That context made me think about our own choke point: the Second Narrows rail bridge in Vancouver, broken for several days in late February and locked in its down position.

The CN-owned lift bridge is the only rail access to North Shore grain, potash and coal terminals. Its centre span rises several times daily to allow ships through, including tankers serving the Westridge Marine Terminal that loads oil from the Trans Mountain Pipeline.

Locked in the down position, the disruption had little impact on rail traffic but prevented about 13 ships from transiting the narrows.

Critical infrastructure carries one-third of port cargo

I’ve written about this bridge before. Canadian grain farmers and shippers have identified it as a major economic risk, as this breakdown highlighted.

Built in 1968, the bridge now carries almost one-third of all cargo moving through the port — 43.7 million tonnes in 2024. That includes the G3, Richardson and Cargill grain terminals and the Canpotex potash facility.

Recent efficiency improvements

The port and CN have taken steps to improve efficiency in recent years. A real-time vessel management system and central scheduling now co-ordinate movement and reduce delays.

CN improved the Thornton Tunnel access and added large rail sidings, allowing quick train movement across the bridge when available. Another project under construction — a vehicle overpass over a busy road — will allow even more fluid movement when completed next year.

These improvements let CN boost train movement to the North Shore by 10 per cent, even as the bridge raises more often to accommodate Trans Mountain Pipeline tankers.

The port posted record handlings in 2025 — 170.4 million tonnes, up eight per cent over the previous record.

Concerns about aging infrastructure

However, I remain concerned. So many investments squeeze more capacity from a 58-year-old bridge that’s behind the times in earthquake survival engineering.

It’s like widening the top of a funnel while leaving the spout unchanged.

Will these improvements accommodate potential capacity gains when grain terminals finally solve the “loading in rain” problem?

Loading in rain could boost capacity seven per cent

Port spokespeople say grain companies and the federal government have worked on engineering controls and operational procedures to make it safe for workers to load in rain. Pilot projects are complete, but no announcements about rollout. We haven’t heard what port unions think.

If available, rain loading would increase capacity by an estimated seven per cent — equivalent to adding another grain terminal.

These advances will be needed to maintain Canada’s market share in global grain trade with rising crop production at home.

Record wheat exports drive port volumes

Vancouver’s 2025 record included 30.3 million tonnes of bulk grain, with a 20 per cent increase in wheat exports contributing mightily.

Wheat exports from all ports and Prairie elevators total 13.03 million tonnes as of week 30 in the crop year (to March 1), according to the Canadian Grain Commission. That’s up about a million tonnes, or eight per cent, over last year.

Of that total, Vancouver handled 7.4 million tonnes, up from 6.04 million last year. The one million tonne increase is entirely due to higher Vancouver throughput.

Surprisingly, Vancouver’s total grain handlings are ahead of last year despite canola export problems with China. Increases in wheat, barley, soybeans, peas and lentils more than offset smaller canola volumes.

Vancouver has handled 18.34 million tonnes total, up from 17.21 million last year. Prince Rupert is also slightly ahead at 2.92 million tonnes, compared to 2.83 million.

Now that China is again accepting Canadian canola, exports are making up lost ground. In the last five weeks, 1.02 million tonnes of canola shipped from all ports, up from 785,000 in the same period last year.

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This is needed to secure trade, protect economic growth “and maintain Canada’s reputation as a reliable supplier of essential products to the world,” it said.

The government’s list of projects of national significance is “incomplete without the inclusion of urgent upgrades required at the Port of Vancouver, Canada’s largest port and the country’s most critical trade chokepoint,” the organization said.

Connecting Canada with the Indo-Pacific region, the Port of Vancouver is essential to Canada’s economic growth and prosperity, GGC said. It noted that more than 50 per cent of the grain grown in Canada is exported through the port, accounting for $35 million in daily exports of grain and grain products.

The Major Projects Office (MPO) was announced by Prime Minister Mark Carney in August. The first series of projects being referred to the office for consideration was announced on Sept. 11.

