Instead of competing directly with the scale of larger ports, Hueneme has built its reputation on flexibility, speed and problem-solving. The Port That Avoided the Backup When images of cargo ships stacked offshore became symbolic of pandemic-era supply chain failures, the Port of Hueneme experienced something very different. Cargo kept moving. While many ports struggled with congestion and backlogs, Hueneme maintained fluid operations thanks to a logistics strategy built years before the crisis began. A key factor was the Port’s operating-port model. Unlike most major ports, which function primarily as landlords and rely on third-party terminal operators, the Port of Hueneme owns and operates its marine terminal. That direct control over terminal operations, cargo flow and infrastructure planning allows the Port to make decisions quickly and design solutions tailored to its customers and community. Years before COVID exposed vulnerabilities in global supply chains, Hueneme had already developed a different approach to container handling. Rather than stacking large volumes of containers on terminal property waiting for pickup, Hueneme moves containers almost immediately off port property to nearby private off-site container yards. U.S. Department of Agriculture (USDA) inspections, Customs and Border Protection (CBP) processing and logistics coordination all happen away from the waterfront, preserving valuable terminal capacity and keeping cargo flowing. The system was originally designed out of necessity. The port sits directly adjacent to residential neighborhoods, condos and beach communities. Trucks backing up into neighborhoods was not an option. “We don’t have trucks queuing up to pick up containers that are stacked on port,” Lange said. “That would not work very well with our community.” Instead, containers are discharged from vessels, placed directly onto chassis and moved off site within minutes. That operational model gave the port a major advantage during COVID disruptions.
“We actually created a congestion-free service,” Lange said. As larger ports experienced gridlock, Hueneme worked with logistics partners, including carriers, trucking providers and federal agencies to establish alternative cargo flows. The port handled essential goods, personal protective equipment and perishables while helping exporters continue moving products during one of the most chaotic logistics periods in modern history. The experience became a powerful case study in how smaller, more agile ports can complement and even outperform larger facilities during disruptions. Educating Growers on Export Logistics Today, one of the port’s biggest priorities is helping agricultural producers better understand export logistics and how Hueneme’s model can work for them. The port regularly attends produce and agricultural trade shows, hosts export workshops and collaborates with economic development organizations and the U.S. Department of Commerce to guide new exporters through the process. “We really look at ourselves as the conduit to international trade,” Lange said. That role has become increasingly important as more growers explore overseas markets but lack experience navigating export requirements, documentation, shipping schedules and cold chain logistics. For first-time exporters especially, the process can feel intimidating. “It’s a daunting thing to be a first-time exporter,” Lange said. To help bridge that knowledge gap, the Port of Hueneme leverages its role as the license holder for the Oxnard World Trade Center. The designation allows the port to connect businesses with export resources, regulatory guidance and trade development support. Last year, the port hosted California’s Go-Biz Export Launchpad program, designed to teach businesses how to begin exporting products internationally. The educational approach reflects a broader philosophy at the port: collaboration over bureaucracy. Rather than forcing growers
34 Western Grower & Shipper | www.wga.com July – September 2026
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