Ultimate Guide to Vancouver Logistics, Ports, Freight & 3PL
Everything you need to know about Vancouver ports, cargo shipping, railway access, highways, air freight, border crossings, and more.
Vancouver, British Columbia, is the number one port city in Canada in terms of annual volume, and trails only the Ports of Los Angeles and Long Beach when it comes to ports on North America’s West Coast.
As such, it’s a natural entry point for those shipping to the Canadian market from Asia or the Pacific Rim. Close proximity to the US border and significant US West Coast markets, including California, further add to Vancouver’s appeal as a point of entry.
Often, the decision between whether to ship to Vancouver or Los Angeles will be based on whether Canada or the US is the main market for the majority of the product. There are numerous land border crossings which provide access to the US market from Vancouver and Western Canada, although the paperwork involved should be taken into consideration.
Many European exporters will enter the Canadian market through the Port of Montreal, before sending a portion of their product to Vancouver via rail or truck service. In these cases, Vancouver serves as a Western Canadian distribution centre, which can be used to service other Western Canadian markets, via truck or rail. In such cases, customers will often have separate 3PL partners in Ontario and Vancouver.
CAT’s extensive partnership network allows us to easily execute such arrangements. Furthermore, our warehouse management system, and the broader transport management system of which it is a part, allows our customers to monitor inventory, create transactions, track orders, and access receipts in real time. The system is powered by barcode technology, and the result is unprecedented control, clarity, confidence, and convenience.
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This resource page was created to give logistics managers in Canada, the United States, and across the globe, a one stop resource to understand the third party logistics environment for Vancouver and Western Canada.
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There are four major container terminals allowing for container shipping in the Vancouver area: Centerm, Deltaport Container Terminal, Fraser Surrey Docks, and Vanterm. Of these, Deltaport is closest to Canadian Alliance Terminals. All rail companies go through these ports.
There are also a host of other ports in and around the Vancouver area, each specializing in certain types of cargo. “Different ports have different capabilities,” explains CAT Vice President and General Manager Transportation Alicia Xu. “Certain ports are for importing vehicles, liquid natural gas, or other specialized purposes.”
CAT does not handle specialized cargo, focusing instead on general cargo and common commodities. As such, the four largest container terminals are most relevant to our operation.
We offer drayage services from these four ports, which is a form of trucking service that connects the different modes of shipping (intermodal), such as ocean freight or air freight.
The following four ports are key to Vancouver logistics and the economy of Canada.
Vanterm, located in the heart of Vancouver, is one of the city's most important container terminals. Operated by DP World, it specializes in handling a diverse range of containerized cargo. Its strategic position near the city's urban core offers efficient connectivity to major road and rail networks, making it a pivotal hub for the import and export of goods throughout Canada and the Pacific Northwest. Vanterm is particularly noted for its advanced infrastructure, which includes state-of-the-art gantry cranes and automated systems designed to enhance cargo handling efficiency.
What sets Vanterm apart is its role in supporting Vancouver's growing international trade, especially with Asian markets. The terminal has recently undergone expansions to increase its capacity, reflecting the overall growth in container volumes at the Port of Vancouver. Despite challenges such as global supply chain disruptions and labor strikes, Vanterm continues to be a critical component of the port’s operations, contributing to Vancouver’s reputation as a leading global port.
Centerm, another major terminal operated by DP World, is one of the closest container terminals to downtown Vancouver. Like Vanterm, it specializes in containerized cargo, serving as a crucial gateway for goods entering and leaving Canada. The terminal recently completed a significant expansion project aimed at increasing its capacity by 60%, allowing it to handle up to 1.5 million TEUs (twenty-foot equivalent units) annually. This expansion not only enhances the terminal's capacity but also improves its environmental footprint through the use of electric-powered equipment and other green initiatives.