Those projects include:

• LNG Canada Phase 2, in Kitimat, B.C., which will double LNG Canada’s production of liquefied natural gas.
• Darlington New Nuclear Project, in Bowmanville, Ont., which will make Canada the first G7 country to have an operational small modular reactor (SMR).
• Contrecœur Terminal Container Project, in Contrecœur, Qué., which will expand the Port of Montréal’s capacity by approximately 60 per cent.
• McIlvenna Bay Foran Copper Mine Project, in Saskatchewan, which will supply copper and zinc to strengthen Canada’s position as a global supplier of critical minerals for clean energy, advanced manufacturing and modern infrastructure.
• Red Chris Mine expansion, in northern B.C., which will extend the lifespan of the mine by over a decade, increase Canada’s annual copper production by over 15 per cent and reduce greenhouse gas emissions by over 70 per cent when operational.

“The MPO will work to fast-track nation-building projects by streamlining regulatory assessment and approvals and helping to structure financing, in close partnership with provinces, territories, Indigenous Peoples, and private investors,” said the Prime Minister’s office in a news release.

“Canada’s new government is focused on delivering major projects to connect our communities, empower Canadian workers, and build Canada’s strength,” Carney said in the government release.

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Canada on Tuesday intervened to end the labour disputes at the country’s biggest ports, including Vancouver in British Columbia and Montreal in Quebec, citing economic damage and the potential for driving away trading partners.

It was the second time in three months that the Liberal government has stepped in to halt a labour dispute. In August, it ordered an end to work stoppages at the country’s two largest railway companies.

The Maritime Employers Association (MEA) said it would comply with the labour board’s directive, allowing Montreal port operators to resume activity over the weekend.

The Montreal Longshoremen’s Union on Sunday rejected a final offer made for a new labour contract, leading to a lockout being declared.

The union did not immediately respond to a request for comment outside regular business hours on resumption of activities.

The dispute, which Labour Minister Steven MacKinnon said was affecting more than C$1.3 billion ($924.35 million) in goods every day, has impacted shipments of canola oil, forest products and other goods.

The International Longshore and Warehouse Union Local 514, which represents supervisory longshore workers in the British Columbia dispute, said on Tuesday it would file a legal challenge to the minister’s orders.

The BC Maritime Employers Association, which represents West Coast port employers including in Vancouver, said it received the order from the labour board on Wednesday to resume operations on Thursday.

—Reporting by Surbhi Misra in Bengaluru

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It was the second time in a few months that the Liberal government has stepped in to halt a dispute. In August it ordered an end to work stoppages at the country’s two largest railway companies.

Labour Minister Steven MacKinnon said he had directed the country’s industrial relations board to order an end to the strike and impose binding arbitration.

“As the economic losses threaten the country and begin to mount, it is up to the government to ensure that … we can get on with the economic life of this country and avoid layoffs and other carnage,” he told a press conference.

“Canadians have a limited tolerance right now for economic self-harm.”

The dispute – which MacKinnon said was affecting more than C$1.3 billion in value of goods every day – had already hit shipments of canola oil, forest products and other goods. Business groups welcomed the announcement.

International Longshore and Warehouse Union Local 514, which represents supervisory longshore workers at the heart of the British Columbia dispute, said it will file a legal challenge to the minister’s orders.

“We will fight this order in the courts,” said Frank Morena, ILWU Local 514 president, in a statement.

“And we will not forget how these employers and this federal Liberal government have attacked not only the ILWU but all of labor.”

The Canada Industrial Relations Board, which is independent but takes direction from Ottawa, would take a few days to issue the relevant orders, MacKinnon said.

The left-leaning government has previously stated its preference for resolving labor disputes through collective bargaining. MacKinnon said he had been forced to intervene after federal mediators reported the talks at Montreal and Vancouver were at an impasse.

The left-of-center opposition New Democrats, a pro-union party that is propping up the minority Liberal government, accused Ottawa of caving in to employers.

“Back-to-work orders suppress wages for all Canadians, so billionaires get richer and the rest of Canadians fall further behind,” leader Jagmeet Singh said in a statement but made no mention of bringing down the Liberals.

The Teamsters union that represents employees at the two main rail companies has filed court challenges against rulings by the labor board that forced them back to work.

