The Chamber of Shipping has been the public voice of the marine industry on Canada’s West Coast since 1923. As the gateway for trade between North America and Asia, Canada’s Asia‑Pacific Gateway plays a vital role in the national economy. The Chamber champions the importance and impact of marine shipping and works to ensure that policies and practices support safe, efficient, and competitive transportation.
The Chamber is committed to fostering constructive, solutions‑oriented relationships at all levels of government. Member engagement with policymakers, marine partners, and other key stakeholders is focused on practical outcomes that strengthen the marine transportation system. Through close collaboration with Canadian, US, and international marine and business associations, the Chamber contributes to policy development at the highest levels.
The Chamber’s Board of Directors consists of eleven members who provide governance, strategic direction, and industry oversight. Board members also chair standing committees that address day‑to‑day operational and local issues. The secretariat monitors and reports on national and international developments that influence the commercial and operational landscape of the marine sector, ensuring members are informed and prepared for emerging challenges and opportunities.
With an increasing urgency to diversify Canada’s trade to overseas markets, we will work diligently to support efforts to mitigate the impact of any increase in vessel traffic. Collaboration between key stakeholders, affected communities and Indigenous groups, is essential to managing this growth responsibly and efficiently through Western Canada’s Asia-Pacific gateway.
During the early 20th century, the shipping industry in British Columbia saw growth with the expansion of trade routes, primarily due to the export of lumber, minerals, and agricultural products. The Port of Vancouver became a crucial hub for these activities.
In September 1923, the Board of Trustees of the Vancouver Merchants’ Exchange authorized the creation of a Shipping Division, consisting of members engaged in the shipping industry, with autonomy to conduct business with respect to its specific trade interest. The Shipping Division was divided into three sections: (1) Deep-sea section, concerned with vessels operating to foreign or eastern Canadian ports; (2) Coastwise, concerned with vessels operating on the Pacific Coast; and (3) the Towboat section.
In 1930, the Shipping Division of the Vancouver Merchant’s Exchange was reconstituted as an autonomous association – the Vancouver Chamber of Shipping. The reorganization was affected in the interest of increased efficiency owing to increased volumes at the Port of Vancouver. The first three standing committees were: the Documentary and Reference Committee, the Aids to Navigation Committee, and the Legal and Legislative Committee.
The shipping industry played a vital role during World War II, facilitating the movement of troops and supplies. The Vancouver Merchant’s Exchange became an active participant in the Canadian war effort, with the Vancouver Chamber of Shipping overseeing the protection of shipping in the Pacific under the Defence of Canada Regulations.
After the war, there was a period of reconstruction and development of port infrastructure to accommodate larger vessels and increased trade.
The introduction of containerization in the 1960s revolutionized the shipping industry. British Columbia’s ports adapted to handle containerized cargo, leading to increased efficiency and trade volumes.
The Port of Vancouver continued to grow as a major gateway for trade between North America and Asia.
In 1956, Malcolm Mclean introduced an intermodal shipping container. International standards for modern container sizes were developed after adecade. This was one of the leading contributors to the concept of globalization.
Between 1961 and 1966, Burrard Inlet coal terminal capacity was approximately 13 million tonnes of coal.
In 1964, the BC Supercargoes Memorandum of Intent was established.
In 1966: owing to the Chamber’s interests beyond Vancouver, it was incorporated under the Societies Act as the Chamber of Shipping BC. That same year, the Chamber became fully independent from the Vancouver Merchants’ Exchange.
In 1968 the Canadian Chamber of Shipping was formed as a national organization, headquartered in Ottawa, with the following founding members: Chamber of Shipping BC, BCMEA, the B.C. Towboat Owners’ Association, the Shipping Federation of Canada and Canadian Shipowners Association. Later constituted in 1971.
In 1970 Westshore Terminals opened at Roberts Bank.
In 1978 the BCMEA withdrew their support of the Canadian Chamber of Shipping which led to its dissolution. Ship assessments that were $12 per voyage were set to double in order to support a full-time Secretary / Manager for the Chamber of Shipping of BC.
In 1985, Captain Richard Stevens was hired as the Executive Director, the Chamber’s first full-time employee. His mandate was to establish and maintain a strong representative liaison with federal and provincial authorities. Interpreting and formulating responses to government policies affecting shipping industry activities was the core responsibility.
Environmental awareness and concerns lead to increased regulations on shipping practices, including measures to reduce pollution and protect marine ecosystems.
Following the 1989 Exxon Valdez oil spill in Alaska’s Prince William Sound, spilling 37,000 tonnes of oil, Canada established its Marine Oil Spill Preparedness and Response Regime in 1995. The Chamber of Shipping began issue spill response arrangements for Burrard Clean Operations, known today as Western Canada Marine Response Corporation.
In 1995, the Canadian Coast Guard moved to the Department of Fisheries and Oceans joining the two largest civilian fleets in the federal government under one department.
In 1997, vessels agreed to voluntarily conduct a mid-ocean ballast water exchange before arriving at the Port of Vancouver.
In 1997, working in partnership with the Puget Sound Steamship Operators Association, the International Tug of Opportunity System was formed using the BC Ministry of Forests transponder technology, ahead of AIS protocols determined by IALA.
The 1990s and 2000s saw further globalization of trade, with British Columbia’s ports becoming key players in the movement of goods between Asia and North America. The province’s natural resources, such as forestry products and minerals, continued to be significant exports.
In 2007 Prince Rupert’s container terminal, Maher Terminals, opened and is later acquired by DP World in 2015.
In 2008, the port authorities of Vancouver, Fraser, and North Fraser amalgamated to form the Vancouver Fraser Port Authority.
In 2013 the North American Emissions Control Area takes effect.
Vessels started voluntary slowdowns in 2015 to reduce underwater noise to protect the endangered Southern Resident Killer Whale. In May 2019 the Chamber of Shipping, along with other key industry groups and federal departments signed the first conservation agreement to protect the endangered SRKW under the Species at Risk Act.
In recent years the Chamber of Shipping has been engaged in a number of voluntary coastal protection measures to address concerns with vessel impacts on coastal nations and communities.
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