Role of Canada’s Transportation Network

The Pacific Corridor is the gateway for Canada’s trade and transportation with the Asia-Pacific region and to access key emerging markets in Southeast Asia, anchored by a highly integrated network of marine, rail, road, and air infrastructure. At its core are the Ports of Vancouver and Prince Rupert, which serve as critical export points for key Canadian commodities like coal, grain, and potash, and crucial arrival points for imports to be used across Canada. The Corridor not only supports British Columbia’s economy, but also serves as a national trade asset—enabling the export of over $67 billion in goods from other provinces and $48 billion from within B.C. in 2024^{Footnote 5}.

Marine and Rail Infrastructure

In total, there are over 100 ports, including small craft harbours and marinas along the B.C. Coast.

The Port of Vancouver—Canada’s largest port—is a major multi-modal hub directly connected to the national Class I rail network^{Footnote 6}, facilitating the efficient movement of goods across the country. A key component of this connection is the Second Narrows Rail Bridge, which links the port’s terminals to inland markets via Canadian National Railway (CN) and other railways (Canadian Pacific Kansas City (CPKC) and BNSF Railway), enabling high-capacity freight transfers across the Burrard Inlet. With over 3,100 annual vessel arrivals, the port is central to Canada’s global supply chains. In 2024, it handled 158 million tonnes of cargo, 3.5 million twenty-foot equivalent units (TEUs), and managed $240 billion in imports and exports—representing one-third of Canada’s trade in goods outside North America.

The Port of Prince Rupert, Canada’s third-largest port by trade value, is the closest North American port to Asia, which gives Canada a competitive advantage in transit times. It also connects to the Class I rail network, which gives containers and bulk commodities direct inland access. In 2024, it handled 23.5 million tonnes of cargo and 700,000 TEUs. The port also supports tourism, serving as a stop for large cruise ships, with roughly 59,000 cruise passengers arriving in 2024.

The Ports of Nanaimo and Alberni serve Vancouver Island, delivering goods and people to their final destinations.

British Columbia’s ferry system, primarily operated by BC Ferries, is one of the largest and most extensive in the world. With over 25 routes and nearly 50 terminals, it is essential for moving both passengers and goods across the province’s rugged coastline. In 2024, passenger and vehicle traffic increased by 1% and 2% respectively^{Footnote 7}. The system links major urban centres like Vancouver and Victoria with smaller, remote communities, and helps transport commercial freight—including food, consumer goods, and industrial supplies—which are critical to the economic well-being of island economies. It also supports tourism, a key industry, by helping travellers access popular destinations along the coast.

Road Infrastructure

The Pacific Corridor features a comprehensive highway network that supports the movement of goods and people across British Columbia’s urban, rural, interior, and northern regions. This network is essential for connecting key economic hubs like Metro Vancouver, the Okanagan Valley, and Prince George to ports, border crossings, and the rest of Canada. The Trans-Canada Highway (Highway 1) and Highway 97 are major arteries that provide critical east-west and north-south links for regional trade and the transportation network. In northern B.C., highways like the 16 (the Yellowhead) and 37 connect resource-rich areas to coastal ports, supporting mining, forestry, and energy industries.

Bridges are important infrastructure for both passengers and cargo, particularly in the Lower Mainland where they help move high-volumes of commuter and freight traffic across the Fraser River and Burrard Inlet. The Second Narrows (Ironworkers Memorial) Bridge is a key crossing on Highway 1, which helps move freight and passengers between Vancouver, the North Shore and the rest of the province. Together, the region’s bridges and highways form a resilient multimodal network that supports both domestic and international trade.

The Corridor also includes major land border crossings that support trade with the U.S. In 2024, the Pacific Corridor saw an average of 2,300 truck crossings per day, accounting for about 9% of all Canadian land border movements. The Pacific Highway crossing is especially critical. Ranked as the 5th busiest in Canada, with 2,000 daily commercial vehicle movements facilitating high-value, time-sensitive trade between British Columbia and U.S. markets. There were also nearly 3 million personal vehicle movements between B.C. and Blaine, Washington in 2024^{Footnote 8}, which shows the Corridor’s significance for international passenger movement.

