Priority Gateway Infrastructure Projects - Port of …...VANCOUVER FRASER PORT AUTHORITY | Priority...

VANCOUVER FRASER PORT AUTHORITY | Priority Gateway Infrastructure Projects – Cost Recovery Consultation

November 27 – December 22, 2017 | Page 1 of 19

Cost-Recovery Mechanism Options Consultation (November – December 2017)

The Vancouver Fraser Port Authority and its partners are seeking federal funding for infrastructure projects that will remove

bottlenecks impacting the flow and growth of Canadian trade. Funding commitments and pre-funding contributions from the port

authority, on behalf of industry, will leverage investments from others—including the federal government through the National Trade

Corridors Fund, municipalities, railways and private sector industry—into trade enabling projects that will benefit the greater

Vancouver gateway.

As part of its requirement to be financially self-sufficient, the port authority will recover its pre-funding amounts from industry.

The purpose of this round of consultation is to seek input from industry regarding potential cost-recovery mechanism

options. It is important to note that the final list of projects and contribution amounts that will be cost-recovered is evolving.

Therefore, the cost information in this discussion guide is a conservatively high estimate based on the current understanding of

projects that may be funded by the port authority over the next 10 years.

Industry stakeholders will have an opportunity to review and provide comment on specific fee document language prior to the

implementation of the cost-recovery mechanism.

How to Participate

There are several ways to provide input into this consultation process:

• Reading this discussion guide and completing the feedback form in hardcopy or online at ca.research.net/r/vfpacostrecovery

• Sending an email to [email protected]

• Attending a small group meeting:

Date Time Location

Vancouver

Monday, November 27, 2017 9:00 – 11:00am Vancouver Fraser Port Authority – Boardroom 100 The Pointe, 999 Canada Place, Vancouver, BC

Monday, November 27, 2017 1:00 – 3:00pm

Wednesday, November 29, 2017 9:00 – 11:00am

Toronto

Thursday, December 7, 2017 10:00am – 12:00pm Marriott Airport Hotel 901 Dixon Road, Etobicoke, ON

https://ca.research.net/r/vfpacostrecovery

mailto:[email protected]



About the Port of Vancouver and the Vancouver Fraser Port Authority

The Vancouver Fraser Port Authority is responsible for the stewardship of federal port lands in and around Vancouver, British Columbia and facilitates Canada’s trade through the Port of Vancouver. Like all Canada Port Authorities, the Vancouver Fraser Port Authority is established by the Government of Canada pursuant to the Canada Marine Act, and accountable to the federal minister of transport. The Port of Vancouver extends from Roberts Bank and the Fraser River up to and including Burrard Inlet. The port is Canada’s largest—bigger than the next five Canadian ports combined—supporting trade with more than 170 economies around the world. With the most diversified range of cargo of any port in North America, the port operates across five business sectors: automobiles, breakbulk, bulk, container and cruise. In 2016, 136 million tonnes of cargo moved through the port, valued at $200 billion. Almost 95 per cent of the port’s total volume serves Canadian import and export markets. Many different enterprises operate in the port including cargo and cruise terminals, industries requiring tidewater access, shipyards, tugboats, railways, trucks, shipping agents, freight forwarders, suppliers, builders, and administrative agencies. The port is home to 27 major marine cargo terminals, three Class 1 railroads, and a full range of facilities and services to the international shipping community. Deep-sea terminals offer extensive on-dock rail facilities with virtually no draft restrictions. Freshwater facilities offer integrated services for the automobile and coastal forest industries, and for short-sea shipping. Enabling the trade of approximately $200 billion in goods, the Port of Vancouver is an important facilitator of economic development in Canada. Port activities annually sustain:

• $24.2 billion in economic output • $11.9 billion in gross domestic product (GDP) • $7 billion in wages • 115,300 jobs in Canada • 96,200 jobs in British Columbia • $67,900 average wage for direct jobs (versus $44,000 average wage in Canada) • $1.4 billion per year in tax revenues

