How North America’s ports are becoming strategic logistics partners

All volumes in this article relate to CY2025 (January 1 – December 31, 2025) and were supplied directly to Automotive Logistics by the named port authorities and terminal operators, with data collected between May and July 2026. Where these figures differ from those published in earlier Automotive Logistics reporting (April-May 2026), the updated figures have been used here as they are more recent.  

While automotive trade policy may have dominated headlines throughout 2025, the underlying geography of North America's finished vehicle supply chain changed far less dramatically than many expected. The continent's largest automotive ports remained firmly established, although the reasons behind their success are evolving. 

In terms of total throughput of imports and exports, Brunswick, Georgia retained its position as North America's largest automotive gateway, handling almost 779,000 finished vehicles during 2025 (See Figure 1 above and click to expand for all reported figures). Brunswick’s processing role has also expanded, including dedicated Nissan and Infiniti processing operations at Colonel’s Island Terminal. Baltimore followed with more than 728,000 units, while Vancouver continued its rapid rise, setting a new record of almost 480,000 vehicles. Jacksonville (416,721), New York and New Jersey (361,283), Hueneme (357,498) and San Diego (346,415) each processed well over 300,000 vehicles, underlining the concentration of North American finished vehicle logistics among a relatively small group of specialist ports.  

The ports of Benicia (214,000), Freeport (166,780), Los Angeles (91,862), and Galveston, Texas (19,137) recorded less throughput. Port Freeport is nevertheless attracting new automotive business, including Mitsubishi’s expanded US vehicle-distribution network, having signed an agreement in July this year that will see increased automotive volume as Mitsubishi Motors North America continues to expand its distribution network in the US. 

For Los Angeles, the port is confident in cargo imports despite trade disruption, and expected further disruption in 2026 due to the disruption on the Strait of Hormuz. “This is a situation where you definitely don't want to be first in line and even with a possible reopening, it will take months to normalise schedules, get the supply chain back to some semblance of normalcy and clear backlogs,” said Gene Seroka, executive director of the Port of Lost Angeles in June. Despite the uncertainty, Seroka said the Port of LA continued to be well positioned and has manged to move cargo unimpeded over the last three months plus.  

For Galveston, the first four months of 2026 have shown promise, with imports trending upwards by 4%, with 6,779 vehicle imports through April compared to 6,507 in the same time period in 2025. 

Mitsubishi adds Texas' Port Freeport to its expanding US distribution network

Mitsubishi Motors North America (MMNA) has made an agreement with Port Freeport in Texas and port operator Amports that will see new increased automotive volume at the port as MMNA continues to expand its distribution network in the US.

What these figures disguise, however, is the increasingly specialised role each gateway now plays within the wider supply chain. Rather than competing directly for identical cargoes, ports are becoming increasingly differentiated by geography, customer base and logistics capability. East Coast gateways such as Baltimore, Brunswick and Jacksonville remain closely tied to European imports and exports (see Figure 2 for all imports and exports) as well as domestic distribution into the US Midwest and Southeast. On the West Coast, Hueneme, Benicia, Vancouver and San Diego continue to serve Pacific trade lanes, handling large volumes from Japan, South Korea and increasingly other Asian manufacturing hubs. That specialisation has become even more pronounced as OEMs rethink global production strategies (see Figure 3 for the reported OEMs at each port).

The industry’s ability to adapt brought about resilience despite geopolitical challenges, according to David Szydlowski, global director for automotive freight forwarding, DP World in the Americas. Szydlowski told Automotive Logistics: "While throughput varied by port and trade lane, North America's major automotive gateways remained resilient in 2025. Vehicle volumes continued to be supported by steady consumer demand and ongoing production activity, but OEMs and suppliers became far more dynamic in how they managed inventory, sourcing, and network design amid evolving trade policies and market uncertainty.” 