“The government is sending a dangerous message: employers can bypass meaningful negotiations, lock out their workers, and wait for political intervention to secure a more favorable deal,” the Canadian Labour Congress said in a statement.

The Montreal Longshoremen’s Union rejected a final offer made for a new labor contract, leading to a lockout being declared. Exports of canola oil and forest products from West Coast ports, including Vancouver, have halted.

“These work stoppages are impacting our supply chain, hundreds of thousands of Canadian jobs, our economy and our reputation as a reliable international trading partner,” said MacKinnon, who said employers and unions had not been acting urgently enough.

“I’ve directed the Canada Industrial Relations Board to order that all operations and duties at the ports resume and to assist the parties in settling their collective agreements by imposing final and binding arbitration,” he said.

—Additional reporting by Ed White in Winnipeg

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The stoppage, which started on Monday, involves limited strike action by the longshore foremen and a full lockout of Local 514 of the International Longshore and Warehouse Union by the B.C. Maritime Employers Association.

While bulk grain shipments are exempt from the British Columbia action, canola oil and forestry products are not covered by that federal labor code provision and are not being loaded onto ships at Pacific ports.

Based on the market price of canola oil, each day without shipments represents C$4 million in lost revenue, said Chris Vervaet, the executive director of the Canadian Oilseed Processors Association, which says it represents about 95 per cent of Canada’s canola and soybean crush capacity.

“We really implore the government to get involved and really help both sides to a resolution.”

Federal Labor Minister Steven MacKinnon has said both sides have a responsibility to reach an agreement. On Thursday he criticized the lack of apparent progress between the union and employers as well as a smaller shutdown affecting some container traffic at the Port of Montreal.

“Both sets of talks are progressing at an insufficient pace, indicating a concerning absence of urgency from the parties involved,” said MacKinnon in a post on social media platform X.

Vervaet said Canada exports about one million metric tons of canola oil through the Port of Vancouver yearly.

Canada is the world’s top exporter of the oilseed, and canola oil is the most valuable part of the crop.

The Forest Products Association of Canada also called for federal government intervention.

Wood, pulp, paper and byproduct shipments by the organization’s members make up about 17 per cent of Vancouver’s container exports and 14 per cent of Montreal’s.

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International Longshore and Warehouse Union Local 514 foremen began limited strike actions on Monday at 8:00 a.m. Pacific time (16:00 GMT) and their employer, the B.C. Maritime Employers Association, locked out workers at 4:30 p.m.

Industries and provincial governments across Canada are alarmed by the dispute, which is occurring at the same time as a partial strike is blocking 40 percent of container traffic of the Port of Montreal, according to the Maritime Employers Association, which represents port terminal operators.

Potash, coal, pulse crops, beef, pork and forestry products are some of the commodities affected. The ports also play a major role in importing components for Canadian manufacturers from Asian and European suppliers. Bulk-grain shipments are excluded from the disruption, according to Canada’s labor code.

Pay, working conditions and concerns about automation are the core of long-simmering demands from the longshore foremen, who supervise other longshore workers and manage loading operations in port facilities.

Local 514 union President Frank Morena said in a statement the employers “deliberately and irresponsibly overreacted” to get the federal government to step in to end the dispute and that the union is ready to resume talks.

Morena also said the BCMEA was threatening to remove four important items related to wages, benefits and bonuses from the existing collective agreement should its final offer be rejected.

“We see these threats as further provocation by the BCMEA to get federal government intervention, not to bargain a new contract.”

The BCMEA said it is willing to continue negotiating any time and the final offer it presented Oct. 30 stands.

A spokesperson for Canada’s labor ministry declined to comment.

Landlocked provinces in Canada rely on the west coast ports to export commodities to Asia.

“Alberta’s government is disappointed and dismayed that yet another work stoppage is occurring in Canada’s transportation sector that has the potential to create widespread damage to Canadians, our country’s economy and our reputation as a reliable trading partner,” said a statement by Alberta Premier Danielle Smith and transportation minister Devin Dreeshen.

Alberta estimates it ships C$350 million per week through B.C. ports, with Saskatchewan estimating over C$400 million.

B.C.’s mining industry, like many export-reliant industries, is asking the federal government to step in.

