Критический мост в Ванкувере заблокировал порт Канады: эксперты требуют срочной замены уязвимой инфраструктуры

It is hard to imagine a piece of infrastructure more vital to the national economy than the Second Narrows Bridge over the Burrard Inlet in British Columbia’s Lower Mainland – the only rail crossing connecting two halves of the Port of Vancouver. It is a critical link connecting the Canadian economy to markets across the world, but it is also a weak link. In February, the 57-year-old bridge got stuck in the down position for four days, blocking the passage of commercial ships. The breakdown practically ground the port to a standstill. Broken CN Rail bridge at Vancouver port saps energy superpower ambitions On the south side of the bridge, nestled against the downtown core of the city, is the port’s container terminals and cruise terminal, among others. Serviced by the bridge on the north side of the port are terminals that ship out critical Canadian commodities such as potash, grain, sulphur, forestry products, and steel. The bridge must rise for the large cargo vessels servicing the petroleum marine terminals east of the crossing. While crews worked to fix the problem, trains were also restricted from crossing and unloading in terminals on the other side of the bridge. This standstill at Canada’s port happened days before the closing of a critical global shipping channel: the Strait of Hormuz. As the war in the Middle East kicked off, backlogged in the Port of Vancouver were mountains of the kinds of critical resources the world most needed. Trans Mountain Corp. (TMX) has the capacity to fill up 30 oil tankers from its Port of Vancouver marine terminal every month. In February, it loaded and shipped 17 tankers, just over half of its total capacity. This moment is representative of not just the weaknesses of a single port, but also the broader failings of the Canadian economy. The problems facing this bridge have been well known for decades (like, say, the overdependence of the Canadian economy on the U.S. market). But for years, that problem has been kicked down the road, rather than undertaking necessary but unglamorous work (again, an unfortunate parallel with the national economy). And that neglect came back to bite at a most inopportune time, this past February in Vancouver, and the past year, nationwide. The Port of Vancouver is a representation of what Canada can offer the world. Everyday $1-billion worth of the nation’s riches pass through it: Atlantic lobster, Quebec aluminum, Saskatchewan potash and grain, Albertan energy and B.C. lumber. Port of Vancouver handles record amount of cargo, bolstered by China The bridge is the key to achieving federal promises of doubling non-U.S. exports within the decade. It will also be essential should Ottawa successfully invigorate a resource industry that will depend upon the reliable flow of goods in and out of this port. Yet considering the significance of this bridge, it receives little attention. Some work is happening with regards to dredging the inlet beneath the bridge. In June, the port authority gained all regulatory authorizations required to dig into the shallow sides of the channel leading up to the bridge. It means that the vessels passing underneath, such as those calling at Westridge Marine Terminal, can sink deeper into the water. They will be able to load more cargo. This a small change – the plan is to dredge an area of two hectares to a depth averaging 1.3 metres below the seabed – and yet it still took over one year to get regulatory approval. It will be at least 2027 until work is completed (depending on when construction begins). Editorial: Minor reforms won’t fix Canada’s ports But timeline of this project is not what makes it problematic. It is the fact that this is the only project happening with regards to the narrow stretch of Pacific water that severs the Port of Vancouver in half. This crossing will still need to lift for vessels passing below, stalling traffic on either side. And should we see a predictable repeat of the closing that happened in February, a slightly deeper seabed won’t matter much. The Port of Vancouver is at the mercy of one weak link in its chain; a new link must be forged. Ottawa wants to expand Canada’s resources sector, increase exports to Asia and send a message to the world that this country is open for business. Dealing with the chokepoint of the Second Narrows, at long last, will be a test of the government’s seriousness. Editor’s note: This article has been updated to clarify that the Vancouver port authority plans to dredge a two-hectare area to a depth averaging 1.3 metres below the Burrard Inlet's seabed.