Reading log · eight entries, five of them readings already done · kept 07/26–07/31/2026

AmericaPorts publishes a reading log: the documents opened, the rates that moved and the figures corrected, each with the date we read it

⚑ The short answer

AmericaPorts publishes a reading log rather than a blog. Each entry names a document we opened, a rate that moved between two of our readings, or a figure we corrected, and each carries the date we read it rather than the date we posted it. An entry that could have been written without opening the document is not an entry.
Reading log entries are what this site can produce and a general shipping blog cannot. Nine carrier demurrage tariffs read end to end, one tariff revision caught inside our own observation window, thirty corrections made before publication, and three ports that finally published the same month in the same unit.
AmericaPorts does not answer here the questions its own pages already answer. Of 152 port articles in the question pool we hold, 71 ask something a money page already owns, 28 rank companies rather than places, and 35 fall outside container imports. Eighteen survive, and they are labelled as such.
Documents not yet opened are listed here too, with what each one would close. The tariff of the Port Authority of New York and New Jersey would close three gaps at a single port, and one carrier's tariff sat on our own disk with fifteen terminals in it until 31 July. Naming a document before reading it is how the queue stays checkable, and how a forecast can be caught being wrong.

Dated by the day we read it, not the day we posted itThe queue is published with the readingsNo rate here comes from a document we have not opened

Everything we have read, newest first

AmericaPorts keeps a reading log because it is the one stream this site can produce that a general shipping publication cannot. Twelve of the fourteen rows below are done; two of the fourteen are not readings at all — a search that came back empty and a reading whose numbers failed their own check. The other two are the queue, and they carry a status rather than a result. Newest reading first, with the oldest — the nine tariffs everything else on this site rests on — at the foot.

The three newest entries are all openings of files that were already on the disk: a carrier document never opened at all, a tariff read for its rates and opened again for its terminal table, and a register downloaded and only now counted from the file. That is the shape of the cheap work here — not documents to find, but documents already held with something still in them. It is also the shape of the disappointments: the first of those three had been the most anticipated reading in the queue and contained no rates at all.

How this index is built · what we are paid

This is a log of our own reading and not a blog. Every entry names a document we opened, a rate that moved between two of our readings, or a figure we corrected. An entry that could have been written by somebody who opened nothing is not an entry, and that is the only test applied here.
Entries carry the date we read the document, which is not the date the document took effect and not the date this page was last touched. Where those differ, the reading date is the one that matters to you.
The queue is published alongside the readings. Three of the eight rows below are things that have not happened: a document located and unopened, a list sitting unextracted inside a file we have already read, and a cadence we know about and have not yet followed.
No figure here comes from a document we have not opened. A queue row carries what a reading would close and never what the document says — the same rule that governs every hatched cell on this site.
Nobody has paid for an entry in this log, for an earlier place in the queue, or for a document to stay out of it, and no link on this site is a referral link.

