Port Houston Container Volumes Drop 10% in April, May Rebound Expected

Port Houston handled 353,319 TEUs in April, down 10% from March and 9% year over year: the port's first quarterly container decline since early 2025.

Why did Port Houston container volumes drop in April?

Global trade volatility and softer steel imports drove the April dip. Loaded import containers totaled 162,798 TEUs in April, down 8% year over year, while loaded export containers fell 5% to 132,339 TEUs. Empty export containers declined 18% year over year. Year-to-date container volumes totaled 1.44 million TEUs, down 1% compared to the same period in 2025.

Port Houston CEO Charlie Jenkins said cargo activity is already recovering in May, with imports once again driving growth. The April slowdown appears temporary rather than structural.

Vessel traffic up despite container softness

Vessel visits climbed 6% year over year in April to 754 calls, according to Jenkins. Larger vessels moving through the Houston Ship Channel are helping drive export growth, particularly energy-related commodities.

"Export tonnage is up 19% this year," Jenkins said during the Port Commission meeting Wednesday. "Crude oil, refined products, petroleum gases are driving a lot of this growth."

Port Houston remained the world's top export gateway for liquefied petroleum gases such as propane, butane and methane. "Exports of petroleum gases are up 33%, and we remain the number one port in the world for gases like butane, propane and methane," Jenkins said.

What the container dip means for truckers

The 10% month-over-month drop in TEUs translates to fewer drayage loads moving out of Port Houston terminals in April. For owner-operators and small fleets running Houston-area port work, the April slowdown likely meant thinner dispatch boards and more competition for available containers.

The 18% year-over-year decline in empty export containers signals weaker outbound freight demand: a pattern that typically compresses drayage rates as carriers chase fewer loads. Empty repositioning moves pay less than loaded hauls, and when empty volumes drop, it often reflects shippers holding off on export commitments.

If May's recovery holds as Jenkins indicated, drayage capacity should tighten again as import volumes climb. The timing matters for small fleets: a one-month dip can be absorbed, but a sustained decline would force carriers to look outside port work for revenue.

Energy exports offset container weakness

The 19% year-over-year increase in export tonnage, driven by crude oil, refined products, and petroleum gases, represents a different freight segment than containerized cargo. Energy exports typically move by pipeline, tanker, or specialized bulk carrier, not by truck, so the tonnage surge doesn't directly translate to more loads for dry van or flatbed carriers.

However, the vessel traffic increase (6% year over year) suggests Port Houston's overall activity remains strong despite the container softness. More vessel calls can mean more chassis demand, more gate turns, and more ancillary drayage work even when box counts dip.

The recovery timeline

Jenkins' statement that cargo activity is "already recovering in May" suggests the April dip was a one-month event rather than the start of a sustained downturn. For small fleets and owner-operators running Houston port lanes, the question is whether May's rebound restores load counts to March levels or simply stops the decline.

The year-to-date container volume figure, down just 1% through April, indicates Port Houston is holding close to 2025 pace despite the April drop. That's a different picture than ports seeing sustained double-digit declines, which would signal structural demand weakness.

For carriers deciding whether to add Houston port work or shift capacity elsewhere, the May data will matter more than April's. A single-month dip can reflect timing quirks: vessel bunching, holiday effects, or shipper inventory adjustments. Two consecutive months of decline would suggest a lane-level problem worth avoiding.

The spot rate environment has firmed across all three segments in recent weeks, which may pull some capacity away from port drayage and into over-the-road lanes where per-mile rates have climbed. If May's Port Houston rebound coincides with continued spot rate strength, drayage carriers may face a choice: chase higher-paying OTR loads or stick with port work that offers more predictable volume.