By R. Bruce Striegler

Cargill Limited – Vancouver

“Our Vancouver terminal has capacity of 235,000 tonnes of licenced storage and we handle all types of grain except for oats and flax right now,” says Gerry Dickie, General Manager at Cargill Limited’s Vancouver terminal. Cargill is one of Canada’s largest agricultural merchandisers and processors handling wheat, durum, canola, barley and grain by-products. The terminal is located on Burrard Inlet, along the industrial North Vancouver waterfront and Mr. Dickie explains, “We’ve got two shipping berths capable of handling Cape-size vessels, but most of the time we load Panamax and Handy-size ships.” Built in the 1960’s, the facility was owned by the Saskatchewan Wheat Pool until 2007 when it was purchased by Cargill Limited.

With 169 employees, the terminal is one of the largest grain operations at Port Metro Vancouver and is served by CN Rail. “Our terminal can accommodate two 75-car rail runs, 75 loads and 75 empty.” Outlining the operation, he explains that grain shipments for export are unloaded from rail cars into two dumping pits at 800 tonnes per hour before going through cleaning and reclaim systems. “We have conveyor belts running to each of our three storage annexes rated at about 500 tonnes per hour. Our shipping conveyance system is a 1,600 tonne per hour High Roller belt with a secondary back-up system, currently an open belt, rated at about 600 tonnes per hour.”

In March 2013, Cargill received approvals from Port Metro Vancouver to install noise abatement equipment and structures, for the benefit of nearby residents. The multi-phase project resulted in the installation of two fan exhaust silencers, eight dust collector silencers as well as sound absorbing barriers along the north side of the facility. The project also included the re-distribution of ventilation fans to reduce noise levels for those living closest to the terminal. Not long after acquiring the terminal, Cargill made a significant investment to up-grade safety measures. Today, the system is fully integrated with the grain elevator’s computerized process control system. Equipment is automatically stopped when a hazard is detected and the majority of equipment in the elevator is monitored, including belts, bucket elevators, moving trippers and a number of fan bearings.

Mr. Dickie says the terminal’s grain focus means, “We deal with customers with very high-quality requirements and we meet regularly with customers from various countries to ship exactly what they require and we run specific protocols for some individual customers.”

Fraser Surrey Docks LP

Located in the Metro Vancouver municipality of Surrey on the south bank of the Fraser River, Fraser Surrey Docks (FSD) is a multi-purpose marine terminal handling containers, steel, logs, lumber and wood pulp as well as general cargo. The facility, which celebrated its 50th anniversary in 2012, has been called the largest, most up-to-date multi-purpose marine terminal on the West Coast of North America.

Six berths accommodate ships with a draft of up to 11.7 metres. Four dock gantry cranes with up to 80 metric tonnes of lifting capacity service container vessels and when required, breakbulk vessels. A hydraulic ramp provides service for barge traffic at a separate berth. Fraser Surrey Docks provides 63 hectares (154 acres) of yard area and four sheds providing 30,654 square meters (330,000 square feet) of covered storage for weather sensitive cargo. Brady Erno, Surrey Fraser Docks Manager, Sales and Customer Service, says the company currently employs an equivalent of 235 full-time persons and in 2013, “We handled approximately 50,000 containers units and about half a million tonnes of steel.”

A significant volume of export packaged lumber, together with a large volume of steel plate, coil, pipe, wire, rod, beam and other structural products are imported through FSD each year. Fraser Surrey Docks also handles project cargoes, and ship stevedoring is available through a wholly owned subsidiary, Pacific Rim Stevedoring. Each year Fraser Surrey Docks handles 300 to 400 deep-sea vessels, including Panamax size. The terminal supports advanced intermodal freight services with 10,000 feet of track within the yard, and is close to two main highway routes, located away from heavy city traffic. Rail connections to the terminal are provided by CN Rail, CP Rail, Burlington Northern Santa Fe Railway, and Southern Rail of British Columbia. Port Metro Vancouver has 18,000 feet of its own rail car holding tracks adjacent to the terminal, permitting rail carriers to spot cars at their convenience.

