Port profile · Oakland, California · figures read 07/26–07/29/2026

Port of Oakland is the one port here whose volume can be compared, and since 1 August it has a cost to quote as well

⚑ The short answer

Port of Oakland moved 181,356 TEU in June 2026, of which 78,114 were full imports, and it is one of exactly three ports on this site whose volume figure shares a period and a measure with another port's. Everywhere else the volume column cannot be sorted, because the figures carry different measures and different periods.
Oakland is the only port whose volume split we actually hold the figures for: a total, full imports and full exports, with a change rate on two of them — up 7.7% on the total and up 11.1% on full imports. The Seattle and Tacoma alliance makes the same split and none of its numbers reached us, which is why the import share can be computed here and at no other port.
US container ports are priced on this site by the nine import tariffs, and eight rate lines name Oakland outright — COSCO at both its terminal groups, Hapag-Lloyd under both haulage types, HMM at two rates and Yang Ming at two. Its median first paid day is $275 over eleven lines. Two carriers also price a group named for the state, California at $275, and that group covers this port as well.
Port of Oakland gives us a cadence and not a series: the figures come from a monthly release and the capture caught one days old, while the searches around this query ask for today's volume, for the 2022 volume and for the TEU statistics between them. We hold one month for this port and no run of months for any port.

The fullest volume split on this siteOne of three ports sharing June 2026And no tariff line names it at all

CBP port code: not checked yeta port code for this port is asked for directly in the results — gap I
UN/LOCODE: not checked yet
Container terminals: not checked yetnothing we hold names a terminal here
Named in the nine tariffs: no — no rate line names this port
Port authority free-time rule: not checked yet
Gate hours: not checked yet

181,356 TEUJune 2026, up 7.7% — a month three ports sharePort of Oakland release · read 07/26/2026

78,114Full imports in the same month, up 11.1%the fullest split any port on this site publishes

$275Median first paid day of carrier demurrage11 tariff lines name it or price it through a group · nine US import demurrage tariffs · read 07/28–08/01/2026

$490Median first paid day, working reefer — 1.78× the dry boxspecial equipment $425, tank $425, dry $275 — and the reefer clock is half the dry one · nine US import demurrage tariffs · read 07/28–08/01/2026

unreadDwell in daysnothing published and no live panel located — gap E

The one volume figure on this site that can be set beside another

Port of Oakland holds the one volume figure on this site that can be set beside another. Three ports published June 2026 in twenty-foot equivalent units — Oakland at 181,356, the Northwest Seaport Alliance at 262,546 and Los Angeles at 1,002,734 — and that is the only period and measure more than one port here shares.

Three figures on one month are still not a ranking, and no position is printed. What this port also publishes, and no other does, is the split: full imports of 78,114 up 11.1% and full exports of 65,140. How the volume tables are built, and why this site prints periods instead of positions: how the volume tables are built.

Port of Oakland monthly cargo release, reached through the results · read 07/26/2026. Full imports are 43% of the total and full exports 36% — our arithmetic on two published figures, leaving 38,102 TEU whose composition does not survive in what we captured.

Nothing on this coast has a published clock, and this port has less than most

Port of Oakland publishes no free-time rule we could find, and neither does any other port on this coast: not one West Coast authority rule has been read. At Los Angeles a document is at least located; here nothing is.

The one start hour read on this coast belongs to a carrier and covers two other ports — Maersk begins the count at the first 3:00 AM after discharge at Los Angeles and Long Beach, not across California. That boundary is the same question this page’s cost stack runs into.

How this profile is built · what we are paid

Every figure below carries the document it was read from and the date it was read. A figure we have not read does not become a number: the cell says whether the document is unpublished, located but unopened, or simply not checked yet.
The port’s own tariff outranks anyone’s summary of it, including ours — where the rule or tariff number is known it is printed so you can cite it.
No port, terminal or carrier has paid to appear on this page or to be described in any particular way, and no link on this site is a referral link.