The Vancouver Fraser Port Authority, like all Canada Port Authorities, is financially independent, receiving revenues from terminal and tenant leases as well as harbour dues and other fees charged to shipping companies that call at the port. The Vancouver Fraser Port Authority is not financed with tax dollars and all profits are reinvested into port infrastructure and other improvements. The port authority reinvested $455 million into the gateway over the past five years for initiatives including the expansion of various terminals, protection of industrial land, and to improve Vancouver’s trade corridors. The port authority pays an annual stipend to the federal government and makes payments to bordering municipalities on vacant properties in lieu of the taxes those properties may otherwise have generated. Terminals and tenants are independently owned and operated, paying taxes to all levels of government.



Background – Gateway Infrastructure Program and Existing Gateway Infrastructure Fee

From 2009 to 2015, the Vancouver Fraser Port Authority collaborated on 17 transportation infrastructure projects as part of its Gateway Infrastructure Program (GIP). These projects removed road and rail conflicts, and congestion at key bottlenecks throughout greater Vancouver, and increased capacity to accommodate anticipated growth in road and rail traffic associated with goods movement. The port authority worked with an unprecedented number of delivery and funding partners, including the Federal government through the Asia-Pacific Gateway and Corridor Initiative, the BC government, railways, municipalities, TransLink, the Greater Vancouver Gateway Council and port industry, in completing these projects and realizing their associated benefits to the supply chain and local port communities. As part of the Gateway Infrastructure Program, 17 infrastructure projects were identified in the Roberts Bank Rail Corridor, North Shore Trade Area and South Shore Trade Area through consultation with port stakeholders and supported by independent analysis. The focus for these projects was to enhance efficiency and safety of rail operations, increase the gateway’s ability to accommodate anticipated growth in trade-related traffic, and generate community benefits such as improved local traffic flows and traffic safety, better emergency vehicle access, reduced train whistling and noise, and reduced vehicle idling at level crossings. Gateway Infrastructure Program projects received funding from the federal government through the federal Asia-Pacific Gateway and Corridor Initiative. The total investment was $717 million, of which $167 million was pre-funded by the Vancouver Fraser Port Authority on behalf of industry. These projects were substantially completed in March 2015. By pre-funding $167 million on behalf of industry, the port authority was able to leverage investment from other partners, at a ratio of $3 million for every $1 million invested by industry. These 17 projects in turn led to billions of dollars of private sector investment in rail infrastructure and new, expanded or upgraded marine terminals.

Roberts Bank Rail Corridor

$310 million North Shore Trade Area

$283 million

South Shore Trade Area

$127 million



Gateway Infrastructure Fee (GIF)

As part of its requirement to be financially self-sufficient, the port authority is cost recovering its pre-funding contribution to the 17 projects from the port industry. Following a three-round consultation process with industry stakeholders, the Gateway Infrastructure Fee was implemented in 2011 to recover the 90 percent of the $167 million in pre-funding, with the port authority contributing the remaining 10 percent. The Gateway Infrastructure Fee is a tonnage-based fee applied to benefitting cargo through the North Shore, South Shore and Roberts Bank trade areas1. As there were no projects in the Fraser River Trade Area as part of the Gateway Infrastructure Program, there is currently no fee on cargo through that trade area. The Gateway Infrastructure Program, funded by the Gateway Infrastructure Fee, is recognized globally as a competitive advantage for the Port of Vancouver and its supply chain.

