US trucks at port

US container gateways face pressure beyond the docks

Oct 27, 2026 | , ,

Strong import volumes, tightening trucking capacity and mounting difficulties returning empty containers are creating new challenges at major US ports, threatening delivery efficiency and increasing inland logistics costs.

The pressures affecting America's container gateways are changing. While vessel congestion and terminal capacity have traditionally dominated attention, increasingly the challenge is moving containers efficiently between ports, inland destinations and equipment return facilities.

From Southern California to Houston and New York–New Jersey, different operational problems are producing a common result: longer truck journeys, reduced equipment availability and rising costs.

With the traditional import peak extending into October, these constraints are proving difficult to resolve, even where marine terminals continue to handle cargo effectively.

Southern California struggles with empty container accumulation

The ports of Los Angeles and Long Beach continue to handle substantial import volumes, with US imports from Asia reaching 1.8 million TEU in September, up 14% year on year.

Approximately half of these shipments enter through Southern California, where imports during the first nine months of 2026 increased 6% compared with 2025.

However, the sustained influx is creating growing difficulties with empty container returns.

Trucking operators report that inconsistent terminal acceptance policies and restrictions on returning empties are leaving containers accumulating in storage facilities and occupying valuable terminal space.

Some industry representatives also question whether sufficient empty equipment is being repositioned to Asia, although terminal operators maintain that containers are being evacuated and port operations remain manageable.

The operational impact is becoming more apparent. Average truck turnaround times at Los Angeles and Long Beach reached 63 minutes in September, their highest since November 2025.

More significantly, the proportion of truck visits taking at least two hours increased from 7% in April to 11% in September.

These extended turnaround times reduce driver productivity, limit available trucking capacity and increase the cost of moving containers away from the ports.

Houston's growth is stretching inland transport

The challenges at Houston are different, but the consequences for cargo owners are similar.

Rapid manufacturing expansion across Texas, investment in artificial intelligence infrastructure and growing demand for equipment and materials are generating substantial additional cargo movements.

Houston's container throughput increased 3% year on year during the first half of 2026, while loaded imports through August rose approximately 5%. Imports from Asia increased nearly 12%.

Additional demand is coming from cargo diverted away from other gateways, shipments destined for Mexico and stronger resin exports following disruption to competing Middle Eastern suppliers.

This growth is stretching the availability of local trucking services. Houston drayage rates have reportedly increased by approximately 34% year on year, compared with a national average increase of 18%.

Some operators have experienced increases of around 40% over four months.

The pressure reflects a tightening trucking market, with drivers moving from port drayage into long-haul transport during the extended peak season.

Although Houston's port and chassis infrastructure continues to handle the higher volumes relatively effectively, securing trucking capacity has become a significant concern.

For importers and exporters, early arrangements for drayage and specialist equipment are becoming increasingly important.

New York–New Jersey highlights a nationwide equipment problem

On the US East Coast, the challenge is less about the volume of containers arriving than the difficulty of returning empty equipment after delivery.

Trucking operators at the Port of New York and New Jersey have asked the Federal Maritime Commission (FMC) to introduce enforceable rules governing empty container returns.

The proposed measures would require ocean carriers to provide accurate return locations, ensure designated facilities can accept containers and compensate trucking operators when returns cannot be completed.

Currently, drivers can be directed to terminals without available appointments or off-dock depots that have already reached capacity.

The result is wasted journeys, additional fuel and labour costs, and containers occupying chassis and storage space that could otherwise support new cargo movements.

Industry representatives estimate that only 30% of truckers at the gateway can return an empty container and collect a loaded import during the same terminal visit.

This significantly reduces transport productivity and creates additional costs throughout the supply chain.

The FMC has received the petition, but any regulatory changes would require further review and consultation.

Why port congestion is no longer just a terminal issue

Although the circumstances differ between gateways, the underlying problems are closely connected.

Strong imports increase the demand for container handling, trucking and equipment repositioning. When empty containers cannot be returned efficiently, they occupy chassis, storage space and driver time.

This reduces the capacity available to move loaded containers, creating further pressure even where port terminals are operating normally.

The consequences can extend well beyond the gateway itself. Longer turnaround times and constrained trucking availability affect inland distribution schedules, increase costs and reduce the flexibility available to importers.

Changing port selection may provide alternatives, but it can also transfer pressure to other gateways, as Houston's growing volumes demonstrate.

What this means for shippers

The latest developments highlight three important considerations for businesses moving goods through US ports.

  • Gateway selection requires a wider assessment. Ocean schedules and freight rates need to be considered alongside terminal performance, drayage availability, inland connections and equipment return arrangements.
  • Empty container management affects delivery costs. Delays returning equipment can generate additional trucking, chassis and storage charges, even after cargo has reached its destination.
  • Early inland planning is becoming essential. Securing trucking capacity, coordinating collection appointments and anticipating equipment constraints can help protect delivery schedules during periods of elevated demand.

