CN Withdraws Port Vancouver Rail Service
The Port Authority at Vancouver, British Columbia, is canvassing its options, including legal action, after Canadian National Railway switched its rail service to trucks for three of the port’s four container terminals.
CN “unilaterally” withdrew rail service temporarily to the terminals July 13, without informing or discussing it with the Vancouver Fraser Port Authority, vice-president Chris Badger told the Journal of Commerce.
The Authority will monitor the effects until next week of the rail-to-trucks switch between CN’s Vancouver Intermodal Terminal and the downtown terminals Centerm and Vanterm and Fraser Surrey Docks on the Fraser River and then “take whatever action is open to us,” Badger said.
The Authority is looking at terms of contracts and whether there are negative effects on truck flow. “We are looking at all available options,” including legal action, Badger said.
CN spokesman Mark Hallman said container supply to the dowtown terminals had dwindled and some steamship lines had moved their calls to Deltaport. CN still provides rail service to this fourth and largest box terminal.
Trucking rather than rail will “more efficiently serve the (three) terminals and improve transit times,” Hallman said. “The terminal operators are fine with this.”
The port isn’t – and neither should we be, and maybe this is the sort of story that the mainstream media should be jumping all over. It is not just that the railway did not tell the port what it was going to do – that’s bad enough, and shows a really bad attitude. My concern is over the increase of truck traffic. It has seemed to me in recent months that I have been seeing larger number of trucks with the tractor units painted in CN livery hauling containers. It is also unclear to me why the decline in the number of units being shipped – and the switch of port of call to Deltaport instead of other terminals justifies ending rail service entirely.
The Vancouver port call serves the Canadian market in general. Given the distribution of our population that means most goods are destined for Ontario and Quebec. The majority of containers go from the ship side onto a train and back east. Much of the rest still goes that way – but the contents of the full containers get split up and reloaded back onto other containers or truck trailers for onward distribution. And again, a lot of this is not destined for this region so it goes by rail. Rail service from Vanterm, Centerm and Fraser Surrey Docks may not need to be quite so frequent or on such long trains, but I do not understand the logic of extra handling of containers when there is already the infrastructure in place for the rail haul.
The key word seems to be “temporary” – well how long is that? And what savings does CN make? Obviously the communities directly impacted by these truck movements have an interest – and CN of course does not consult with them at all. CN also likes to portray itself as a good corporate citizen – and has all kinds of PR stuff about the efficiencies of railways and how good that is to reduce truck traffic. So to make a decision which increases truck traffic locally and which is sprung by surprise and with no detail on why it is necessary – “more efficiently serve” and “improve transit times” – how? And how does increasing the number of times a container is handled reduce cost?
What would make more sense – and would of course be even more of a concern to communities – is if this change is not really temporary at all and CN is looking to turn its tracks into developable real estate. Now CP have been trying to do that for a while – with the Arbutus line – with little success. Is that what CN is after too?