Shanghai, China · Yangshan Deep-Water Port / Waigaoqiao · FCL exports
Shanghai Port Container Drayage
GoodHope Freight handles container drayage at the Port of Shanghai, China, covering both the Yangshan Deep-Water Port and the Waigaoqiao terminals. We pull an empty container from the terminal or a container yard, deliver it to your supplier for loading, and gate the loaded box back before the vessel's cut-off. Drayage is the short-haul truck move between a port and a factory or warehouse; in China it is usually called container trucking.
- 20ft / 40ft / 40ft HC / 45ft HC
- Yangshan and Waigaoqiao
- Heavy loads and dual 20s
- Open top and flat rack
- Reefer and dangerous goods
Shanghai is not one terminal. It is a group of port areas spread across the Yangtze mouth and the coast: Waigaoqiao on the Pudong side, Yangshan out at sea beyond the Donghai Bridge, plus Wusong and Luojing. A move to one is not a move to the others, in cost, timing or paperwork. Our dispatch desk sits in Shenzhen on China time (GMT+8), the same time zone as your factory and the terminal.
GoodHope Freight is a Shenzhen-based freight forwarder. Our scope covers ocean FCL and LCL on a port-to-port basis, air freight to airport, road transport and in-transit moves to Afghanistan. Drayage on this page is the China-side trucking leg of an ocean FCL shipment.
What a Shanghai drayage move covers
Your supplier's location sets the trucking plan. The regions below are described by what they mean for scheduling.
| Factory region | Common locations | What it means for your booking |
|---|---|---|
| Shanghai itself | Qingpu, Jiading, Minhang, Pudong, Songjiang, Fengxian, Baoshan | Short runs to the Pudong-side terminals. Same-day pickup, loading and gate-in work when the release and the appointment line up, with buffer for city traffic rules and out-of-town plates. |
| Suzhou and Kunshan | Kunshan, Taicang, Changshu, Zhangjiagang, Wujiang | High-frequency cross-city runs. Two 20ft boxes from one address are common here, so dual 20s is worth checking early. |
| Wuxi, Changzhou and Nantong | Wuxi, Jiangyin, Changzhou, Nantong, Haimen | Longer runs. Check bridge limits, road width and axle load for dense cargo before the truck is committed. |
| Hangzhou, Jiaxing and Ningbo | Jiaxing, Huzhou, Hangzhou, Ningbo, Cixi | Interprovincial lanes. Build in gate-queue time during peak weeks, and consider a pre-pull when the slot is tight. |
| Inland and rail gateways | Hefei, Wuhu, Xuzhou and inland rail ramps | Long-haul moves. Match chassis and tractor to gross weight, and do not squeeze the gate buffer. |
Moving the same cargo to Yangshan instead of Waigaoqiao changes the rate structure, the overweight threshold, the appointment rules and the driving time. Confirm the load port before asking for a drayage quote.
Container types and trucking setup
Standard dry containers are dispatched by size. Plant access and cargo weight decide the chassis.
| Container | Common shorthand | Typical cargo | Trucking note |
|---|---|---|---|
| 20ft standard dry | 20GP, one TEU | Tile, stone, metal parts, chemical raw materials | Short chassis. Dense cargo means axle weight gets checked first; two 20ft boxes can sometimes share one chassis. |
| 40ft standard dry | 40GP, one FEU | Furniture, building materials, general cargo | Standard chassis. The plant needs room for a 40ft rig to enter and turn. |
| 40ft high cube | 40HQ or 40HC | Light bulky goods, appliances, textiles | Extra height. Check overhead clearance at the plant gate and along the approach road. |
| 45ft high cube | 45HQ | High-volume light cargo, consolidated orders | Needs a longer chassis and carrier confirmation. Not every depot stocks this size, so check empty availability first. |
A trucking order should state the loading date, the factory name and address, a contact on site, the commodity, the actual gross weight, the container type and count, the Incoterm, the vessel cut-off and which terminal the box is booked against. Wood packaging bound for Australia, New Zealand, the US or Canada may need fumigation or a phytosanitary certificate before loading starts.
Use the carrier's container specification for internal dimensions, not a rule of thumb. Confirm the plant can take the truck length before the driver arrives; reloading in a nearby yard adds a full extra handling.
