Xiamen, China · Dongdu and Haicang terminals · FCL exports
Xiamen Port Container Drayage
GoodHope Freight handles container drayage at the Port of Xiamen, China. We pull an empty container from a terminal or 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.
- 20GP / 40GP / 40HQ / 45HQ
- Overweight and dual 20s
- Open-top / flat rack
- DG / reefer
- OOG and project cargo
Xiamen is the main container gateway of Fujian province, the region behind much of China's footwear, apparel, stone, ceramic and plumbing-fixture output. Container work is split between the Dongdu district on the island itself and the Haicang district across the harbor, where most of the export terminals sit. The port runs appointment-based laden gate-in, so the booking window, the receiving calendar and the cut-off decide the dispatch plan, not the other way around.
If you buy FOB or FCA from a Fujian factory, the carrier releases the empty, but someone still has to position the box, get it loaded, weigh it and gate it in on time. Our dispatch desk sits in Shenzhen on China time (GMT+8), in the same time zone as your supplier and the terminal, and coordinates trucking at Xiamen, Quanzhou-area depots, Fuzhou and the Pearl River Delta ports.
What an Xiamen drayage move covers
Your supplier's location sets the trucking plan. The regions below are described by what they mean for scheduling.
| Loading region | Typical origins | Dispatch notes |
|---|---|---|
| Xiamen local | Tong'an, Xiang'an, Jimei, Xinglin, Haicang, Huli | Short-haul lanes; same-day pickup, loading and return are realistic when the gate slot is booked around the sailing |
| Quanzhou area | Jinjiang, Shishi, Nan'an, Hui'an, Quangang, Anxi | Footwear, apparel, stone and plumbing fixtures; dense loads need axle checks before the chassis is chosen |
| Zhangzhou area | Jiaomei, Longhai, Zhangzhou Development Zone, Changtai, Zhangpu | Same side of the harbor as Haicang; confirm plant clearances and truck access times |
| Longyan and Sanming | Inland Fujian industrial towns | Long mountain runs; equipment is matched to weight and the return leg keeps its own buffer |
| Chaoshan and eastern Guangdong | Raoping, Shantou, Chaozhou, Jieyang | Longest lanes in the mix; loading and return slots are locked separately, with queue time allowed in peak weeks |
Xiamen work is split between island terminals at Dongdu and the Haicang complex across the bridge. The same cargo through Shenzhen or Fuzhou instead changes the terminal rules, the trucking lane and the charge structure. 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.
| Type | Name and abbreviation | Typical cargo | Trucking notes |
|---|---|---|---|
| 20ft dry | 20GP | Stone, plumbing fixtures, ceramics, chemicals and other dense cargo | Short chassis; two boxes can share one tractor as dual 20s once weights are confirmed |
| 40ft dry | 40GP | Furniture, building materials, general freight | Standard chassis; the plant needs room for a 40ft rig to enter and turn |
| 40ft high cube | 40HQ | Light bulky goods, footwear, textiles | Taller box; check overhead clearances on the plant approach |
| 45ft high cube | 45HQ | High-volume light cargo | Needs a long chassis and confirmed slot availability; some depots do not stock this size |
The dispatch sheet carries the loading date, plant name and address, on-site contact, commodity, actual gross weight, container type and count, customs handling and the cut-off. Wooden packaging bound for Australia, New Zealand, the US or Canada needs an ISPM-15 heat-treatment stamp or fumigation confirmed before loading, so the box is not held after gate-in.
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
Stone slabs, plumbing fixtures, ceramics and steel parts dominate Fujian's dense exports, so overweight boxes are a routine question at Xiamen. The weight cap is confirmed at booking: the gross weight is declared to the carrier, the cap for that sailing is confirmed, and the loading plan is written to fit it. After loading, the verified gross mass (VGM, the container's total declared weight after weighing) is recorded and matched to the booking and the export filing.
Weight thresholds and surcharge rules differ between carriers and terminals, and moving the same cargo to a different terminal changes them. Confirm the cap per sailing and per terminal rather than assuming one number carries across.
Dual 20s on one chassis
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 the setup. Trucker rate cards usually price dual 20s with a per-box reduction on the line-haul; the exact terms come on the written quote.
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 has a removable roof, so machinery, glass and tall equipment are craned in from above and the box is closed with a tarp and lashing straps. The truck is chosen by box type and cargo height, and the route is surveyed for height restrictions: overhead sign gantries, bridges and plant entrances all set the limit.
Flat-rack containers
A flat rack has no roof or side walls, just a floor and end frames, for wide or long cargo loaded from the side. Weather protection and lashing are built for the piece, and the packing drawing shows the center of gravity and support points. Both types count as out-of-gauge (OOG, cargo outside the standard box dimensions) and need carrier and terminal approval per sailing.