He added: “The defining trend wasn't simply volume growth or decline, it was the industry's ability to adapt. Manufacturers increasingly diversified routing options, balanced inventory more strategically, and prioritised supply chain flexibility to maintain continuity and responsiveness.” 

Imports still dominate the market 

Despite growing exports from North American assembly plants, the continent's automotive ports remain overwhelmingly driven by imports. 

Baltimore’s imports accounted for around 83% of its throughput (602,622 cars and light trucks) while its exports made up about 17% (125,603), illustrating its continuing importance as an entry point for European premium manufacturers including BMW, Mercedes-Benz, JLR, Porsche, Volvo and Volkswagen Group brands.  

Brunswick displayed a similar pattern, importing 617,019 vehicles (79%) compared with 161,894 exports (21%). Jacksonville handled 337,152 imports (81%) and 79,569 exports (19%), while Hueneme's exports represented little more than 1% of its total automotive business (4,437 exports and 353,061 imports).  

The imbalance reflects North America's long-established position as one of the world's largest vehicle import markets. While US president Donald Trump has stated his intention to change this, aiming to improve US production and exports while relying less on imports and making them less attractive due to tariffs, it is clear that the import-heavy trend is yet to be bucked.   

In fact, many of the ports specifically cited the changing tariffs as a reason for less-than-ideal volumes in 2025. A spokesperson for the Port Authority of New York and New Jersey said: “Importer decisions were largely driven by trade policy, tariff changes and implementation timing. In 2024, roro capacity issues forced some manufacturers to ship their vehicles via containers. In 2024, the port saw 63,500 containerised autos. This dropped to 3,720 in 2025 as roro capacity constraints were relieved.” 

While exports remain strategically important, particularly for manufacturers with US production destined for overseas markets, the dominant logistics challenge for most ports continues to be efficiently receiving, processing and distributing imported vehicles. 

Even San Diego, where exports are more substantial than at many competing gateways, processed almost six imported vehicles for every one exported (50,523 exports and 295,892 imports). The port is mostly focusing on improving its roro operations. “Roll-on, roll-off cargo operations continue to play a very important role in strengthening our local, regional, and statewide economy,” Michael LaFleur, chief operations officer at the port of San Diego told Automotive Logistics. “With the help of the Pasha Group, the Port of San Diego has established itself as a premier vehicle importation and processing destination, importing one in eight vehicles on the road in the United States. On top of that, late last year we installed shore power at our National City Marine Terminal, resulting in the first successful connection for a roro vessel in the United States, showing that it is possible to be environmental champions while still remaining economically competitive.” 

For Galveston and Benicia there were no exports at all, and Vancouver’s Annacis Auto Terminal functions almost exclusively as an import gateway, with only 26 exports.   

How flows changed at North American ports in 2025 

Although most ports reported lower vehicle volumes during 2025 than 2024, the scale of change varied considerably. 

Hueneme experienced one of the larger declines year-on-year (YoY) among major gateways, with imports falling by approximately 12.9%, and exports by 8.1%. Stacy Lange, chief commercial and public affairs officer at the port told Automotive Logistics that the decline was primarily driven by “tariffs and broader trade policy impacts”.  

She said: “Despite these reductions, the port of Hueneme continues to demonstrate strong automotive performance and remains one of the nation’s leading gateways for automobiles and heavy equipment. The port’s diversified OEM portfolio, efficient operations, and proximity to vehicle processing centres continue to reinforce long‑term competitiveness and operational resilience.” 

Los Angeles experienced an even steeper reduction in vehicle imports, down more than 35% YoY. But unlike neighbouring specialist automotive ports, Los Angeles is fundamentally a container port where finished vehicles represent only a small proportion of overall cargo. The port sees more than 10m TEUs of container traffic annually, whereas there were only 91,492 imported finished vehicles in 2025, with one dedicated auto terminal handling a relatively small number of OEM brands (Infiniti, Mazda, Nissan and Polestar). Changes in shipping services and OEM routing decisions can therefore produce large percentage swings without fundamentally altering the port's strategic position.  

