Posted on April 27, 2026
Continued dredging issues related to U.S. Army Corps of Engineer (USACE) practices have frustrated the Port of Stockton’s ability to reach its legally mandated 35-foot draft undermining waterborne transport volumes of import and export cargoes, according to Kirk DeJesus, Executive Director, Port of Stockton.
Resolving these challenges will increase cargo volumes and growth, he said.
In an interview with AJOT on April 20th, DeJesus described problems getting the US Army Corps of Engineers San Francisco District to fully dredge the Stockton Ship Channel which stretches along the San Joaquin River to Stockton, an inland river port that is a major import/export link for warehouses and agricultural growers in California’s San Joaquin Valley:
“So, we are authorized at 35 feet of draft for the ship channel to Stockton. We are one of two river ports in the state. So, we get a lot of attention, and we get a lot of support… Congressman Josh Harder (D-CA) is great. He bangs the door as much as we need him to… I am in D.C. four or five times a year. We have a great relationship with the Corps…”
According to the USACE San Francisco District website: “The ship channel is an integral component of the California Bay Delta and supports the Port of Stockton, which is the largest inland and fourth busiest port in California. Approximately 30 cargo vessels pass through the channel each month, taking more than 300,000 trucks off area roads annually. The port is a vital link to the agricultural industry of the California Central Valley, handling more than 90% of fertilizer used by the regions growers and over 50% of California’s bagged rice to Japan.”
Volume Versus Depth
DeJesus says the US Army Corps of Engineers San Francisco District has been a solid partner but expressed frustration with some aspects of how the dredging process is managed. “The way they structure the contracts is based on volume. So, they will tell the contractor, we need 175,000 cubic yards. Well, there is no incentive to go beyond that. They are not looking for a depth, they are looking for a volume,” DeJesus explained. “Once they’ve completed that volume, the contractor will stop, even if certain parts of the channel are not at the required depth.” This lack of focus on depth rather than just volume means that parts of the ship channel may end up being dredged to only 33 feet, instead of the full 35 feet required for optimal operation. “Once the survey is complete and it shows 33.8 feet, for example, that’s the operational depth for the year. We do not have the opportunity go in afterwards and clean up any of the high spots.,” DeJesus said. This depth differential means that ships have to carry less cargo, which limits the Port’s ability to function at full capacity.
He expressed the hope for some method “where we could just go knock off those high points throughout the year”
The dredging period is limited: “There’s an in-water dredge window between July and November and that is the only time that dredging can take place. Many years the dredger may not get into the water until August, September or even October because they have other dredging work or are working on various submittals to USACE. So, they have never started on July 1 or even Aug 1. They start on the … west end in Antioch … and may not get all the way to the Port of Stockton until October, November. And the dredge window closes on November 30th.
These concerns echo broader issues that have been raised at other ports in the region, where they have experienced similar struggles with maintaining the ship channel depth.
Bulk Commodities
DeJesus is hoping to increase the export of bulk commodities: “And I think right now with this administration, there’s potential for some additional bulk commodities. Some of these commodities may not be popular on the West Coast or California, but they are necessary. In previous years, the Port have moved well over 1 million metric tons of these bulk minerals; however, recent years have seen the number dwindle to 200,000 metric tons.
New Solar Installation
In March, Yara North America, a Port tenant which delivers “quality crop nutrition solutions supporting the agriculture industry” was joined by the Port of Stockton, representatives from Congressman Josh Harder and Assemblymember Rhodesia Ransom, Supervisor Mario Gardea, City of Stockton officials, and the Chamber of Commerce who celebrated the completion of a new solar energy installation at Yara’s Stockton Liquid Facility.
The installation features a solar photovoltaic system with both carport and roof mounted arrays, bringing clean energy generation directly to the site. The system includes 242 solar panels designed to generate enough electricity to meet 100% of the facility’s energy needs.
“This investment demonstrates how our Port community is working together to reduce environmental impacts while supporting regional economic growth,” said Allen Sawyer, Chair of the Port Board of Commissioners.”
Rail
DeJesus says the Port is upgrading its rail capacity to reduce congestion moving cargoes in and out of the Port: “A lot of where the congestion comes in is bottlenecks on the entrance… So, we are going to put in a class yard on the west complex. That is going to give us the ability (for) a lot of this storage track. It is not necessarily moving cars from the east complex to the west complex. It is getting tracks off the main line. So, if we get the cars off the main line, get storage, get them situated, then we can keep traffic moving. We have 66 miles of rail track on the Port… Last year, we moved 55,000 rail cars. So, we have one entrance and 66 miles of track. So, there is, as you can imagine, some congestion.”
The Port has received funding from the State of California to double-track its rail lines to reduce congestion: “We are fortunate enough to get that funding of $45.9 million … So, we have a large majority of the funding ready for that project … And this is for double tracking.”
Port Tonnage
In terms of tonnage, the Port has seen reduced tonnage in recent years: “Well, it has dropped off over the last few years … Our biggest struggle … is our water depth …”
In its Fiscal Year 2024-2025 report, the Port reported that 2023-2024 waterborne tonnage budgeted and for the year-end projection was down: from 4,187,500 tons to 3,552,000 tons, a decline of 635,500 tons.
For the Port of Stockton, General Cargo includes: steel, sugar, and bagged rice.
Dry Bulk includes: cement/slag, low sulfur coal, mineral sand, fertilizer nitrates, sulfur
Liquid Bulk Cargo includes: fertilizer, renewable diesel, food-grade oil, feedstock, sulfuric acid
Market Outlook
According to the Port’s Market Outlook, “Dry and Liquid bulk cargoes currently represent around 95% of total cargo mix.” Core waterborne commodities include: “Coal, cement, fertilizer, renewable liquids on average represent 72% of total annual throughput.”
Compound annual growth rate over the last 10 years: “has been flat with the exception of liquid bulk (CAGR 5%)”
Primary drivers of future growth: “In short/near terms likely to remain tied to bulk commodities: potential for incremental break bulk volumes, but largely dependent on labor productivity/cost.”