What makes Centerm unique is its integration with the surrounding urban environment. Its proximity to downtown Vancouver means that it plays a vital role in the city's economy, supporting thousands of jobs and contributing significantly to the local GDP. The expansion project also included enhancements to road and rail connections, further solidifying Centerm’s role as a critical hub in the Pacific trade network.
Fraser Surrey Docks, located along the Fraser River in Surrey, is one of the region's largest multi-purpose marine terminals. Unlike the other terminals focused primarily on containers, Fraser Surrey Docks specializes in handling breakbulk cargo, including steel, lumber, and machinery, as well as bulk commodities like agricultural products. This diversity in cargo types makes it a versatile terminal that plays a critical role in the supply chains of various industries.
A notable feature of Fraser Surrey Docks is its deep-water berths, which allow it to accommodate large vessels. The terminal has also been expanding its capabilities to handle more project cargo, which includes oversized and heavy lift items that require specialized handling. Its strategic location along the Fraser River provides easy access to both domestic markets and international destinations, making it a key player in the region’s trade infrastructure.
Deltaport, located in Tsawwassen, is the largest and busiest container terminal in Canada, forming a crucial part of the Port of Vancouver's operations. This terminal specializes in handling high volumes of containerized goods, particularly those related to the trans-Pacific trade routes. Deltaport is equipped with some of the most advanced terminal technologies, including automated stacking cranes and a dedicated rail yard, which allow for efficient movement of goods between the terminal and inland destinations.
What distinguishes Deltaport is its ongoing expansion under the Roberts Bank Terminal 2 project, which aims to further increase its capacity to meet growing demand. The terminal's location on Roberts Bank provides deep-water access, enabling it to handle some of the largest container ships in the world. Deltaport's scale and technological sophistication make it a cornerstone of Canada's maritime trade, contributing significantly to the national economy.
In addition to these container ports, many additional ports operate in and around Vancouver, specializing in automobile, breakbulk, and bulk cargo.
Automobile Terminals
Fraser Wharves
Fraser Wharves is an automobile terminal that also handles other short-term open storage needs.
It’s located on the Fraser River and operated by Wallenius Wilhelmsen Logistics (WWL) Vehicle Services Canada Ltd.
Wallenius Wilhelmsen Logistics
This terminal handles all Asian-manufactured automobiles entering Canada. It’s located on Annacis Island and operated by Wallenius Wilhelmsen Logistics Vehicle Services Canada Ltd.
Breakbulk and Bulk Terminals
Alliance Grain Terminal
AGT handles grain and grain products. It’s located on Burrard Inlet’s south shore and operated by Alliance Grain Terminal Ltd.
Burrard Products Terminal
This terminal handles petroleum products. It’s located in Burnaby and operated by Suncor Energy Inc.
Canexus
Canexus is a chemical terminal that handles the import of bulk sea salt and the export of caustic soda and sodium chlorate. It’s located on Burrard Inlet’s north shore and operated by Canexus Chemicals Canada.
Cargill
This terminal, operated by Cargill Ltd, handles grain products, including wheat, durum, canola, barley. It’s located on Burrard Inlet’s north shore.
Cascadia
Cascadia also handles wheat, durum, canola, barley, rye, and other grain products. It’s located on the south shore of Burrard Inlet and operated by Viterra Inc.
Fibreco
This terminal has one of the world’s largest woodchip handling facilities, and also ships wood pallets. It’s located on the north shore of the Burrard Inlet and operated by Fibreco Export Inc.
IOCO
This petroleum terminal handles heavy fuel oil, intermediate fuel oil and marine gas oil. Located in Port Moody, it’s operated by Imperial Oil Ltd.
Lantic Inc.
This terminal handles bulk raw sugar imports. The operator, Lantic, is the leading refiner, processor, distributor, and marketer of Rogers Sugar brand products in Western Canada. It’s located on the south shore of the Burrard Inlet.
Lynnterm
Breakbulk products, forest products, steel, project cargo, and machinery are handled at Lynnterm. It’s located on the north shore of Burrard Inlet and operated by Western Stevedoring Company Ltd.
