Strong imports, tightening trucking capacity and problems returning empty containers are creating fresh challenges at America’s busiest ports, threatening delivery reliability and pushing up inland transport costs.
The extended US import peak is exposing weaknesses in the connections between marine terminals, trucking operators and inland distribution networks.
Although container terminals continue handling substantial cargo volumes, moving containers efficiently through ports and returning empty equipment has become increasingly difficult.
The pressures differ between the West Coast, Gulf Coast and East Coast, but they share a common problem, with growing cargo volumes placing greater demands on the transport infrastructure and equipment needed to keep freight moving.
For importers, the consequences extend beyond port congestion to higher drayage costs, unpredictable container availability and potential delays to inland deliveries.
Southern California struggles with empty containers
The ports of Los Angeles and Long Beach remain under pressure following months of strong Asian imports.
US container imports from Asia reached 1.8 million TEU in September, unchanged from August but 14% higher than a year earlier. Approximately half of this traffic moves through Southern California.
During the first nine months of 2026, Asian imports through Los Angeles and Long Beach increased 6% year on year.
However, growing volumes of empty containers are complicating terminal operations.
Trucking operators report that inconsistent terminal return policies, restricted appointments and difficulties returning empty equipment are causing containers to accumulate at port facilities.
There is disagreement over the scale of the problem. Terminal operators maintain that shipping lines are collecting empty containers and that congestion remains manageable.
Nevertheless, operational indicators point to increasing pressure.
Average truck turnaround times reached 63 minutes in September, their highest since November 2025. The proportion of truck visits taking two hours or longer increased from 7% in April to 11% in September.
Longer turnaround times reduce the number of collections drivers can complete, tying up trucks and chassis while increasing operating costs.
Potential solutions include temporary overflow storage, additional vessel capacity to remove empty containers and improved appointment systems that allow drivers to return empties while collecting loaded imports.
Houston’s growth creates a trucking capacity challenge
While Southern California struggles with equipment flows, Houston faces a different problem. Securing enough trucking capacity to support expanding cargo volumes.
The port has benefited from growing manufacturing activity in Texas, substantial investment in AI infrastructure and increased demand for equipment supporting energy and power-grid projects.
Container volumes increased 3% during the first half of 2026, while loaded imports were approximately 5% higher through August. Imports from Asia increased nearly 12%.
Additional traffic has arrived as shippers explore alternatives to congested gateways and move more cargo through the Gulf Coast, including shipments destined for Mexico.
Meanwhile, disrupted Middle Eastern trade has supported stronger exports of US-produced resins.
These developments have intensified competition for drayage capacity, particularly as some drivers shift towards long-haul trucking during the extended peak season.
Houston drayage rates have reportedly increased by approximately 34% year on year, compared with a national average increase of around 18%.
Despite the pressure, Houston has generally maintained cargo flows without widespread increases in container dwell times.
The principal challenge is ensuring that sufficient trucks, drivers and chassis remain available as cargo volumes continue growing.
New York and New Jersey seek changes to empty-container rules
On the East Coast, trucking operators are seeking regulatory intervention to address persistent difficulties returning empty containers.
The Association of Bi-State Motor Carriers has petitioned the Federal Maritime Commission (FMC) to establish clearer obligations for ocean carriers managing empty equipment.
Truckers report receiving inaccurate or late instructions about return locations, finding terminals without available appointments or arriving at off-dock depots that can no longer accept containers.
These problems create unnecessary journeys, increase fuel and labour costs and prevent drivers from using chassis for additional loaded shipments.
According to the association, only around 30% of truckers can combine an empty-container return with the collection of a loaded import.
The proposed rules would require shipping lines to identify suitable return locations in advance, ensure facilities can accept equipment and compensate truckers when returns cannot be completed.
They would also place greater responsibility on carriers to demonstrate that disputed late-return charges are justified.
The FMC has received the petition, but any new regulations would require further review and consultation.
For now, empty-container management remains an operational and commercial challenge for the region’s trucking community.
Why port congestion is becoming an inland transport problem
The difficulties affecting America’s major gateways demonstrate that port performance depends on more than vessel arrivals and terminal productivity.
A container can discharge promptly yet remain delayed because trucking capacity is unavailable, an empty cannot be returned or a suitable chassis is tied up elsewhere.
National drayage demand has strengthened considerably, while pricing and capacity pressures vary significantly between gateways.
Although the National Retail Federation expects seasonal retail imports to ease, other demand drivers, including manufacturing investment, technology infrastructure and industrial expansion, could sustain pressure.
For US importers, effective planning increasingly requires attention to the complete destination journey.
Early drayage bookings, coordinated container returns, realistic inland delivery schedules and consideration of alternative gateways can help reduce disruption.
Accurate shipment information is equally important, allowing businesses to anticipate arrival changes and coordinate transport resources before containers reach the terminal.
Connecting origin planning with US destination expertise
With its extensive Asian network and established U.S. base, Global Forwarding help customers manage shipments from origin through customs clearance and inland delivery.
This joined-up approach supports better coordination of vessel arrivals, container collections and destination transport when US gateways face capacity constraints.
Talk to Global Forwarding about your US-bound shipments and how coordinated origin and destination planning can help reduce delays, control inland costs and maintain supply-chain reliability.