Heavy containers and two 20s on one chassis
Overweight loads
Tile, stone, metal goods, steel coil and chemical powders are the usual heavy cargoes. The weight question gets settled at booking, not at the gate. We confirm the carrier's weight cap for the sailing and declare the actual gross weight before the empty is released.
After loading, the shipment gets a Verified Gross Mass (VGM), the SOLAS-required certified container weight that has to match the booking and the export declaration. If the scale reading exceeds the cap, the load has to be reduced, split or rolled to the next sailing. Sending an overweight box to the gate in the hope it passes wastes the appointment and risks missing cut-off.
Weight limits are not identical across the Shanghai terminals, and the Yangshan side is further constrained by the bridge and channel conditions on the way out. We confirm the threshold for your specific terminal and sailing rather than quoting a number from memory. A new VGM intelligent monitoring system is already live at the Shengdong terminal in Yangshan: as a loaded box crosses the weighbridge, the system pulls the declared VGM and the weight on the inbound shipping list and compares both against the measured figure. A material discrepancy triggers a hold, and the truck is directed to a designated verification point for a physical re-weigh.
Dual 20s on one chassis
Dual 20s means one tractor pulls two 20ft containers at once. It is common when each box is dense and the combined weight still fits road axle limits. Whether it works depends on both gross weights, whether the plants share an address or sit on the same route, chassis length, and the terminal's gate rules for doubles. Send both weights and the loading sequence and dispatch will confirm the setup.
Shanghai lanes are mostly inter-city runs through the Yangtze River Delta, and the Suzhou and Kunshan belt has a high share of single-address loading. That makes dual 20s easier to arrange here than in a tight metro area, but the answer still comes from dispatch after the weights and addresses are in.
Open-top and flat-rack containers
Both types carry cargo that will not fit through the doors of a standard dry box.
Open-top containers
An open-top container (OT) has a removable roof so cargo can be lowered in by crane. It suits tall machinery, glass and equipment that fits the footprint but not the height. A tarpaulin and lashing straps close the top. Total height affects road clearance, so bridge heights, overhead lines and the plant's door frame get checked before the truck rolls.
Flat-rack containers
A flat-rack container (FR) has no roof or side walls, only a floor and end frames. It carries wide, long or side-loaded cargo. The shipper arranges weather protection and the lashing plan, and marks the center of gravity and support points on the packing drawing. Both OT and FR are out-of-gauge (OOG) solutions, which the carrier and the terminal approve shipment by shipment. Yangshan Phase IV, the automated terminal, keeps dedicated out-of-gauge and dangerous goods box areas.
Dangerous goods and ISO tanks
Hazardous cargo moves under a licensed dangerous-goods truck with a qualified driver and, where required, an escort. Paperwork is checked before dispatch, not at the gate.
| Document or condition | What gets checked |
|---|---|
| Dangerous goods packaging certificate | China's packaging use appraisal must match the UN class, packaging type and quantity, and stay within its validity |
| Safety Data Sheet (SDS or MSDS) | Product name, UN number, hazard class, emergency response and transport conditions |
| Carrier's DG booking acceptance | The line accepts the class, container type and load port |
| Licensed vehicle and crew | Carrier license, driver and escort qualifications, plus a current tank certificate for ISO tanks |
| Terminal receiving rules | Gate window, storage location and declaration timing for DG boxes |
| Hot-season working rules | Shanghai publishes separate port operating requirements for self-reactive substances and organic peroxides during the hot season |
An ISO tank is a tank container that carries liquid or gas chemicals inside a frame. It needs a current tank certificate and a filling record. With incomplete paperwork the terminal turns the box away. Batteries, liquids, powders and chemicals each have different road requirements, so the desk confirms the exact class, port and sailing before dispatch. DG boxes usually use a separate appointment channel, and Yangshan Phase IV runs a dedicated dangerous goods yard.
DG dispatch starts with complete paperwork. Confirm the carrier and terminal receiving conditions first, then lock the appointment, so the truck is not left outside a gate that cannot accept its box.
Refrigerated container moves
A reefer is a temperature-controlled container with its own refrigeration unit. Before dispatch we confirm the set temperature, ventilation setting, pre-cool requirement and how the unit will be powered on the road. Where shore power is not available, a clip-on genset or a generator chassis is booked. The box is pre-cooled and inspected before loading, and temperature readings are kept for the file.
