The subsequent $170m Fairview Container Terminal Project is a partnership between the Prince Rupert Port Authority, the Government of Canada, the Province of British Columbia, the Canadian National Rail (CN) and Maher Terminals.

Moffatt & Nichol’s expertise rail transportation and the planning and design of container terminal intermodal systems was a major consideration in CN’s hiring the firm in 2004 to undertake initial planning for the new terminal, according to Harold Westerman, project manager for Moffatt & Nichol, since the terminal is 99% intermodal.

“No past operating data was available so we had to develop a new terminal simulation model,” says Mr Westerman. “This duplicated the vessel and rail interface based on vessel and rail load factor, as well as schedule scenarios.”

In 2005, Maher Terminals invited the company back to complete the terminal master plan, while Prince Rupert Port Authority appointed it as its subsequent project manager, overseeing the tendering process and construction management.

Phase 1 of the terminal development involved creating a 500,000 teu capacity terminal from an existing 220,000 square metre break bulk facility. The 36-metre quay, which was equipped with cranes capable of handling vessels carrying 22 containers across, opened for business on schedule and on budget in October 2007.

Conversion work had to take place against a backdrop of day-to-day port operations.

“It was a somewhat difficult project, as the schedule was tight and we had to have the facility ready for the arrival of the new cranes,” says Liz Greer, assistant construction project manager for Moffatt & Nichol. “This was further complicated by the fact that we had an existing active facility which was virtually being completely reconstructed and five different contractors all working in this same area. Balancing the needs of each contractor, whilst maintaining port operations and ensuring work could proceed safely was a continual challenge. However, vessel operations continued throughout the construction period with no adverse impact.”

The terms of the contract made it incumbent on the contractor to co-exist alongside weather that could often prove quite demanding. Indeed, Prince Rupert not only sees annual rainfall of over 250 centimetres, but is notorious for strong, late autumn winds, which forced the wharf contractor to halt work for a few days on safety grounds.

Because of the remote location, contractors often worked 7-day weeks and long hours each day, while finding suitable construction materials in the area also proved a challenge.

A Phase 2 development is planned to commence in early 2010. This will involve reclaiming 400,000 square metres of land and adding a further 400 metres of berth, as well as expanding container and intermodal yards with eight 1,500 metre long sidings.

Off-terminal plans call for a 4,500-metre access track adjacent to the container terminal, with train departure staged at nearby Ridley Island by reconfiguring existing rail yards that serve nearby coal and grain export terminals.