Everything AmericaPorts has read, and everything it has not read yet, newest first.
What was read	When we read it	What it moved, from and to	Which pages changed
Four more tariffs opened — and only one finding survived verification	08/01/2026rates extracted, rates not published	From four documents to one verified finding and three failed extractions. The finding: split billing is not a New York property at all. One carrier names fourteen locations where the terminal invoices storage itself, five of them on the West Coast. The failures: two carriers’ tier tables came out with demurrage and detention interleaved, or blocks missing. Those numbers are in the working file and on none of these pages, because a rate that mixes two charges is worse than no rate at all.	the terminals catalogue and the Midwest gateway
The ninth tariff, transcribed line by line at last — and it contradicted eight of our pages	07/31/2026read since 07/28/2026; its tables never extracted	From summary figures to 28 rate lines across seven port groups. It cost this site a claim it had published in eight places: that every line-demurrage-only row in the reading sat at one port. This carrier’s own grouping puts the same split billing at four — New York, Baltimore, Miami and Port Everglades — and at the rail ramps. It also gives Baltimore its first tariff line anywhere, and it prices by something no other tariff uses: the service level bought.	the terminals catalogue, New York and New Jersey and the East Coast ranking
Two rules named by a carrier, looked for and not found — 036-I01 and 036-E01	07/31/2026a search, not a reading	From a document to find to a document that is not where its own name points. The tenth carrier’s policy tells you to refer to two rules by number. Its own public tariff index — thirty-five tariffs, 1,013 rule codes, no login needed — carries no rule with that prefix at all, and not one rule anywhere in it is named demurrage or detention. The only route left is a customer registration behind a captcha, which is not a route this site takes. Where the document is not is a finding; that it does not exist is not one, and this entry does not claim it.	the carrier tariff comparison
Two terminal tariffs at New York — the first ever read on this site	07/31/2026Maher Schedule 010599 · New York Terminal Conference Schedule 011408	From gap A entirely unread to four berths with their own storage rates and their own free-time rule: four working days, then $222 a calendar day at one and $221 at the other. That is the missing half of every line-demurrage-only row on this site — the $80 berth is about $302 a day. Both documents reserve the right to apply the carrier’s provisions instead of their own, so the sum is what the documents allow rather than what an invoice must show.	New York and New Jersey, the terminals catalogue and the charges hub
The Port Authority of New York and New Jersey tariff — the document at the head of the queue	07/31/2026PAMT FMC No. PA-10, effective 05/01/2026 · 70 pages	From three gaps promised to one closed, one refused and one untouched. Gap J closed properly: a Cargo Facility Charge of $14.80 per TEU on every laden container crossing a Port Authority berth, and a $100-per-container imbalance fee on carriers. Gap B refused — the words free time do not occur once in seventy pages, and the wharf demurrage this tariff does carry is billed to the vessel, per ton per day, from when the ship leaves the berth. Gap A untouched: the container terminals are leased and price themselves.	New York and New Jersey and the charges hub
The tenth carrier tariff — which turned out not to be a tariff	07/31/2026downloaded months ago, opened for the first time	From the last unread carrier document to a cover sheet. Its import and export rate sections are headings with attachment icons under them and nothing else; the rates live in two rules it names by number and does not carry. Nine tariffs read end to end stays nine — the reading everyone here expected to make it ten does not. What the file did hold was a directory of thirty-one berths, their operators, and the websites it sends you to for gate hours because it publishes none itself.	the terminals catalogue and the carrier tariff comparison
The MSC tariff, re-read for the fifteen terminals it bills at cost	07/31/2026the tariff itself read 07/28/2026; its terminal table never transcribed	From three of the fifteen recorded to all fifteen. Nine terminals the catalogue had never held, two ports given their first named berth anywhere, and three rows moved off a search result and onto a document. Nothing had to be found: the file had been on the disk for three days. It brought no address, no gate hour and no rate, because the document carries none of the three.	the terminals catalogue, which grew from twenty-three entries to thirty-two
The federal register of ocean transportation intermediaries, counted end to end	07/31/2026the file itself downloaded 07/28/2026	From two web counters nobody could reproduce to the register’s own download, read row by row: 9,795 organisations, 5,205 of them holding a licence number, and 2,588 holding both roles at once. That overlap is why the two published lists could never be added, and it had been unknown rather than measured. FMC publishes no aggregate even now — this count is ours, out of their file.	the intermediaries hub, and the licensed-here block on every port profile
Twelve corrections, made before anything was published	07/30–07/31/2026	From ten defects, one arithmetic slip and one figure taken from the wrong instrument to their fixes, each entry keeping the figure it replaced and its number. Five of the twelve are one finished page correcting another rather than a slip caught in a draft — the half worth publishing, because a log that only names drafting mistakes says the finished work was never re-read.	the method page, where the log is numbered and three other pages cite entries by their number
June 2026 in TEU, from three port authorities	07/26/2026the third figure found 07/31/2026	From one comparable pair to three ports sharing one month and one unit — 1,002,734 at Los Angeles, 262,546 at the Northwest Seaport Alliance and 181,356 at Oakland. All three sit on the same coast, and the fourth port there publishes no June figure at all, so the set is three and not four.	the West Coast ranking · Oakland · Seattle and Tacoma
One tariff revision, caught inside our own window — HMM amendment 1157	07/29/2026	From $263 to $265 on the first paid day, and $313 to $317 and $413 to $421 on the tiers above it, effective 08/01/2026. Thirteen port groups in the expiring tariff and thirteen in its successor, and exactly one of them moved: the line covering Seattle and Tacoma. Nothing announced it.	the West Coast ranking · Seattle and Tacoma
Nine carrier import demurrage tariffs, read end to end	07/28–07/29/2026	From no cost figure on this site at all to every rate column it now carries. Nine documents and no two structured alike: one carrier’s tariff turned out to be four separate documents, another singles out a single port for free time, and the first paid day runs from $260 to $360 depending on which group your box falls into.	the carrier tariff comparison and the cost ranking
The Port Authority of New York and New Jersey tariff	found, not readlocated, public, not opened	One reading would close three gaps at a single port — the authority’s own free-time rule, the local fees, and part of the terminal storage hole. No other document in this queue closes more than one.	New York and New Jersey
The monthly volume releases of Oakland and the Northwest Seaport Alliance	not checked yetthe only cadence we know of anywhere on this site	Two consecutive months from either port would make the first real series here. Today every volume figure on this site is a single observation, and a single observation cannot show a direction — which is why none of them is described as a trend.	Oakland · Seattle and Tacoma
Four of these fourteen rows are not readings. They are the queue, and they appear here at their status because a log showing only finished readings would be a list of successes. It was three rows on the morning of 31 July. Every document opened that day held something other than what the queue expected of it — including one that had been counted as read since July and cost this site a published claim when it was finally transcribed — and the last of them could not be opened at all — its two rules are named by a carrier and absent from that carrier’s own public index. What remains is one month to wait for.