Food, pharmaceuticals and some chemicals tolerate very little temperature drift, so the window between the plant and the terminal stays tight. Yangshan has reefer plugs and fixed windows for pickup and return, and the trucking plan follows the yard's operating hours. Pre-entry, or pre-pull, bookings at Yangshan also cover reefer boxes, but the daily quota changes with yard conditions, so an early slot is not guaranteed.
The commodity description and declared details must match the export paperwork. Set point, vent opening and recording method go into the shipping instructions once, rather than being changed mid-move.
Oversized and project cargo
Large machinery, plant equipment, tanks, molds and production lines that will not fit a standard box move on lowboys, extendable chassis or flat racks. The trucking plan starts with real dimensions, gross weight and the center-of-gravity position, then sets lifting points, lashing points and dunnage positions.
A route survey covers the plant's access road, highway ramps, bridge height and weight limits, and the terminal gate lane. Oversize permits are applied for where the route requires them. On the Yangshan side the crossing of the Donghai Bridge and the automated terminal's internal lanes have to be part of that survey, with the release window agreed in the same conversation.
Other drayage work we coordinate
Export moves often connect a terminal, a warehouse, a rail ramp or a land port. These are the side jobs we arrange.
Pre-pulls
Pull the empty before the factory is ready and hold it off-terminal. Common before a long holiday or when gate slots are tight. Free time and yard conditions are confirmed in writing.
Empty returns
If a booking is canceled after the empty is out, the box goes back to the depot. We quote this as its own line so it never appears as a surprise charge.
Split pickup and return
When the empty comes from one depot and the loaded box returns to another terminal, both ends are priced and scheduled up front.
Warehouse loading
Goods from several suppliers can be collected at a warehouse and loaded into one box, or transloaded from a domestic truck into an export container.
Rail ramp moves
Containers can be trucked to inland rail ramps for China-Europe services, with the handover paperwork handled at the ramp.
Land port transfers
Bonded truck moves to land ports are arranged with customs-sealed vehicles and a documented handover.
We coordinate trucking at China's main container terminals, inland rail ramps and land border ports. Cross-port routes and their paperwork are confirmed for each destination.
From empty pickup to gate-in
The schedule is built backward from the cut-off. Each step has an owner and a document.
- Booking release and empty releaseThe carrier issues the shipping order (S/O), the release instruction naming the depot, container type and count, vessel and voyage, and the pickup expiry. Carriers use different release formats and offices, so we clear the paperwork before we release a tractor.
- Empty pickup and condition checkThe driver presents the Equipment Interchange Receipt (EIR), the document that records a box's condition at pickup and return, then checks the container number, seal and body. Damage, distortion or contamination is photographed and logged on the spot, and a swap is requested before the box leaves the yard.
- Delivery to the plant and loadingThe empty arrives at the agreed time. The plant needs a dock or forklift and room for the rig. Dense cargo sits on dunnage to spread the load, machinery is lashed diagonally, and voids in carton loads are filled with dunnage bags.
- Weighing, sealing and recordsAfter loading, the box is weighed for VGM, sealed and photographed. The seal number has to match the export documents and the bill of lading instructions. At terminals running the new VGM monitoring system, the declared weight is compared automatically, so the declared figure and the loaded figure need to agree.
- Return to the yard or direct to terminalSome shipments go back to a container yard first, others run straight from the plant to the port. Yard first when inspection or consolidation is needed; direct when the clock is tight.
- Gate appointment and gate-inThe truck arrives inside its booked slot and the gate checks the box and seal numbers against the paperwork. The booking is made on the same system that carries the electronic interchange record, so release and appointment have to match.
- Customs release linkChina's export declaration has to be accepted, with the release message delivered to the terminal, before the paperwork deadline. The box has its own physical receiving cut-off; the two clocks are not the same. Yangshan runs declaration before gate-in, so the order of those two steps matters there.
| Exception | Response |
|---|---|
| No empties at the depot, or an expired release | Request another depot or a fresh release from the carrier |
| Factory not ready, or loading runs long | Check production status early; split the load or roll onto a later vessel |
| Gross weight above the carrier cap | Declare weight at booking and adjust the load before gating in |
| Declared VGM differs from the measured weight | Check the declared data and the stow, and re-weigh where the terminal requires it |
| Seal number does not match the documents | Re-seal and notify the carrier and the customs desk |
| Gate queue or terminal system outage | Keep the appointment buffer and follow terminal notices |
| Customs release not yet transmitted | Push the box and the paperwork on the same timeline |
Every step can involve a queue. Shanghai handles a high daily volume of export boxes, and waits stretch during peak season, after typhoon closures and when several sailings bunch up. Schedule backward from the tightest cut-off.