Air Infrastructure

The Pacific Corridor is home to approximately 36 airports that provide domestic and international air services to businesses that buy goods from B.C., and which deliver merchandise to buyers within the Corridor.

Vancouver International Airport serves as a major passenger hub^{Footnote 9}, handling over 2.8 million air travellers per month. It connects Canada to destinations like the U.S., Mexico, Japan, Hong Kong, and the United Kingdom. Victoria International Airport also plays a significant regional role, handling 1.8 million mostly domestic passengers in 2024.

Air transport also plays a key role in moving freight in and out of the province. In 2024, the Pacific Corridor handled an average of over 27,000 tonnes of air freight per month, with Vancouver International Airport (YVR) accounting for 98% of that volume.

The Prairie Corridor, encompassing the provinces of Alberta, Saskatchewan and Manitoba, is a vital part of Canada’s national and international transportation networks. The region is rich in natural resources and specializes in oil and gas extraction, grain and agrifoods, and critical minerals like potash and uranium. Together the Prairie provinces exported $249 billion worth of goods in 2024. Crude oil via pipeline to the U.S. accounts for the largest share of Prairie exports (55% in 2024, or $137 billion)^{Footnote 10}. Exports of other goods to the U.S. mostly travel via regional rail border crossings.

In addition, the Corridor plays a key role in moving both imports and exports across the country. Exports are moved to Pacific ports for shipment to Asia, as well as to Central and Atlantic Canada for export to global markets, making Canada’s trade routes more diverse and resilient. The Corridor also moves manufactured goods from Asia – destined for Ontario and the U.S.—through Pacific ports like Vancouver and Prince Rupert.

Rail Infrastructure

The Prairie Corridor is served by three Class I railways. CN and CPKC operate an extensive east-west mainline network across the Corridor, representing nearly half of their total rail mileage. BNSF serves Manitoba via a north-south route. Shortline railways complement this system by providing critical feeder services, which allow farmers to bring their products to market and which supply rural and northern communities with vital services. The Hudson Bay Railway provides freight and passenger access to Northern communities in Manitoba.

Major rail crossings align closely with high-volume truck crossings: Emerson (MB), North Portal (SK), and Coutts (AB)—all of which rank among the top 10 rail export points to the U.S.

In 2024, the Prairies Corridor moved significant volumes of diverse commodities to British Columbia ports for overseas export. It also connected to East Coast markets via Thunder Bay through the Great Lakes–St. Lawrence Seaway Marine Corridor and directly by rail to the ports of Montreal and Halifax. Most outbound rail traffic from the Prairies is destined for overseas markets (82 million tonnes), followed by exports to the U.S. (44 million tonnes).

Primary export destinations include the U.S., China, Japan, South Korea, and Mexico, with Saskatchewan playing a key role in supplying potash and legumes to India and Brazil. Additionally, about one-fifth of Class I intermodal shipments are U.S. transshipments that enter Canada through Pacific gateways, move across the Prairies, and re-enter the U.S., highlighting the Corridor’s strategic role in continental transportation networks.

Road Infrastructure

The Prairie Corridor is anchored by Canada’s National Highway System, with the Trans-Canada Highway (Highway 1) serving as the main east-west arterial route across the region. It connects the Prairies to major markets in Eastern and Western Canada and facilitates high volumes of interprovincial and international trade.

Highway 2, which links Edmonton and Calgary, is the busiest roadway in the Prairies, carrying more than 30,000 vehicles per day, including both passenger and commercial traffic. Urban sections of Highway 2, particularly near Calgary and Edmonton, expand to six lanes to accommodate heavy volumes, while ring roads in both cities are often used by more than 100,000 vehicles per day.

Road border crossings strategically align with major rail crossings. The Prairies have major road crossings on Highways 4, 6, 38, and 75.This alignment enhances the Corridor’s effectiveness as a multi-modal trade artery, supporting both domestic distribution and international supply chains.

