COVID-19 may be negatively impacting overall global shipping – but the binational St. Lawrence Seaway is on track for one of its best years in history for project cargoes, due notably to a sharp increase in wind energy components moving through the system that connects the Atlantic Ocean to North America’s industrial hinterland.
In British Columbia, Kitimat’s $40 billion LNG export terminal is one of Canada’s largest projects – the largest energy undertaking in Canadian history. It’s estimated it will eventually generate over a million tons of breakbulk and project freight. So, where is all that freight coming from?
With an “indefinite” strike launched by 1,100 Montreal dockers now in its fourth day, pressure is mounting for the federal government to directly intervene in a lengthy waterfront labour conflict paralyzing the Port of Montreal.
A regulatory saga that for several years has plagued a major container terminal project proposed by the Vancouver Fraser Port Authority (VFPA) is showing no signs of abating, and a final decision by the Canadian federal government has been delayed until November in light of the circumstances surrounding COVID-19.
Amidst the COVID-19 pandemic, Canadian ports, categorized by the federal authorities among essential services, have remained opened for business while taking all the necessary measures to protect the health and safety of their employees.
The last year has been rough for Canada’s agri-food exporters and this year looks every bit as challenging.
Throughout the vast Great Lakes-St. Lawrence Seaway system in the United States and Canada, most ports seek to diversify their customer base by developing new business beyond traditional bulk markets.
With the Brexit reality, Canada is embarking on re-setting trade relations with both the UK and Europe.
After being the country to push hardest on ratification of the revised North American free trade pact, Canada will be the last to actually ratify it.
As 2020 begins, there are no signs that Montreal, Canada’s second biggest port after Vancouver, strategically located deep inland in relation to the industrial heartland of North America, is slowing down in terms of both capacity and cargo expansion.
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