“The supply chain disruptions and economic repercussions associated with this job action could be substantial,” said Michael Goehring, president and CEO of the Mining Association of B.C., which represents steelmaking coal, metal and mineral producers.

He added the industry is still recovering from work stoppages at Canada’s two main railway companies a few months ago.

Fertilizer Canada estimates the industry loses C$9.7 million per day in lost sales due to both port strikes.

Canada’s Labour Minister Steven MacKinnon said on X on Saturday it was the responsibility of the union and employer to reach an agreement.

—Additional reporting by Divya Rajagopal in Toronto

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The British Columbia Maritime Employers Association (BCMEA) said in a statement today that strike activity commenced this morning. BCMEA will also lock out “forepersons and other Local 514 members,” starting late this afternoon, “to facilitate a safe and orderly wind-down of operations.”

Late last week, the British Columbia Maritime Employers Association said it would lock out more than 700 foremen as a preventative step if the strike notice, issued by the International Longshore and Warehouse Union, wasn’t withdrawn.

ILWU local 514 president Frank Morena said in a statement that it only planned “limited job action” such as refusing overtime and accepting some technological changes, the Canadian Press reported.

The impasse comes after a long-simmering dispute over pay and working conditions, including concerns over automation, with each side accusing the other of bargaining in bad faith.

On Friday, Fertilizer Canada sounded the alarm over potential disruptions to fertilizer shipments and called for employers and the union to make a deal and avoid a work stoppage.

“We are once again on the brink of losing access to a critical trade corridor, and potash fertilizer will be one of the hardest hit commodities,” said Fertilizer Canada president and CEO Karen Proud in a statement, Friday.

Fertilizer Canada said a shutdown will cost the industry $9.7 million per day in lost revenue, could damage Canada’s reputation as a reliable trading partner, and jeopardize food security around the world.

“Disruptions also damage our trading relationships, providing an advantage to our competitors and potentially ceding market share to Russia and Belarus,” it said.

A 13-day strike last year disrupted more than C$6 billion in trade at Vancouver and Port Rupert. Fertilizer Canada said it cost the industry over $126 million, and led to a loss of “significant market share” to Russia in markets like Indonesia and Malaysia.

—With files from Reuters. Updated Nov. 4 to add details from Fertilizer Canada, adds details from BCMEA. 

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The Grain Workers Union and the Vancouver Terminal Elevators’ Association reached the tentative agreement to get Canada’s harvest to market, Labour Minister Steven MacKinnon posted on X on Friday.

According to a memorandum of settlement posted to Facebook by the Grain Workers Union Local 333, workers will vote on the deal by Oct. 4.

The two sides had agreed to MacKinnon’s request to resume negotiations alongside federal mediators after workers walked off the job last Tuesday when talks broke down amid a deadlock over benefits.

—Reporting for Reuters by Shivani Tanna in Bengaluru, with files from Geralyn Wichers

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“Every two years, roughly, we end up with some form of labour issue and this year it’s like a double whammy,” said Mark Hemmes, president of Quorum Corporation, the company that monitors Canada’s grain shipping industry. “Our reputation has been sullied in a big way. This just compounds it.”

Why it matters: A lengthy disruption in the grain handling system could clog elevators across Western Canada.

When grain terminal workers at the Port of Vancouver walked off the job Sept. 24, it was the second disruption in as many months to the grain transportation system.

Through August, eyes were locked on an impending work stoppage that promised to grind both of Canada’s major railways to a halt just as Western Canada’s new crop was coming in. Both railways locked out workers Aug. 22.

Within hours, the federal government intervened, referring the matter for binding arbitration. Trains at Canadian National Railway were up and running the following day, and Canadian Pacific Kansas City trains (where workers did follow through on strike action) followed several days later.

While a wider crisis was averted, experts like Hemmes noted that damage was done. The supply chain was backed up, and shipment of certain products, including fertilizer, was stymied in prior weeks in anticipation of the shutdown.

Kyle Larkin, executive director of the Grain Growers of Canada, said he’s extremely concerned about Canada’s reputation as a reliable trade partner.

