Report - Agence canadienne d'évaluation environnementale

Territorial context of the project
At night, the site would be lit up during construction and during operation of the
terminal. The brightness during the night would be 50 lux at the access points and
gates, 20 lux in the area of the jetty with no ship docked, and 50 lux when a ship is
there. In comparison, a highway is lit up at 13 lux and a residential street at 4 lux
(PR3.3.1, p. 4.117).
The nighttime lighting of the land facilities would be reduced by the berms and
forested areas. Moreover and subject to worker safety standards, the lighting fixtures
would produce light beams directed downward to minimize the halo phenomenon
(ibid.).
For the purpose of his analysis of the landscape impact of the project’s facilities, and
more specifically the two storage tanks, the proponent considered certain “viewing
points” under summer, winter, day, and night viewing conditions. The analysis
included nine strategic viewing points that were used for visual simulations (Figure 6).
Other simulations, including from the river and the chemin Royal on île d’Orléans
were also carried out
The Panel is of the view that the impact of the utility corridor with the access road to the
jetty was not adequately taken into account. As this corridor does not appear on the
proponent’s visual simulations. Considering the topography, the access road would go
through a slanted-slope trench cut into the cliff with a maximum depth of about 20 m.
The right-of-way of the access road and that of the caisson for the cryogenic pipes
would require dynamiting on a large section of the stretch between highway 132 and
the shoreline, and that would permanently impair the integrity of the cliff.
After analysis, the Panel notes that the visual impact of the utility corridor would be
present at two main spots. The first would be where the ramp leading to the access
road and the service road parallel to the pipes would meet highway 132. Once the
cryogenic pipes are buried and the access road tunnel is completed, the visible
components would be the ramps and the service road.
The second impact area would include île d’Orléans and the river. Once construction
is completed, the straight trench in the cliff for the access road would be visible. The
caisson for the cryogenic pipes would also remain visible on the lower section that is
not buried. On île d’Orléans, the utility corridor axis is in line with the “plage à Léo”
sector in Sainte-Pétronille, on the limits of Saint-Laurent.
♦ Opinion 5 — The Panel is of the opinion that the utility corridor and particularly the
access road to the jetty would create a visible fracture in the Ville-Guay cliff, in the
absence of mitigation measures capable of diminishing the visual impact.
Rabaska Project – Implementation of an LNG Terminal and Related Infrastructure 111