Imagine your urgently needed Christmas gifts stranded across the Pacific—not due to production delays, but because they're trapped in unprecedented port congestion. The twin West Coast gateways of Los Angeles and Long Beach are experiencing bottlenecks of historic proportions. Where exactly has this congestion storm originated, and what role can trucking—this critical link in the supply chain—play in untangling the mess?
The Blame Game: A Supply Chain "Rashomon"
Identifying the primary culprit behind the port congestion has become a modern industrial "Rashomon," with conflicting narratives from different stakeholders. Some point to truck driver shortages, others cite insufficient chassis availability, but the reality is far more complex than these surface-level explanations.
Two critical elements—chassis and containers—sit at the heart of the crisis. Massive numbers of chassis and containers remain scattered across the country, with unloading and return times to ports and warehouses significantly delayed. This inefficiency in equipment turnover directly impacts port and fleet operations. More alarmingly, some carriers have begun charging customers detention fees—an unprecedented development in the industry.
Brent Hutto, Chief Relationship Officer at Truckstop.com, remarked he'd never witnessed such conditions. The freight platform posts up to one million shipping assignments daily, giving it unique visibility into industry dynamics.
While trucking can contribute to alleviating port congestion, experts stress that blaming the trucking industry exclusively is neither fair nor accurate. Trucking issues represent just the visible portion of a much larger systemic challenge.
The Overlooked Culprit: The Container "Logjam"
Global supply chains have operated beyond capacity for over a year, generating intense scrutiny and countless proposed solutions from across the industry.
Matt Schrap, CEO of the Harbor Trucking Association, argues that attributing port congestion to long-haul truck driver shortages misrepresents the problem. In a LinkedIn post, he explained that adding drivers wouldn't resolve port issues. In reality, ports don't face driver shortages, nor are chassis the primary challenge for port transportation companies.
Schrap detailed how carriers often send drivers home when they can't schedule empty container return appointments. Under these circumstances, adding more drivers would exacerbate congestion. He views the national long-haul truck driver shortage narrative as a "scapegoat" and "smokescreen."
"Empty containers are the real issue...they're choking transportation companies' operational capacity," Schrap emphasized.
Container Gridlock: Efficiency Breakdowns Take Center Stage
Data reveals that at the San Pedro Bay ports, significant cargo volumes sit idle for over five days.
While some advocate for more chassis, Schrap notes many chassis currently serve as storage units for empty containers—a gross misallocation of resources.
Hutto concurs: "The problem isn't trucks—it's terminal inefficiency."
Gene Seroka, Executive Director of the Port of Los Angeles, disclosed during a press briefing that approximately 65,000 empty containers currently occupy terminal space at LA port. This congestion leaves little room for trucks to return empties, forcing them to wait until vessels transport these containers back to Asia.
"Productivity is key," Schrap stressed. "I can't emphasize this enough."
Hutto suggests port terminal understaffing slows cargo unloading and transfer to trucks or trains, though Seroka disputes this claim.
So how much can trucking contribute to port relief? Only partially—as just one component in a complex supply chain ecosystem.
Collaborative Solutions: Seeking Multi-Stakeholder Alignment
At the American Trucking Associations (ATA) Management Conference & Exhibition, ATA CEO Chris Spear stated the trucking industry would collaborate with other transport modes (rail and maritime) to propose solutions for port and supply chain bottlenecks.
Spear proposed temporarily relaxing stacking limits from two to four containers. "This would free up yard space. With adequate yard space, operators could move empties and loaded containers more efficiently—a critical need given current space constraints."
While Long Beach recently authorized four-high stacking, Schrap noted this requires specialized equipment, creating another logistical hurdle.
Hutto believes municipal governments should play a larger role. The adjacent ports of Long Beach and Los Angeles fall under separate city jurisdictions, with both municipalities and California state authorities working to identify bottleneck origins.
California Governor Gavin Newsom announced port progress measures, including regulatory relief to accelerate truck movement through these major gateways.
Key initiatives include addressing truck driver labor constraints by extending Department of Motor Vehicles (DMV) hours—potentially nearly doubling monthly Commercial Driver's License (CDL) tests from 5,000 to 9,700.
Another measure increases weight limits on interstate highways and freeways connecting the ports and California distribution centers from 80,000 to 88,000 pounds.
However, Schrap questions the weight limit adjustment's effectiveness. Many port-bound containers carry lightweight retail goods like footwear, and HTA members haven't rushed to obtain California Department of Transportation (Caltrans) permits for heavier loads.
Schrap reports his association members have implemented stopgap measures for empty containers, leasing storage space outside ports—even in Arizona—wherever available.
Yet these makeshift solutions create new problems. A member survey revealed 9,438 empty containers, with 8,117 placed on chassis. When chassis serve as storage, they become unavailable for unloading operations.
Schrap advocates for two solutions: dedicated "sweeper vessels" returning containers to Asia, and officially recognized empty container yards—approved by terminal operators, ocean carriers, and equipment providers—where no fees would apply.
Hutto anticipates slow change, comparing government agencies to large vessels—slow to maneuver. Spear similarly expects no holiday miracles.
"This won't resolve before Christmas," Spear stated. "Collaborating with other transport modes and policymakers to understand the problem represents the fastest path forward."
Industry Adaptation: Trucking Firms Navigate the Crisis
Facing port gridlock, trucking companies actively pursue solutions:
- Offsite Storage: Many lease peripheral or distant (even Arizona-based) storage to relieve port container piles—increasing costs but maintaining equipment turnover and avoiding detention fees.
- Policy Engagement: Firms monitor and adapt to California's congestion measures—encouraging CDL testing and evaluating overweight permit needs.
- Cross-Sector Advocacy: Recognizing port congestion as a systemic challenge, companies participate in industry discussions urging coordinated government, port, and carrier action.
Future Prospects
Despite challenges, trucking firms maintain cautious optimism, hoping for:
- Increased "sweeper vessel" deployments to return Asian empties
- Officially sanctioned empty container yards with fair storage terms
- Enhanced port operational efficiency through optimized workflows
Conclusion: Untangling the Supply Chain Requires Collective Action
The West Coast port congestion represents an intricate knot where pulling one thread tightens another. Trucking—both impacted by and potentially mitigating the crisis—cannot solve this alone. Only coordinated efforts among governments, ports, carriers, railroads, and trucking firms can diagnose root causes and implement lasting solutions for this global trade disruption.