San Diego continues to strengthen its position as a specialist roro gateway through close collaboration with Pasha Automotive Services. Jacksonville was another notable performer. A decline of just 1.1% in throughput YoY becomes more impressive when viewed alongside the extensive construction programme that temporarily removed approximately 88 acres of vehicle processing space from service. Rather than maximising short-term throughput, the port accepted a modest reduction while investing in significantly greater long-term capacity.  

While many US ports experienced declines linked to tariff uncertainty, the Canadian gateway of Vancouver achieved record throughput for the second consecutive year, with imports up 2.3% YoY. Officials attributed the performance to sustained Canadian demand for Asian-built vehicles, combined with completion of the Annacis Auto Terminal expansion.  

The Annacis Auto Terminal operates primarily as an import terminal facilitating throughput of Asian-made vehicles for the Canadian market. Nearly 100% of Canada’s Asian-manufactured vehicle imports arrive via the port of Vancouver terminal, with vehicles transported from the marine terminal via train to cities across Canada. 

“Port terminals and operators moved a record 170 million metric tonnes of goods last year across four sectors, including handling record volumes of auto trade through the Annacis Auto Terminal,” said Chance McKee, senior account representative at the Vancouver Fraser Port Authority. “Auto volumes reached a record of almost 480,000 vehicles last year, up 2% compared to the previous record set in 2024, as the port facilitated imports of Asian-made vehicles to support steady demand in the Canadian auto market.”  

Timothy McGee, vice-president of Canada operations at Wallenius Wilhelmsen said: “2025 was a solid year at Annacis. Volumes remained strong, and the completed upgrade has increased capacity and improved how we handle flows through the terminal. This puts us in a good position to support continued demand.”  

Baltimore builds on resilience for auto throughput despite headwinds

The port of Baltimore has had a tough couple of years following the destruction of the Francis Scott Key Bridge. Recovery of volumes in 2025 was not helped by the disruption to vehicle imports caused by US tariffs imposed in April 2025.

Interestingly, the only other port that recorded improvement year over year was Baltimore. Its imports dropped by 7.7% YoY, but its exports increased by almost a third (29.8%). A spokesperson for the port at Maryland Port Administration (MPA) previously told Automotive Logistics in April that overall volumes were impacted due to constant changes in tariffs, but said the stable throughput is “a strong testament to our highly-skilled International Longshoremen's Association workforce, our excellent auto supply chain, and the fact that we offer more auto processing facilities onsite than other ports”.  

Baltimore’s terminal operator Amports processed more than 300,000 of the total volume of vehicles at its three facilities on the Atlantic, Chesapeake and Dundalk terminals. Amports serves 14 vehicle makers at Baltimore. “Amports worked closely with automakers to maintain operational fluidity, adapting quickly to fluctuations in demand while preserving throughput efficiency,” a spokesperson for Amports told Automotive Logistics in April. “The activation of foreign trade zone capabilities in Baltimore provided additional flexibility, helping customers better manage tariff impacts and inventory strategies.” 

The port also optimised vehicle throughput with upgrades to Amports’ yard management system (YMS) in 2025. The company increased automation of key processes to improve efficiency, accuracy and real-time visibility, while reducing reliance on manual inputs. 

Speaking about the most recent figures, a Baltimore port spokesperson told Automotive Logistics: “Baltimore's strengths as a leading US auto port include four on-dock processors, skilled and experienced labour, and our unique location as the closest US East Coast port to the Midwest.” 

Different ports, different customers 

Some gateways have developed broad customer bases spanning dozens of manufacturers. Baltimore, for example, handles vehicles ranging from luxury brands like Aston Martin, Lamborghini and McLaren, to Ford, GM, Toyota and Subaru, giving it one of the most diversified customer portfolios in North America (see Figure 3 above for the reported OEMs at each port). 

