Western Canada’s freight economy is pivoting—again. After two years of stop-start normalization, the Port of Vancouver just posted an 11% rebound to ~3.5M TEU in 2024, marking a return toward pre-pandemic cadence and setting up a stronger 2025 peak season. That rising tide is flowing through B.C.’s rail corridors, where CN alone plans $615M in 2025 B.C. capex to ease Vancouver-area bottlenecks and add capacity from Prince Rupert across the Prairies. At the same time, the macro picture is shifting: the Bank of Canada has trimmed its policy rate several times and has held it at 2.75% since July 30, 2025, with markets watching for a potential cut on September 17 as growth cools. For shippers and carriers in B.C., this mix—more port volume, more rail capacity, but a still-careful economy—demands equipment strategies that are fast, flexible, and tariff-savvy. Inside LogisiticsCNBank of CanadaReuters

The tariff era: why Canadian-made chassis are a strategic hedge

If you operate containers in North America in 2025, you’re operating in a tariff world. The United States’ antidumping and countervailing duty (AD/CVD) orders on Chinese container chassis have been in place since 2021 and remain active—with recent Commerce actions (including covered-merchandise inquiries) keeping enforcement tight. Several public filings and practitioner summaries put the combined duty/tariff burden north of 200% for historical Chinese suppliers, effectively removing them from the U.S. market and reshaping supply. That has knock-on effects in Canada through pricing, sourcing, and cross-border flows. Federal Register+1Wiley

Canada is also watching circumvention risks. In late 2024 the CBSA opened an anti-circumvention investigation into chassis shipped from Vietnam, following a complaint from Max-Atlas International; the agency’s statement of reasons (updated May 2025) keeps attention on non-Chinese routes that might evade earlier remedies. For Canadian buyers, that scrutiny reinforces the value of domestically built chassis with fully traceable supply chains—exactly the space that Max-Atlas occupies. Canada Border Services Agency+1Max Atlas

Bottom line: In 2025, Canadian-made chassis are not just a preference—they’re a risk-management strategy. Mainland Truck and Trailer Sales & Leasing is B.C.’s authorized Max-Atlas partner, so we can help you add capacity quickly without tariff shock or origin questions that complicate cross-border operations. Max Atlas

Capacity is coming—but so is complexity

• Vancouver & Prince Rupert: After last year’s rebound, Vancouver traffic is on track to grow further as the Roberts Bank Terminal 2 (RBT2) project advances procurement. RBT2 will add up to ~2.4M TEU and lift West Coast capacity by ~30–50% mid-next decade, while DP World’s earlier Centerm expansion already added near-term berth/yard capacity. Prince Rupert moved 23.1M tonnes in 2024 and reports ~740k TEU at Fairview, highlighting continued resilience on the northern gateway. Construction FrontDP WorldPrince Rupert Port Authority

• Rail fluidity & cross-border: CN’s $3.4B 2025 capex plan (with $615M earmarked for B.C.) aims squarely at the Vancouver corridor. Meanwhile CPKC is accelerating cross-border intermodal, reporting faster Mexico transit on new lanes (including CPKC-CSX Southeast Mexico Express) and highlighting Laredo–Nuevo Laredo bridge investments that expand capacity. That’s good news for time-sensitive flows that rely on reliable chassis pools in the Lower Mainland. CN+1CPKCLaredo Morning Times

• But congestion risk persists: Seasonal rail congestion advisories for Vancouver returned in mid-2025. If dwell ticks up again this fall, having guaranteed access to ready-to-roll chassis, dry vans, and specialized trailers becomes a tangible competitive edge. Container Intermodal

What this means for your fleet plan

1. Lean into rentals & flexible terms. Freight seasonality has been uneven in 2025; spot rates have been “stuck” in many lanes, and van/reefer linehaul is flat to slightly higher y/y. Renting or short-term leasing containers chassis and dry vans protects cash while you gauge demand. Mainland’s rental model is built around daily/weekly/monthly terms with lease-to-own options. Trucking Dive

2. Tariff-proof your equipment. If your network touches U.S. import/export, choosing Canadian-made Max-Atlas chassis avoids the AD/CVD minefield and potential 301 overlays on Chinese parts, while giving you North American steel, proven durability, and faster warranty support. WileyWhite & CaseMax Atlas

3. Build around rail schedules and port windows. CN and CPKC expansions are compressing end-to-end transit on key lanes (including Mexico). Sync your pick-up/return windows and chassis turns to match rail service windows—our team can help stage equipment at the right yard to catch those windows consistently. Progressive RailroadingSchneider

4. Watch costs: fuel and insurance. Diesel has seesawed in 2025; Natural Resources Canada posts weekly pump averages to benchmark your per-mile assumptions. Insurance markets remain mixed—Canadian commercial pricing has seen areas of relief, but fleets still face high claims-driven pressure overall. Protecting assets with GPS, documented inspections, and maintenance logs can reduce loss ratios and support better premiums. Natural Resources CanadaTruck NewsIBC

5. Plan for zero-emission pilots where they pencil. For urban/short-haul use cases, Transport Canada’s iMHZEV incentives (up to $200,000 per vehicle, class-dependent) can materially de-risk TCO pilots for e-trucks or fuel-cell tractors. Mainland can align availability (e.g., dry van specs, yard charging logistics) with your grant window. Transport Canada+1

How Mainland differentiates in 2025

• Authorized Max-Atlas partner: Access to new 12-pin combo and specialized chassis built in Canada, with rapid lead-time visibility and spec flexibility. Max Atlas

• A rental bench that scales: We stage chassis, dry vans, and specialty trailers across the Lower Mainland with GPS tracking, inspection workflows, and maintenance documentation to keep your fleet compliant and your insurance team happy. (See NRCan fuel and insurance trend references above.) Natural Resources CanadaTruck News

• Cross-border know-how: Our team understands the realities of U.S. tariffs, Canadian SIMA actions, and the practical constraints of operating through Vancouver and Prince Rupert. We’ll help you choose equipment that clears both customs and capacity hurdles. Canada Border Services Agency+1

Looking ahead: practical moves before peak

1. Reserve chassis early. With Vancouver volumes up and RBT2 still years away, the smartest move is to lock in capacity for Q4 and early 2026 now. Mainland’s reservation system lets you align equipment starts with rail service changes and vessel ETAs. Inside Logisitics

2. Diversify gateways. If your demand profile supports it, blend Prince Rupert routings for resiliency; 2024’s ~5% Fairview TEU increase underscores the port’s reliability and rail connectivity into the Prairies. Terrace Standard

3. Use finance smartly. With the BoC policy rate at 2.75% and a reasonable chance of further easing if growth stays soft, align lease-to-own decisions with your balance-sheet goals. (Blue Capital Equipment Finance & Leasing—our sister company—can underwrite quickly with structures tailored to seasonal freight.) Bank of CanadaReuters

About Mainland Truck and Trailer Sales & Leasing
We help Western Canadian carriers scale fast with Canadian-made container chassis, dry vans, and specialty trailers—available to rent, lease, or buy with flexible terms and full GPS-enabled oversight. If you’re operating through Vancouver, Surrey, Delta, and Prince Rupert, we’ll keep your equipment moving with fewer tariff surprises and better port-rail alignment.

Let’s plan your Q4/Q1 capacity now.
📍 9616 188 Street, Surrey, BC V4N 3M2 • ✉️ sales@mainlandtts.ca • ☎️ 1-866-888-6887