Gate appointments and the vessel window
If you import through Los Angeles or Long Beach, gate appointments will be familiar. Shanghai works the same way: an export laden container needs a booked time slot before the truck can enter, and a truck outside its window may be turned away. Yangshan runs its truck appointments on the electronic interchange platform, and the port group publishes vessel opening times by terminal. The Shanghai International Port Group production department can be reached at +86 21 6323 0013.
The Shanghai International Port Group published a notice on 30 October 2026. While the Waigaoqiao terminal system was being upgraded, the port group controlled the total volume of container traffic between 3 and 10 November 2026. During that period all import and export container business had to be booked in advance, and only trucks with a confirmed appointment were admitted for container work. Inbound container business could be brought forward, with the timing following each terminal's vessel opening schedule.
Measures like this reflect system and capacity arrangements at a single terminal, and the start and end dates follow the port group's later announcements. Vessel opening times, appointment quota and terminal status change with conditions, so check the current notice before shipping. A missed appointment that was not canceled can be logged as a violation, and repeat violations affect future booking eligibility.
| Booking channel | Where it applies | What to know |
|---|---|---|
| External truck appointment platform | Yangshan terminals | Carriers, fleets and drivers book a gate-in time online, on the same electronic interchange record used for the equipment handover |
| Pre-entry application | Foreign trade terminals in the Yangshan area | Covers export dry boxes and reefers. Each terminal accepts applications against its daily quota until the slots run out, and the quota moves with yard conditions. |
| System upgrade control | Waigaoqiao terminals | Between 3 and 10 November 2026 all container business required a booked appointment while the system work was under way. |
| Terminal vessel opening times | Each terminal | Opening times set the earliest empty pickup and the earliest return, and they shift after typhoon closures. |
After a typhoon, terminals restart heavy and empty container business at different hours, and the port group publishes the recovery schedule terminal by terminal. Yangshan has historically resumed a little later than the Pudong-side terminals, so a load booked for the first sailing back may need a revised return slot. Our dispatch desk checks the current recovery notice before re-planning those moves.
What a drayage quote includes
A drayage rate is a base line-haul plus the accessorials a shipment actually triggers.
| Line item | When it applies |
|---|---|
| Line-haul | Set by plant location, container size, load port and sailing. 20ft and 40ft boxes are rated separately, and the Yangshan and Waigaoqiao lanes are priced separately because the drive and the bridge crossing differ. |
| Overweight surcharge | Applies above the carrier or terminal weight threshold. Thresholds differ by terminal, so the load port changes this line. |
| Dual 20s reduction | Two 20ft boxes on one chassis can carry a per-box reduction on some lanes. The amount is set on the quote. |
| Driver detention and waiting time | Starts after the free waiting period stated in the quote, then billed by the hour. |
| Overnight hold | Applies when loading runs past midnight and the truck and driver stay with the box. |
| Pre-pull | Early empty pickup with off-terminal storage, including a set number of free days. |
| Empty return | A canceled or unloaded box returned to the depot. |
| Split pickup and return | Different depots or terminals on the same move. |
| Yard and chassis fees | Depot handling and equipment charges passed through at cost. |
| Other pass-through items | Weighing, labeling, fumigation, documentation and tolls, billed when you authorize them. |
These are the accessorials that appear on Chinese domestic trucking rate cards. We quote them as line items so you can see what is included, how much free time you get, and what would trigger an extra charge. No amounts are published here; ask for a written quote for your lane and sailing. This section explains charge structure, not pricing.
Drayage and China export customs
A loaded box needs the China export customs release to reach the terminal before the documentation cut-off. A truck sitting outside the gate with no release message misses the vessel and starts generating storage, rebooking and container detention costs.
Your US customs broker handles the import side, including ISF filing and the entry. The export declaration in China is a separate filing, and the data has to match: container number, seal number, VGM, packing list and commodity description. When one team coordinates both the trucking and the China export filing, those numbers are checked on the same list. See China export customs clearance and the export documents checklist.
Paperwork checked early
Release, EIR, packing list and declaration data are matched before dispatch, not after gate-in.