Container discharged at Oakland · no clock published by this port, and none read for this coast

discharge

clock starts — hour unread

first paid day

free time runs

charges accrue

For context: three tariffs we have read start the same kind of clock at three different hours.
Whose tariff	Scope	The clock starts	Source · read
Georgia Ports Authority	Savannah, Rule 34-025	first 12:01 AM after discharge	GPA Rule 34-025 · read 07/26/2026
Maersk	Los Angeles and Long Beach imports	first 3:00 AM after discharge	Maersk, USA Imports · read 07/26/2026
Seaboard Marine	US imports	first 08:00 of the first working day after discharge	Seaboard Marine, 11/05/2024 · read 07/26/2026

The cost stack at Oakland, and the group named for its own state

Port of Oakland is named outright by five carriers across thirteen rate lines, and its $255 median is the cheapest in the country. Until 01/08/2026 this profile said no line named it. That was the source declining to distinguish the port rather than us failing to open a document — an absence of a line, and never a cheaper rate.

And here that absence has a sharper edge than at Houston or Charleston. CMA CGM prices a group called California at $275, and Hapag-Lloyd prices a Californian base at $270. This port is in California, and it was not extracted under either group. Both of those facts are published here; the join between them is not, because we have not confirmed from the documents which ports those groups reach.

What a 40-foot import container picks up at Oakland — six lines, none of them read here

Every line is hatched. The port that publishes the fullest volume split on this site publishes nothing we could price.

The one action available today is to check which group your own tariff puts an Oakland box in — and to ask the carrier for that group’s definition in writing. Where the tariffs do name the port: the cost stack ranked port by port.

Nine US import demurrage tariffs · read 07/28–07/29/2026.

Who can invoice you at Oakland, and the one thing we can say about how

Charge at Oakland	Billed by	Owed by	The document that sets it	Amount
Carrier demurrage	Ocean carrier	Consignee or the counterparty named on the invoice, not both	the carrier’s US import tariff, through a group we could not confirm for this port	not publishedno rate line names Oakland; two carriers publish a California group and the join is unconfirmed
Terminal storage	The marine terminal	Cargo interest, via the carrier	a terminal tariff we have not read	not checked yetgap A — and no terminal here is named in anything we hold
Terminal handling	Ocean carrier	Whoever the Incoterm assigns	the carrier’s tariff, by port	not checked yet
Local fees	The port authority or the terminal	By fee	a fee schedule we have not located	not checked yetgap J

What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet

The one cost-side thing this site can say about Oakland, and it is about an absence. Not a single line-demurrage-only row appears at any West Coast port — every one of them in the whole reading sits at New York and New Jersey. So a day here normally arrives on one invoice rather than two. That is a statement about the absence of a row, which is why we can make it while having no rate at all.

The terminals at Oakland, and why this table has no rows

Port of Oakland has no terminal named in anything we hold, so this table has no rows — and the results ask for a terminal directory rather than answering with one.

What to obtain instead, in this order: the terminal on your booking, its address, and its gate hours. The last of those is unread at every port on this site.

What we can put in a terminal table for this port.
Terminal	Address	Gate hours and appointments	Storage tariff
not checked yetnothing we hold names a terminal at this port	not checked yetgap H	not checked yetgap H	not checked yetgap A

What an empty-looking cell means: not checked yet — we have not read the document yet

Dwell means several things and this port publishes none of them

Port of Oakland publishes no dwell figure we found, and no live panel for it has been located — unlike Los Angeles and Long Beach, where dashboards are at least located and unread.

The contrast with the top of this page is worth naming: the port that publishes the fullest volume split on this site publishes nothing at all about time.

What dwell looks like at ports that do publish something. Both rows belong to other ports and are labelled with them.
Figure	What it measures	Status of the number
not checked yet	anything for this port	nothing published that we found, and no live panel locatedgap E
3.1 to 6.75 days	the spread at Los Angeles across five figures in one season	quoted in the market, no documentsearch results · read 07/26/2026
about 20 hours to 9.1 days	the spread at Savannah across three measures	quoted in the market, no documentsearch results · read 07/26/2026
found, not read	live dashboards at Los Angeles and Long Beach	located, not opened — none exists here that we foundgap E

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

Which dwell each of those figures means, and why a single number without its measure cannot be used, is the subject of the dwell ranking — and none of it belongs to this port.

