U.S. port infrastructure is a bottleneck nobody talks about until it hits your drayage bill
The headline arrived quietly: U.S. ports need $6.7 billion in cargo equipment investment over the next five years just to maintain efficiency. Twenty-five senior terminal executives surveyed by the National Association of Waterfront Employers laid out the gap—new ship-to-shore cranes, terminal equipment, asset repairs, and operational upgrades. Most Canadian importers skimmed past it. They shouldn't have.
Here's why: When U.S. ports lack crane capacity and terminal velocity slows, vessels stack at the dock longer. That delay doesn't stay in Los Angeles or New York. It flows backward into Port of Montreal drayage windows, pushes ramp-up time further out, and either forces you to accept a tighter pickup slot or absorb detention charges while waiting for a better drayage window. We see this cycle every Q4. This time, the constraint is structural, not seasonal.
What the infrastructure gap actually means at the dock
When a U.S. terminal can't move containers off the dock fast enough, three things happen. First, vessel dwell time extends. A 40-foot container that should clear the wharf in 48 hours sits for 72. Second, drayage carriers can't dispatch pickup trucks on schedule. You booked a slot for Thursday morning; the port didn't finish loading the container until Friday evening. Third, free time burns. Most U.S. port terminal operators offer container free time measured in days, not hours. The moment free time expires, detention starts charging by the hour.
For Canadian importers, this ripple effect is immediate. Drayage carriers working the Port of Montreal corridor operate on predictable rotation cycles. When U.S. port discharge slips, those cycles compress. A driver scheduled to pick up a container in Newark on Wednesday and deliver it to our dock in Montreal by Friday now finds the Newark pickup delayed to Thursday. The Montreal delivery window collapses. Either you accept a weekend delivery (at premium rates) or the container sits in a U.S. yard for three to four days until the next available inbound drayage slot opens.
We run about 800 to 1,200 inbound container moves per month at FENGYE LOGISTICS. On average, 65-70% of those arrive on schedule within the promised drayage window. When U.S. port dwell extends, that percentage drops to 55-58%. The buffer tightens everywhere else—less time between dock receipt and putaway, tighter cross-dock cutoffs, higher risk of order fulfillment delays on the outbound side.
The $6.7 billion gap is a five-year constraint, not a near-term fix
Capital equipment doesn't move fast. A new ship-to-shore crane at a major U.S. port takes 18-24 months from order to operational. That's assuming funding clears, supply-chain delays don't hit the crane manufacturer, and the terminal can schedule downtime for installation without disrupting regular operations. The executives surveyed aren't asking for money to deploy next quarter. They're saying the U.S. port system is already behind and won't catch up for five years.
In operational terms, this means dwell risk persists through 2029. Importers can't assume U.S. port discharge will improve. They have to assume it stays tight or gets worse in peak seasons. Q4 2025 is going to feel similar to Q4 2024—compressed drayage windows, higher detention risk, tighter cross-dock coordination. Q4 2026, 2027, 2028 will follow the same pattern unless the equipment gap closes faster than the survey suggests.
Canadian importers who move 40-50% of their volume through U.S. gateways are already cutting safety buffers. They're asking drayage carriers for same-day or next-morning pickups in Newark, Philadelphia, and Charleston. They're pre-positioning containers at U.S. consolidation points rather than risk delay. They're negotiating detention waivers with terminal operators. None of this is new behavior. It's becoming baseline.
Port of Montreal is the pressure relief, but capacity has limits
Port of Montreal handles roughly 1.4 million TEU annually. That's healthy throughput, but not infinite. When U.S. gateway congestion pushes importers to shift volume to Canadian ports—either loading directly into Montreal or using Canadian consolidation points to bypass U.S. terminals—capacity pressures cascade inward.
Drayage rate premiums at Port of Montreal have held steady at 8-12% above baseline during off-peak months. During Q4 and early Q1, those premiums spike to 18-25% because every importer with a U.S. gateway problem suddenly wants inbound drayage out of Montreal. The carrier base is fixed. The demand is elastic. The math doesn't balance without price.
From our warehouse side, we've already seen importers request earlier dock-to-stock cutoffs during Q4. Instead of 14:00 EDT arrival acceptance, they're asking for 11:00 or 10:00 so putaway can complete before end-of-shift and order fulfillment isn't delayed overnight. That compresses our receiving window. We staff for it, but the buffer between arriving containers and warehouse floor density tightens. If drayage windows shrink further, we'll need to negotiate higher in/out fees or risk SLA misses on putaway cycle time.
Tariff and CBSA compliance layer on more pressure
U.S. port delays aren't just a logistics problem. They're a compliance problem. When a container sits in Newark for an extra 48 hours, the clock on CBSA's two-working-day examination window doesn't pause. If you're expecting that container to hit Port of Montreal on Wednesday so CBSA can examine it Thursday and release it Friday morning, but the container doesn't leave Newark until Friday evening, you've already burned one working day of your examination window.
The CBSA system flags delayed arrivals differently depending on product category, tariff classification, and whether a CAD (Commercial Accounting Declaration) has been filed. Electronics, automotive, and food products have tighter examination protocols. A 48-hour delay in discharge at a U.S. port can flip a routine exam into a detailed or extended exam by the time the container sits on our receiving dock. That's a two to five working day examination instead of four to eight hours. Your importer eats that delay, plus warehousing charges, plus potential Customs release fees.
Talk to any Montreal-based broker right now and they'll tell you the same thing: U.S. port delays are creating examination backlogs, not because CBSA is overwhelmed, but because containers are arriving in clusters after drayage holds, and half of them land in a status that triggers enhanced examination. It's a compound-delay problem.
Related: UK Port Automation Won't Save Canadian Cargo Handling—Yet
Related: Albertsons' AI produce inspector won't solve your Canadia...
Related: Drayage Insurance Premiums Are Eating Into Your Margins—H...
What importers should be doing now
The infrastructure gap doesn't resolve in 2025 or 2026. It's a planning assumption for the next five years. Importers should be mapping out three strategies: First, diversify U.S. gateway exposure. If you're routing 70% of inbound volume through New York and Los Angeles, you're betting on the two most constrained terminals in North America. Consider shifting 15-20% to less-congested gateways like Houston or Savannah, even if the drayage cost to Montreal is slightly higher. Spreading load reduces single-port dwell risk.
Second, negotiate drayage SLAs that account for U.S. port variability. Don't commit to a Tuesday pickup and Friday delivery. Ask for Tuesday-to-Friday range, or build a three-day buffer into your cross-dock receiving window. That's costly in terms of inventory float, but it's cheaper than detention, missed cutoffs, and SLA penalties.
Third, work with your warehouse partner on flexible receiving. If in-bond cargo handling can absorb a container on Friday evening instead of Thursday morning, document it. That flexibility becomes invaluable when drayage delays compress your dock-to-stock window. It also keeps your CBSA examination timeline predictable—arrival on Friday, exam Saturday morning (if needed), release by Monday afternoon, fulfillment Tuesday. No surprise dwell.
The U.S. port infrastructure crisis is real and will persist. Canadian importers don't control U.S. terminal spending, but they can control how tightly they couple their inbound operations to U.S. port discharge schedules. The sooner you build slack into drayage windows and receiving protocols, the sooner detention charges and examination delays stop being surprises.
Originally published at https://www.fywarehouse.com/news/us-port-slowdown-is-a-canadian-importer-problem-in-q2-2025-d9c931bc.
