Thank you.
On behalf of Pacific NorthWest LNG—the acronym is liquefied natural gas—I'd like to thank the committee for this opportunity.
In my past life I was a director of BC Parks and I'm on the board of directors of the Nature Trust of British Columbia, so I appreciate the importance of conservation areas. I also appreciate how hard it is to pick the right ones. You have a big task.
Please accept this short presentation as support for protecting sensitive marine areas while maintaining economic opportunities on the Pacific coast of Canada.
Pacific NorthWest LNG has both provincial and federal approval to construct an LNG facility and associated marine infrastructure within the Port of Prince Rupert. Looking ahead, our main operational requirement is for predictable and efficient marine access to bring in LNG carriers, load them, and get them out again to our Asian partners on a daily basis for the next 40 years or more.
Prince Rupert's location provides us an advantage over other areas in North America because of the shorter distance—but still, that marine access is critical.
Looking back over the last four years of our project, we have learning experience that can inform us on how marine protected areas could be incorporated as part of a regional sustainability plan that would support an effective environmental assessment program.
As for the lessons learned: number one, there is a lack of clear process for integrated coastal planning that leaves proponents to develop strategies in an information vacuum. Where are the no-go zones? What are the thresholds for impacts? The recent panel review of the environmental assessment process suggests the need for regional planning. We agree and believe that those plans need to include sensitive marine habitats while guaranteeing vessel access through Canadian waters.
Number two, we need specific plans for coastal areas of high industrial activity. The Pacific NorthWest project is located in a federal port within an industrial zone, yet there are no accepted activities to streamline environmental assessment processes. We support British Columbia's Chamber of Shipping recommendation that the Oceans Act specify a process for the sustainable development of high-activity coastal areas in particular.
Number three, there is a tremendous lack of scientific examination and resources to set baselines and determine thresholds on the north Pacific coast. The last significant government research in Chatham Sound was in the 1970s. The federal agencies need more funding, but don't overlook the knowledge database of proponents. We and others on the north coast have done a lot of studies over the last four years and have an enormous amount of raw data available for making assessments on fish, marine mammals, and the habitats they use.
On science versus emotions, we also found, and you will experience this too, that some people want to protect things just because they are out their front door, as opposed to looking at the most critical habitat to conserve, the areas that are truly deserving of marine protected area status, through thoughtful evidence-based analysis. You only have 5% or 10%, I understand, and you don't want to waste that; you want to make good use of it.
Finally on the lessons learned on habitat or best management practices, in Chatham Sound the migratory species such as salmon and whales require a more holistic approach, and best management practices within Chatham Sound are potentially more important than protecting specific locations. Sound, pressure, and ships all have some impact, and best management practices in Chatham Sound, I believe, would be more appropriate than protecting specific areas.
On our needs as an industry, we need processes for determining the best marine protected areas. Those processes must be transparent, predictable, and adaptable. Clarity is critical. We want you to lead the way, but we want to be involved at an early stage so we can plan to incorporate marine protected area designations into our design and operations.
On certainty, our project has a 40-year-plus lifeline. It requires $13 billion just to construct the facility. I'm confident that our operations can adapt to emerging issues, but safe and secure shipping routes to international markets must be guaranteed.
Thank you.