The Highway 3 Corridor (also known as the Crowsnest Highway) is located across southern Alberta and into British Columbia and plays a strategic role in Canada’s East-West transportation and economic framework. It is a critical trade and supply chain route which is part of the CANAMEX Corridor, connecting Alberta to U.S. and Mexican markets. The Corridor supports agriculture, energy, and mining sectors, particularly in southern Alberta and southeastern BC. It serves as a relief route to the Trans-Canada Highway (Highway 1), especially during congestion, accidents, construction or closures. Highway 3 is undergoing a multi-year twinning project involving upgrading the highway to a four-lane route from the British Columbia border to Medicine Hat, Alberta.

Air Infrastructure

All major cities within the Prairie Corridor are served by international airports which provide crucial connectivity for passengers and cargo. This includes Edmonton, Calgary, Saskatoon, Regina, and Winnipeg, in addition to small, local airports and aerodromes that are not part of the NAS. Calgary International Airport acts as the region’s primary air hub and key gateway for international travel. In 2024, Calgary International handled 18.4 million passengers, ranking fourth among Canada’s major airports. Most of this traffic (66%) was domestic, followed by transborder (primarily U.S.) travel at 21%, and other international destinations at 13%.

The Central Corridor spans Ontario and Quebec, where more than 60% of Canada’s population lives. It includes the Windsor-Quebec Corridor, one of the country’s most vital economic corridors, linking major urban centers from Windsor in the west to Quebec City in the east. Anchored by Toronto and Montreal—Canada's two largest cities—this Corridor plays a central role in the national economy.

The Corridor houses a significant amount of Canada’s air, rail and road passenger travel. Toronto and Montreal are central air hubs for both domestic and international routes.

Together, Ontario and Quebec contribute 70% of Canada's manufacturing GDP^{Footnote 11} and are home to a significant portion of the country's service-based economy, including sectors such as wholesale and retail trade, tourism, and finance. This diverse economic base drives substantial demand for commuter and passenger travel throughout the region.

The Corridor facilitates high volumes of domestic and international trade, especially with the U.S., supported by a robust network of highways, railways, and border crossings, notably the Windsor-Sarnia gateways. Additionally, the Corridor is a key component of the Great Lakes – St. Lawrence Seaway System, a vital trade route and efficient trade route that had 4,008 cargo vessels transit carrying 36.3 million tonnes of cargo valued at $16.7 billion in 2022. In 2023, nearly 38 million tonnes of cargo moved through the Seaway^{Footnote 12}.

Marine Infrastructure

The Great Lakes–St. Lawrence Seaway Marine Corridor is vital to maritime trade. It is located within the industrial and agricultural heartland of Canada and the U.S. It helps move critical commodities, containerized goods, and transshipped exports across North America and to global markets.

The Seaway also helps to transport grain from the Prairies, typically shipped via the Port of Thunder Bay and transferred through Quebec ports for overseas export. In 2024, approximately 37 million tonnes of cargo moved through the Seaway. Key commodities included grain, iron ore, potash exports, coal and salt imports from the U.S., and imports of iron and steel products—together accounting for roughly two-thirds of Canada’s international Seaway traffic.

The Great Lakes

The Great Lakes—Superior, Michigan, Huron, Erie, and Ontario—span the Canada–U.S. border and are directly connected to the St. Lawrence Seaway, which allows ships to travel from the heart of North America to the Atlantic Ocean. Several key ports support trade and regional economies:

• Port of Duluth-Superior: The largest and busiest port on the Great Lakes.
• Port of Chicago: A major inland commercial shipping center.
• Port of Cleveland: The largest port on Lake Erie.
• Port of Detroit: A key hub for automotive trade and manufacturing.
• Port of Thunder Bay: A critical outlet for Prairie grain exports via Lake Superior.
• Port of Windsor: Strategically located on the Detroit River, it serves as a key link to U.S. markets.