Neptune Terminals
North America’s largest multi-product bulk terminal handles metallurgic coal, potash and phosphate rock. It’s located on the north shore of Burrard Inlet and is operated by Neptune Bulk Terminals (Canada) Ltd.
Pacific Coast Terminals
The world’s largest and most automated export sulphur and bulk liquids marine terminal handles sulphur and ethylene glycol. It’s located in Port Moody and operated by Pacific Coast Terminals.
Pacific Elevators
Canola, flax, peas, wheat, and other agri-products are handled at this terminal on the south shore of Burrard Inlet. It’s operated by Viterra Inc.
Richardson International
Wheat, canola, barley, rye, flax, grain, and feed products are handled at Richardson International. It’s located on the north shore of the Burrard Inlet and operated by Richardson International Ltd.
Shelburn
Petroleum products are handled at this distribution terminal, which is located in Burnaby. It’s operated by Shell Canada.
Stanovan
Stanovan handles petroleum products. It’s located in Burnaby and operated by Chevron Canada Ltd.
Univar Canada
Caustic soda solution, diesel, and ethylene glycol are handled here. The terminal is located on the north shore of Burrard Inlet and operated by Univar Canada.
Vancouver Wharves
Bulk shippers move mineral concentrates, liquids, fertilizers, agri-products, and other dry bulk commodities at this facility located on the north shore of Burrard Inlet and operated by Kinder Morgan Canada Terminals.
West Coast Reduction
Processed fats, oils, waxes, and canola are processed and shipped out here in order to produce feed, soap products and oleo-chemicals. Located on the south shore of Burrard Inlet, this facility is operated by West Coast Reduction Ltd.
Westbridge
Westridge handles crude petroleum and petroleum products. Westbridge is located in Burnaby and operated by Kinder Morgan Canada.
Cruise Terminals
Operated by Cerescorp Company, this cruise terminal is located in Vancouver’s city centre.
Shipping, rail, trucking, and air freight all play an important role in Canada’s transportation infrastructure. Importers and exporters should gain an understanding of the pros, cons, and details of each in order to make the best decisions possible.
Vancouver, as a major gateway for international trade, is serviced by several key highways that connect the city to the rest of Canada and the United States, facilitating the efficient movement of goods to and from its various ports.
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Highway 1 (Trans-Canada Highway): This is the primary east-west highway that connects Vancouver to the rest of Canada. Starting in Vancouver, it passes through the city and continues eastward across the Fraser Valley, through the Rocky Mountains, and eventually reaching other major Canadian cities like Calgary, Regina, Winnipeg, and even eastern Canada. Highway 1 is crucial for trucks transporting goods from Vancouver's ports to destinations across Canada.
Vanterm and Centerm ports are both centrally located within Vancouver and have direct connections to Highway 1, the Trans-Canada Highway. For Vanterm, trucks access Highway 1 via the McGill Street interchange, which provides a direct route from the terminal via Port Road and Stewart Street. Centerm, located slightly closer to downtown Vancouver, connects to Highway 1 through the Main Street and Clark Drive exits. From these exits, trucks travel via Powell Street or East Hastings Street to reach the terminal on Stewart Street. These connections facilitate the efficient movement of cargo between the ports and broader national and regional destinations.
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Highway 17 (South Fraser Perimeter Road): Connecting Tsawwassen and Delta to Highway 1 and the Golden Ears Bridge, Highway 17 is a major route for goods moving between Deltaport, Vancouver's largest container terminal, and inland destinations. Fraser Surrey Docks, a key multi-purpose terminal along the Fraser River, is also primarily connected to the highway network via Highway 17 (South Fraser Perimeter Road) and Highway 1A/Highway 99A (King George Boulevard).
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Highway 99: This highway runs from the US-Canada border at Blaine, Washington, through the City of Vancouver, and northwards to Whistler and beyond. It is a critical route for trucks transporting goods between the United States and Vancouver, particularly through the Peace Arch Border Crossing. Highway 99 also connects to Highway 17, facilitating movement to Deltaport and other South Fraser industrial areas.