McLaren invests in VPC at Baltimore port with Tradepoint Atlantic

McLaren partners with Tradepoint Atlantic to establish a 4,600 sq.m vehicle processing centre at Sparrow’s Point, streamlining North American distribution and value-  added services.

Jacksonville likewise serves a wide mix of European, Japanese and American manufacturers, including Audi, Ford, GM, Stellantis, Honda, Mazda, Mercedes-Benz, Mitsubishi, Toyota and Volkswagen.  

Other ports occupy more focused niches. Galveston's automotive business is centred almost entirely on BMW Group, importing BMW, MINI and Rolls-Royce vehicles through a dedicated processing facility built specifically to serve the German manufacturer and its dealer network across the central United States.  

Similarly, Vancouver's volumes are dominated by a relatively small number of Asian brands. Hyundai, Toyota, Kia, Mazda, Subaru and Nissan together accounted for around 90% of all vehicles passing through the Annacis Auto Terminal in 2025, underlining both the importance of Pacific trade routes and Canada's continuing appetite for Asian-built vehicles.  

Benicia also illustrates how OEM portfolios are changing. Alongside long-established customers such as Volkswagen, Porsche, Toyota and GM, sits VinFast, reflecting the emergence of newer automotive brands entering the North American market through established logistics networks.  

Looking beyond the rankings 

For decades, ports competed primarily on annual throughput, with success measured by how many vehicles crossed the quayside each year. Increasingly, that metric tells only part of the picture. A port handling 300,000 vehicles while performing pre-delivery inspection, software updates, accessory installation, recall campaigns, battery charging and nationwide rail distribution may generate considerably more value than one moving twice as many vehicles directly from vessel to truck. 

As manufacturers seek greater visibility, flexibility and resilience throughout their finished vehicle supply chains, the quality of logistics services is becoming as important as raw throughput. 

That shift helps explain why, even during a year when many ports processed fewer vehicles than before, investment accelerated rather than slowed. 

Ports invest beyond the quay 

Rather than just increasing the size of berths and storage space, today's investment priorities for ports look markedly different. North America's leading automotive ports are increasingly directing capital towards vehicle processing, inland distribution, digital visibility and operational flexibility. The objective is no longer simply to move vehicles off ships quickly, but to integrate ports more deeply into manufacturers' finished vehicle supply chains. 

Modern vehicles often arrive at port incomplete from a retail perspective. Software updates may still need to be installed. Market-specific accessories require fitting. Protective coatings are applied, quality inspections completed and damage repairs undertaken before vehicles are released to dealers. Electric vehicles introduce further complexity, requiring charging infrastructure, battery monitoring and specialist handling procedures. The investments taking place across North America illustrate that change. 

Jacksonville builds for the next decade 

On paper, Jaxport's automotive business appeared relatively flat during 2025, with finished vehicle throughput declining by just 1.1%. Yet that modest reduction masks a large automotive infrastructure programme currently underway. Throughout much of the year, approximately 88 acres of vehicle processing space were temporarily removed from operation while Southeast Toyota Distributors constructed a new processing complex at Blount Island Marine Terminal. 

Completed in 2025, the $170m public-private partnership incorporates additional on-site rail connections and truck loading areas. Jaxport said that combining operations at Blount Island creates operational efficiencies and additional space for Southeast Toyota to accommodate more vehicles. 

Accepting a temporary reduction in capacity was a strategic decision, with the new facility expected to increase processing capacity by around 6% compared with the previous operation while significantly improving operational efficiency. The investment also creates additional flexibility as OEMs seek increasingly sophisticated processing services before vehicles enter dealer networks.  

Enstructure to move Mazda and Toyota volumes through Jaxport

Enstructure Auto Logistics (EAL) will start handling finished vehicles for Mazda and Toyota through the US port of Jacksonville from December this year.