Dangerous goods and ISO tanks
Dangerous goods (DG) move on licensed vehicles with trained crews, and the paperwork is checked line by line before dispatch. Terminals in Xiamen publish their own receiving rules: at Yuanhai terminal, for example, the published procedure requires a container packing certificate for dangerous goods, a dangerous goods transport declaration and the packing list at the gate, with the hazard placards intact on the box. ISO tanks (frame containers built around a tank for liquid or gaseous chemicals) add a tank test certificate and a filling record.
| Document or condition | What is checked |
|---|---|
| Dangerous goods packaging certificate | Matches the commodity, packaging type and quantity, and is still valid |
| Safety Data Sheet (SDS) | Product name, UN number, hazard class, emergency response and transport conditions |
| Carrier DG booking acceptance | The line accepts the class, box type and load port for that sailing |
| Licensed vehicle and crew | Vehicle, driver and escort credentials, plus the tank certificate for ISO tanks |
| Terminal receiving rules | DG gate windows, storage position and the declaration deadline before gate-in |
Missing or mismatched paperwork gets the container refused at the gate. DG boxes usually book through a separate appointment channel with the declaration completed before gate-in; they do not ride on a standard dry-box slot. Batteries, liquids, powders and chemicals each carry their own road requirements, so dispatch confirms the specifics for the terminal and sailing before the tractor is booked.
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 (a container with its own refrigeration unit) needs the set temperature, ventilation setting, pre-cool requirement and road power confirmed 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 after loading.
Seafood, produce, frozen food and pharmaceuticals tolerate little temperature drift, so the clock between the plant and the terminal is kept short. Terminals require a packing list for reefer boxes at the gate per their published procedures, and plug positions and yard hours are limited, so the trucking plan follows the terminal's schedule. A pre-pulled reefer also needs confirmed off-terminal power and free time.
The commodity description and declaration data must match the customs filing; set point, vent opening and recording method are written once in the shipping instruction so nothing changes mid-move.
Oversized and project cargo
Production lines, machinery, tanks and molds that exceed a standard box move as out-of-gauge cargo on lowbeds, extendable trailers or flat racks, chosen by actual dimensions, gross weight, center of gravity and support points. The loading plan names the lifting points, lashing points and dunnage positions, and the route survey covers the plant exit, expressway ramps, bridge height and weight limits and the terminal approach.
Permits for oversize road transport are applied for along the route where required, and island terminals add their own access considerations for long combinations. Terminal receiving for OOG boxes is arranged per sailing; loading and stowage are confirmed with the carrier rather than assumed from a dry-box schedule.
After loading, lashing and weather protection are checked point by point, and the packing drawing, weight list and photo record travel with the box. Published terminal procedures such as Yuanhai's require a packing list for over-dimensional boxes at the gate, so the paperwork rides in the cab.
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 cancelled 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 and sea-rail connections, 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.
Trucking is coordinated at China's major container terminals, inland rail ramps and land border ports, so a lane that changes mid-shipment stays with the same dispatch desk and the same paperwork trail.
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.
- 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 terminals that handle most export boxes at Xiamen run appointment-based laden gate-in: the truck is booked into a time slot through the port's Gang-E-Tong booking platform before it sets out, and the gate checks the box and seal numbers against the paperwork inside that window.
- 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.
| 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 |
| 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. Export sailings bunch up ahead of the Chinese New Year shutdown and again after typhoon closures, and waits stretch accordingly. Schedule backward from the tightest cut-off.
Gate appointments and the receiving window
If you import through Los Angeles or Long Beach, gate appointments will be familiar. Xiamen works the same way. Since 09:00 on 16 July 2024, the Haitian, Hairun, Songyu, International and Haitong container terminals have required export laden boxes to book a gate-in slot in advance: the driver picks the entry time in the port's Gang-E-Tong booking platform before delivering the box, and the gate processes the delivery inside the booked window. Yuanhai terminal follows its own published procedure: laden boxes are accepted from about one week before the vessel's container cut-off, and the truck is dispatched through Gang-E-Tong plus a booking made on the terminal's smart-logistics WeChat account.
Two practical points follow. First, at the automated Yuanhai gate the system reads the truck and container numbers and the weighed weight, matches them to the dispatch and booking records, and pushes the gate-in confirmation to the driver's phone; doors must face the direction the terminal requires, and boxes that arrive wrong-way round are turned to the reorientation area first. Reefer, over-dimensional and DG boxes need a packing list at the gate, and DG adds the packing certificate and transport declaration.