Trade through the Port of Vancouver is growing and further investment is needed In 2016, 136 million tonnes of cargo moved through the Port of Vancouver, valued at $200 billion, or about $550 million per day. Based on a conservative assumption of growth, by 2030, annual tonnage through the port is forecasted to grow by more than 60 million tonnes, compared to anticipated 2017 volumes. Part of what is driving the need for new transportation infrastructure is the increase in population in greater Vancouver, currently growing by approximately 30,000 new residents each year. As the population increases, so does the pressure on making the existing transportation system more efficient and lessening the impacts on local communities. Geographic constraints and the high cost of land in the region means that more must be done with what already exists. While recent investments in 17 projects delivered through the Vancouver Fraser Port Authority’s Gateway Infrastructure Program have provided significant benefits, and great effort is taken to utilize the road and rail network in the port supply chain as efficiently as possible, additional investment is needed in the coming decade to improve road and rail interactions and to remove existing and emerging bottlenecks.

1 Current GIF rates for containerized and non-containerized cargo can be found starting on page 10 of the Vancouver Fraser Port Authority’s Fee Schedule: https://www.portvancouver.com/wp-content/uploads/2017/01/2017-01-01-Fee-Document-revised-2017-07-01.pdf

0

50

100

150

200

250

Mill

ions o

f M

etr

ic T

onnes

Others

Other Fertilizers

Autos

Sulphur

Bulk Liquids

Potash

Metals & Minerals

Agricultural Products

Forest Products

Containers

Coal

https://www.portvancouver.com/wp-content/uploads/2017/01/2017-01-01-Fee-Document-revised-2017-07-01.pdf



The Next Generation of Trade-Enabling Projects

Gateway Transportation Collaboration Forum

Building on the success of previous projects and initiatives as part of the Asia-Pacific Gateway and Corridor Initiative, the port

authority worked with Transport Canada, the B.C. Ministry of Transportation and Infrastructure, TransLink and the Greater Vancouver

Gateway Council to establish the Gateway Transportation Collaboration Forum in 2014.

This group, made up of organizations responsible for trade and transportation in the Vancouver area, has been engaging local

government, First Nations and stakeholders to understand their interests and issues related to trade and transportation, and

collaborating on the identification and design of priority infrastructure projects.

Greater Vancouver Gateway 2030

Greater Vancouver Gateway 2030 is the Gateway Transportation Collaboration Forum’s strategy for smart infrastructure investment

to address the community impacts of trade and population growth.

The strategy identifies nearly 40 transportation infrastructure projects that would provide national, provincial, regional, and local

benefits. By removing capacity constraints and freight bottlenecks to get Canadian goods to market, these projects will help grow the

economy, create well-paying jobs, and support liveable, green communities with improvements to safety, mobility and air quality.

The Gateway Transportation Collaboration Forum is pursuing federal funding for these projects through the National Trade Corridors

Fund, some of which would be candidates for port authority pre-funding. Funding applications will be submitted in phases, to coincide

with national calls for projects from the National Trade Corridors Fund.



This map shows the locations and names of the nearly 40 projects as part of the Greater Vancouver Gateway 2030 strategy.



The map below identifies, in red, the projects that are likely candidates for pre-funding on behalf of industry:



The total estimated capital cost of the Greater Vancouver Gateway 2030 projects is approximately $3 billion. Of these, the port authority anticipates that it might provide pre-funding to about 30 projects, with a total capital cost of about $2 billion. Based on a preliminary estimate of $450 million to be pre-funded on behalf of industry, and assuming that all of these projects proceed with funding from the federal government, this could leverage $3.5 million for every $1 million contributed on behalf of industry. Phase 1 federal funding applications

In November 2017, the port authority submitted nine funding applications in response to the first national call for projects from the National Trade Corridors Fund:

• North Shore Corridor Capacity Improvement Projects (Thornton Rail Tunnel Ventilation Improvements, Rail Corridor Improvements, and Douglas Road Grade-Separation)

• Harris Road Underpass and Kennedy Road Overpass Project

• Bell Road Overpass Project

• Burrard Inlet Road and Rail Improvement Projects (Centennial Road Overpass Project, Waterfront Road Access Improvement Project, Commissioner Street Rail and Road Expansion Project, and Cascadia Support Tracks)