Perhaps equally significant is the arrival of Enstructure into Jacksonville's finished vehicle market. Enstructure Auto Logistics began processing vehicles at a new facility in December last year at the Tallyrand Marine Terminal (following Southeast Toyota Distributors move to Blount Island Terminal).  Rather than relying on a single dominant processor, OEMs using Jaxport will increasingly be able to choose between multiple providers, potentially increasing competition in value-added services while giving manufacturers greater operational flexibility. 

Marine infrastructure has also expanded. Vehicle Berth 22 was upgraded during 2025 to allow simultaneous accommodation of two of the world's largest pure car and truck carriers (PCTCs), improving berth flexibility and reducing waiting times. Furthermore, Jaxport began a project to build a new vehicle berth – Berth 21 – in 2025, which will be available for loading and unloading in early 2027. The new vehicle berth increases efficiencies for automotive customers and provides additional capacity to accommodate future growth, according to Jaxport. 

"Jaxport is committed to continually investing in infrastructure and facilities that help our customers grow their business and operate more efficiently," Alberto Cabrera, director of business development at Jaxport, told Automotive Logistics. "The improvements completed in 2025 and those still underway are expanding our long-term capacity and strengthening our ability to serve automotive customers for years to come." 

Vancouver expands for sustained import growth 

If Jacksonville is investing for future flexibility, Vancouver is expanding to accommodate growth that is already materialising. The Annacis Auto Terminal has become Canada's principal gateway for Asian-built vehicles, handling almost every imported passenger car arriving from Asia before distribution across the country by rail. That concentration has made terminal efficiency increasingly important for the entire Canadian automotive market.  

Recognising that importance, the Vancouver Fraser Port Authority and Wallenius Wilhelmsen completed a comprehensive optimisation programme during 2025. The project reconfigured vehicle flows throughout the terminal, increasing total handling capacity by approximately one-third while improving operational efficiency. The investment immediately paid off, with the port recording its highest automotive throughput on record during 2025, handling almost 480,000 vehicles, while first-quarter volumes during 2026 continued to increase by around 7% compared with the previous year.  

That growth is particularly notable given the uncertain economic backdrop. Port officials acknowledge that Canada's automotive market continues to face slower economic growth, changing EV incentives and uncertainty surrounding US trade policy. Nevertheless, they argue that increased terminal capacity ensures the port is well positioned regardless of how those market dynamics evolve.  

Hueneme creates an automotive ecosystem 

California's Port of Hueneme has taken a different approach. Rather than concentrating all services within the port itself, Hueneme has cultivated an integrated logistics ecosystem extending beyond the quayside. 

Within two miles of the port sit dedicated vehicle processing centres operated by Glovis, Wallenius Wilhelmsen and BMW. Together they provide comprehensive services such as pre-delivery inspection (PDI), accessorisation, technical service support, storage, vehicle distribution and other specialist services for both imports and exports.  

Their close proximity to the port enables highly efficient operations, reducing truck turn-times, minimising congestion, and enhancing overall logistics coordination. This integrated ecosystem, according to the port, strengthens its position as a premier west coast automotive gateway and supports consistent, high velocity throughput for OEMs and logistics providers. For OEMs balancing increasingly lean inventories with unpredictable consumer demand, that combination of speed and flexibility has become a significant competitive advantage. 

Although Hueneme's vehicle throughput declined during 2025, port officials were keen to emphasise that the underlying logistics model remains highly resilient. 

Benicia bets on integration 

At Benicia, the evolution of the role of an automotive port is evident. Historically, many terminals relied on separate organisations to provide stevedoring, port management and vehicle processing. Amports has instead combined those functions into a single integrated operation. 

Through its Benicia Port Terminal subsidiary, the company now manages roro vessel operations alongside terminal management, while simultaneously operating a comprehensive vehicle processing centre capable of handling everything from accessory installation and body repairs to recall campaigns, software support, detailing and EV charging. Bringing those activities together fundamentally changes how manufacturers interact with the port. Instead of coordinating multiple contractors responsible for different parts of the process, OEMs increasingly deal with a single logistics partner responsible for every stage of vehicle handling. 