Second, receiving windows move with the calendar. Ahead of Chinese New Year 2026, the terminal group opened laden receiving early, from 5 February 2026, for export boxes on vessels with a documentation cut-off on or before 24 February 2026, with yard storage charged by the actual number of days the box sits. Early openings of that kind are announced case by case; the current terminal notice governs each sailing.
| Terminal | District | Export laden gate-in |
|---|---|---|
| Haitian | Dongdu (island) | Booked entry slot in the Gang-E-Tong platform |
| Hairun | Haicang | Booked entry slot in the Gang-E-Tong platform |
| Songyu | Haicang | Booked entry slot in the Gang-E-Tong platform |
| International | Haicang | Booked entry slot in the Gang-E-Tong platform |
| Haitong | Haicang | Booked entry slot in the Gang-E-Tong platform |
| Yuanhai | Haicang | Receiving from about a week before cut-off; Gang-E-Tong dispatch plus the terminal's WeChat booking |
| Xinhaida | Haicang | Per the terminal's published rules; confirmed with dispatch per shipment |
An appointment that is not cancelled can be logged as a no-show, and repeat no-shows affect future booking eligibility. Island deliveries add bridge crossing time, and truck routing into the island follows the traffic arrangements in force that day. The dispatch sheet names the terminal and the slot so the driver does not have to improvise at the gate.
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 terminal and sailing. 20ft and 40ft boxes are rated separately, and island and cross-harbor deliveries are priced on their own lanes. |
| Overweight surcharge | Applies above the carrier or terminal weight threshold. Thresholds differ by terminal, so the load port changes this line. |
| 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 cancelled or unloaded box returned to the depot. |
| Split pickup and return | Different depots or terminals on the same move. |
| Door reorientation and yard handling | Boxes delivered with doors facing the wrong way are turned in the terminal's reorientation area, or the depot is asked to rehang the doors; billed when it happens. |
| 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. At Yuanhai, for example, the release message arrives at the terminal by EDI once customs accepts the declaration, and the terminal confirms release after checking the data. A truck sitting outside the gate with no release message misses the vessel and starts generating storage, rebooking and container detention costs.
Your import-side broker handles the entry at destination. 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 is booked in the port platform first; 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 an Xiamen 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 terminal's receiving calendar, 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 Stone, plumbing fixtures or ceramics 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. Fujian's dense export mix makes this the most common single problem; changing the terminal re-opens the weight question, so it is re-checked rather than assumed.
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 calendar has not opened, the yard is full, or the truck arrives outside its booked Gang-E-Tong 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 cancelled 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. Automated gates reject boxes that fail the condition scan, so a marginal box is solved before the gate, not at it. 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, bridge congestion on island runs, 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. 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 Xiamen 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, and Xiamen's terminals respond with early receiving windows that are announced separately. A confirmed quote keeps its rate through that period, as well as through the 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 terminal. 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 beyond Xiamen
We coordinate trucking at the Quanzhou and Fuzhou-area depots, at the Pearl River Delta ports, 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 an Xiamen drayage move.
How much does container drayage at Xiamen cost?
There is no flat per-container price. A quote combines the plant location, container size, load terminal, 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 around Chinese New Year, 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. 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. Stone, ceramics and plumbing fixtures from Fujian run heavy often enough that the cap is worth confirming on every booking.
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. Terminals publish their own gate documents: at Yuanhai, the published procedure adds a container packing certificate, a dangerous goods transport declaration and a packing list at the gate, with placards intact. ISO tanks add a tank certificate and a filling record. 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. Reefer plugs and yard hours are limited, and terminals require a packing list for reefers at the gate, so the trucking plan follows the terminal's schedule.
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.
Does Xiamen require a gate appointment for laden containers?
Yes. Since 09:00 on 16 July 2024, the Haitian, Hairun, Songyu, International and Haitong terminals have required export laden boxes to book a gate-in slot in the port's Gang-E-Tong platform before delivery, and the gate processes the box inside the booked window. A truck outside its slot may be turned away, and an uncancelled slot can be logged as a no-show that affects future booking eligibility.
When can I gate in a laden export box at Xiamen?
It depends on the terminal and the sailing. Yuanhai's published procedure accepts laden export boxes from about one week before the vessel's container cut-off, with the truck dispatched through Gang-E-Tong and a booking on the terminal's WeChat account. Around Chinese New Year the terminals have opened receiving early: for 2026, from 5 February for vessels with a documentation cut-off on or before 24 February, with yard storage charged by the actual days the box sits. Early openings are announced case by case, so the current terminal notice governs each sailing.
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. 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 cancelled or moved, so it is not logged as a no-show.
Get a drayage quote for Xiamen
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.