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Highway 91 and 91A: These highways provide a bypass route around Vancouver, connecting the Fraser River industrial areas, including Fraser Surrey Docks, with Highway 99 and Highway 1. They are essential for trucks moving between the ports on the Fraser River and the broader Vancouver region, as well as for those heading towards the US border.
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Highway 15 (Pacific Highway): Known as the truck route to the border, Highway 15 runs from Surrey directly to the Pacific Highway Border Crossing, which is designated for commercial traffic. This route is crucial for trucks carrying goods from the ports in Vancouver and the Fraser Valley to the United States.
Access to the United States and Border Crossings
Trucks traveling from Vancouver to the United States primarily use two border crossings:
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Peace Arch Border Crossing (Highway 99): This crossing is used for passenger vehicles and is one of the busiest border crossings between Canada and the US. Trucks can access this crossing for goods heading directly to destinations in Washington State and further into the US.
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Pacific Highway Border Crossing (Highway 15): This crossing is specifically designed for commercial vehicles. It is the preferred route for trucks transporting goods from Vancouver's ports into the US, particularly those heading to major logistics hubs like Seattle and Portland.
CAT maintains partnerships with over 50 trucking companies that service both Canada and the US.
Trucking cargo between BC and Ontario typically takes 3-4 days with a team of drivers, or 5-7 days with a single driver.
Railway transportation is subject to offloading, pickup availability, railways becoming blocked, and other potential delays. Thus, approximately a week should be budgeted.
Rail customers should also consider purchasing insurance.
“I had a railway load get frozen in Manitoba because it was so cold,” recalls Xu. “The cargo was canned tea beverages, many of which popped. Half of the load was damaged. The customer had decided to take his chances and hadn’t paid for heated services.”
In instances where strikes affect railways, trucking serves as a potential backup plan. CAT maintains strong ties to all aspects of the transportation industry and is often able to anticipate work stoppages and other disruptions in advance. A large network gives us the edge. Our 3PL partners are able to pick up, offload, and palletize containers in Montreal before sending them to Vancouver by truck.
During normal periods, trucking can be 30% more expensive than rail. When railways aren’t moving, trucking enters a period of excess demand and prices often spike accordingly. Nonetheless, it’s better than the alternatives, which are bottlenecks, stalled goods, and costly penalties from customers.
Strikes at ports and natural disasters can be equally disruptive. While prompt transportation cannot be guaranteed during periods of instability and turmoil, a strong Vancouver 3PL partner such as CAT can provide a significant advantage.
Occasionally, during periods of flooding, forest fires, and other natural disasters, highways may become unavailable. Detours are often the best alternatives, although this may involve crossing into the United States, which comes with increased costs. Air freight is another alternative, but this requires breaking containers apart.
In any event, CAT’s strong network of partners and decades of experience make us uniquely suited to handle needs, whatever may arise.
Crossing the US Border, Dealing with Customs and Inspections
CAT frequently arranges for cargo to be sent to the US by truck, which involves crossing one of many US-Canadian land borders. The closest and most commonly used US border crossing for CAT is the Blaine, Washington crossing. Aldergrove and Sumas are other frequently used crossings. Other crossings are also used, particularly when freight is being trucked to US destinations that are further east.
“We may, for example, have a shipment that is going from BC to Pennsylvania,” says Xu. “In this case, the truck is not necessarily going to cross into Blaine, Washington. It could make sense to choose a border crossing located elsewhere in Canada.”
In all, there are over 100 land border crossings between Canada and the US, although some are not operational 24 hours per day.
Shipping, rail, trucking, and air freight all play an important role in Canada’s transportation infrastructure. Importers and exporters should gain an understanding of the pros, cons, and details of each in order to make the best decisions possible.