That integrated model has become particularly attractive as manufacturers navigate increasingly unpredictable trade conditions. If tariffs alter sourcing decisions or shipping schedules change at short notice, having one organisation managing vessel operations, storage, processing and inland logistics allows manufacturers to respond far more quickly than under traditional operating models. 

Vehicles spend less time moving between different facilities, reducing transport costs and the risk of damage. Inventory visibility improves because every stage of the process is managed within a single digital workflow. Manufacturers also gain greater flexibility to respond to changing market demand. 

If a dealer requests additional accessories, software updates or campaign work, those modifications can often be completed before the vehicle leaves the port rather than requiring costly interventions further downstream. As vehicle technology becomes more complex, these capabilities are becoming increasingly valuable. 

The addition of Foreign Trade Zone (FTZ) capability reflects another growing trend. Rather than simply receiving vehicles, ports are increasingly helping manufacturers manage customs obligations and tariff exposure. As trade policies become more fluid, these capabilities may become almost as valuable as physical infrastructure. 

Mark Boucher, chief commercial officer at Amports said: "2025 was defined less by operational constraints and more by market variability. Our focus remained on helping OEM partners stay agile through changing tariff and demand conditions while continuing to invest in solutions like FTZ capability to support long-term resilience." 

For OEMs facing unpredictable import duties, the ability to defer or optimise tariff payments through FTZ arrangements can significantly improve supply chain flexibility. 

Baltimore doubles down on processing capability 

Baltimore's competitive strengths have evolved over decades. Although consistently ranked among North America's busiest automotive ports, volume plays less of a factor than the breadth of services available on site. The port hosts four on-dock vehicle processors, including Wallenius Wilhelmsen, Amports, BMW and VW, allowing manufacturers to complete a wide range of value-added activities immediately after vessel discharge.  

Combined with experienced automotive labour and close proximity to the US Midwest, these facilities have helped Baltimore maintain one of the strongest positions among East Coast automotive gateways despite considerable volatility in international trade. It highlights that processing capability is becoming equally as important as infrastructure. 

Investment reflects confidence, not caution 

One of the most revealing aspects of this year's survey is that ports did not cut back on investment even in more difficult trading circumstances. Even the ports experiencing declining throughput continued to expand processing centres, adding berths, improving rail connections or introducing new logistics services. That reflects confidence that today's uncertainty is temporary, while the structural transformation of automotive logistics is permanent. 

Manufacturers may alter sourcing strategies, adjust production locations or respond to tariff changes, but they will continue demanding faster vehicle preparation, greater supply chain visibility and more integrated logistics support. 

Ports capable of providing those services are likely to capture a growing share of automotive business, regardless of where future manufacturing ultimately takes place. 

Ports become integrated automotive logistics hubs 

Across North America, the boundary between marine terminal and logistics centre is becoming increasingly blurred as ports seek to capture a greater share of the value created between factory and dealership. In many cases, the vehicle's journey through the port now represents one of the most important stages in the finished vehicle supply chain, with dozens of activities completed before the car ever leaves the terminal. The shift reflects the broader changes we are seeing in the automotive industry. 

Manufacturers have dramatically expanded the amount of work carried out after a vehicle leaves the assembly line. Market-specific accessories are installed closer to the point of sale. Software updates can be applied before delivery. Vehicles may require campaign work, quality inspections or minor repairs before reaching retailers. Electric vehicles introduce additional requirements around battery charging, monitoring and specialist handling. 

At the same time, OEMs are under growing pressure to reduce inventory while maintaining flexibility. Rather than storing vehicles for extended periods at inland compounds, many now want ports to act as sophisticated distribution centres capable of preparing vehicles for immediate onward delivery. 

The result is a new generation of automotive logistics hubs that integrate maritime operations with technical services, digital inventory management and nationwide distribution. 

