March U.S. Container Imports Climb as Global Supply Chain Pressures Mount

In March 2026, U.S. containerized imports increased 12.4% from February to a total of 2,353,611 twenty-foot equivalent units (TEU) and decreased 1.1% compared to March 2025. The rebound follows a typical seasonal pattern after February’s decline, with volumes remaining well above pre-pandemic levels, indicating continued resilience in underlying demand despite ongoing policy and economic uncertainty.  

China-origin imports continued to trend downward in March, declining 2.3% month-over-month and remaining more than 30% below their July 2024 peak. While sourcing diversification toward Southeast Asia and other regions persists, overall imports from the top 10 countries of origin declined just 1.4% year-over-year, suggesting relatively stable global sourcing demand despite ongoing shifts in trade patterns. 

The broader trade environment has become increasingly complex. Escalating tensions in the Middle East have significantly disrupted global shipping, with the Strait of Hormuz effectively restricted and rising threats to the Bab al-Mandeb Strait, linking the Red Sea to the Gulf of Aden and on to the Indian Ocean, increasing risk across key maritime corridors. Heightened security concerns, vessel rerouting, and rising costs continue to affect shipping, though a ceasefire announced on April 7 may offer tentative signs of stabilization if it holds. At the same time, U.S. tariff policy remains in flux following February’s Supreme Court ruling and implementation of temporary Section 122 tariffs, while trade negotiations and agreements remain uncertain, including stalled U.S.–India talks, pending U.S.–EU agreement implementation, and potential U.S.–China negotiations. Together, these dynamics reinforce a global trade environment defined by volatility and uncertainty. 

U.S. containerized imports totaled 2,353,611 TEUs in March 2026, up 12.4% month-over-month and down a slight 1.1% compared to March 2025 (see Figure 1). The March rebound suggests typical seasonal patterns at play following February’s decline, with volumes reflecting steady demand despite ongoing policy uncertainty. Volumes remained significantly elevated relative to pre-pandemic levels, standing 32.3% above March 2019. Year-to-date imports trail 2025 levels by 4.8%.

Figure 1: U.S. Container Import Volume Year-over-Year Comparison

Source: Descartes Datamyne™

While observing the seasonal trend of month-over-month increases, February-to-March 2026 marks the strongest increase in recent years (see Figure 2). March import volume was also the fourth highest on record for the month, trailing March 2022 by 204,410 TEUs, March 2021 by 172,744 TEUs, and March 2025 by 27,063 TEUs, suggesting stable import activity.

Figure 2: February to March U.S. Container Import Volume Comparison

Source: Descartes Datamyne™

Container volumes across the top 10 U.S. ports increased by 193,294 TEUs in March 2026, an 11.0% month-over-month gain (see Figure 3). Performance across individual ports was broadly positive, with gains reported at eight of the ten major gateways. New York/Newark recorded the largest increase, rising 37.3% (100,875 TEUs), followed by Norfolk, up 35.4% (38,091 TEUs). Additional strong gains were observed at Oakland (25.5%), Charleston (24.2%), Houston (19.1%), Miami (15.4%), and Savannah (13.0%). Los Angeles was the only port to post a significant decline, falling 11.0% (46,662 TEUs). 

Figure 3: February 2026 to March 2026 Comparison of Import Volumes at Top 10 U.S. Ports

Source: Descartes Datamyne™

U.S. containerized imports from China totaled 711,652 TEUs in March 2026, down 2.3% month-over-month (see Figure 4), lower by 6.7% year-over-year, and 30.4% below the July 2024 peak of 1,022,913 TEUs. China’s share of total U.S. container imports was 30.2%, a 4.6% decline from February. The March decline may also reflect residual impacts from the February 2026 Lunar New Year (February 17 through March 3), as typical 30–50 day transit times can shift production slowdowns into March arrival volumes.

China’s import mix in remained concentrated in consumer goods and key industrial inputs. Furniture and bedding (HS-94) remained the largest category at 122,266 TEUs, accounting for 17.2% of China-origin imports, with volumes declining 8.0% year-over-year. Plastics (HS-39) ranked second at 106,687 TEUs, representing 15.0% of total volume and marking one of the few major categories to post growth, rising 9.9% year-over-year. Machinery (HS-84) and electrical machinery (HS-85) together represented 18.8% of total volume (11.4% and 7.4%, respectively), though both categories recorded notable year-over-year declines of 17.8% and 11.7%, respectively. Discretionary and consumer-oriented categories continued to represent a smaller share of overall imports. Apparel, footwear and other textiles (HS-61, HS-62, HS-63, HS-64) combined accounted for approximately 7.6% of total volume, with apparel (HS-61) and footwear (HS-64) declining 13.9% and 12.2% year-over-year, respectively. Toys and sporting goods (HS-95) represented 6.0% of imports, decreasing 5.2% compared to last year. Overall, imports from China continued to experience broad-based volume softness across most segments, with only a limited number of categories showing growth.