“Our international reputation has been battered over the past few months and over the past few years,” he said, citing the fragile relationships Canadian exporters develop with their clients, particularly in Asia.

“You don’t get customers overnight. It takes a long time to create those relationships, foster those relationships, and make business deals. And it’s even easier to lose them.”

Larkin is worried that recent supply chain disruptions will prompt buyers to look elsewhere.

“There are other countries out there that are in the same markets that we are, be it the Americans, be it the Australians, be it the Brazilians, and they’re out there working every single day growing their markets,” said Larkin.

“We are as well, but it becomes a lot more difficult when we actually can’t deliver the product.”

Grain terminal strike

The latest labour dispute is between Grain Workers Union Local 333 and the Vancouver Terminal Elevators Association (VTEA), comprised of companies that operate the affected grain terminals. Negotiations have been ongoing since November 2023. The collective agreement expired in December 2023.

In July, at the request of the VTEA, the Federal Mediation and Conciliation Service was brought in. That ended in August without a new collective agreement.

On Sept. 12, union members voted in favour of a strike. On Sept. 21, the union delivered a 72-hour strike notice and the strike began at 7 a.m. Sept. 24 with workers picketing outside six terminals. Affected terminals included Alliance Grain, Cargill, Cascadia, G3 , Pacific Elevators and Richardson International.

The labour action did not affect other ports. The Fraser Grain Terminal in the Fraser River and the Prince Rupert terminal continue to operate.

At the time of printing, the VTEA was not commenting to the media. The Western Grain Elevator Association, whose members own the terminals affected, spoke in place of those companies.

“In our opinion, what we’ve offered is very fair and reasonable,” said WGEA executive director Wade Sobkowich. “We’ve offered to pay the lowest paid worker at a terminal, which is a janitor, $50 an hour, plus $7.44 in benefits. And that wasn’t good enough for the union.”

Sobkowich said the biggest sticking points are wages, benefits and scheduling.

“We’re asking for the right to not schedule work on statutory holidays at our choosing,” he said. “So, if we don’t have volumes, or there aren’t rail cars to unload on a statutory holiday, we would like the right to say we’re not scheduling work on that day and therefore not paying double time.”

In terms of wages, Sobkowich said the union rejected an offer of a five per cent, four per cent, four per cent and three per cent increase over the next four years.

The Grain Workers Union did not respond to a request for comment, but in an interview with CBC Vancouver’s Gloria Macarenko, union president Douglas Lea-Smith said negotiations with the VTEA have been fraught with difficulties.

“It’s not constructive at all. What we’re faced with is an employer that barely bargains with us and drags their feet,” he said.

Lea-Smith said the biggest sticking point for his members revolves around what he called “lieu days,” essentially days off that an employee earns after working on a holiday. He said the VTEA wants to eliminate those, although it has softened that stance in its latest offer.

Sobkowich rejects the notion that the employers are dragging their feet.

“We’re highly motivated to get a deal done. We’re in a peak period,” he said. “When it comes to collective bargaining, most people want to think about it in terms of right and wrong, but it’s not really about right and wrong. It’s about perspective and leverage, and the union has managed the plot to give themselves maximum leverage in the timeline.”

Piling on?

Three days after port grain terminal workers hit the picket lines, producers had yet another port labour concern to worry about, this time in Eastern Canada. On Sept. 27, Reuters reported that workers at two terminals at port of Montreal had indicated their intention to strike for three days, starting Sept. 30.

At the time of printing, it was unclear how that would impact grain flow.

Harvest pressure

Fall is the busiest time for grain shipments, and a prolonged strike could hit farmers hard. Grain Growers of Canada estimates volumes of up to 100,000 tonnes are being held up for every day of the strike, costing roughly $35 million per day.

“The impacts are real,” said Larkin. “Grain elevators across the Prairies are going to start getting backed up and farmers won’t be able to sell their crops that they’re harvesting right now.”

After the strike began, commodity group called on government to use all available tools to get the parties to an agreement. Larkin said that includes the kind of binding arbitration referral that was used to end the rail stoppage in August.

“We called for the minister to impose binding arbitration during the dual rail work stoppage because of the risk to not only domestic food security but also international food security,” said Larkin.

