No immediate relief is available for Canada’s rail problems

The lack of drag capacity to serve the railway hubs and local warehouses in Toronto and Montreal (above) is the root cause of congestion problems in Canada’s supply chain. Photo courtesy of:

In Toronto and Montreal, the lack of dragging capacity to receive cargo from Prince Rupert and Vancouver puts upstream pressure on ports on the west coast, increasing rail dwellings at maritime terminals and imports from Asia. Is slow to move inland.

Vancouver has been tackling persistent seizures of congestion since last summer due to a series of accidents- Wildfires and floods British Columbia’s road and rail infrastructure was crippled, and sub-zero temperatures this winter exacerbated rail problems. The flow of cargo through Prince Rupert is relatively smooth. In addition to servicing markets in eastern Canada, these ports also serve as gateways for cargo to the United States.

This year’s cargo volume highlights the fact that inland bottlenecks are the cause of port problems, not the volume of containers. According to the port, Vancouver’s container volume fell 13.7% from the same period last year from January to May. According to data from the Prince-Through Part, the volume of this port increased by 1% in the first five months of this year.

GCT Canada, which operates Deltaport and Vanterm terminals in Vancouver, told In the statement.

Congestion at hub airports in eastern Canada is a direct result of lack of drag capacity at these facilities. “This is an ongoing situation on both railroads (Canadian Pacific Railway and Canadian National Railway),” said Julia Kuzeljevic, Public Relations Manager for the Canadian International Freight Forwarders Association.

“Toronto has fewer drivers to handle volume and is experiencing backlog / congestion issues. On a year-to-date basis, total truck visits have fallen by 18.5%,” CIFFA said in a membership newsletter. I am saying. CIFFA said the drought problem that first surfaced in Toronto in May has extended to Montreal.

Railroad weighing freight

As a result of congestion at inland facilities, the railroad measures or manages the number of trains deployed in Vancouver and Prince Rupart. This has reduced the capacity of the train and the railroad container is retreating at the maritime terminal. However, the situation at the maritime terminal is in flux and railroad housing is changing day by day.

For example, at GCT Deltaport, Vancouver’s largest container terminal, both railroad containers lived on average for more than seven days last Tuesday, according to figures posted on the Vancouver Port website. The average length of stay on Wednesday decreased by 5-7 days for CP containers and 3-5 days for CN containers. On Thursday, the CP container still lived for 5 to 7 days, but according to the port, the CN dwelling was shot back for 7 days. Staying longer than 3 days causes congestion problems.

As containers begin to be built on one railroad and are disrupted, the terminal immediately pushes the container onto the other railroad. These containers can be emptied more smoothly, which helps reduce the overall congestion of the marine terminal. However, the operation of the second railroad can quickly become overloaded.

Whiplash in Canada

“It has never happened before,” Maksim Mihic, CEO and General Manager of DP World Canada, told DP World operates Vancouver’s Centerm and Fraser Surrey Docks terminals and Prince Rupert’s Fairview terminal.

Brian Friesen, Vice President of Trade Development and Communications at Prince Rupert Port, said: However, DP World opened a surge yard near the dock near the Fairview Terminal two weeks ago and began moving containers there for temporary storage. Timely travel can prevent rail congestion at the port from getting worse.

Neither the port nor the railroad is ready to predict a return to normal. “The drought and warehouse capacity constraints in Toronto and Montreal have become so chronic that we are in a potential backup situation for some time until this is resolved,” CN said in a statement. I am.

The CP said the “mass” of intermodal freight also contributed to the housing of excess containers at the port, and the main supply chain problem could be due to long-term container housing at inland railroad ramps. I add that there is. “To maintain network efficiency, all participants in the supply chain need to work together to quickly receive and return the equipment,” CP said in a statement. No immediate relief is available for Canada’s rail problems

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