Appointment locked first
The gate slot follows the vessel schedule and the cut-off; the loading time is then set around it.
Weight and condition on file
Gross weight is declared at booking, container condition is photographed at pickup, and the seal and VGM are recorded after loading.
Milestones you can forward
Truck and driver details, box and seal numbers, and arrival, loading and gate-in times go to your inbox.
Field notes: nine problems that derail a Shanghai move
These situations come up repeatedly on export drayage. They are written as field notes rather than customer stories, with names, vessel dates and outcomes left out. Each one shows the order in which we handle it.
A late factory finish before cut-off
What happens The plant finishes production in the afternoon and the vessel cut-off is the next morning, while the export declaration is still being amended. A normal sequence of pickup, loading, yard return and appointment runs out of hours.
What we do We check the cut-off, the receiving window, the release status and the available gate slot before anything else, then work backward to a loading time. Boxes that need no yard inspection go straight to the terminal. If the timeline does not close, we say so early and price a pre-pull or the next sailing rather than let the truck wait outside the gate.
A load over the carrier's weight cap
What happens Tile, stone or metal parts are loaded, then the scale shows a VGM above the weight cap the carrier set for that sailing. The gate turns the box away at that weight.
What we do The cap is confirmed at booking and written into the plant's loading instructions. If the reading still comes in high, cargo comes out, gets split into another box, or moves onto a later vessel. An overweight box is never sent to the gate on the chance it passes, and the declared figure is never left to guesswork while the terminal's weight monitoring is comparing it.
Loading that only happens on the night shift
What happens The plant runs its forklift crew at night, or local rules keep heavy trucks out of the area during the day. A driver who arrives early waits outside the gate with no loading crew.
What we do The dispatch sheet carries the night arrival time, the on-site contact and the gate entry procedure. Lighting, dock access and the night crew are confirmed beforehand. Night work and any overnight charge are listed in the quote, so nobody negotiates price in a factory yard at midnight.
Loading that spills into a second day
What happens Several suppliers feed one container, or stock is short, and loading takes two days. The truck and driver are stuck at the plant and the next jobs on the board slip.
What we do Production status gets checked before dispatch. If a second day looks likely, we compare an overnight hold, dropping the box and sending a second tractor, or loading at a warehouse, then put the free waiting period and each charge in front of you before the tractor is booked.
No empty container at the nominated depot
What happens The release is open but the depot has no empties of that type. 45ft high cubes, open tops and flat racks run short most often, and the vessel date does not move.
What we do Release status and expiry get checked first. We then request another depot or an approved substitute size from the line and re-plan loading and the gate slot around the new pickup. You get the revised timeline and the schedule risk in the same message.
A terminal or yard that refuses the loaded box
What happens The receiving window has not opened, the yard is full, or the truck arrives outside its slot. The loaded container is turned away and the driver waits on the clock.
What we do Receiving windows, slot times and yard status are checked before the return leg. If the window is closed, we price an off-terminal drop or a direct terminal delivery, including the extra lift and storage, then decide whether to wait or re-plan. A slot we cannot use gets canceled rather than left as a no-show.
An empty that arrives in poor condition
What happens Rust, a distorted frame, a wet or oily floor, a door that does not seal, or a lingering odor. Carton goods can be damaged, and the depot may bill the damage to the shipper at return.
What we do The driver inspects against the EIR at pickup, photographs anything questionable and asks for a replacement before leaving the yard. If a problem shows up after loading, we request a swap or repair from the line and arrange a transload if needed, then send the condition record to you and to the customs desk.
A gate transaction that will not process
What happens The EIR cannot be issued, the container number does not match the manifest, the carrier has not released the empty, or the terminal system is down. A truck arrives at the gate with nothing to hand over.
What we do The data gets fixed first: release, booking confirmation, vessel and voyage, box and seal numbers. No truck is sent on paperwork that is not complete. A slot that cannot be used is changed in advance, because repeated no-shows affect future appointment eligibility.
The truck stuck in a gate queue
What happens Gate queues, traffic controls, a typhoon reopening, or a previous job running late keep the driver from reaching the plant. The loading crew stands idle and the cut-off gets closer.
What we do You get the tractor number, the driver's phone and an ETA after pickup, followed by arrival, loading complete, departure and gate-in updates. At the first sign of a delay we move the appointment and tell the plant, while there is still room to recover.