Digitalisation reaches the waterfront 

Digital technology is also reshaping the role of automotive ports. Historically, vehicle compounds relied heavily on manual inspections, paper documentation and visual stock management. Today's leading operators increasingly use digital scanning, barcode systems and real-time inventory tracking to provide manufacturers with continuous visibility over vehicle movements. This reflects the wider finished vehicle logistics industry’s shift from reactive management towards real-time operations and visibility. 

For manufacturers operating increasingly lean supply chains, that visibility has become almost as valuable as physical infrastructure. Knowing precisely where every vehicle sits within the logistics network allows OEMs to make better production decisions, improve dealer communication and respond more rapidly when market conditions change. 

The next stage is likely to involve even greater automation. Artificial intelligence is already being explored for yard management, optimising vehicle placement, predicting dwell times and improving truck scheduling. As software-defined vehicles become more common, ports may also play an expanding role in applying software updates before vehicles reach customers. 

Rail as a hidden enabler 

While vehicle processing attracts much of the attention, inland distribution remains equally important. No matter how efficient a marine terminal becomes, its competitive position ultimately depends on how quickly vehicles reach dealers and regional distribution centres. 

Vancouver illustrates this particularly well. As the most efficient gateway for Canadian-destined vehicles from Asia, the port of Vancouver receives nearly 100% of all Asian-manufactured imports destined for the Canadian market and serves more than a dozen of the world’s top OEMs. In recent years, auto imports have increased, driven by a growing consumer demand for hybrid and EVS, and the port authority expects auto imports to continue growing, with many of those arriving and leaving by rail.  

To boost this, the port is aiming to improve its efficiency, capacity and resiliency for Canada’s growing auto import sector through the Annacis Auto Terminal Optimization Project, in partnership with Wallenius Wilhelmsen. The project, which was completed in 2025, involved the installation of 61 new railcar spots, as well as a new vehicle processing building and EV charging stations. 

Chance McKee, senior account representative at the Vancouver Fraser Port Authority said: “We have seen strong volumes continue to move through the Annacis Auto Terminal so far this year, with Q1 2026 up by 7% compared to Q1 2025. We expect Canada’s auto market will be affected by a range of factors in 2026, including a recent reduction of tariffs on Chinese EV imports, the re-introduction of federal EV rebates, and pressures from a slowing economy and ongoing U.S. trade uncertainty. “ 

Similarly, Los Angeles continues to leverage an extensive rail yard capable of handling thousands of vehicles, allowing rapid distribution beyond Southern California despite handling comparatively modest automotive volumes.  

For many ports, rail connectivity is becoming just as important as berth capacity. As manufacturing footprints shift and distribution networks become more dynamic, the ability to move large volumes inland quickly may increasingly determine which gateways OEMs choose. 

From ports to strategic logistics partners 

Taken together, these developments point towards a fundamental redefinition of the automotive port. Rather than competing solely on location or throughput, ports are increasingly competing on the sophistication of the logistics ecosystems they can offer. 

OEMs are choosing partners capable of managing increasingly complex finished vehicle supply chains, integrating maritime operations with processing, digital visibility, technical services and nationwide distribution. That evolution also helps explain why investment has continued despite uncertain market conditions. 

Vehicle volumes will inevitably fluctuate from year to year as tariffs change, production shifts and consumer demand evolves. The need for integrated automotive logistics, however, is only likely to grow. For North America's leading ports, becoming indispensable logistics partners may prove to be the most important investment of all. 

"Over the next 12 months, we expect agility to remain the defining characteristic of successful automotive supply chains,” said DP World’s David Szydlowski. “North American vehicle production is deeply interconnected across the US, Canada, and Mexico, and ongoing shifts in trade policy will continue to influence sourcing, production, and logistics decisions.” 

Looking ahead at what the next year might bring for the ports and their supply chains, he added: “The most competitive supply chains won't necessarily be the shortest or lowest cost. They'll be the ones that can respond fastest to changing market conditions while maintaining visibility, resilience, and reliable access to key transportation and port infrastructure."