every entry dated by the day the document was read rather than the day it was posted · log kept 07/26–07/31/2026

What an empty-looking cell means: found, not read — the document exists and is identified, but we have not opened it not checked yet — we have not read the document yet

Why this log dates the reading rather than the posting. A tariff can change the day after it is read and nothing announces it. The single revision caught inside our own window was found because the document carried an expiry date somebody happened to look at — thirteen port groups, one of them two dollars dearer. Every figure on this site therefore carries the day it was read, and this is the page where those days are kept together instead of scattered one per table.

The nine documents behind the entry at the foot of that table, compared side by side: what each ocean carrier charges after free time. And the ranking that both the revision and the June figures moved: the West Coast ports compared.

Start from the page you were reading, or from the document you need

There are two ways into this log, and they answer different questions.

Start from the page you were reading. Every entry names the pages it moved, and coming at a figure from this direction tells you why it says what it says — which document it came out of, and on which day. Most of those pages are port profiles: every US container port we cover.

Start from the kind of document. Four kinds appear here and they behave differently. A carrier tariff changes without notice, which is why it is dated by the day it was read. A port authority rule is published once and rarely moves. A federal register is a download with a timestamp on it. A monthly release is the only thing on this site with a cadence at all — and it is in the queue rather than in the readings.

A third way in does not exist here: by topic. This log is not organised by subject, because the subjects belong to the pages. A question about demurrage is answered on the demurrage page, and answering it again here would put two of our own pages in front of one question.

What an entry here contains, and what it never contains

Every entry in this log holds four things, and the fourth is what makes it an entry rather than a post.

The document, named as it names itself, and where it lives — on disk, on a public site, or behind an interface that has to be worked through by hand.
The date we read it, which is not the date it took effect and not the date this page was updated.
What it moved, from and to — the state of the site before the reading and after it. Where a reading changed nothing, the entry says that, because a document that confirms what we already held is a result too.
Which pages changed, by name, so the claim can be checked in one click instead of taken on trust.

What an entry never contains. No rate out of a document we have not opened: the queue rows carry what a reading would close and never what the document says. No ranking of carriers, forwarders or intermediaries — this site covers places, which is the owner’s decision and not an editorial preference. And no general explanation of a term the site already defines on its own page, because a log entry that restates a definition is a post wearing a reading’s clothes.

