A near-record winter snowpack in British Columbia’s interior mountains, together with an independent report about Fraser River flood risks posed by substandard dikes, have produced a new economic challenge.

The threat of major flood damage this spring from the “Mighty Fraser,” arguably the province’s most important natural economic artery, triggered calls for Victoria and Ottawa to allocate yet to be determined millions of additional dollars to Fraser flood protection. Fortunately, the actual flooding this spring didn’t do as much damage as was feared.

The two levels of government are still seeking a long-term management plan to utilize this key waterway better, and to protect the billions of dollars of assets and personal property that line its shores — especially in the lower reaches from Hope to Greater Vancouver, one of the fastest-growing regions in Canada.

This spring’s flooding reminded everyone that once or twice a century the Fraser floods with a vengeance if energized by heavy snowfalls upcountry and a sudden spring thaw.

The first recorded major flood occurred in 1894, affecting what was primarily farmland and small towns. The next flood, in 1948, destroyed or damaged 2,300 homes and about 16,000 people were evacuated. Cost was about $150 million in today’s dollars.

The stakes are much higher today, and the results of flooding would be felt province-wide — even across the country.

About 320,000 people now live on the Lower Fraser’s flood plain — an increase of about 70% from 1981. The number of dwellings jumped by 82% between 1981 and 2001 to total 120,892, and a 2001 flood report estimated at least $13 billion in infrastructure — homes, farms, businesses, schools, hospitals, etc. — was located on the flood plain.

The report estimated total damage from a major flood at $1.8 billion in 1994 dollars.

One of the biggest impacts would be on transportation. Flood waters could temporarily close the Trans-Canada Highway, for example, isolating Greater Vancouver and national access to Canada’s all-important Pacific gateway.

The same holds true for major railway lines operated by Canadian Pacific Railway, Canadian National Railway Co. and Burlington Northern-Santa Fe.

Electricity and natural gas transmission into the Lower Mainland via the Fraser Valley would also be at risk during a major flood, disrupting many homes and businesses inside and outside the flood-plain area.

Western Canada’s major airport, Vancouver International, sits on the aptly named low-level Sea Island at the river’s mouth.

As well, 80% of B.C.’s food production takes place in the Fraser Valley.

Given all these economic factors, people certainly paid attention last fall when the Fraser Basin Council, a non-profit group, released a study that showed parts of the more than 300 kilometres of dikes along the river’s lower reaches were substandard and would be breached in a historically high flood.

That prompted the B.C. government to implement a $33-million emergency dike repair program in the spring — Ottawa added about $15 million — but it also triggered a rethinking of priorities.

For the past 10 years, little has been spent on Fraser River flood protection. Gravel-removal programs were disbanded when Ottawa put new emphasis on salmon protection.

However, as the Fraser annually dumps more than 20 million tonnes of silt and gravel in its lower reaches, the lack of dredging has resulted in the river silting up and lessened its water-carrying capacity.

That’s why a return to annual dredging was a key component in a recent B.C. Chamber of Commerce resolution that will enlist the Canadian Chamber of Commerce’s help to persuade Ottawa and Victoria to set up a fully funded annual dike maintenance system along the river’s estuary.

The Chamber says management of the Fraser River is a shared federal/provincial responsibility and that “governments need to start taking that duty seriously.” IE