• Mountain Highway Underpass Project

• Whistle Cessation and Rail Crossing Information System

• Portside Blundell Overpass and Upgrade Project

• Pitt River Road and Colony Farm Road Rail Overpasses Project

• Westwood Street and Kingsway Avenue Grade-Separations Project

These funding applications sought federal funding for either full project design and construction, or to allow for further engineering studies, and represent 17 of the nearly 40 projects identified in the Greater Vancouver Gateway 2030 strategy. The National Trade Corridors Fund has indicated that decisions regarding funding will be made in the spring of 2018. Future national calls for funding applications

The National Trade Corridors Fund has indicated that there will be two subsequent national calls for projects, in 2020 and 2022, and the port authority will work with its partners in the Gateway Transportation Collaboration Forum to determine the highest priority projects to submit in each of those calls. For more information regarding the Gateway Transportation Collaboration Forum and Greater Vancouver Gateway 2030, please visit vancouvergateway.ca.

http://www.vancouvergateway.ca/



Priority Gateway Infrastructure Projects and Cost Recovery Consultation

Engagement Process The Vancouver Fraser Port Authority is undertaking a three-phase engagement with industry regarding cost recovery for priority gateway infrastructure projects. The first phase took place in March 2017, where we asked industry to provide feedback about 13 projects that the port authority was considering providing pre-funding towards. We received 19 submissions from industry which were considered in determining which projects we have advanced for federal funding in 2017. Following this round of consultation, the port authority will consider input received in determining a cost-recovery mechanism. There will be an opportunity in spring or summer 2018 for industry to provide feedback on proposed fee language, prior to the implementation of the cost-recovery mechanism in 2019.

Gateway Infrastructure Program Advisory Committee

The Gateway Infrastructure Program Advisory Committee (GIPAC) was established in 2009 to provide advice and feedback regarding the Gateway Infrastructure Program and Gateway Infrastructure Fee, specifically during consultation and implementation. The Vancouver Fraser Port Authority has re-engaged the committee as part of this consultation process, and is seeking feedback from these key industry stakeholders about the structure and implementation of the cost-recovery mechanism, and how best to communicate and consult with port industry stakeholders. The Gateway Infrastructure Program Advisory Committee includes the following associations and organizations:

• BC Chamber of Commerce

• BC Marine Terminal Operators Association

• Canadian International Freight Forwarders

Association

• Canadian Manufacturers & Exporters

• Chamber of Shipping of BC

• Coal Association of Canada

• Fertilizer Canada

• Global Automakers of Canada

• Greater Vancouver Board of Trade

• Greater Vancouver Gateway Council

• IE Canada

• Shipping Federation of Canada

• Vancouver Terminal Elevators Association

• Western Canadian Shippers’ Coalition

Phase 1: Information and Feedback Period Regarding Priority Projects

March 2017 - Complete

Phase 2: Cost-Recovery Mechanism Options Consultation

November/December 2017WE ARE HERE

Phase 3: Information and Feedback Period Regarding

Proposed Fee Language

Spring/Summer 2018



Considerations in developing a cost-recovery mechanism

Criteria

The Vancouver Fraser Port Authority is committed to developing a cost-recovery mechanism that addresses the following criteria:

• Fairness: Cost recovery is based on the principle that gateway infrastructure improvements will benefit gateway users,

therefore gateway users should be subject to the fee. The cost recovery should be transparent and should not compromise port

or port operator competitiveness.

• Effectiveness: The cost-recovery mechanism should raise the required port authority pre-funded infrastructure investment plus

the cost of borrowing.

• Efficiency: The cost-recovery mechanism should be as simple and efficient to collect as possible.