How much of our own reading queue this log covers

Fourteen entries stand in the log above and twelve of them are done. That is the honest fraction of our own queue, and the queue is published with it rather than after it — including the one place a forecast in it turned out to be wrong: a re-read predicted to double the terminal catalogue grew it by thirty-nine per cent.

The second stream this hub was meant to carry — articles answering the questions readers ask — is deliberately thin, and the reason is measurable rather than editorial. The question pool we hold was run against all 49 pages of this site, and most of it collided with pages that already answer it.

The question pool we hold, measured against the pages this site already publishes.
What	Articles	What that means
Port articles in the pool we hold	152	the starting set, before any of it was checked against our own pages
Rejected — the question is already owned by a page here	71	the two richest buckets of the pool are 87% and 88% taken by pages that exist
Rejected — outside container imports	35	parcels, household moves, cars
Rejected — rankings of companies rather than places	28	against the subject of this site, which is a decision of the owner’s
Survived the filter	18	weight 75 out of 946, and not a set to be padded

The inherited plan was a pool of questions, not a plan. And it is most dangerous exactly where it looks most valuable: its heaviest buckets are the ones our own money pages already answer. The filter behind these counts is a script run against all 49 contracts and it can be re-run — but it matches question text exactly and does not catch near-duplicates, so two of the survivors need an editor rather than a filter. Until a fresh capture exists against questions our pages do not own, the answers stream stays small and this log carries the hub.

What each port is willing to publish about itself, which is the closest thing here to a measurement of how much is readable at all: what each port is willing to publish.

Who paid for an entry in this log

AmericaPorts is an independent publication. It is not a port authority, a port association, a terminal operator or a federal agency, and it is not affiliated with any of them. The domain is a .com named after a country, which is why this line comes first rather than last.
Nobody has paid for an entry in this log. No port, terminal, carrier, intermediary or publisher of any document named here has paid to have it read, to have it read sooner, or to keep it out of the queue.
No link on this site is a referral link, and there is no affiliate code on this domain. If that ever changes, the rate goes on the page carrying the link, at one rate, the same for everyone.
An entry is not an endorsement of the document or of whoever issued it. The order is the order we read things in, and nothing else decides it — not size, not prominence, and not how flattering the reading turned out to be.
A reading log is the easiest thing on this site to mistake for sponsored coverage, because it names documents and the organisations behind them. It is not. What decides whether a document is read here is how many of our own gaps it would close, and that queue is printed above.

How every figure on this site is sourced, what each status means, and the numbered corrections log itself: how every figure here is sourced.

Questions about this log and how it is kept

Is this a blog?

No. A blog answers questions; this logs reading. Every entry names a document we opened or a figure that moved, with the date we read it. If an entry could have been written without opening anything, it does not belong here.

Why does this page not answer common shipping questions?

Because our own pages already answer them. Of 152 port articles in the question pool we hold, 71 ask something a page on this site already owns. Answering them again here would put two of our pages in front of the same question.

How often is this updated?

When something is read, not on a schedule. The one cadence we know is the monthly volume releases from Oakland and the Northwest Seaport Alliance; everything else appears when a document is opened.

Do you write about shipping companies?

No. This site covers places rather than companies, and 28 articles in the pool were rankings of carriers and NVOCCs. None of them is written here.

What is the oldest thing in this log?

The nine carrier demurrage tariffs read end to end between 28 July and 1 August 2026. They are the foundation every cost figure on this site rests on, no two of them are structured alike, and the tenth turned out to carry no rates at all — a cover sheet over two rules named by number.

Do you publish documents you have not read?

We publish their existence and their shape, never their values. A located but unopened document appears in the queue with what it would close — the Port Authority of New York and New Jersey tariff would close three gaps at one port. When one is finally read, the queue row becomes a log entry with what it moved.

What happens when a rate changes after you read it?

It becomes an entry. One has already: the HMM tariff expired on 31 July 2026 and its successor moved exactly one of its thirteen port groups, the line covering Seattle and Tacoma, by two, four and eight dollars across the tiers.

Where do corrections appear?

In the corrections journal on the verification page, numbered, and the significant ones repeat here with what changed. Seventeen were made before anything was published, and five of those are one finished page correcting another.