Fraser Surrey Docks has applied to Port Metro Vancouver for a project permit to build coal handling facilities within the existing terminal operations. The facilities would allow for the direct transfer of coal from trains to barges via a conveyor system, meaning no permanent stockpiling of coal at the terminal would be required. If approved, the coal transfer facility would add rail trackage, two unloading pits, and conveyors connecting the pits to barges, as well as dust control and fire suppression systems. The proposal was submitted to Port Metro Vancouver last fall, and a decision is expected sometime in February. The proposal has drawn intense criticism from the region’s municipalities and the public but Surrey Fraser Docks CEO Jeff Scott says, “We believe and continue to believe we can handle coal safely and effectively without significant impact to the community. We would like a decision sooner than later, our customers would like to know and we’d like to move one way or the other.”

Neptune Bulk Terminals (Canada) Ltd.

Owned by Canpotex Bulk Terminals Limited, Teck Resources and Bunge Canada, Neptune is the largest multi-product bulk terminal in North America, and since 1970, Neptune Bulk Terminals (Canada) Ltd. has handled potash, coal, bulk vegetable oils, fertilizers and agricultural products. Part of Port Metro Vancouver, It is situated on Vancouver’s North Shore just west of the Iron Workers’ Memorial Bridge. The terminal is more than midway through improvements to the terminal’s steelmaking coal handling equipment, part of $400 million site-wide capacity improvements.

The first of the terminal’s enhancements, a $49 million potash system upgrade, included a new phosphate rock storage shed, a new surge bin, new railcar dumper and upgrades to the berth and associated conveyors. The potash project also included acquisition of three ultra-low emission locomotives to move potash railcars, automated electric railcar positioning equipment for the terminal’s steel-making coal dumper system, site rail track optimization as well as an overall power system upgrade.

Neptune Terminals is now underway with $63.5 million worth of improvements to increase its steel-making coal loading capacity to 18.5 million tonnes. This will increase the facility’s capacity by six million tonnes per year. The facilities will include a second enclosed railcar dumper, on-site rail track relocation, new conveyors for product transport from the second railcar dumper and the replacement of the ship loader boom as well as foundation reinforcement at Berth One. Neptune expects one additional train per day and one additional ship per week will come from the capacity increases.

A new $45-million coal stacker reclaimer manufactured by Ramsay Machine Works in Sidney, B.C. is now in place. The stacker will replace an older, smaller unit and will allow Neptune to simultaneously move the steel-making coal from trains to the stockpiles and directly from stockpiles onto vessels, increasing efficiency and operating flexibility. The stacker reclaimer will further enhance Neptune’s environmental measures with a best-in-class dust suppression system.

These improvements coincide with work Port Metro Vancouver is undertaking along the North Shore waterfront. The Low Level Road is a continuous east-west route for both industrial traffic to the waterfront terminals, as well as residents of the North Shore municipalities.

Neptune Terminals’ CEO, Jim Belsheim, believes that successful businesses must have links to the community and notes the company’s “buy local” campaign during the on-going improvements will result in local community expenditures of up to $20 million. The company has a long record of community service, sponsoring local youth sports and other community events as well as supporting local charities.

Viterra Inc.

Viterra Inc. is a wholly owned subsidiary of Glencore International plc. Its grain terminal, Cascadia, is located on the south shore of Burrard Inlet. Viterra Inc. owns and operates Canada’s largest grain handling network. The terminal handles wheat, durum, feed barley, malting barley, canola seed and specialty products, with storage capacity of 282,830 tonnes of product, handling loading from its 244 metre berth with a depth of 14.6 metres.

Viterra Inc. has operations across Western Canada, the United States, Australia, and New Zealand, with Adelaide, Australia as the base for Viterra’s Southeast Asian operations. The company’s growing international presence also extends to offices in Japan, Singapore, China, Switzerland, Italy, Ukraine, Germany and India. Viterra Inc. operates in three distinct businesses: grain handling and marketing, agri-products, and value-added processing and is also involved in canola and pasta production in North America.

Viterra was formed several years ago after the Saskatchewan Wheat Pool bought Agricore United. Shipping up to 24 million tonnes of grain and oilseeds annually, the company holds about 45 percent of the Canadian market share, and its assets include 83 elevators and ten processing facilities across North America. The Cascadia Terminal is one of five Viterra owns (with a shared interest in a sixth).

In January 2014, Viterra Inc. announced it has reached an agreement to purchase some assets of Lethbridge Inland Terminal Ltd. including a high-throughput grain elevator with a capacity of 42,000 metric tonnes. Lethbridge Inland Terminal is Alberta’s second largest farmer-owned grain terminal, located on 220 acres 20 kilometres southeast of Lethbridge close to major highways and on a main rail line to the U.S.