Assumptions

Based on feedback received during the consultation process for the Gateway Infrastructure Fee, there are several assumptions that

have been made regarding the the cost-recovery mechanism term and reporting:

• The cost-recovery mechanism will apply to all trade areas and commodities

• The cost-recovery mechanism will be based on tonnage, rather than other factors such as commodity value or modal split (e.g., whether goods are moving by truck or train)

o Options based on value and modal split were considered in the development of the Gateway Infrastructure Fee but were deemed by industry stakeholders to be too complicated

• The term of the cost recovery would be 30 years, which matches the estimated life of the infrastructure, and also ensures that cargo through the gateway that would benefit from the infrastructure would also bear some cost of the improvements (e.g., increased cargo through new or expanded terminals would be subject to cost recovery)

• Recalculation of the per tonne cost recovery amount would be done on an annual basis based on cargo volumes and project costs to ensure that there is not an excess or insufficient amount of cost recovery

• An annual report would be provided on portvancouver.com



Capital spend by trade areas and across the gateway

The four cost-recovery mechanism options are either calculated on a trade area basis, or a gateway-wide basis. The following table

provides the conservatively high assumptions regarding project costs and eligible cargo volumes throughput by trade area and across

the gateway, which result in the calculations of cost per tonne in the options.

Roberts Bank

Trade Area

Fraser River

Trade Area

South Shore

Trade Area

North Shore

Trade Area

Total

Estimated Project Cost $104 M $161 M $90 M $95 M $450 M

Forecast Tonnage

Subject to Cost Recovery

40 MT 5 MT 30 MT 35 MT 110 MT

It should be noted that the project costs have been allocated to trade areas based on benefit to those trade areas. For example, a

project located within the Fraser River Trade Area that also benefits the Roberts Bank Trade Area has had costs allocated, in part, to

Roberts Bank.



Cost-Recovery Mechanism Options

The Vancouver Fraser Port Authority has developed four proposed cost-recovery model options for discussion with industry. The port

authority does not have a preference for any of these options. The purpose of this consultation is to gather feedback from industry

regarding the relative merits and considerations of the options, to be considered by the port authority in determining which cost-

recovery model, or a refined version of one of these models, to implement. The considerations below have been developed to assist

you in comparing the options and providing feedback, but we are most interested in your perspective.

The numbers shown in this section are illustrative and based on cost recovery of $450 million over a 30 year period. As previously

noted, the amount to be cost recovered will be calculated based on which projects ultimately proceed, and the cost recovery per

tonne will be calculated based on project benefits allocated to each trade area (Options 1 and 2) or to the gateway (Options 3 and 4)

and the amount of cargo handled.

After you have reviewed the options, please complete the feedback form starting on page 18.

Overview of Options

These four cost-recovery mechanism options are explained in more detail over the following pages:

• Option 1: Tonnage-based cost recovery allocated by trade areas (no change to amount or collection of existing Gateway

Infrastructure Fee)

• Option 2: Tonnage-based cost recovery allocated by trade areas combined with existing Gateway Infrastructure Fee

• Option 3: Tonnage-based gateway-wide cost recovery (no change to amount or collection of existing Gateway Infrastructure

Fee)

• Option 4: Tonnage-based gateway-wide cost recovery combined with existing Gateway Infrastructure Fee

As suggested by the Gateway Infrastructure Program Advisory Committee (GIPAC), a table on page 17 provides a cost comparison of

the per tonne cost of each option by trade area.



Option 1: Tonnage-based cost recovery allocated by trade areas

Option 1 would be a new fee with the same structure as the existing Gateway Infrastructure Fee. It would be a tonnage-based fee,

allocated by trade areas based on project investment and the associated benefits per area.

Based on the assumption of $450 million in pre-funding, the weighted costs of projects to each trade area and the anticipated 2019

volumes noted on page 10, the new fee would be calculated as follows:

Trade Area Option 1 (per metric tonne) 2

Roberts Bank $0.12

Fraser River $1.30

South Shore $0.13

North Shore $0.12

This new fee would be collected separately from the existing Gateway Infrastructure Fee.

