CAPRR Port Code Lookup

Port Code Lookup

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Total 1 ports of CAPRR

CAPRR Prince Rupert Port
Prince Rupert Port is the major seaport of Prince rupert, in the city of Prince rupertin Canada. Overseas routes include North America, Port code is CAPRR.

Show details

Port Code

CAPRR

Name

Prince Rupert

Country / Region

Canada

City

Prince rupert

Sea Routes

North America

Type

Main Port

Latitude

54.3095000

Longitude

-130.3185000

Est. Unit Price

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Port Overview

Prince Rupert (UN/LOCODE: CAPRR) is a deep-water Pacific seaport in British Columbia, Canada, positioned on the North Coast and connected to the North American rail and road network. The port is managed by the Prince Rupert Port Authority and occupies a large harbour and waterfront area. Its location on the Pacific Great Circle Route supports Asia–North America cargo planning, while the Fairview Container Terminal provides dedicated ship-to-rail intermodal handling. For our freight forwarding team, CAPRR is most relevant for containerized import and export cargo requiring a Pacific gateway, reliable rail coordination, and carefully planned inland delivery. Final routing, terminal acceptance, cut-offs, and inland transit must be confirmed against the selected carrier, terminal, customs broker, and rail provider.

Field	Reference
UN/LOCODE	CAPRR
Port / city	Prince Rupert, British Columbia, Canada
Coordinates supplied	54.3095000, -130.3185000
Port classification	Seaport with container and intermodal rail functions

Key Highlights

Pacific gatewayIts North Coast location can support Asia–Canada and Asia–North America routing decisions, subject to the carrier’s current network.

Intermodal orientationFairview Container Terminal is identified in the supplied port data as North America’s first dedicated ship-to-rail container terminal.

Rail planning is centralImport and export plans should be assessed as a combined ocean, terminal, rail, and final-delivery chain rather than as a port-only move.

Remote North Coast locationEquipment availability, inland capacity, weather, and rail service conditions may have a greater effect on delivery planning than at larger urban gateways.

Container-led profileOur team should confirm whether the requested cargo and equipment type are accepted under the selected service before quoting.

Facilities & Services

Container handling: Fairview Container Terminal supports container vessel operations, terminal interchange, and ship-to-rail movements. Actual equipment, receiving windows, and cargo acceptance depend on terminal and carrier instructions.
Intermodal rail: Rail is a principal inland connection for container cargo. Our service team can coordinate the ocean booking, rail instruction, customs status, and final delivery plan as one operating file.
Marine and cargo interface: The Prince Rupert harbour and waterfront support commercial marine activity; the specific terminal must be selected according to container, breakbulk, bulk, or project-cargo requirements.
Yard and storage: Container availability, free time, reefer plugs, empty return locations, and overweight acceptance must be verified directly through the appointed carrier or terminal before cargo dispatch.
Customs and inspection coordination: Our team can arrange broker communication and inspection planning, but release remains subject to the Canada Border Services Agency and any other applicable regulator.

Routes & Transit Times

Typical trade direction: CAPRR is commonly evaluated for trans-Pacific container flows involving Asian origins or destinations and Canadian or North American inland markets. Available services and transshipment arrangements vary by carrier and season.
Inland connection: A typical import sequence is vessel discharge, terminal release, customs clearance, rail movement where applicable, and final truck delivery. Export planning normally reverses this sequence and requires earlier rail and terminal coordination.
Transit-time variables: Ocean schedule changes, transshipment, winter weather, vessel bunching, terminal congestion, rail capacity, customs examination, equipment shortages, and final-mile appointment availability can all alter the delivery date.
Quoting standard: Our service team provides a planning range only after checking the actual carrier schedule, origin cut-off, rail plan, cargo characteristics, and inland destination. No fixed transit time should be treated as guaranteed.