The company maintains port terminal facilities in Vancouver, Prince Rupert, Thunder Bay and Montreal. In southern Australia, assets include 108 primary grain elevators and eight bulk export terminals with an aggregate storage capacity of 10.2 million tonnes.

Kinder Morgan Canada Terminals LP’s Vancouver Wharves

Kinder Morgan Canada Terminals LP is a subsidiary of U.S. Kinder Morgan Energy Partners, LP. Its Vancouver Wharves Terminal is operated by Kinder Morgan Canada Inc. “Vancouver Wharves is a bulk marine terminal, strategically located east of the Lions Gate Bridge on the north shore of Burrard Inlet in Vancouver’s Port Metro Vancouver,” explains Tim Ayling, Director, Sales and Marketing, Kinder Morgan Canada Terminals Ltd. (KMCT). The facility has been in operation since 1959 and the 125-acre terminal handles over three million tonnes of inbound and outbound cargo annually. The facility consists of five vessel berths capable of handling Panamax size vessels, with significant rail infrastructure, dry bulk and liquid storage capacity of nearly 1 million tonnes, including up to 250,000 barrels of petroleum products along with material handling systems.

Ayling says, “Vancouver Wharves handles wood pellets, mineral concentrates, sulphur, agricultural products and liquids. By revenue, concentrates and sulphur comprise the largest share, followed by agri-products, liquids, and other commodities.” The facility, once part of BC Rail, was acquired by Kinder Morgan under a long-term lease in 2007. Since its purchase, Kinder Morgan has completed $150 million worth of facility expansion and environmental improvements at the site. The work has included constructing an indoor mineral concentrate rail car handling system and installing a new, state-of-the-art concentrate ship loader. “We’ve made other recent infrastructure improvements, including reactivating the liquid products facilities so diesel and jet fuel are accessible by ship, rail and truck.”

Two completely separate dry-bulk systems share a multiple loop track that can receive 110 cars at a time. A dual-purpose (rotary/bottom-dump) rail car dumper, conveying system and two quadrant ship loaders at one berth services the sulphur industry with storage of over 165,000 tonnes. A separate bottom discharge rail car dumper, enclosed specialized airveyor conveying system and ship loader at another berth services agri-products. The berth is a purpose-built facility for products such as food-quality wheat, canola and malt, also providing storage of approximately 30,000 tonnes.

“Currently we’re entertaining a number of development projects to expand the terminal capacity that could include fertilizer groups in the Prairies. In B.C. three new mineral mines opened in the past four years, all have contracted with us so we’ve expanded our mineral concentrate handling capacity.” Ayling says these developments have essentially doubled Vancouver Wharves copper export volumes.

“In 2013, we had a combined import-export of copper and import of zinc concentrate in excess of 1.6 million tonnes, the most ever handled at the facility.” Mr. Ayling says the asset improvements Kinder Morgan have completed since 2007 have helped handle those increases efficiently, “All with improved and enhanced environmental controls, with fully enclosed operations when we’re handling those types of products.”

There are approximately 25 acres of land available for development with rail loop track access, capable of receiving large unit trains and Ayling says, “We see strong growth still coming at us and are working with credible parties to develop investment and expansion to meet their requirements.”

Maher Terminals Holding Corp.

It began with one ship in 2007, and Mark Schepp, Senior Vice-President, Maher Terminals, says that since then, service calls to the Prince Rupert terminal have now risen to four per week. “The highlights of the terminal are the rapid ship-to-rail transfer, the high level of crane productivity, which is around 31 to 32 moves per hour. This, combined with the speed of rail transit to North American markets such as Chicago, Memphis, Detroit and eastern Canadian markets including Montreal and Toronto, makes for great reliability.”

Ultimately owned by U.S.-based Maher Terminals LLC, Maher’s Fairview Terminal with an 18.7 metre berth depth can accommodate container ships with a capacity of 12,500 containers. Cargo is offloaded using 1,800 tonne super post Panamax cranes with a reach of 22 containers. The yard can hold 9,000 TEUs and has outlets for refrigerated containers. In August, the terminal took delivery of a fourth crane, raising its capacity from 750,000 containers to 850,000 TEUs. Mark Schepp continues, “The berth is about 360 metres to support those four cranes, the container yard and seawall yard comprise about 55 acres and then we have 21 re-stackers. We’re a re-stacker operation and everything we do is with re-stackers as it gives us quite a bit of flexibility on a small footprint.”

