for an efficient and effective and speedy solution to mov-
ing goods,” Krusel said. “We want to optimize that oppor-
tunity. Twenty years ago, we thought exceeding 20 mil-
lion tons would be a fantastic accomplishment. And now,
by 2025, we could be knocking on the door of 80 million
tons. It’s quite a change in perspective.”
Krusel has been in charge of the port since 1992,
and he has seen huge changes. He said the single most
important development had been the Fairview Con-
“Back in 2001, we were travelling around to industry in Asia and North America trying to promote ourselves, and people said, ‘Prince Rupert? Where exactly
is that?’ Many people said it was a pipe dream because
Prince Rupert is too isolated and too small of a local
market. But in 2006 there was a surge in container traffic that overwhelmed the U.S. Pacific Coast ports.
“We were up here like the wallflower at the dance, still
promoting ourselves. And so we got asked to dance. One
has to appreciate that, back then, this port had revenues
of under $10 million [Canadian, or $7.58 million U.S.],
was losing money every year and had very little money in
the bank. So we put together a public-private partnership
with the Canadian National [CN] Railway and Maher
Terminals, and the federal and provincial governments.
We opened up in late 2007 — the first full year of opera-
tion was 2008 — right at the beginning of the great reces-
sion. Everybody else was in decline and we were getting
double-digit increases year over year,” Krusel said.
Prince Rupert is the first port of call for regularly
scheduled container ships rotating between China,
Korea and the North American West Coast.
“Given our proximity to Asia, it just makes more
sense to come here first, which is a huge advantage in
terms of our value proposition,” Schumacher said.
CN’s twice-a-day double-stack container trains can
proceed directly to Canadian markets and the U.S.
markets of Chicago, Memphis and New Orleans. The
CN trains run between Prince Rupert and Memphis,
where CN has an interchange with the CSX Railroad
Co. on 117-hour schedules.
“We’re not necessarily a cheaper service than some of
our competitors, but we have the time advantage, the reliability and then the reach through CN’s network — they
are able to service 75 percent of the North American population through their rail network,” Schumacher said.
Presently, the container terminal has a single marine
berth that can handle ships up to 13,000 TEUs (
twenty-foot equivalent units), and the ability to go directly from
ship to railcar.
WWW.SEAPOWERMAGAZINE.ORG SEAPOWER / OCTOBER 2015
Tugs escort a container vessel into the Fairview Container Terminal at the Port of Prince Rupert in British Columbia,
Canada. Prince Rupert is the first port of call for regularly scheduled container ships rotating between China, Korea and
the North American West Coast.