Vancouver is serviced by both CN and CP Rail. Cargo that enters Canada through the Port of Montreal is often shipped to Vancouver via rail for distribution purposes, and vice versa. These rail companies service Vancouver’s major ports directly.
Different freight forwarders and shipping lines may have priority deals with CN or CP. In the absence of such arrangements, cargo will sometimes have to be put into storage until sufficient capacity exists.
While CAT doesn’t work directly with rail companies, we do work with freight carriers who hold arrangements with them.
Trucking cargo between BC and Ontario typically takes 3-4 days with a team of drivers, or 5-7 days with a single driver.
Railway transportation is subject to offloading, pickup availability, railways becoming blocked, and other potential delays. Thus, approximately a week should be budgeted.
Rail customers should also consider purchasing insurance.
“I had a railway load get frozen in Manitoba because it was so cold,” recalls Xu. “The cargo was canned tea beverages, many of which popped. Half of the load was damaged. The customer had decided to take his chances and hadn’t paid for heated services.”
In instances where strikes affect railways, trucking serves as a potential backup plan. CAT maintains strong ties to all aspects of the transportation industry and is often able to anticipate work stoppages and other disruptions in advance. A large network gives us the edge. Our 3PL partners are able to pick up, offload, and palletize containers in Montreal before sending them to Vancouver by truck.
During normal periods, trucking can be 30% more expensive than rail. When railways aren’t moving, trucking enters a period of excess demand and prices often spike accordingly. Nonetheless, it’s better than the alternatives, which are bottlenecks, stalled goods, and costly penalties from customers.
Strikes at ports and natural disasters can be equally disruptive. While prompt transportation cannot be guaranteed during periods of instability and turmoil, a strong Vancouver 3PL partner such as CAT can provide a significant advantage.
Occasionally, during periods of flooding, forest fires, and other natural disasters, highways may become unavailable. Detours are often the best alternatives, although this may involve crossing into the United States, which comes with increased costs. Air freight is another alternative, but this requires breaking containers apart.
In any event, CAT’s strong network of partners and decades of experience make us uniquely suited to handle needs, whatever may arise.
Air cargo will arrive at the Vancouver International Airport via both cargo planes and passenger planes. Cargo planes, such as those operated by Canada Post or Fed Ex, will typically have their own small yards at the airport.
“Most of the shipments are coming and going on passenger flights,” explains Xu. “Checked luggage is on one side of the plane, while cargo freight is on the other.”
Some passenger airlines, such as Air Canada, will have their own terminals. Air Canada customers can have their shipments scaled and inspected for quality at the AC terminal.
Airlines such as Air China do not have their own yards. It’s important to note that regular trucks cannot be sent to pick up goods from the airlines. Airlines that don’t have their own terminals will hold contracts with third party ground handling services such as Menzies Aviation.
“Menzies trucks are licensed to go to the airport and pick up freight directly,” explains Xu. “They have contracts with different shipping lines and act as agents for the airlines.”
Menzies will track the arrival of planes and send trucks to pick up cargo loads.
Ultimately, air cargo will be taken to Miller Road, where it can be picked up by truck.
High value air cargo is given priority by the airlines. This can include commodities such as cherries during summertime. Powerful suppliers such as Apple may also charge significant penalties if their products are not delivered on time during key periods in their retail schedule. As such, they are also given high priority. This can sometimes result in other products being bumped from flights.
Unlike shipping, the boxes themselves are not released, only the contents. While shipping containers are standard in size and shape, shipping containers are built to fit to the rounded dimensions of an airplane.
While air offers obvious time advantages, it is the most expensive alternative.
Why Choose Vancouver and CAT?
As the largest Port in Canada, the Port of Vancouver is a natural choice for those importing goods into the country via the Pacific. It also offers an excellent secondary Western Canadian 3PL hub for those whose goods have arrived in Canada via the Port of Montreal.
CAT has developed partnerships in all areas of Vancouver logistics. Our strong team brings to the table a wealth of experience in 3PL. Our Vancouver warehouse is modern and equipped with technology that provides a high level of transparency to all of our customers.