The same playbook covers a 40ft rig that cannot enter the plant, a seal number that does not match the declaration and a missing VGM. It also covers a changed loading address, rain protection on an open top, and a reefer or DG box whose paperwork and gate window do not line up. On a Yangshan lane it also covers the bridge crossing and the traffic rules around Shanghai. Most of these are visible before dispatch.
Very few of these failures start with the truck. Most come from four timelines drifting apart: paperwork, empty availability, the gate appointment and the customs release. Checking all four before dispatch costs less than fixing any one of them at the gate.
Why importers use us for Shanghai drayage
Four questions come up on almost every inquiry: is the price clear, will the truck arrive, will the charge change later, and who fixes it when something breaks. These are the practices we set before dispatch.
Line-item quotes
Base line-haul, overweight, pre-pull, overnight hold, empty return, split moves and pass-through charges are listed one by one. What is included, what is not, the free waiting time and the invoice type are all on the quote.
No Chinese New Year surcharge
Chinese New Year shuts most factories for one to two weeks and pulls a rush of cargo forward. A confirmed quote keeps its rate through that period, as well as through October holidays and post-typhoon backlogs. If you change the address or date, or the carrier adds a real fee, we show the document and tell you before billing.
Rates built on the actual lane
The quote follows the plant location, box size, gross weight and load port. A long haul is not padded and a short haul is not squeezed. Two 20s that can share a chassis get the corresponding reduction.
Vetted carriers and safe loading
Carrier and driver credentials are checked, and DG, reefer and OOG moves get the right equipment and crew. Dense cargo sits on dunnage, machinery is lashed diagonally, and pickup condition and loading are photographed.
Milestones you can forward
After pickup you get the tractor number, driver contact, container number and seal number, followed by arrival, loading complete, departure and gate-in times. If something breaks, you get an option before you get an invoice.
One team for trucking and export filing
Container and seal numbers, VGM, packing list and declaration data are checked on one list. You are not relaying corrections between a trucking company and a separate customs broker while the cut-off approaches.
Coverage across the Shanghai port areas
We coordinate trucking at Yangshan, Waigaoqiao, Wusong and Luojing, at inland rail ramps and at land border ports. If the load port changes, you keep the same contact and the same paperwork trail.
A fixed playbook for exceptions
Late cut-offs, overweight loads, overnight holds, empty shortages and failed gate transactions each have a check we run before dispatch. Finding the problem in the office is cheaper than finding it at the gate.
A quote becomes firm only when issued in writing for your lane and sailing. Items set by ocean carriers, terminals and depots follow their own published rules, and we pass those through with the supporting document.
Frequently asked questions
Answers to the questions importers ask before booking a Shanghai drayage move.
How much does container drayage at Shanghai Port cost?
There is no flat per-container price. A quote combines the plant location, container size, load port, weight, and whether the move needs a pre-pull or an overnight hold. Send the loading address, container count and size, gross weight, vessel and cut-off, and we will return a written line-item quote. Chinese domestic trucking rate cards also list detention, overweight, empty return and yard fees separately, so ask what each quote includes.
How much time should I allow between empty pickup and gate-in?
Work backward from the published cut-off rather than forward from the factory finish date. Empty release, yard queues, condition checks, loading, weighing, sealing and the gate appointment each take time and each can queue. Peak weeks, typhoon reopenings and bunched sailings stretch those waits. Give the loading and return legs their own buffer.
Can two 20ft containers move on one chassis?
Often yes. Dual 20s puts two 20ft boxes behind one tractor, usually when both are dense but the combined weight still fits road axle limits. It depends on both gross weights, whether the plants share an address or sit on the same route, chassis length and the terminal's gate rules for doubles. Send both weights and the loading order and dispatch will confirm.
What happens if my container is overweight?
The carrier sets a weight cap for the sailing and the terminal has its own limits, and the Shanghai terminals do not all use the same threshold. We declare gross weight at booking and confirm the cap before the empty is released. After loading, VGM is measured and matched to the booking and the China export filing. If the number is over, cargo has to come out, be split, or be rebooked on the following vessel; the gate will not accept the box.
What documents are needed for dangerous goods drayage?