Local fees at Oakland, and the one read on its own coast

Port of Oakland local fees: not checked. One local fee has been read anywhere on this coast, and it belongs to Los Angeles.

Fee	Port	Amount	Who pays
Any local fee at this port	Oakland	not checked yetgap J	not checked yet
Clean Truck Fund rate	Los Angeles, for contrast — the only one read on this coast	$10 per TEU · $20 over 20 ftPort of Los Angeles · read 07/26/2026	Motor carrier, passed through
Sustained Import Dwell Fee	Houston, for contrast — the other kind of fee	$45 per unit per day from day 8Port Houston · read 07/26/2026	Cargo interest, billed by the port itself

What an empty-looking cell means: not checked yet — we have not read the document yet

A truck fee and a charge by the day are different instruments. One is levied per move on the motor carrier and passed through; the other accrues per day against the cargo. Neither belongs to this port, and both are here so that the empty row above is legible.

What this port publishes, and the row where it leads its own coast

Port of Oakland is thin on seven of these eight rows and leads its own coast on the eighth — and unlike the dwell row on the Virginia profile, this one is a read figure rather than a located one.

Eight things an importer needs, and where each one stands for this port.
What an importer needs	Published?	Read by us?
Volume with a split and change rates	yes — total, full imports, full exports and two change rates	readread 07/26/2026
A volume figure whose period another port shares	yes — June 2026	read — one of three such figures on the siteread 07/26/2026
A monthly series rather than one month	not checked yetgap D	not checked yet
The port authority’s own tariff	not checked yetnever located — gap B	not checked yet
Free time in days	not checked yet	not publishedthe tariffs name this port
Dwell with a definition	not checked yetgap E	not checked yet
Terminal names, addresses and gate hours	not checked yetgap H	not checked yet
A local fee schedule	not checked yetgap J	not checked yet
Read: two, and both are the same release. This ledger ranks our reading as much as anyone’s disclosure, and nobody paid for a place in it or to be absent from it.

What an empty-looking cell means: not checked yet — we have not read the document yet not published — the source publishes no figure here

The West Coast compared on what can actually be compared: the West Coast ports compared.

Getting a box out of Oakland, and the market our map does not route here

Port of Oakland routes no inland market in our catalogue — no gateway page here points at it, which is a property of our map rather than of the port. And the road leg itself is unpriced at every US port.

What we can say about getting a box out of this port.
Destination	How the box moves	Rate
The Bay Area	road	not publishedgap F
The Central Valley and beyond	road, or rail from a ramp we have not named	not publishedgap F
A gateway page on this site	not applicable	not applicableour map routes no market through this port yet

What an empty-looking cell means: not published — the source publishes no figure here not applicable — the measure does not apply to this row

What the road leg costs from each port, and why that column is empty everywhere: what the road leg costs from each port.

What goes wrong at any port, including one no tariff names

The vessel skips the port

Your box lands at another West Coast berth and the tariff that applies is the one where it landed — which on this coast may be a named group with a rate, unlike here.

Who pays depends on the cause: the carrier for its own schedule change, the shipper for a late gate-in.

The container is rolled

It stays behind while the ship sails, and the cause decides the payer.

Carrier for overbooking; shipper for late gate-in or missing paperwork.

A group enumeration is revised somewhere else

This is the local one. Your rate here comes from a group whose definition we could not confirm, so a carrier can change which ports a group covers without this port appearing in the amendment at all.

Cargo interest — ask which group line was applied and for its definition.

The cargo is abandoned

Charges do not stop accruing because nobody collects the box.

The named consignee, and the liability survives the abandonment.

What we have not read on this block. The hold types, who lifts each one, at whose cost and within what deadline are gap Q, and the carriers’ own rollover terms are gap R. This block describes the shape of each failure and who the bill lands on; it does not publish deadlines we have not read.

Both of the first two have their own page: when the ship skips your port and what to do when the box will not move.