Considerations:

• Each trade area would pay for infrastructure benefiting that trade area

• The liquid bulk terminals in Burrard Inlet that were previously exempt from the existing Gateway Infrastructure Fee would be subject to the fee

• The Fraser River Trade Area would have the largest fee per tonne, as a result of the number and cost of proposed improvements in the trade area, and the lower amount of cargo through this trade area as compared to other trade areas

o It should be noted that there were no Gateway Infrastructure Program projects in the Fraser River Trade Area and therefore this trade area is not subject to the current Gateway Infrastructure Fee

• The GIPAC raised concerns that the high fee in the Fraser River Trade Area could impact competitiveness of the trade area, and may reduce future investment within the trade area

2 Containers are converted at a ratio of approximately 9.5 tonnes per laden TEU and autos are converted at a ratio of 1 tonne per vehicle



Option 2: Tonnage-based cost recovery allocated by trade areas combined with existing Gateway Infrastructure Fee Option 2 would combine a new tonnage-based cost recovery fee (as calculated in Option 1) with the existing Gateway Infrastructure

Fee. For the 22 years that GIF and the new fee would overlap, the fee would be combined for ease of administration. Only the new

fee portion would continue for the remaining eight years.

Based on the assumption of $450 million in pre-funding, the anticipated 2019 volumes noted on page 10 and the current GIF rate in

2017, Option 2 would be calculated as follows:

Trade Area GIF portion (per metric tonne)

New fee portion (per metric tonne)

Option 2 (per metric tonne)

Roberts Bank $0.05 $0.12 $0.17

Fraser River - $1.30 $1.30

South Shore $0.17 $0.13 $0.30

North Shore $0.08 $0.12 $0.20

Considerations:

• As this option would combine the existing GIF and the new fee into one amount for collection, it would be simpler to administer and collect

• The liquid bulk terminals in Burrard Inlet that were previously exempt from the existing Gateway Infrastructure Fee would be subject to the new fee portion only

• As with Option 1, each trade area would pay for infrastructure benefiting that trade area

• Again, like Option 1, the Fraser River Trade Area would have the largest fee per tonne, as a result of the number and cost of proposed improvements in the trade area, and the lower amount of cargo through this trade area as compared to other trade areas

o It should be noted that there were no Gateway Infrastructure Program projects in the Fraser River Trade Area and therefore this trade area is not subject to the existing Gateway Infrastructure Fee

• The GIPAC raised concerns that the high fee in the Fraser River Trade Area could impact competitiveness of the trade area, and may reduce future investment within the trade area



Option 3: Tonnage-based gateway-wide cost recovery Option 3 would be a new fee charged on cargo throughout the gateway. It would be a gateway-wide fee, where the cost of projects

would be split across all benefiting cargo using the gateway.

Based on the assumption of $450 million in pre-funding and the anticipated 2019 volumes noted on page 10, the new fee would be

calculated at $0.18/tonne:

Trade Area Option 3 (per metric tonne)

Roberts Bank $0.18

Fraser River $0.18

South Shore $0.18

North Shore $0.18

Considerations:

• Unlike Options 1 and 2, the new fee in each trade area would be equal

• The liquid bulk terminals in Burrard Inlet that were previously exempt from the existing Gateway Infrastructure Fee would be subject to the fee

• The existing Gateway Infrastructure Fee would remain unchanged, and would be collected from cargo through Roberts Bank, South Shore and North Shore trade areas

• The GIPAC noted that a gateway-wide fee would reduce the risk of affecting the competitiveness of any one trade area



Option 4: Tonnage-based gateway-wide cost recovery combined with existing Gateway Infrastructure Fee Option 4 would combine a new gateway-wide cost-recovery fee and the existing Gateway Infrastructure Fee. It would be calculated

by taking the the remaining GIP costs and collecting them from cargo through the gateway (i.e., including Fraser River Trade Area

and liquid bulk cargo). Based on anticipated remaining costs for GIP projects and forecasted cargo in 2019, the GIF portion would be

calculated at $0.09/tonne. This would be combined with the $0.18/tonne for the new fee portion (as calculated in Option 3) for a

combined total fee of $0.27/tonne for a 22 year period. As with Option 2, this combined total fee would be collected for 22 years.

