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This multi-user infrastructure is proposed for long-term use and would be dismantled only if the proponent decides to cease its port operations. Dismantling of the specific facilities required by terminal clients is scheduled for the end of the service life of their related projects. In the case of facilities related to apatite storage and transshipment, approximately 12 months would be needed to dismantle them.
The Agency, in collaboration with the federal committee see section 4. The Agency examined the potential environmental effects on the valued components identified in Table 1, both the project's direct effects and the effects that may result from anticipated changes to the environment atmospheric, sound and light, as well as surface and ground water , and determined the residual effects after taking into account the implementation of mitigation measures and monitoring programs.
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The Agency then determined the significance of residual effects for each valued component. This methodology is different from the one used by the proponent, which integrates the likelihood of occurrence as a criterion for determining the significance of all effects assessed. However, The Agency retained the proponent's methodology for assessing the magnitude of effects indicated as the intensity , which incorporates the environmental value of the components and the degree of disturbance that is established by considering the frequency of effect expected.
The Agency used the following criteria to characterize the significance of residual effects after mitigation measures, with each criterion being adapted to the valued component assessed:. The Agency assigned three levels for each criterion. For example, duration, as a criterion, was rated either as short, medium or long-term. The Agency also took into account current federal and provincial regulatory standards, criteria and guidelines to determine the significance of the residual effects. Appendix A defines the Agency's assessment criteria for each valued component.
In certain cases, the Agency accepted the proponent's criteria, thresholds and characterization of residual effects as being adequate for the purposes of assessing environmental effects under the Canadian Environmental Assessment Act, However, the Agency defined its own criteria for assessing effects and conducted the assessment differently than the proponent for some valued components.
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To make it easier for the public to understand, the Agency has also defined, in Annex A, a significance threshold that describes what the Agency considers to be a significant effect for each valued component. The differences in assessment are noted in the sections on changes to the environment and relevant valued components in Chapters 6 and 7. The Agency then used a grid that combines the levels assigned to each of the criteria magnitude, extent, duration, reversibility to determine the significance of each of the residual effects for each valued component see Appendix B.
Appendix C summarizes the Agency's assessment of residual effects following mitigation measures. The Saguenay Port Authority the proponent proposes the establishment of a multi-user marine terminal on the north shore of the Saguenay River. The regional zoning must be legally changed and this change must be endorsed by the MRC so that the projected industrial facilities may be developed.
A road built south of Highway would provide access to the site. This private road, access to which would be controlled by a gatehouse, would be owned by the mining company Arianne Phosphate up to the property limit of the terminal site. Arianne Phosphate would grant access rights to the Saguenay Port Authority and its users for the portion of the road belonging to it, i.
In terms of maritime aspects, the project site is currently located outside the Saguenay Port Authority's area of jurisdiction established under the Canada Marine Act. The proponent has submitted a request to the Canadian Minister of Transport to change its current area of jurisdiction to include the baie des Ha! This new area of jurisdiction would include the project site, currently in a non-regulated area, and give the proponent the legitimacy and the means to act as the local marine coordinator since it would have the powers to manage marine shipping throughout the Saguenay River sector between the marine park and its current facilities at Grande-Anse.
The Agency will therefore take into account the increased powers of marine shipping management that could be granted to the proponent in its recommendations to the Minister. This proposed project is a multi-user terminal. Although only one user is known at the moment by the Saguenay Port Authority, these components and activities described below, whose environmental effects are analyzed, are those anticipated for maximum operation by more than one user.
For the purposes of the environmental assessment, the proponent considered a plausible, albeit extreme, scenario of the potential maximum use of the terminal on the Saguenay's North Shore that could occur, should all anticipated clients were to come forward. This scenario includes two high-volume bulk long-term clients, a low-volume bulk long-term or short-term client, and cargo sporadic clients.
Although the terminal could accommodate ships up to , dead weight tonnes, the scenario described by the proponent considers that clients would use ships of 50, dead weight tonnes. The wharf would only be able to accommodate one ship at a time. The Arianne Phosphate mining company would be the first confirmed high-volume bulk client that plans to ship three million tonnes per year of apatite ore by truck via a non-standard road to the terminal.
The multi-user components of the terminal project, as well as those related to the activities of Arianne Phosphate, are illustrated in Figures 4 and 5 and include a wharf, a storage area adjacent to the wharf, a non-standard truck unloading area and storage silos built at the top of the cliff, conveyors between the silos and the ship loader built on the wharf, as well as an access road and a paved non-standard road and supporting facilities.
Figure 6 illustrates the plausible scenario of additional infrastructure construction being required by unconfirmed potential clients high-volume bulk mining company, low-volume bulk mining company and general cargo clients. The second potential high-volume client could be a mining company with equivalent annual tonnages, the same types of transshipment, conveyor loading, and ship.
The ore would be conveyed to the terminal by tonne tractor trailers on the non-standard road. It would be necessary to build the ore storage infrastructure silo or hangar as well as a new conveyor to transport this ore to the wharf conveyor. The wharf conveyor and the ship loader would serve the two mining clients in turn. The potential low-volume bulk mining client would use the storage area adjacent to the wharf to store the ore. The ore would be transported by truck on the paved access road Figure 4. Potential cargo clients could be in forestry or industry and would use the storage area adjacent to the wharf to store off-standard cargo very heavy loads, prefabricated parts or large structures or products from manufacturing firms for export via ships.
As with the low-volume bulk mining client, cargo would be trucked on the paved access road between the wharf and the unpaved, non-standard road giving access to Highway Considering the proponent's proposed operating scenario, the project components subject to this environmental assessment are as follows Figures 4 and 6 :.
Wharf: The wharf is a combined wall gravity wharf Figure 7 and would consist of a main facade wall piles and sheet piling connected together secured in place at the top by a series of steel tie rods and anchor blocks. The back of the wall would consist of caissons that would be backfilled and covered with paving. Rip rap would be installed on the bed of the Saguenay River at the foot of the wharf to stabilize the structure.
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The wharf would be about metres long and be between 55 and 85 metres wide depending on the profile of the shore, for an average of 71 metres. The wharf is designed to support a rail-mounted ship loader, conveyor and electrical building for the operation of equipment. Storage area adjacent to the wharf: The storage area adjacent to the wharf, measuring approximately 27, square metres located behind the wharf, would allow for the transshipment of ore other than apatite and miscellaneous general cargo, the manoeuvring of vehicles and the development of sedimentation basins for runoff from the access road, the wharf and the area itself.
Blasting would be necessary so that the basin could be developed; this blasting would expose a rock face about 65 metres high and metres wide. Unloading areas for trucks: For the needs of the first client, the truck unloading area would measure approximately 8, square metres at the top of the cliff. Two hydraulic hoists would be used to lift the trucks and unload the apatite concentrate contained in closed trailers to a conveyor that would transfer the apatite to a buffer ditch with a capacity of tonnes.
The tilting unloading platform would allow the apatite concentrate to fall onto a forced air conveyor at a rate of 1, tonnes per hour tph. The metre-long conveyor for conveying material to a storage area silo and dome would be inserted into a closed tubular gallery 1. A dust collector with filters would control fugitive dust emissions from unloading trucks and would send them back to the pit, where they would be mixed with the main flow of apatite.