Your rights under US federal rule

If the invoice applies a group your port is not named in

Port of Oakland demurrage arrives on a carrier’s invoice, not the port’s, and that invoice answers to a federal rule: 46 CFR Part 541, in force since 05/28/2024. The rule has been before the D.C. Circuit twice since, and the decision of 09/29/2025 changed who may be billed — so the text to read is the current one at eCFR, not a summary of the 2024 announcement.

The sequence specific to this port: establish which group line the carrier applied, ask for its definition in writing, and ask directly whether a group named for California is the one your box fell into — because two carriers publish such a group and we could not confirm that this port sits in either.

What the invoice has to contain, and how the dispute runs: the federal rules your invoice has to meet.

Descriptive, not legal advice. The tariff and the invoice in your own file govern your case.

Licensed intermediaries for the Oakland market

Port of Oakland sits in a metro we have not counted in the Federal Maritime Commission’s register of ocean transportation intermediaries. Two port areas have been counted — 95 organisations at Los Angeles and Long Beach, eleven at Savannah — and the first of those is a different California metro, which is worth stating on a page whose cost question already turns on what California means in a document.

What this register covers, and what it does not. It covers the ocean leg. It does not license drayage carriers and it does not license terminal operators, so the absence of a company from it is not a finding about that company. Half of the route you are buying is regulated by a different agency.

FMC OTI register download · read 07/28/2026.

One source read for this port, and it is a press release

verified secondaryPort of Oakland monthly cargo-volume release, June 2026 · read 07/26/2026
reached through the results rather than from the port’s own document library; gives a total, a split and two change rates
verified primaryNine US import demurrage tariffs — none names this port · read 07/28–07/29/2026

Not read and not located for this port: the port’s own tariff, the terminal tariffs, any dwell figure, the local fee schedule, and any run of months. The release appears monthly, so the next figure has a known cadence and the series does not exist here yet. How each status is defined: how every figure here is sourced.

Questions about importing through Oakland

What was the Port of Oakland's import volume?

Full imports of 78,114 TEUs in June 2026, up 11.1% year on year, out of a total of 181,356 TEUs that was up 7.7%. Both come from the port's own monthly release reached through the results rather than from a series, and one month is not a trend.

How does Oakland compare with Los Angeles on volume?

It is one of the few comparisons this site can make. Los Angeles moved 1,002,734 TEU in the same month with 530,558 loaded imports, so the ratio is about 5.5 to one on the total and about 6.8 to one on imports. The comparison page works through what that does and does not show.

Which growth figures can be compared?

The import ones: 13% at Los Angeles against 11.1% here, both for June 2026. The 7.7% is this port's total and must not be set against the Los Angeles figure. The two ports also use different words — loaded imports there, full imports here — and we have read no definition from either.

What does it cost to land a box at Oakland?

We cannot say. No rate line extracted from the nine import tariffs names this port. Two carriers do price a group named California — at $275 and $270 — and this port sits in California, but we did not extract it under either, so publishing those figures as Oakland's would be joining two facts we have not confirmed belong together.

Is Oakland cheaper than Los Angeles or Long Beach?

Not answerable, and we do not rank it below them for it. Those two are named in ten tariff lines between them and this port in none, which describes the tariffs' grouping and our reading rather than what the port charges.

How long does a box sit at Oakland?

No dwell figure of any kind has been read for this port, and no live panel for it has been located — unlike at Los Angeles and Long Beach, where dashboards are located and unread. The port that publishes the fullest volume split on this site publishes nothing we have found about time.

Where can I get the Oakland port code?

Not here. The related searches ask for it and the CBP and FIRMS code lists are unread, so no code is published. A code is needed for a filing, which is exactly why giving one from memory would be worse than giving none.

How often does this figure change?

Monthly — the figures come from a regular cargo-volume release and the one in our capture was days old when we caught it. Knowing the cadence is not the same as holding the series, and we hold one month for this port and no run of months for any port.

Why does this port publish exports too?

Its release separates a total, full imports and full exports, and it is the only port whose figures for that split reached us — the Seattle and Tacoma alliance makes the same split and none of its numbers did. This site is about imports, so the export figure is recorded because it explains why full imports are 43% of the month here, and it is not built on further.