Connecting US gateways with reliable inland delivery

Securing an ocean booking is only part of the solution. The real challenge is ensuring containers move efficiently from vessel arrival through customs, inland transport and final delivery.

Metro's expanding US network combines international ocean freight expertise with local gateway knowledge, customs brokerage, inland transport coordination and established relationships with logistics partners.

Our teams monitor port conditions, trucking availability and equipment constraints, helping customers evaluate alternative gateways, coordinate container collections and manage the complete import or export movement.

Whether you're experiencing delays in Southern California, rising inland costs through Houston or container return challenges on the East Coast, Metro can help identify practical solutions that protect delivery performance and control total logistics costs.

Nhava Sheva

India’s changing shipping networks add pressure to US supply chains

Oct 14, 2026 | , , , ,

Congestion across South Asia's container shipping network is increasing costs and disrupting connections for US-bound cargo, while surging China–India demand and changing Middle East trade flows accelerate India's emergence as a regional transhipment hub.

India's expanding manufacturing economy and the disruption of established Middle East shipping routes are reshaping container movements across the Indian Ocean.

Freight rates from China to India have more than doubled since July, while congestion at Colombo, Nhava Sheva and Mundra is adding uncertainty to regional connections.

For US importers sourcing from India, these developments potentially create upstream cost pressures and increase the importance of reliable feeder services, transhipment connections and inland logistics.

At the same time, India's ports are handling growing volumes of cargo previously routed through Middle Eastern hubs, creating opportunities to strengthen the country's position in international shipping networks.

China–India demand drives freight rates higher

Strong demand for Chinese components, machinery and consumer goods is placing sustained pressure on container capacity into India.

Spot rates on China–India routes have more than doubled since July, with Shanghai–Nhava Sheva rates increasing approximately 20% since late August and Shanghai–Chennai rising around 25%.

The increases reflect growing import demand alongside the redeployment of vessels to higher-yielding east–west trades.

China remains India's largest trading partner, with Indian imports increasing 16% in the 2025–26 financial year. Growth accelerated further during the first five months of the current financial year, with import values rising approximately 27%.

Much of this demand comes from Indian manufacturers importing intermediate components, electronics and capital equipment to support domestic production.

Seasonal consumer demand and advance purchasing ahead of regulatory changes have added further pressure.

The cost increases extend across the wider intra-Asia market. Drewry's Intra-Asia Container Index remained 209% above year-earlier levels in early October, despite easing 1% during China's Golden Week holiday. Six consecutive weekly increases before the holiday underline the sustained cost pressure facing regional supply chains.

Carriers are responding with additional intra-Asia services, but expanding coverage has yet to offset the combined impact of demand and constrained vessel space.

Colombo congestion threatens India–US connections

Sri Lanka's Colombo port has become an increasingly important transhipment hub as shipping lines divert cargo away from traditional Middle Eastern gateways.

The additional traffic is placing considerable pressure on terminal operations. Colombo's transhipment volumes increased 7.8% year on year in August and now account for more than 82% of total port throughput.

Terminal yard utilisation has exceeded 130%, with vessel delays of two to three days reported and container turnaround times extending beyond six days at some facilities.

For Indian exporters, particularly those shipping through southern gateways such as Chennai, Tuticorin and Cochin, the consequences extend beyond port delays.

Securing space on a mainline vessel does not guarantee that cargo will make its intended sailing. Feeder schedules, container availability, transhipment dwell times and mainline port calls must all align. When vessels omit Colombo to recover schedules, containers can miss connections even when space remains available on the onward service.

For US-bound cargo, these missed connections can extend transit times, increase storage and handling costs, and disrupt delivery schedules.

Pressure is also evident at other regional transhipment hubs. While freight rates from China to several Asian destinations eased during Golden Week, rates to Singapore and Tanjung Pelepas increased 2%, reflecting uneven conditions across regional shipping corridors.

Congestion at India's Nhava Sheva and Mundra ports adds another layer of uncertainty, making coordination across the complete transport chain increasingly important.

India emerges as an alternative regional hub

While congestion is creating immediate operational challenges, changing shipping patterns are also opening longer-term opportunities for Indian ports.

Middle East disruption has encouraged carriers to use India's west coast terminals to relay cargo previously handled through established Gulf hubs.

The shift now extends beyond Asia–Middle East shipments, with Indian ports increasingly handling Gulf-bound cargo originating in the US, Europe and Africa.

Nhava Sheva has become central to this development. The port handled more than 703,000 TEU of transhipment cargo between March and August, compared with approximately 513,000 TEU during the entire previous financial year.

At Mundra, transhipment volumes increased approximately 18% year on year between April and July.