For the remaining eight years, the fee would be $0.18/tonne.

Trade Area GIF portion (per metric tonne)

New fee portion (per metric tonne)

Option 4 (per metric tonne)

Gateway-wide $0.09 $0.18 $0.27

Considerations:

• The Fraser River Trade Area and liquid bulk terminals in Burrard Inlet, which were previously exempt from GIF, would be subject to the remaining GIF portion

• As with Option 2, GIF and the new fee would be combined into one amount for collection, and therefore would be simpler to administer and collect

• As with Option 3, the new fee in each trade area would be equal

• The GIPAC noted that a gateway-wide fee would reduce the risk of affecting the competitiveness of any one trade area



Quantitative comparison of the options

The following table shows the costs per trade area for each of the four options. In Options 1 and 3, the 2017 GIF rate is shown to

illustrate the combined costs to cargo through a trade area. In those options, GIF would be calculated and collected separately from

the new fee. In Options 2 and 4, GIF would be combined with the new fee and calculated and collected together.

Option 1 Option 2* Option 3 Option 4*

Trade Area GIF New fee Total New fee (includes GIF)

GIF New fee Total New fee (includes GIF)

Roberts Bank $0.05 $0.12 $0.17 $0.17 $0.05 $0.18 $0.23 $0.27

Fraser River - $1.30 $1.30 $1.30 - $0.18 $0.18 $0.27

South Shore $0.17 $0.13 $0.30 $0.30 $0.17 $0.18 $0.35 $0.27

North Shore $0.08 $0.12 $0.20 $0.20 $0.08 $0.18 $0.26 $0.27

*In Options 2 and 4, the GIF portion would be collected for 22 years. For the remaining eight years, the fees would be reduced to the

new fee portion only (i.e., in Option 2, it would be $0.12 for Roberts Bank; $1.30 for Fraser River; $0.13 for South Shore; and $0.12

for North Shore; and in Option 4, it would be $0.18/tonne).



Feedback Form We want to hear from you. Please complete this feedback form and send it to [email protected] or complete it online at ca.research.net/r/vfpacostrecovery. You can also send us an email with your feedback. 1. Please rate your level of agreement with the proposed cost-recovery mechanism options:

Strongly

Agree

Somewhat

Agree

Neither Agree

nor Disagree

Somewhat

Disagree

Strongly

Disagree

Option 1: Tonnage-based cost recovery allocated by trade areas (no change to amount or collection of existing Gateway Infrastructure Fee)

Option 2: Tonnage-based cost recovery allocated by trade areas combined with existing Gateway Infrastructure Fee

Option 3: Tonnage-based gateway-wide cost recovery (no change to amount of existing Gateway Infrastructure Fee)

Option 4: Tonnage-based gateway-wide cost recovery combined with existing Gateway Infrastructure Fee

2. Please provide any comments you may have regarding your level of agreement:


https://ca.research.net/r/vfpacostrecovery



3. Please provide any additional comments you may want the Vancouver Fraser Port Authority to consider as we determine a cost-recovery mechanism:

Contact Information Name: ____________________________________________________________________________ Title: _____________________________________________________________________________ Organization: ______________________________________________________________________ Phone: ______________________________ Email: ____________________________________ Any personal contact information you provide to the Vancouver Fraser Port Authority on this form is collected and protected in accordance with the Access to Information Act and the Privacy Act. If you have any questions regarding the proposed project and/or the information collection undertaken on this form, please email [email protected].


Priority Gateway Infrastructure Projects - Port of …...VANCOUVER FRASER PORT AUTHORITY | Priority...

Documents

Transcript of Priority Gateway Infrastructure Projects - Port of …...VANCOUVER FRASER PORT AUTHORITY | Priority...