The Headlines Look Great. Your Rate Confirmation Doesn't.
US container import volume climbed to 2,428,758 TEUs in May 2026, an 11.5% jump year-over-year according to data from Descartes Systems Group. The Port of Long Beach surged 31.7% year-over-year to 842,030 TEUs. Los Angeles posted 840,165 TEUs, up 17%. On paper, this is a booming port market.
But if you're running drayage trucks out of San Pedro, you're probably not feeling it.
The Harbor Trucking Association, led by CEO Robert Loya, says port drayage truckers are still characterizing current conditions as a freight recession. Volume records don't automatically flow through to trucking gates — a significant share of that cargo is moving via on-dock rail, bypassing dray carriers entirely.
The oversupply of carriers that built up during the COVID-19 era hasn't cleared. That excess capacity is suppressing rates across the board, and there's no quick fix on the horizon.
Why More Boxes Doesn't Mean More Money
Much of May's volume spike wasn't organic demand growth. Shippers have been aggressively frontloading cargo ahead of the July 24 tariff rate expiry — essentially pulling forward freight that would have moved later in the year. IMC Logistics CEO Joel Henry confirmed the pull-forward dynamic is driving the bump.
What that means for you: this volume likely borrowed from the future. Once July 24 passes, expect a hangover period where import flow slows as shippers digest what they stockpiled.
The rate environment makes it worse. Brokers are increasingly requesting all-in rates, which means fuel cost declines — normally a tailwind for carriers — aren't showing up in your pocket. The savings get absorbed into a flat rate rather than improving your margin.
Larger carriers are responding by deploying AI, routing algorithms, and back-office outsourcing to cut costs. If you're running 1–3 trucks, those tools are harder to access, which widens the gap between who can survive rate compression and who can't.
Congestion Is Eating Your Clock at Multiple Ports
Beyond rates, operational friction is rising. At LA/Long Beach, appointment wait times upon discharge have stretched to 1.5-plus days, up from roughly one day just 30 days ago, according to IMC Logistics. Chassis availability is also tightening at those terminals — a problem that multiplies your dwell costs fast.
At Global Container Terminals in Newark, the situation is worse and has been for over a year. That terminal is reportedly averaging 2.5 hours per gate move, compared to 1–1.5 hours at other terminals. That's a full extra hour per move, and that time isn't billable under most drayage rate structures.
Newer congestion headaches have emerged at New Orleans and Mobile terminals over the past 45 days, per IMC Logistics. The Oakland International Container Terminal is also on the watchlist. If you're routing freight through any of these ports, build buffer time into your planning now — not after you've already committed to appointments.
One piece of good news from Long Beach: Bali Express Services was recognized by port leadership for establishing a green truck corridor between the port and Mexico, a sign that infrastructure and emissions-focused partnerships are still moving forward even in a tough market.
What You Should Do Right Now
The July 24 tariff cliff is the most important date on your calendar this month. When those rates expire, shippers who frontloaded will go quiet, and volume will likely pull back. If you're negotiating any new contracts or rate agreements, do it before that date — not after, when your leverage drops further.
If you're operating at Newark, New Orleans, or Mobile, factor the extra dwell time into your cost per move. Accepting flat rates that don't account for 2.5-hour gate times is a money-losing proposition. Document your detention carefully and push back where your contract allows.
The carriers managing best right now are the ones treating this as a cost-cutting exercise, not a volume chase. Until oversupply clears — and there's no firm timeline on that — rate recovery depends on controlling what you can control.