Inland constraints are driving uneven gateway performance

Stable port operations do not guarantee predictable inland movement

Major U.S. gateways remain broadly stable as September begins, but localized issues continue to create differences in inland execution. Current conditions do not point to a broad-based shortage in drayage capacity, for example, although equipment and appointments can tighten temporarily and terminal-specific congestion can worsen temporarily.

Performance differences among gateways are becoming more visible because ports and inland networks are operating under different constraints. A shipment may clear its vessel and terminal on schedule but lose time during the next leg of its journey. After it has been discharged, a container can wait for a suitable chassis, rail departure, or clear route out of the port. In those situations, the delay occurs during the handoff from the terminal to the next transportation mode rather than at the berth.

Manzanillo illustrates that distinction. Mexico’s busiest container gateway remains operational, but road construction, lane reductions, congestion at port access points, and terminal appointment requirements are making truck movements less predictable.

Longer truck cycle times can delay container pickup, returns of empties, terminal receiving, and scheduled deliveries. For export cargo, a late truck can result in a missed receiving window and move the container to a later vessel. For imports, road and appointment delays can increase the risk of storage, demurrage, or missed warehouse delivery times.

These conditions should be considered when comparing gateway and routing costs. A lower transportation rate may not produce the lowest total cost if the route repeatedly exposes cargo to missed cutoffs, storage, detention, or delayed delivery.

Notable shifts this month

Chicago rail terminals face imbalance of chassis

Chicago conditions vary by location as inland volumes and terminal activity continue to fluctuate. While chassis availability differs by equipment type and terminal, positioning the right equipment where it is needed remains the more immediate operational challenge.

As import containers move inland from West Coast gateways, demand is concentrated at major Chicago-area rail terminals, including BNSF Logistics Park Chicago in Elwood and Union Pacific Global IV in Joliet. A chassis may be available elsewhere in the market but not at the terminal where the container is ready for pickup.

A container mounted on the wrong chassis may require a chassis flip—the transfer of the container onto different equipment—before the driver can leave the terminal. That extra step can extend wait times, reduce the number of moves a driver can complete, and place later delivery appointments at risk.

Overall chassis capacity remains sufficient, but temporary imbalances can develop when rail arrivals and chassis demand concentrate at the same location.

For Chicago rail shipments, confirm the required chassis type and pickup location before dispatch. The current risk is a terminal-level equipment mismatch, not a broad lack of chassis across the market.

Buenaventura’s recovery is progressing, but conditions remain uneven

Buenaventura in Colombia has largely restored operations following the August 10 earthquake, but conditions remain uneven across terminals and the landside network. Containerized operations at SPRBUN have normalized, while carriers continue to report elevated yard utilization, limited staffing, and restrictions affecting some empty-container movements at TCBUEN.

The situation illustrates why vessel operations alone don’t provide a complete picture of gateway performance. After cargo is unloaded, terminal access, equipment flow, documentation, and inland transportation are all factors.

Cartagena is operating normally and may provide an alternative for cargo with suitable carrier service and inland access. Because Cartagena and Buenaventura serve different coasts and inland transportation networks, the decision should account for the entire route rather than port conditions alone.

Puerto Antioquia is also adding another option for Colombia-bound imports. CMA CGM has scheduled a direct PEX2 call from Asia with an estimated arrival on September 9. The service could provide another routing for eligible cargo, although commodity restrictions, inland access, and destination requirements should be reviewed before booking.

Canadian rail uncertainty has eased

Canada’s major rail corridors remain operational, and wildfire-related interruptions are no longer affecting the primary networks.

The strike involving approximately 300 CPKC signal and communications employees ended August 24 after the parties agreed to binding arbitration.

Localized terminal dwell and equipment imbalances may continue in some locations, but they should not be interpreted as a new nationwide rail disruption. Shippers using rail service should review conditions at the specific port and inland ramp supporting their freight.

Planning ahead

Start September port and drayage planning with three questions:

1. What could delay the container after discharge?
Check terminal appointments, chassis availability, rail schedules, road access, and warehouse receiving windows. A vessel arriving on time does not ensure the container will move inland without delay.

2. What is the alternative if the original inland plan cannot be completed?
Determine whether another appointment, drayage provider, rail departure, or routing is available—and how much time and cost that would add.

3. Where could a delay create additional charges?
Review free time, storage and demurrage exposure, empty-return requirements, and appointment policies before the container becomes available.

Additional planning considerations

• Everywhere: Compare routing options based on total transportation cost and delivery reliability, not the quoted rate alone.
• For Buenaventura: Confirm yard conditions, empty-return procedures, and inland road access.
• For Manzanillo: Allow additional transit time to and from the port while road construction continues.
• For Canadian rail shipments: Continue monitoring dwell but treat localized delays separately from conditions across the broader network.
• For Chicago rail shipments: Confirm the required chassis type will be available at the destination ramp before dispatching the driver.

The goal is to identify where the inland move is most likely to lose time—and establish a workable alternative before the container reaches the terminal.

Table of Contents