Choosing a Shipping Port in Vancouver
Most customers aren’t directly able to choose a shipping port. Instead, freight forwarders choose shipping lines, who in turn choose ports based on deals and agreements that they have in place.
“Customers typically don’t care about which ports their cargo will arrive at, because this has been taken care of by the freight forwarder,” says Xu. “Customers are more concerned about how long it will take for their cargo to arrive in Vancouver and how much additional time it will take for a 3PL like CAT to recognize and fulfill an outbound order.”
Larger companies may work directly with freight shipping companies in order to have greater control over port selection. These shipping lines may also have priority arrangements in place with rail companies. Customers will choose shipping lines by weighing considerations against budgetary concerns.
“Organizations who import thousands of containers are able to choose to have their containers serviced at specific ports,” explains Xu. Likelihood of strike, speed of offloading, and other issues are taken into consideration. My advice is for people to get an understanding of their freight forwarders. What is their capacity? What are their contracts with the shipping lines? Their levels of service?”
Container shipping rates fluctuate considerably, based on market conditions, strikes, and other events.
“Prices have risen dramatically in the past half year,” said Xu in the summer of 2024. “The price peaked during the pandemic and fell substantially during the slow period afterwards, but has now climbed upwards once again.”
Vessels are typically offloaded in 2 3 days, but this may take as long as a week. Some ports offer on site inspection, while others require cargo to be sent elsewhere.
Delays in picking up freight at the port or in returning empty containers may result in fees. Other fees, such as port charges, will be included in the freight forwarder’s fees. Of course, suppliers may also be subject to penalties from customers in cases where the goods fail to arrive on time.
While CAT is not a freight forwarder, we do offer drayage service. Freight is picked up from the port and brought to our warehouse facility, before being sent to its final destination. The port reservation fee, which provides opportunity for pickup, is the only port fee CAT deals with.
Certifications & Regulations for International Freight Carriers
Certifications and regulations should not be overlooked by importers and exporters.
Inspection facilities are an important factor when choosing a border crossing. Different border crossings are equipped to inspect different types of cargo, and so these products are funneled accordingly. Certain items can only be inspected during business hours, which is another important consideration.
“If, for example, raw meat is being imported into Canada from the US, an FDA certificate will be needed,” explains Xu. “For sausages, we have to go to a certain location for CBSA inspection. The truck will cross the border, but will not yet be considered clear. They will make an appointment and then report to a facility for meat inspection. If the shipment passes inspection, it will be released, and then be free to proceed.”
CAT partners with Border Brokers and other customs brokers to coordinate these efforts. These trusted partners understand certifications, licences, paperwork, and other requirements.
When exporting, CAT checks with the trucking company to determine where the crossing will be made, before diverting that information to the customs broker. Proper documentation is then sent to the trucking company.
“Trucking companies will alert us to their crossing point and also provide us with a pass number,” says Xu. “These two pieces of information are critical.”
Beginning in October of 2024, Canada Border Services Agency (CBSA) will move to the new electronic CARM system. Importers will then be required to pay duties and customs clearances charges themselves, as opposed to having customs brokers do so on their behalf.
“This is a better style, and a change I’ve been hoping for for a long time,” says Xu. “It protects the customs broker from client bankruptcies and failure to pay.”
Inspections are, of course, a consideration for all imports, not just those destined for the US.
Importers bringing goods into Canada must navigate several inspections, certifications, and regulations. They should ensure compliance with the Canada Border Services Agency (CBSA) requirements, including customs declarations and duties. Goods might be subject to inspection by the Canadian Food Inspection Agency (CFIA) if they involve food, plants, or animals. Importers must also adhere to the standards set by the Canadian Standards Association (CSA) for product safety and the Pest Control Products Act for pesticides. Finally, they should obtain the necessary import permits and certifications, especially for regulated goods like pharmaceuticals or hazardous materials.