These increases demonstrate how quickly carriers have adapted their networks, but the additional volumes are also contributing to terminal congestion and inland transport delays.

Both ports are developing additional storage and container-handling infrastructure to accommodate growing demand.

Regional networks are also being reconfigured. Four Asian carriers are removing Singapore calls from their joint China–India service, illustrating how shipping lines are reassessing established port rotations and connections.

Other gateways, including India's Vizhinjam and Sri Lanka's Hambantota, are attracting interest as carriers seek alternative transhipment options.

India's ability to retain this additional business will depend on whether its ports can deliver competitive costs, reliable feeder connections and consistent operational performance once Middle Eastern shipping patterns stabilise.

Connecting India and the USA with greater control

For US importers, the interaction between rising upstream costs, port congestion and changing shipping networks makes supply-chain planning increasingly complex.

China–India transport costs can affect Indian manufacturers before finished goods begin their export journey, while missed transhipment connections introduce further delays and expense.

A shipment's reliability now depends as much on feeder connections, terminal conditions and inland coordination as it does on securing mainline vessel space.

As India becomes an increasingly important sourcing and manufacturing partner for US businesses, effective coordination between origin and destination markets is essential.

Metro India and Metro USA provide connected expertise at both ends of this developing trade corridor, combining local market intelligence, carrier relationships and international freight capabilities to identify practical routing and transport options.

From managing origin arrangements and assessing alternative gateways to coordinating US imports and inland delivery, Metro helps customers maintain visibility and control across the complete supply chain.

Contact Metro UK, India or USA to review your shipping requirements, identify potential cost and transit-time risks, and build more reliable connections between India and the United States.

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US tariff ruling opens new route to importer refunds

Oct 14, 2026 | ,

A US federal court has approved a class-action lawsuit covering importers who paid tariffs subsequently ruled unlawful, potentially opening the door to billions of dollars in refunds for businesses that have not pursued individual claims.

A ruling by the US Court of International Trade on 8 October could significantly expand access to refunds for tariffs imposed under the International Emergency Economic Powers Act (IEEPA).

The decision allows eligible importers to pursue collective legal action to recover duties paid between 1 February 2025 and 19 February 2026.

It follows the Supreme Court's February ruling invalidating the tariffs and subsequent efforts by US Customs and Border Protection (CBP) to reimburse affected businesses.

Importantly, the latest decision does not automatically authorise refunds. It establishes a legal pathway through which qualifying importers may seek recovery without filing individual lawsuits.

A broader route to tariff recovery

More than 4,000 lawsuits have already been filed challenging the IEEPA tariffs, but many businesses have not taken legal action.

The newly certified class covers importers of record who paid the affected duties during the specified period, excluding those that have already filed separate lawsuits seeking recovery.

Eligible importers are included automatically and do not need to register individually to join the class.

The court's decision is particularly significant for smaller businesses that may have been discouraged from pursuing refunds by legal costs, administrative requirements or uncertainty about the process.

Approximately $166 billion was collected under the invalidated tariffs, with more than $100 billion reportedly refunded through CBP's existing arrangements.

However, the court estimates that approximately $30 billion could remain unrecovered without a broader mechanism to protect importers that have not submitted claims.

The class action seeks to address that gap.

Refunds remain subject to further proceedings

Although the court has certified the class, several legal and administrative questions remain unresolved.

The lawsuit seeks an order requiring CBP to liquidate or re-liquidate affected customs entries without the invalidated IEEPA duties, allowing the corresponding amounts to be refunded.

CBP has already established its Consolidated Administration and Processing of Entries (CAPE) system to manage IEEPA refunds.

The system is being expanded to accommodate additional entry categories, including certain entries that have already completed customs liquidation.

However, class certification does not guarantee that every eligible importer will receive a refund, nor does it establish when payments might be made.

The US government is also pursuing an appeal concerning the court's authority to order refunds on finally liquidated entries.

Further proceedings could delay the establishment of a comprehensive refund process.

Following a court conference scheduled for 13 October, the parties must submit a proposed timetable for additional proceedings by 22 October.

What US importers should do now

The ruling creates a potentially valuable opportunity, but importers should not assume that refunds will be processed automatically.

Businesses that paid IEEPA duties during the qualifying period should review their customs records and establish which entries may be affected.

Particular attention should be given to:

  • Entry identification: Confirm which imports attracted IEEPA duties between 1 February 2025 and 19 February 2026.
  • Liquidation status: Identify entries that have been liquidated and those still awaiting final customs assessment.
  • Supporting records: Retain entry summaries, duty payment confirmations and relevant customs documentation.
  • Existing claims: Establish whether separate legal proceedings have already been initiated.
  • Refund developments: Monitor CBP's CAPE system and subsequent court decisions.