Mr. Schepp says that the Maher Terminals operation in Prince Rupert employs about 22 persons in management which include operations, safety, administration and maintenance. He says that there are about 340 registered longshoremen in Prince Rupert, and on a busy day Fairview Terminal can employ as many as 225.

A further terminal expansion would increase the capacity to 2.3 million TEUs. Mr. Schepp says that Port of Prince Rupert has given the environmental approvals to build the second berth and to take some further upland space. “We are currently in the midst of our detailed design process, which will take us to an award of contract so as to potentially begin building in 2014.” These terminal expansion plans will effectively quadruple the capacity to two million TEUs and involves adding a second 360 metre berth and additional on-dock rail. “Currently CN is completing a 12,000 foot siding just south of our gate, but it is for Fairview Terminals use.” The expanded facility will have an on-site storage capacity of 28,560 TEUs at five high. The expansion will create the second-largest handling facility on the West Coast, with the expectation that the new facility will alleviate congestion at existing West Coast ports.

Mr. Schepp says Prince Rupert is a small community, “But it has all the resources we currently need to sustain the operation. The city has supported our development, and since our proposed new development is away from the city centre, we continue to get that support.”

Lynnterm East and West Gate

Operated by Western Stevedoring Company Limited, Lynnterm is located on the north shore of Burrard Inlet, across the harbour from downtown Vancouver. Lynnterm is a consolidation centre for containers, forest products, steel and breakbulk. Sitting side-by-side, Lynnterm East Gate and Lynnterm West Gate handle wood pulp, lumber, wood panel products, logs, steel products, project cargo and machinery. What began more than 60 years ago as McKay Stevedoring and Contracting Company loading lumber in Port Alberni, became Western Stevedoring in 1950. Today, employing more than 350 people, Lynnterm handles more than 12 million tonnes of cargo.

Brad Eshleman, President, says the company is committed to providing creative and cost effective solutions for their customers’ needs by leveraging the expertise and experience that their employees bring to the organization. “As we look forward to 2014 we are cognizant of the competitive environment our customers face, and look forward to working with them to seek improvements and opportunities as the economy recovers. We are optimistic for the future of Western Canada and hopeful it will provide Western with continued growth and diversification.”

The Terminal’s seven all-concrete berths are 1,516 metres in length (4,974’), and have a depth of 12 to 15 metres at low water. Providing easy access for truckers, Lynnterm is located minutes from the TransCanada Highway, has direct service by CN Rail and access to rail interchange offering service to all the major rail carriers. Approximately nine km (5.6 miles) of track on-site offers direct access to warehouse and storage areas, providing direct transfer to and from railcars and rail shunting equipment is available on-site. The dock is equipped to accommodate stuffing or de-stuffing of containers, with mobile cranes available upon request. Western Stevedoring’s primary equipment fleet is being modernized with forklifts compliant with Tier 4 emissions standards and burning low sulfur diesel fuel reduces overall emissions by more than 90 percent. As an industry leading initiative, in 2013 Western Stevedoring introduced zero emission electric fork lifts for its rail car unloading operations.

Lynnterm offers outside storage capacity of 59 hectares (145 acres) on heavy-duty pavement and eight warehouses totaling 81,750 square metres (876,000 square feet) which are designed to store forest products, general cargo and steel. The warehouses are serviced by rail trackage and have covered loading aprons for trucks and railcars. Lynnterm has more than 200 pieces of specialized cargo-handling equipment, lift truck capacity of up to 42,000 kg (92,000 pounds), and offers on-line cargo tracking services.

A vital supply chain partner to many of Canada’s forest companies, Lynnterm annually handles export of up to 1.5 million tonnes of wood pulp. Imports through the terminal have included aircraft parts for Bombardier Dash-8 aircraft, Vancouver’s rail transit passenger cars as well as steel roof girders for BC Place Stadium, and steel components for construction of the new Port Mann Bridge.

Western Stevedoring is a wholly owned subsidiary of SSA Marine Inc., and ultimately owned by U.S.-based Carrix Inc.