Expect a dangerous goods packaging certificate, a Safety Data Sheet, the carrier's DG booking acceptance, licensed vehicle and crew details, and the terminal's receiving rules for that class and voyage. ISO tanks add a tank certificate and a filling record. Shanghai also publishes separate hot-season port working requirements for self-reactive substances and organic peroxides. DG boxes usually book through a separate appointment channel, and missing paperwork gets the container refused at the gate.
What should I arrange for a reefer move?
Confirm the set temperature, ventilation setting, pre-cool requirement and road power before dispatch. Where shore power is unavailable, a clip-on genset or generator chassis is booked. The box is pre-cooled and inspected before loading and temperature readings are kept. Yangshan has limited reefer plugs and fixed pickup and return windows, and the pre-entry quota for reefers changes with yard conditions, so the trucking plan follows the yard's hours.
What is the difference between open-top and flat-rack containers?
An open top has a removable roof for cargo craned in from above, then a tarp and lashing straps close it. A flat rack has no roof or side walls, just a floor and end frames, for wide or long cargo loaded from the side. Both count as out-of-gauge and need carrier and terminal approval, a packing drawing showing weight distribution, and a route survey for height restrictions. Yangshan Phase IV keeps a dedicated out-of-gauge area.
Does Shanghai Port require a gate appointment?
Yes. An export laden container needs a booked slot before the truck enters, and a truck outside its window may be turned away. Yangshan terminals take external truck appointments on the electronic interchange platform, and pre-entry applications for the Yangshan area go through the port group's online platform, where each terminal accepts bookings against a daily quota until the slots run out. Vessel opening times are published by terminal. The port group production department can be reached at +86 21 6323 0013.
How do the Yangshan and Waigaoqiao terminals differ for a trucker?
The two areas are not interchangeable. Waigaoqiao sits on the Pudong side of the Yangtze mouth and is close to the Shanghai factory belt. Yangshan sits out at sea beyond the Donghai Bridge, so every move adds the bridge crossing and the crossing rules, and ordinary road vehicles that stray onto the bridge are turned back. Yangshan Phase IV is an automated terminal with dedicated dangerous goods and out-of-gauge areas, so the handover rhythm differs from a manually operated yard. Rate structure, overweight thresholds and appointment rules all change with the load port.
Can I use my own trucker and keep you for customs?
Yes, as long as the trucking and the China export filing stay on the same timeline. Container and seal numbers, VGM and declaration data all have to land at the terminal ahead of the cut-off for paperwork. Yangshan runs declaration before gate-in, so the sequence there matters. Agree a handover time for documents and name one person on each side who can be reached when the gate or the customs system throws an error.
Do you add a surcharge during Chinese New Year?
A confirmed quote keeps its rate through Chinese New Year, the October holidays and post-typhoon backlogs. We do not raise an agreed drayage rate because trucks get tight. Changes you request after dispatch, and fees actually introduced by the carrier, terminal or depot, are billed separately with the supporting document. Overnight holds and detention are operational charges with a stated rate, not a seasonal markup.
What does an overnight hold cost?
Driver detention starts after the free waiting period in the quote and is billed by the hour; a load that runs past midnight adds an overnight hold. Both rates are printed on the quote before dispatch. If stock is likely to be short, compare an overnight hold against dropping the box and sending a second tractor, or loading at a warehouse, before committing the truck. Night work also needs a plant crew, lighting and gate access.
Can I swap an empty container that arrives damaged?
Yes, and the swap is easiest at pickup. The driver checks the box against the EIR, photographs rust, distortion, a wet or oily floor, a bad door seal or an odor, and asks the depot for a replacement before leaving. If the problem appears after loading, we request a swap or repair from the carrier and arrange a transload if needed, then share the condition record with you and the customs desk.
What if the depot has no empties or the gate transaction fails?
We check release status, the S/O expiry, the booking confirmation and the vessel details before dispatch, and we do not send a truck on incomplete paperwork. With no empty at the depot, we request another depot or an approved substitute from the line. If the EIR will not issue, we fix the underlying data first. A slot we cannot use is canceled or moved, so it is not logged as a no-show.
Get a drayage quote for Shanghai Port
Send the loading address, container size and count, gross weight, commodity, vessel and voyage, cut-off time and whether you need export customs clearance in China. DG, reefer, overweight and OOG cargo should include the relevant certificate or packing drawing. Quotes come from our Shenzhen team on China business hours (GMT+8).
Email sales007@goodhopefreight.com or submit a quote request.