The St. Lawrence Seaway

Extending from Montreal to Lake Erie, the Seaway is a system of 15 locks that allow vessels to navigate between the Great Lakes and the lower St. Lawrence River, ultimately reaching the Atlantic Ocean. The Welland Canal includes eight Canadian locks that allow ships to bypass Niagara Falls, connecting Lake Erie to Lake Ontario. The Montreal–Lake Ontario section features 7 locks—five in Canada and two in the U.S.—that make it possible to navigate between Lake Ontario and the lower St. Lawrence River. Key Canadian ports along the Seaway include:

• Port of Toronto: Ontario’s primary gateway for international container trade.
• Hamilton-Oshawa Port: The largest port in Ontario by cargo volume.
• Port Colborne: Located at the southern end of the Welland Canal, linking the Great Lakes to the Atlantic.

The St. Lawrence River

The St. Lawrence River begins at the northeastern edge of Lake Ontario and flows to the Atlantic Ocean. It includes 7 navigable locks, which form part of the Seaway system. The locks help vessels bypass natural obstacles like rapids and dams. Prominent ports along the river include:

• Port of Montréal: Canada’s second-largest container port and a critical hub for intermodal trade.
• Port of Québec: A deep-water facility specializing in bulk cargo like grain and minerals.
• Port of Trois-Rivières: Located midway between Montreal and Quebec City, serving as a regional trade center.
• Port of Saguenay: North of Quebec City, supporting forestry and aluminum industries.
• Port of Sept-Îles: A key export point for iron ore and other mining products from the Côte-Nord region.

Other key ports include the Port of Baie-Comeau, Port Cartier, and the Société portuaire du Bas Saint-Laurent et de la Gaspésie. Many of these smaller ports play a key role in supplying rural and remote communities.

Rail Infrastructure

Class I freight railways operate extensive mainline networks that closely parallel the region’s road infrastructure, with key interprovincial connections that link Central Canada to both Western and Atlantic regions. Approximately one-third of Canada’s Class I mainline network is in the Corridor, anchored by major terminals in the Greater Toronto Area, Montreal, and Quebec City. These terminals play a critical role in handling and distributing imported goods from overseas markets.

In addition to CN and CPKC’s extensive rail lines, the Central Corridor has many shortlines, with a variety of operators, which connect to small and remote communities. Ontario has 11 shortlines, while Quebec has around 100 to service its dispersed population.

Freight train traffic in the Corridor is dominated by intermodal (containerized) shipments, followed by manifest (mixed bulk), automotive, and grain movements. The Corridor’s rail network facilitates high-volume, time-sensitive trade with domestic and international markets. Ontario hosts three of the top six rail export crossings in the country—Sarnia (first), Windsor (second), and Fort Erie (sixth)—while Lacolle, Quebec ranks eighth, underscoring the strategic trade role of this region.

In addition to freight, the Quebec City-Windsor Corridor is the backbone of Canada’s passenger rail network. VIA Rail’s busiest routes run between major urban centres—Toronto, Ottawa, Montreal, and Quebec City—providing critical intercity and regional connectivity. This Corridor, with 48 stations and 1,800 kilometres of track, accounts for 95% of VIA Rail’s national passenger services.

Much of VIA Rail’s operations occur on CN-owned track infrastructure. On the CN segment of the Corridor, approximately 54 VIA Rail trains operate daily—representing 75% of train movements—though CN freight trains retain right-of-way.

Road Infrastructure

Ontario has 6,135 centreline kilometres of core highway network (defined as key interprovincial and international corridor routes by the National Highway System Annual Report) and 682 km of feeder network (key linkages to core routes from population and economic centres).

The Central Corridor accounts for 33% of Canada’s National Highway System and plays a critical role in moving goods and people. It supports a dense concentration of trucking activity and third-party logistics services, while also serving as a key commuter network for major population centres. High-capacity freeways form the backbone of this road system, including Ontario’s 400-series highways and Quebec’s autoroutes, linking all major cities between Windsor and Quebec City.

While infrastructure capacity is generally high along these routes, significant congestion persists—especially in and around the greater Toronto and Montreal areas. Chronic peak-hour delays are common and continue to be a major challenge for both freight and passenger mobility.