Richardson International Vancouver Terminal

Phil Hulina, General Manager at Richardson International’s Vancouver Terminal says, “Where we are today, at the start of 2014, is well into a significant expansion. In the last year and a half we have added a lot of new operating equipment, we’ve put in a new indexer in our track shed which gives us the capacity to double our unloading capacity from 150 rail cars per day to about 300 cars. Mr. Hulina notes that because of Richardson’s recent acquisitions, “We know our commodities are increasing from the source, so it makes sense to expand our terminal to facilitate those increases.” In the spring of 2013, Richardson International Limited acquired $800 million worth of Viterra assets from Glencore which included 19 country elevators, 13 crop input centres co-located with the elevators along with a Viterra terminal in Thunder Bay.

Last year, the volume handled by Richardson’s Vancouver Terminal was 3.9 million tonnes, and the current improvements will nearly double terminal capacity from 75,000 to about 140,000 tonnes. Says Hulina, “We can load almost any vessel that comes under the Lions Gate Bridge and that includes Panamax-size and recently we loaded a Super Panamax,” adding the largest vessel loaded at the terminal was 79,000 tonnes. “We are now seeing more vessels of that size and capacity with less and less of the smaller.” Richardson International ships wheat’s of multiple grades and specifications, considerable volumes of canola as well as yellow peas. “We’ll load any commodity grown in Western Canada and we’re now beginning to handle soybeans,” says Hulina.

“The challenge we have at the terminal today are the railways, and ensuring that they deliver the commodities which are assigned to each vessel.” He points to weather as a principal issue the rail companies must deal with before explaining Richardson International’s logistics system. The company engages directly with both farmers and representatives from the country of purchase. Hulina says, “We try to coordinate ‘just in time’ inventory,” also acknowledging that the terminal can only accommodate 250 to 260 cars at a time. Coordination between the company’s transportation group and both CN Rail and CP Rail is important. “We often need to clean the product to meet the contract specifications, so we try to make sure the trains arrive as uniformly as possible to ensure these cargoes move quickly through the system.”

Richardson’s Vancouver Terminal grain storage project will benefit both the local and national economies, creating of hundreds of construction jobs which will lead to the approximately 40 to 50 additional permanent positions at the Vancouver Terminal. The improvements will increase storage space and enhance efficiency of grain and oilseed shipments through the terminal to ultimately improve Canada’s ability to meet increasing demand from world markets.

Richardson is a Canadian-owned private corporation.

Westshore Terminals

Westshore Terminals, part of Port Metro Vancouver, has been handling coal for 43 years and remains the busiest coal export facility in North America. The company is engaged in an upgrade to replace aging equipment that will increase capacity from 24 to 33 million tonnes. Located at Roberts Bank, 32 kilometres south of downtown Vancouver, the coal export terminal is only 500 metres from the United States border. In recent years, Westshore has handled coal from U.S. coal mines in the Powder River Basin of Montana and Wyoming. The facility is owned by Westshore Terminals Limited Partnership, which in turn is owned by Westshore Terminals Investment Corporation, a TSX-listed public company.

The terminal consists of two rail loops, two twin rotary dumpers with an unloading capacity of 63 cars per hour, four stacker reclaimers, two deep sea loading berths and seven kilometres of high-speed conveyor systems. The company’s fourth quarter report of December 2013 notes, “Westshore is continuing preliminary work to advance its previously announced four to five year $230 million capital upgrade to replace the three older (30 to 40 years old) existing stacker reclaimers, to replace the 30-year old ship loader at Berth One and to consolidate its 40-year old offices, maintenance shops and warehouses, all within the existing footprint of the terminal.”

The quarterly report says that for the eleven months ended November 2013, Westshore loaded 27.4 million tonnes as compared to 24.9 for the same 2012 period, expecting that approximately 7.5 million tonnes, compared with last December’s 5.6 million. In December 2012, the 180,000-tonne Panama-registered Cape Apricot slammed through the coal conveyor at berth one of Westshore Terminals sending about 150 metres of causeway, trestle, and 35 tonnes of coal into the ocean. For much of the past decade, Westshore has been the busiest single coal export terminal in all of North America, bringing in billions of dollars of export revenue for Canada and B.C.

Prince Rupert’s Ridley Terminals

Established in 1984, Ridley Terminals Inc. was a joint venture between the Federal Government and Federal Commerce and Navigation, in support of coal developments in northeast British Columbia. The first shipment of coal arrived at the facility in November 1983 and was loaded aboard the Japanese ship Shoryu Maru early in January 1984 and the total tonnage shipped in 1984 was 5.5 million tonnes. By 1991, the terminal had become a federal crown corporation.

