Meanwhile, CPKC is targeting up to 34 MMT in grain movement, with a strong focus on Thunder Bay during the open water season. In late October, CPKC moved over 650,000 tonnes in a single week, marking its seventh consecutive week above the 600,000-tonne threshold.
Ontario producers, especially those in southwestern regions with strong corn and soybean yields, are benefiting from direct rail access to St. Lawrence River ports and Thunder Bay, which remain critical gateways for export.
However, both railways face infrastructure challenges.
CN has flagged capacity constraints on its Vancouver main line and the Second Narrows lift bridge, which is increasingly impacted by marine traffic due to the Trans Mountain pipeline expansion, according to the Western Producer, October 2025.
CN reported that its primary grain-hauling corridor between Edmonton and Vancouver is operating at or near full capacity during peak periods. This limits throughput and causes delays in grain movement.
The Port of Vancouver is experiencing terminal utilization over 102 percent, with berth delays of up to nine days and outbound container delays of 20–30 days.
These delays are directly tied to rail bottlenecks caused by weather-related operating restrictions.
CN and CPKC have had to shorten train lengths and reduce speeds due to early winter conditions, which has extended cargo transit times by up to two weeks.
Per the Second Narrows, increased marine traffic due to the Trans Mountain pipeline expansion has led to more frequent bridge lifts over Burrard Inlet, delaying CN grain trains accessing Vancouver’s North Shore terminals. That’s just something one can’t plan for.
CN has reported that Vancouver export terminals struggle to load vessels during rainy weather, which is common in the Fall. This has created backlogs in grain shipments, especially for bulk commodities like soybeans and corn.
Although the most severe cold is expected in winter, early cold snaps in October 2025 have already triggered operational restrictions, including train length and speed reductions. These measures are necessary for safety but reduce overall rail capacity and slow down grain movement.
Additionally, recent data from the Ag Transport Coalition showed that CN and CPKC have fulfilled only 56 percent and 62 percent of shipper orders on time, respectively (per the Ag Transport Coalition Weekly Report, Nov 3, 2025).
CN has rationed over 12,000 shipper orders this grain year, including 8,600 orders in just the last 2.5 months. This has further constrained capacity and delayed shipments.
The combination of weather-related delays, infrastructure bottlenecks, and early winter conditions has led to slower supply chain velocity, making it harder for CN and CPKC to meet weekly grain shipment targets. This is especially problematic during the peak post-harvest period when demand for railcars is highest.
To address these issues, CPKC said it is investing CDN$500 million in new hopper cars and Tier 4 locomotives, while CN continues to enhance its digital shipment tracking tools. However, demand continues to outpace supply during peak harvest and export periods.
Tier 4 locomotives refer to a class of diesel-electric locomotives that meet the US Environmental Protection Agency Tier 4 emissions standards, which are the most stringent regulations for locomotive emissions in North America.
As global demand for Canadian grain remains strong, Ontario farmers are watching closely to ensure rail logistics keep pace with market opportunities.