What happened
U.S. containerized imports reached 2,603,709 TEUs in August 2026, up 3.8% from July and 3.3% from a year earlier, according to Descartes, making it the third-highest month on record. The Port of Los Angeles handled 955,907 TEUs in August and completed its busiest three-month stretch. Yet Transport Topics reported on Sept. 29 that strong port volumes have not produced a matching rise in dry-van truckload demand or pricing power.
What drivers should do
High container counts do not equal immediately available, profitable truckloads. Cargo can be front-loaded, held at warehouses, moved by rail or intermodal service, delayed by appointment queues, or constrained by chassis availability and empty-container returns. Longer dwell, bobtail and deadhead miles, tolls, and demurrage or detention disputes can erase a higher gross rate. Drivers should not treat a busy-port headline as a guarantee of more miles or better pay.
Why this matters to our community
Before accepting a port load, confirm the terminal and appointment, TWIC or other credential requirements, chassis ownership and fees, loaded and empty-return locations, free time, when detention starts and what documentation is required, layover or TONU terms, storage or demurrage responsibility, and overweight or reefer charges. Compare all-in revenue with expected gate-to-gate time, deadhead, fuel, tolls and the probability of a useful next load. Preserve arrival and departure timestamps, gate tickets, equipment interchange receipts, and seal and container photos. Useful English terms include port appointment, chassis, dwell time, free time, empty return, demurrage, detention, EIR and all-in rate.