Originally designed to handle 12 million tonnes, the facility is nearing the end of a four-year expansion, increasing capacity to 24 million tonnes, with storage of 1.2 million tonnes. The fully automated terminal, on a 55 hectare site loads at a rate of 9,000 tonnes per hour. The fiscal year ending 2012 saw record shipment volumes of 11.7 million tonnes, gross revenue in excess of $100 million and $82 million in cash outlays related to property, plant and equipment acquisitions. Annual handling capacity increased from 12 million tonnes to 16 million, following the completed upgrade and retrofit to the terminal’s railcar unloading facility.

In 2014 a new tandem rotary dumper and a new thaw shed will be added to the Terminal’s operation, doubling total terminal capacity from the initial design capacity. The Ridley Terminals capacity realization project is scheduled to be complete by the end of 2014, and will have cost approximately $200 million, funded entirely from cash flow. Currently Ridley Terminals employs 131 people, adding 19 permanent full-time positions since August 2011, with further positions to be added as capacity continues to increase through 2014.

Additional improvements scheduled this year include a third stacker-reclaimer and a second tandem rotary dumper for unloading railcars. Also included is the supporting infrastructure, from conveying lines and transfer towers, to 14 km of rail lines. Demand for additional capacity is being driven by increased production at existing mines and from several new mines targeted for active production in the coming years.

Originally Ridley Terminals serviced the coal mines and refineries of northern B.C., Alberta and Saskatchewan, but beginning in 2010, the terminal accepted product from B.C.’s southeast region, and in 2011 received coal from the U.S. Coal accounts for 88 percent of Ridley Terminals volume, the balance is petroleum coke shipments. This was the third consecutive year of strong growth in these products, with shipments increasing by 180 per cent over the period.

In February 2012, the federal government announced it would sell the terminal, with officials saying the sale would align the operation with other marine terminals which are owned and operated by private companies. As one of his first acts as Prime Minister in 2006, Stephen Harper halted plans by the previous Liberal government to sell the operation to an Ontario mining company, citing losses four of five years leading up to 2006.

Tidal Coast Terminal Prince Rupert

Ron Brinkhurst, President of privately-owned B.C.-based marine services company Tidal Transport & Trading Ltd. says, “We founded Tidal Transport in 1998 when Empire Stevedoring exited the breakbulk business.” The company’s Prince Rupert terminal was created when Mr. Brinkhurst saw an opportunity to complement traditional breakbulk log shipments from northern British Columbia, and in early 2008 Tidal Coast Terminals assumed operational control of a former saw mill site in Butze Bay, Prince Rupert.

Brinkhurst explains “We have become the exclusive loader of raw logs in B.C., starting out with about 25 percent of the volume in 1998, but now we hold the majority of the business, and have for about a decade.” Going back about ten years he says, nearly 80 percent of raw log exports were loaded on the south coast at Vancouver and New Westminster, “Now it’s about 25 percent of a much larger volume loaded out of Fraser Surrey Docks. We don’t do any business directly out of Vancouver primarily because of log storage issues and handling efficiencies. We initially took this move to provide processing services to our Prince Rupert log exporters”.

Tidal Transport occupied the facility under a lease agreement, but in April 2013, acquired the site and immediately began making improvements that have included paving and security undertakings as well as land-based improvements. The 54 acre site has 3,000 linear feet of shoreline and proposed improvements will give Tidal Coast Terminals an increased capacity for barge handling and expand their capacity for any commodity which is able to move over land.

Although the site does not have rail access, Brinkhurst says the company’s intention is to create multiple barge handling capacity including ‘lo ro’, heavy lift crane and also traditional barge ramp capacity allowing servicing of between four and five barges simultaneously. Currently, Tidal Coast Terminals performs a range of services including dewatering of loose or bundled logs, full sort and scale services, receiving logs and lumber by truck, bundling, dumping and booming logs. It loads lumber to scows for delivery alongside breakbulk vessels for loading and takes on container stuffing of logs, lumber and aluminum.

“We continue to meet the obligations of current raw log exporters, but are looking to expand into a multitude of cargoes coming in to the port that could include steel and project cargoes such as well-set ups for inbound pipe.” Brinkhurst adds that the company is putting in the infrastructure to give shippers the confidence they can consider Prince Rupert for any cargoes coming into western Canada. “We’re hoping to be a part of the expanded capacities of the port for breakbulk cargos going forward.”