Ontario and Quebec host five of Canada’s six busiest land border crossings by traffic volume and trade value. These include:

• Ambassador Bridge (Windsor, ON)
• Bluewater Bridge (Sarnia, ON)
• Peace Bridge (Fort Erie, ON)
• Queenston-Lewiston Bridge (Niagara Falls, ON)
• Lacolle (QC)

These crossings are vital links for cross-border trade and form a critical part of Canada’s gateway connections with the U.S.

Air Infrastructure

Toronto Pearson (YYZ) and Montréal-Trudeau (YUL) serve as the Central Corridor’s primary international air hubs, handling the bulk of both passenger and air cargo traffic. In 2024, the region handled an average of over 6.1 million air travellers per month, with YYZ accounting for 60% and YUL for 28%. YYZ’s passenger traffic is relatively balanced across domestic, transborder, and other international markets, while nearly half of YUL’s traffic is international.

For air cargo, the region handled an average of over 67,000 tonnes per month in 2024. Toronto Pearson managed 54% of this volume, serving as the country’s top air cargo gateway, with Montreal-Trudeau handling approximately 19%. These airports play a critical role in supporting trade flows with Asia (e.g., China, South Korea) and Europe (e.g., Germany, the U.K., Spain). John C. Munro Hamilton International Airport and Montreal-Mirabel International Airport also serve as key air cargo hubs, offering capacity for freighter operations and easing congestion at primary passenger airports.

Billy Bishop Toronto City Airport (YTZ), located on Toronto’s downtown waterfront, provides regional connections. It mostly supports short-haul domestic and transborder service, catering especially to business travellers. With over two million passengers annually, it plays a complementary role to Pearson in managing regional demand.

Ottawa International Airport (YOW) is the primary aviation gateway for Canada’s capital region. While smaller than Toronto and Montreal airports, YOW serves both domestic and international flights and contributes to the Corridor’s air passenger mobility and connectivity—particularly in government, diplomatic, and service-based travel markets.

Together, these airports form a multi-tiered air transport network that supports high volumes of passenger movement, regional and global trade, and diversified travel demand across the Central Corridor.

The Atlantic Corridor encompasses the transportation networks of Canada’s four Atlantic provinces: New Brunswick, Nova Scotia, Prince Edward Island, and Newfoundland and Labrador. Geographically, it serves as a strategic gateway to international shipping routes across the North Atlantic, and supports trade with Europe, the Mediterranean, Africa, and Asia.

The Corridor is anchored by major deep-water ports, notably Halifax and Saint John, and is connected to Central Canada and the U.S. Northeast via an integrated network of highways and rail lines running through New Brunswick and Nova Scotia.

The Atlantic Corridor has 15 airports, including five international airports (Halifax Stanfield, Moncton Romeo Leblanc, Fredericton, Gander, St. John’s, Newfoundland and Labrador) that support passenger and air cargo movements. It also has extensive ferry services that move both passengers and freight between the provinces and to Newfoundland and Labrador, strengthening regional accessibility.

In 2024, the Atlantic Corridor transported $38 billion in exports, with 86% originating from within the Atlantic Provinces. Key export commodities included^{Footnote 13}:

• Petroleum products (51.7%) – mostly from New Brunswick and Newfoundland and Labrador
• Seafood (13.0%) – sourced from all four provinces
• Fresh produce (2.5%) – notably from Prince Edward Island and New Brunswick
• Paper products (2.4%) – mainly from New Brunswick and Newfoundland and Labrador.

The Corridor plays a vital role in supporting Canada’s global trade capacity while sustaining local economies through its diverse and resource rich profile.

Marine and Rail Infrastructure

The Corridor serves as a key secondary gateway to Europe and the Mediterranean, supported by four Canada Port Authority (CPA) ports: Halifax, Saint John, Belledune, and St. John’s. Together every year, they handle:

• 45 million tonnes of cargo
• 700,000 TEUs
• $19.7 billion in goods
• 3,230 vessel arrivals

The Port of Halifax, Atlantic Canada’s largest container port, is a major hub for international trade—particularly for vehicles and containerized cargo. It is one of the few East Coast ports capable of handling fully laden post-Panamax vessels, and offers the shortest shipping routes between Europe and mainland North America. Its eastern location also provides strategic access to Suez Canal routes, which to Asia and the Middle East. CN Rail serves the port directly and connects it to the St. Lawrence—Great Lakes system, facilitating cargo movement to and from Central Canada. VIA Rail also provides passenger rail connections from Atlantic Canada to the rest of the country using CN Rail lines.