Hinterland & Key Cargo

Primary hinterland logic: Cargo may move into or out of British Columbia and other Canadian or North American markets through rail and truck connections. The practical hinterland depends on the final destination, rail routing, and service economics.
Containerized commodities: Manufactured goods, consumer products, machinery, industrial materials, retail cargo, and temperature-sensitive commodities may be considered, subject to carrier and terminal acceptance.
Resource-linked cargo: The wider British Columbia and North Coast economy is associated with forestry, mining, energy, fishing, and other resource industries. Bulk, breakbulk, and project cargo require a separate terminal and handling assessment.
Reefer and special cargo: Shippers should disclose reefer settings, dangerous-goods status, oversize dimensions, gross weight, centre of gravity, and lifting requirements before booking.

Operations & Compliance

Cut-offs and receiving: Vessel cut-off, documentation cut-off, verified gross mass deadline, rail cut-off, and terminal receiving appointment are separate controls. Our team verifies each one against the booking confirmation rather than relying on a standard lead time.
Dangerous goods: Provide the correct UN number, proper shipping name, class, packing group, technical name where required, emergency contact, package details, and container information before cargo delivery. Acceptance must be confirmed by the carrier and terminal.
Customs documentation: Commercial invoice, packing list, bill of lading instructions, origin information, permits, and importer details should be consistent. Canadian import release and examination requirements remain subject to CBSA procedures.
Inland delivery risk: Confirm rail ramp, chassis or drayage availability, container weight, delivery appointment, reefer power, and empty-return instructions before arranging the final truck. Weather or rail disruption may require a revised plan.

Shipping Tips

Send the final destination, cargo readiness date, equipment type, gross weight, dimensions, commodity description, and customs party details to our service team before requesting a rate.
Reserve sufficient planning margin between the cargo-ready date and the vessel or rail cut-off, particularly for oversized, dangerous, reefer, or inspection-prone cargo.
For inland cargo, compare the complete door-to-door cost and risk—including ocean, terminal, rail, drayage, customs, storage, and possible exam handling—rather than comparing ocean freight alone.
Prepare a contingency option before cargo dispatch, such as an alternative sailing, rail connection, inland gateway, or transshipment plan. Availability must be reconfirmed at the time of booking.

Frequently Asked Questions

Is CAPRR suitable for container imports from Asia?: It can be considered for trans-Pacific container planning, but the actual carrier service, direct or transshipment structure, equipment availability, and destination connection must be checked for the requested sailing.
Can our team arrange delivery beyond Prince Rupert?: Yes. Our service team can assess rail and truck options from the port to the final destination. The quotation and schedule depend on destination, cargo weight, equipment, customs status, rail capacity, and delivery requirements.
What information is required for a dangerous-goods booking?: Provide the complete dangerous-goods declaration data, including UN number, proper shipping name, class, packing group, package quantity, container details, and emergency information. Carrier and terminal approval is required before delivery.
How early should cargo be submitted before cut-off?: There is no universal lead time. Cut-offs vary by carrier, voyage, terminal, cargo type, and rail plan. Our team confirms the booking-specific deadlines and recommends additional margin for special cargo or inland moves.
What causes delays after vessel discharge?: Common causes include customs examination, missing release instructions, rail capacity constraints, equipment or chassis shortages, weather disruption, storage exposure, and final-delivery appointment limits. We monitor these interfaces separately.

Data Sources & Provenance

The port code, name, country, city, coordinates, port description, and Fairview intermodal reference in this module are based on the supplied CAPRR port record. Operational guidance is presented as conditional freight-forwarding practice and must be confirmed with the appointed carrier, terminal, rail provider, broker, and regulator.

Port authority and port infrastructure reference: rupertport.com
Canadian customs and import-release authority: cbsa-asfc.gc.ca
Canadian transportation and marine regulatory reference: tc.canada.ca
Canadian official statistical reference: statcan.gc.ca

The listed domains are reference points for verification. Sailing schedules, terminal cut-offs, rail availability, storage conditions, customs decisions, equipment acceptance, and transit times are time-sensitive and must be reconfirmed for each shipment.