Importers should also seek appropriate legal advice, particularly where deadlines for preserving individual refund rights may apply.

The possibility of an appeal means the class-action process could be delayed until spring or summer 2027.

Metro USA: helping importers prepare

For businesses that paid IEEPA tariffs, identifying affected entries and maintaining complete supporting documentation could prove essential to any future refund recovery.

Metro USA's customs brokerage and compliance specialists can help importers review their customs entry records, identify potentially affected shipments and understand the documentation required to support discussions with their legal advisers.

Don't overlook potential tariff recoveries. Speak to Metro USA's customs specialists about reviewing your affected entries and preparing the documentation needed to assess your refund options.

This article provides general information from publicly available sources and does not constitute legal advice.

US trucks at port

Transpacific pressure shifts from ocean rates to inland costs

Sep 30, 2026 | ,

Transpacific shippers are entering October with ocean freight rates close to pandemic-era highs, continuing schedule disruption and a new cost pressure emerging after US diesel prices climbed sharply.

The market may finally be approaching a turning point after five months of rising transpacific rates, as China's Golden Week brings the traditional peak shipping period towards a close.

However, any correction is unlikely to remove the challenges facing shippers immediately. Carriers continue to actively manage capacity, schedule reliability remains under pressure and rapidly rising US diesel costs are feeding directly into inland transport surcharges.

Ocean rates approach historic highs

The scale of the transpacific increase has been exceptional. By 17 September, average Far East–US West Coast spot rates had risen 324% since late February, while East Coast rates were 325% higher. That left rates just 18% and 11% respectively below their pandemic-era records.

The East Coast has experienced particularly strong pressure, while carriers have responded by adding capacity. Offered Far East–US East Coast capacity increased by around 6–7% between August and September as shipping lines sought to take advantage of elevated demand and pricing.

That additional capacity could help moderate the market as the pre-Golden Week cargo rush ends.

There are already tentative signs of a change. The Shanghai Containerised Freight Index recorded a 1% decline on both US coast trades in its latest reading, potentially ending a five-month upward run.

Whether that develops into a sustained correction will depend partly on how carriers manage capacity as seasonal demand falls.

Blank sailings keep capacity tight

Shipping lines still have considerable scope to adjust available space. Across the major East–West trades, 58 of 712 scheduled sailings are expected to be cancelled between weeks 40 and 44, an 8% cancellation rate. Almost two-thirds of those blank sailings are concentrated on the eastbound transpacific.

Capacity is therefore only part of the challenge. Vessel utilisation on the eastbound transpacific has been running approximately 8% above pre-pandemic levels, while congestion and blank sailings have contributed to deteriorating schedule reliability.

Shippers can consequently secure space but still encounter rollovers or delayed departures. Where a booking rollover combines with a late vessel, delays can approach two weeks.

While congestion at Chinese ports has started to improve from its early September peak, some of that pressure has shifted into Southeast Asia, adding another source of potential disruption to vessel rotations.

Attention turns to US inland costs

At destination, another significant cost pressure is emerging. US diesel prices reached a national average of $6.53 per gallon on 21 September, rising more than 24 cents in a week and $2.78 compared with the same period last year.

The immediate effect is being felt through fuel surcharges rather than a sudden increase in underlying freight demand.

Industry estimates suggest higher fuel costs have increased truckload costs by approximately 25–30% since the beginning of the year, with total less-than-truckload shipment costs around 20% higher.

Regional differences also matter. West Coast diesel averaged $7.46 per gallon compared with $6.27 on the East Coast, creating potentially significant differences in the fuel component of inland transportation costs.

Spot trucking may take longer to adjust. Historically, spot rates require three to four weeks to catch up with rapid diesel increases, putting additional pressure on smaller carriers that cannot immediately recover higher fuel expenditure.

If that forces capacity from the market, shippers could face higher trucking costs even without a major increase in freight volumes.

A changing transpacific market

October could therefore mark a change in the transpacific market rather than an immediate return to normal conditions.

The end of the traditional peak and additional vessel capacity provide some scope for ocean freight rates to soften. But blank sailings give carriers the ability to respond to falling demand, while unreliable schedules continue to complicate shipment planning.

At the same time, the cost challenge is increasingly extending beyond the port.

For shippers, monitoring the complete Asia–US movement, including available sailings, schedule reliability, port choice, inland routing and fuel surcharges, will remain important as the market moves beyond peak season.

Metro's global carrier relationships, US office footprint and extensive US logistics capabilities give our teams visibility across the complete transpacific movement. 

From origin through to destination and inland delivery we can assess alternative carriers, services, gateways and routings while coordinating US transport requirements, to help customers respond to changing capacity, schedules and costs.

Talk to Metro about your upcoming transpacific movements and the options available to protect capacity, transit time and total landed cost.

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