The Port of Saint John, New Brunswick, is the region’s largest by tonnage, handling crude oil refining, potash exports, and container imports. It also houses the Canaport LNG terminal, a key liquefied natural gas hub. The port is served by regional shortlines like New Brunswick Southern and three Class I railways: CN, CPKC, and CSX, providing access to Central Canada and U.S. markets.

The Port of St. John’s, Newfoundland and Labrador, is the primary commercial port in the province, playing a vital role in supplying the island and supporting offshore oil operations. While Newfoundland has no rail, the port connects to global markets via marine terminals at Come by Chance and Whiffen Head, which handle offshore oil exports.

Ferry services are an essential component of Atlantic Canada's transportation network, ensuring year-round passenger and freight access between the mainland and island communities. Marine Atlantic operates critical ferry routes between North Sydney, Nova Scotia, and Port aux Basques and Argentia, Newfoundland and Labrador, linking Newfoundland to the Trans-Canada Highway. In the 2023-24 fiscal year, over 367,000 passengers and over 145,000 passenger vehicles were transported on Marine Atlantic ferries^{Footnote 14}. Additional services, such as the Bay Ferries route between Saint John, New Brunswick and Digby, Nova Scotia, and the Northumberland Ferries’ seasonal route between Prince Edward Island and Nova Scotia, support both regional travel and commercial trucking.

Road Infrastructure

Trucking is the backbone of Atlantic Canada’s transportation network, with a well-connected regional highway network that links local businesses to key marine ports, neighbouring provinces, and U.S. markets. The Trans-Canada Highway serves as the primary east-west spine, connecting the region to Quebec and Central Canada, while the Gateway Highway provides a direct route to the U.S. through Maine, supporting cross-border trade and regional mobility.

Atlantic Canada has six border crossings, all located in New Brunswick. Major border crossings at Woodstock and St. Stephen are the busiest in Atlantic Canada and rank among the top 15 nationally in terms of traffic volume and trade value for both passenger and commercial vehicles.

Interprovincial connectivity is further enhanced by the Confederation Bridge, which links Prince Edward Island to New Brunswick. As the longest bridge over ice-covered waters in the world, it is a vital year-round route for commercial trucking and tourism, and helps Prince Edward Island integrate seamlessly into regional markets.

Air Infrastructure

The Atlantic region has 14 airports and 5 international airports (Halifax Stanfield, Fredericton, Gander, St John’s and Moncton Roméo LeBlanc). The region handles approximately 8,500 tonnes of freight per month, with Halifax Stanfield (YHZ) managing 49% and Moncton Romeo LeBlanc (YQM) handling 34% of the volume. Halifax Stanfield International Airport also plays a pivotal role in global trade, especially for temperature-sensitive goods like seafood, which is primarily exported to Europe and Asia through its specialized cargo facility. Moncton Romeo LeBlanc, the region’s second-largest air cargo hub, serves as a key courier centre for regional logistics.

In terms of passenger traffic, the region handles up to 640,000 travelers per month, with Halifax Stanfield (YHZ) handling 50% of this volume and St. John’s (YYT) managing 18%. While 80% of passengers at Halifax are traveling domestically (as it functions as a key regional hub), the airport also connects to international markets, including the U.S., U.K., Germany, and various sun destinations like the Dominican Republic, Cuba, and Mexico. In 2024, just under four million passengers flew through Halifax^{Footnote 15}.

Canada’s Northern Corridor spans regions north of 55 degrees latitude, including the Yukon, Northwest Territories, Nunavut, and parts of British Columbia, Saskatchewan, Manitoba, Ontario, Quebec, and Labrador. This expansive area covers roughly 48% of Canada’s landmass—around 4.8 million square kilometres—but is sparsely populated, with a population of around 150,000.

