Container Drayage from the Port of Vancouver Explained

Your container just landed at the Port of Vancouver. Now what? Getting it off the marine terminal and to your warehouse is called drayage — and it's one of the trickiest, most time-sensitive parts of any ocean import.

Miss a pickup window and you're paying demurrage. Return the empty late and you're paying per diem. Understanding how Port of Vancouver drayage works can save you thousands per container.

What Is Drayage?

Drayage is the short-haul trucking that moves marine containers between the port, warehouses, rail ramps, and shippers. It's not linehaul freight — it's the first (or last) mile between the ocean carrier and everyone else in the supply chain.

A typical Vancouver drayage move: your container arrives on a vessel, gets unloaded at a marine terminal, sits in the yard waiting for pickup, gets picked up by a truck on a chassis, gets driven to your warehouse or a rail ramp, gets stripped (unloaded), then the empty container gets returned to the terminal.

The Terminals at the Port of Vancouver

The Port of Vancouver is one of North America's largest ports and has several marine container terminals:

GCT Deltaport (Delta, BC)

The largest container terminal in Vancouver, located at Roberts Bank in Delta. Handles most Asian trade lanes. Higher volume but longer drives from downtown Vancouver.

Vanterm (Vancouver, BC)

Downtown Vancouver container terminal near Burrard Inlet. Closer to city warehouses but more constrained.

Centerm (Vancouver, BC)

Also on the Burrard Inlet waterfront. Recently expanded to handle larger vessels and more containers.

Fraser Surrey Docks

Smaller multi-purpose terminal on the Fraser River in Surrey. Handles some container traffic plus break-bulk.

Each terminal has its own hours, gate procedures, and appointment systems. Your drayage carrier needs terminal access, appointments, and driver credentials for every one.

Free Time, Demurrage, and Per Diem

Once your container is discharged, it starts costing you money if it sits too long. Three fees to know:

Demurrage

Charged by the terminal for containers sitting on the terminal past the free time (usually 3–5 days). Rates escalate: often $150/day the first few days, then $250+, then $400+.

Per Diem (Detention)

Charged by the ocean carrier for the container itself sitting outside the terminal (at your warehouse) past its free time. Usually $75–$200/day.

Chassis Fees

If you're using a carrier-provided chassis, additional per-day fees apply after free time.

The combination of demurrage + per diem can add up fast. A container sitting a week past free time on both sides can rack up $2,000+ in fees.

Why Containers Get Held Up

• Late Notice of Arrival — you didn't know the container was ready
• Customs hold — CBSA flagged the container for inspection
• No available appointment — terminal is full, next slot is 3 days out
• Chassis shortage — no chassis available to pull the container
• Warehouse can't receive — your consignee is closed or full
• Empty return congestion — you can move it out but can't return the empty

How to Reduce Drayage Costs and Delays

1. Book the drayage carrier before the vessel arrives

Don't wait for the container to be "available." Give your carrier the vessel ETA, container number, and terminal so they can be ready.

2. Have your customs entry filed before arrival

PARS/PAPS filings should be done ahead of vessel arrival. A CBSA hold on filing is one of the most common causes of demurrage.

3. Watch for terminal congestion

Some weeks Deltaport gets slammed with multiple vessels berthing at once. Your carrier should monitor terminal wait times and book appointments accordingly.

4. Have chassis lined up

Chassis pools have been tight in Vancouver. Ask your carrier if they own chassis or use a pool — owned chassis mean fewer surprises.

5. Give the warehouse enough notice

Confirm your consignee can receive the container the day you drop it. A missed appointment means bringing the container back or storing it.

6. Return empties fast

Per diem runs against you every day the empty sits. Drop, strip, return — same day if possible.

Bonded vs. Non-Bonded Drayage

Some containers need to be moved in-bond — from the port to an inland customs office where the goods clear. This requires a bonded carrier. If the container clears at the port, any drayage carrier can move it. Confirm the clearance point with your broker.

Rail Drayage

Some containers destined for Toronto, Montreal, or the US Midwest transload from the marine terminal onto a train. Rail drayage means moving the container from the marine terminal to CN or CP rail ramps (Port Coquitlam, New Westminster, etc.). Your ocean carrier or freight forwarder usually coordinates this.

What to Ask Your Drayage Carrier

• Do you have terminal access at all the Vancouver terminals?
• Do you own chassis or use a pool?
• How do you handle appointment scheduling?
• What's your process if a container is on hold?
• Do you offer bonded moves?
• Can you provide same-day empty returns?