“I think those reasons remain with this strike, seeing that over 50 per cent of the grain that’s produced across Canada goes through the Port of Vancouver.”

For many, binding arbitration is a nuclear option, and Larkin conceded that, since this strike affects only grain, it might have less traction with the federal government.

“There certainly is a lot of politicking happening in Ottawa right now, be it supply and confidence agreements or motions of non-confidence, so I think most of the government’s attention is being pulled elsewhere,” he said. “But that’s why we’re raising the alarm here.”

Larkin remains cautiously optimistic. He said he appreciates the work of labour minister Steven MacKinnon on the file, which brought the two parties back to the negotiating table. He is confident that all parties are negotiating in good faith, given their track records.

“The Grain Workers Union local 333 has a great history of collective bargaining with their employer, and I would say the same for the employer as well,” said Larkin.

“This isn’t a situation that we see every year with this union and this employer, which is a good sign. We’re hoping that they can come to an agreement at the table, obviously, as soon as possible.”

In a statement, the National Farmers Union noted its solidarity with terminal workers.

“As grain farmers, we recognize how disruptive labour action is at this critical season for grain shipments,” said NFU member Cam Goff. “It has always been our position that a negotiated settlement is best, and we hope they will reach a fair agreement quickly.”

On Sept. 23, Agricultural Producers of Saskatchewan issued a release outlining their concerns.

“This is another gut punch for farmers,” said APAS president Ian Boxall. “Our farmers are again caught in the crossfire of labour disputes far from their fields, facing the consequences of halted grain shipments. It’s high time for assertive government action to safeguard our supply chain integrity.”

Keystone Agricultural Producers followed suit a day later, calling for immediate resumption of activities at the Port of Vancouver.

“Producers already face a massive amount of pressure during the annual harvest season to get crops in the bin,” said KAP president Jill Verwey. “This disruption at such a critical time of year will only add further stress to producers as they work long hours to get harvest complete, not knowing if there will be a transportation system to get that product to market.”

Hemmes said things could get serious for farmers if the strike is prolonged.

“If it’s just a couple of days, it’ll be a problem. But if it goes longer, it becomes a huge problem, because they’re not unloading rail cars, they’re not loading vessels and the longshoremen aren’t crossing picket lines, so it becomes exponential,” he said.

If the strike spans more than a week, “the country elevator networks will back up. Farmers won’t be able to deliver grain. And if you can’t deliver grain, you don’t have cash flow.”

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“It’s going to back up trains that are going into Vancouver. It’s going to really slow down things that are happening in the country,” said Mark Hemmes, president of Quorum Corporation in an interview today.

“You can’t deliver grain, you don’t have cash flow.”

Workers at the six main grain terminals located in the Port of Vancouver went on strike Tuesday morning, a move that could disrupt exports of canola and other crops, government and industry officials said.

At least two grain terminals are unaffected according to a post yesterday from the Shipping Federation of Canada. Grain may also be shipped through Prince Rupert or Thunder Bay, said Hemmes. However, as Vancouver handles 70 to 75 per cent of grain movement out of Canada, that won’t be much consolation.

Jack Scoville, an analyst with the Price Futures Group in Chicago, said the strike could result in some additional canola and wheat going through U.S. ports.

“For the Canadians, it should interrupt their canola and wheat shipments off the West Coast. And that could force canola and wheat down here (into the U.S.). So that could be a little negative to prices,” he said.

Jerry Gidel, analyst with Midland Research said while much of Canada’s agricultural exports move through Vancouver to Asia, the strike likely would not have a big market impact unless it continued for three to four weeks.

Earlier today, federal Labour Minister Steven MacKinnon said on X the union representing the grain terminal workers and the Vancouver Terminal Elevators Association had agreed to resume talks alongside federal negotiators.

“We’re highly motivated to get a deal done,” said Wade Sobkowich, executive director of the Western Grain Elevators Association, of which the six terminals are members. “We’re in a peak period.”

The Grain Workers Union Local 333 in a post on Facebook yesterday said it was on stand-by to “sit down and reach a fair and equitable collective agreement.”

—With files from Don Norman, Reuters

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