Currently, passenger travel in the North is limited by the seasonality of its road network and high cost of air travel. Much of the freight movement focuses on supplying remote communities and providing access to essential services like healthcare. Despite these challenges, the region’s exports totaled $3.82 billion in 2024, primarily consisting of gold, diamonds, and iron ore^{Footnote 16}.

Climate change is significantly affecting the connectivity and safety of the Northern Corridor as warmer temperatures accelerate ice melt. This leads to a loss of permafrost, which causes cracked roads, shifting air runways, and misaligned rail tracks. Ice melt also causes increases in sea ice volume, which can cause damage to ships and require more icebreakers. Winter roads and bridges are also available for shorter periods, affecting essential resupply routes. There has also been an increase in extreme weather, including flooding and wildfires, both of which disrupt the Corridor’s transportation system.

In light of these climate events and changes, the potential opening of new shipping routes through the Northwest Passage could significantly enhance the region's strategic importance and resiliency, bringing new opportunities for trade and connectivity.

Marine Infrastructure

The Northern Corridor includes three key ports that include the only two deep water ports in the Arctic (Churchill, Manitoba, and Iqaluit, Nunavut, which handle most international cargo shipments. The other port, Tuktoyaktuk, serves as a key hub for receiving goods from other Canadian ports. Desgagnes (Transarctik), the largest carrier for Northern resupply, serves northern communities in 15 ports across Northern Quebec (Nunavik) and 29 locations in Nunavut. In addition to these harbours and sealift areas, communities tend to have small harbours that support local resupply, fishing and hunting activities, and search and rescue. Marine services provide the vast majority of resupply due to the high cost of air travel and the lack of permanent rail or road links between communities.

Rail Infrastructure

There is one rail line connecting the Northern Corridor to the south. The first is Hudson Bay Railway, which is used for grain, fuel and cargo exports, Artic resupply, military use, tourism, and cruise ships through the Port of Churchill, Manitoba. Prior to wildfire damage in 2023, a second rail line connecting Enterprise, AB to Hay River, Northwest Territories transferred goods from rail track onto barges to supply remote communities in the North.

Road Infrastructure

Highway infrastructure in Northern Canada is limited and often supplemented by winter roads, which are only operational for part of the year. Key routes include the Dempster Highway, which links the Northwest Territories and Yukon; the Mackenzie Highway, which connects the Northwest Territories south of the 60th parallel through Alberta; and the Alaska Highway, which links Yukon to British Columbia. Nunavut remains unconnected to the rest of Canada by road, and instead relies on air and seasonal marine transport.

There are five land border crossings between Canada and Alaska. Two are in the Yukon—at Beaver Creek and Little Gold Creek—while the other three are in British Columbia, at Stewart, Pleasant Camp, and Fraser.

Air Infrastructure

Air transportation is essential to trade in the Northern Corridor, and for many remote communities unreachable by sea, it’s the only reliable, year-round mode of access. In 2024, 71.6% of trade value for the territories was transported via air transport, underscoring the vital role it plays for the region’s economy.

Air is the most frequent method of passenger travel into and out of the North. The territorial airports in Whitehorse, Yukon, Yellowknife, Northwest Territories, and Iqaluit, Nunavut, serve as a major gateway to the Arctic, supporting passenger travel and tourism in addition to cargo transport. In Nunavut, Rankin Inlet Airport recently underwent a $63.5 million terminal upgrade, which has significantly improved its capacity to handle freight and passengers. This investment has improved critical aviation infrastructure in the Kivalliq region, strengthening regional connectivity and service delivery. In Labrador, major regional airports include Goose Bay Airport, and Wabush Airport (serving Labrador City-Wabush), in addition to smaller airstrips that provide connectivity to fly-in communities.

The Corridor is home to 206 aerodromes, including three in Canada’s National Airports System—Yellowknife, Whitehorse, and Iqaluit—and 12 designated as official Canadian Border Services Agnecy ports of entry. However, infrastructure challenges persist. Most runways in the North—about 85%—are surfaced with gravel or crushed rock, which limits the types of aircraft that can land safely and limits cargo capacity.