Nations regarding
potash handling system design and invitation for PCT project site tour
 Meetings between PCT staff, Kleanza archaeologist, and Port Metro Vancouver Aboriginal
Affairs staff to discuss the AIA approach (March 31, 2014);
 Review of borehole sample material remaining from geotechnical investigations in the
foreshore area near Reed Point Marina (April 22, 2014);
 Submission of archaeological permit application documents to Musqueam, Squamish, Tsleil-
Waututh and the Stó:lō (April 10, 2014);
 Preliminary subsurface investigation plans. Field work is expected to take place in June 2014
pending reception of First Nation permits.

Figure 38. Known Archaeological Sites near PCT

7.0 COMMUNICATIONS OVERVIEW

In July 2012, PCT announced its intentions to undertake a significant expansion of its facilities
for handling canola oil and potash. A third project was also announced to widen the navigation
channel. Since that time, PCT’s community engagement efforts included communications with
all Port Moody residents, municipal, provincial and federal elected officials, local community
organizations, businesses and First Nations. Communication methods have included:
 Company Newsletters (regular

publication);
 Special Company Newsletter (focused on
expansion);
 PCT Website Updates;
 Media Advertising;
 Media Articles;
 Presentation to Port Moody City Council;
 Presentations to Community
Organizations;
 Community Open Houses;
 Social Media; and as noted in section 6.0
above,
 Preliminary information sharing with some First Nations (e.g., Squamish, TWN)
The “Growing Our Business” section of the PCT website provides an ongoing reference for the
proposed potash expansion project. Information includes an overview of potash, a summary of
terminal improvements and a short video illustrating the site expansion (see bottom of
presentation and rendering page: http://www.pct.ca/code/navigate.asp?Id=63).
Many of these activities will continue during the PMV project review period, including voluntary
information sharing with local First Nations (i.e., Squamish, TWN, Musqueam and Stó:lō). First
Nations representatives will be informed that these information sharing sessions will in no way
substitute PMV’s legal duty to consult and are being undertaken voluntarily by the PCT project
team to develop long-term relationships well beyond the project timeline.
Please see Appendix 7 for details on PCT communications and examples of community
engagement to date (April 30, 2014).

8.0 CONCLUSION
The PCT/KSPC Potash handling system is a vital link in the potash
supply chain that begins with the $4.1 Billion mine in Saskatchewan
and ending in export markets world-wide. PCT enjoys a positive
relationship with the local community which continues to built-up
operational excellence, innovative design and honest two-way
communication. That approach has been carried forward to the
proposed Potash handling system where project planning has strived
to achieve a balance between economic, operational efficiencies and
facilitating “highest and best land use” while preventing or
minimizing environmental, social or cultural impacts. From creating
jobs and boosting local commerce to and dust control, protecting foreshore habitat and First
Nations heritage preservation, PCT’s proposed Potash handling system clearly supports the
PMV Vision for “an efficient and sustainable Gateway”.

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Project Environmental Review Document

Potash Project Environmental Review Document Final April 30.docx

Potash Project Environmental Review Document Final April 30.docx

Potash Project Environmental Review Document Final April 30.docx

5.1.7 Hazardous Materials Management ........................................................................ 50

Potash Project Environmental Review Document Final April 30.docx

Potash Project Environmental Review Document Final April 30.docx

Figure 30. Preliminary Layout of Reed Island .............................................................................. 42

Potash Project Environmental Review Document Final April 30.docx

Appendix 1.1: Location Plan and Site Plans

Potash Project Environmental Review Document Final April 30.docx

Potash Project Environmental Review Document Final April 30.docx

4. Secondary Pond Remediation, including pond sediment characterization and removal

Potash Project Environmental Review Document Final April 30.docx

Potash Project Environmental Review Document Final April 30.docx

 K&S Canada Legacy Mine, Saskatchewan

 Covered railcar 1900 km. to PCT

 Railcar unloading at Pacific Coast Terminals

 Potash shipped to multiple export markets

 Local distribution to end users for use in

Figure 2. Potash Supply Chain Summary

Potash Project Environmental Review Document Final April 30.docx

2.0 PROJECT RATIONALE

Figure 3. City of Port Moody Land Use Map

Potash Project Environmental Review Document Final April 30.docx

3.0 EXISTING CONDITIONS AT PCT

At the time of submitting this application

3.1 Sulphur Handling System Profile

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

Potash Project Environmental Review Document Final April 30.docx

3.2 MEG Handling System Profile

3.3 Canola Handling System Profile

Potash Project Environmental Review Document Final April 30.docx

3.4 Wastewater Treatment System Upgrades

3.5 Secondary Pond Decommissioning

Figure 4. Typical Section of Decommissioned Secondary Settling Pond

Potash Project Environmental Review Document Final April 30.docx

3.6 Environmental Management System

PCT maintains an active environmental management system (EMS) and

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

Potash Project Environmental Review Document Final April 30.docx

4.0 PROPOSED PROJECT

Potash Project Environmental Review Document Final April 30.docx

Figure 6. Potash Handling System-Ship Loading

4.1 Planned Installations

Figure 7. Site Plan - Main Facilities

Potash Project Environmental Review Document Final April 30.docx

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

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

Table 1: Potash Handling System Capacity

Area Unit Value Notes

Potash Project Environmental Review Document Final April 30.docx

4.1.1 Railcar Unloading Area

Figure 9. Potash Unloading Area, Plan View

Potash Project Environmental Review Document Final April 30.docx

Figure 10. Potash Unloading Area, Sectional View

4.1.2 Conveyors, Conveyor Tunnels and Transfer Towers

Potash Project Environmental Review Document Final April 30.docx

Figure 11. Unloading Area Underground conveyor tunnels

Potash Project Environmental Review Document Final April 30.docx

Conveyor C-43 Transfer

Figure 12. Conveyors Feeding the Potash Building, Plan View