Figure 4: March 2025–March 2026 Comparison of U.S. Total and Chinese TEU Container Volume Relative to Chinese Import Record 

Source: Descartes Datamyne

Port-level China-origin performance in March was mixed but overall negative, with declines at three of the top 10 gateways contributing to a 3.2% total drop (21,988 TEUs). Los Angeles posted the largest volume decline (30.4%), followed by Long Beach (12.0%), and Tacoma (15.2%). Gains were recorded across the remaining ports, led by New York/Newark (44.0%). Additional increases were observed at Norfolk (29.5%), Houston (24.0%), Charleston (20.5%), Seattle (18.2%), Oakland (17.6%), and Savannah (8.4%). Overall, March results highlight continued pressure on China-origin volumes, with steep declines at key West Coast ports offsetting broader gains across East Coast and Gulf gateways. 

Figure 5: February 2026 to March 2026 Comparison of top U.S. Ports for Imports Originating from China 

Source: Descartes Datamyne

In March 2026, U.S. containerized imports from the top 10 CoO increased 8.2% month-over-month, representing a combined gain of 122,671 TEUs (see Figure 6). Growth was widespread across major sourcing countries. Italy recorded the largest volume increase, surging 74.5% (25,565 TEUs), followed by Thailand, up 25.6% (24,682 TEUs), and South Korea, up 31.0% (23,136 TEUs). Strong gains were also observed from Germany (39.8%), Vietnam (6.5%), Japan (28.6%), and India (14.5%). China was the only major sourcing country to post a notable decline, down 2.3% (16,910 TEUs), while Hong Kong also edged lower (1.5%). Overall, March results reflect a rebound in import volumes across most key sourcing markets, offsetting continued softness in China-origin shipments. 

Figure 6: February 2026 to March 2026 Comparison of U.S. Import Volumes from Top 10 Countries of Origin

Source: Descartes Datamyne

In March 2026, U.S. containerized imports from the top 10 CoO declined 1.4% year-over-year, representing a combined decrease of 23,056 TEUs (see Figure 7). As in prior months, the contraction was driven primarily by China, which more than accounted for the overall net decline among the top CoO, falling 6.7% (51,179 TEUs). Additional year-over-year decreases were recorded from India (19.3%), South Korea (7.5%), Japan (7.6%), Italy (6.7%), and Germany (5.2%). In contrast, several Southeast Asian origins continued to post strong year-over-year growth, including Vietnam (16.5%), Thailand (21.0%), Indonesia (4.8%), and Hong Kong (16.4%). 

March results reinforce the ongoing divergence in sourcing patterns. While expanding volumes from Southeast Asia continue to offset a portion of the sustained decline in China-origin imports, they remain insufficient to fully counterbalance China’s contraction. 

Figure 7: March 2025 to March 2026 Comparison of U.S. Import Volumes from Top 10 Countries of Origin 

Source: Descartes Datamyne™

In March 2026, U.S. container import shares shifted notably from February levels (see Figure 8). East and Gulf Coast ports accounted for 44.3% of total imports, up from 39.5% in February. Meanwhile, West Coast ports saw their share decline to 38.3%, down from 44.2% the prior month. The top 10 U.S. ports handled 82.6% of total containerized imports in March, down from 83.6% in February, indicating a slight dispersion of volume beyond the largest gateways. Overall, March results reflect a rebalancing of import flows toward East and Gulf Coast ports following several months of West Coast strength. 

Figure 8: Volume Analysis for Top Ports, West Coast Ports and East and Gulf Coast Ports 

Source: Descartes Datamyne™

In March 2026, port transit delays improved overall compared with February (see Figure 9). On the West Coast, delays improved at several major gateways, with Los Angeles declining from 4.0 to 3.2 days and Long Beach dropping sharply from 5.3 to 2.4 days, while Oakland remained relatively stable at 4.6 days. Pacific Northwest ports also saw continued improvement, with Tacoma easing from 4.2 to 4.1 days and Seattle declining from 6.6 to 5.3 days. Across the East and Gulf Coasts, results were more mixed. New York/New Jersey increased from 6.5 to 7.2 days, and Savannah rose from 5.5 to 6.6 days, indicating localized pressure. Meanwhile, Charleston remained stable at 5.4 days, Norfolk edged down slightly from 5.3 to 5.2 days, and Houston improved from 5.7 to 5.1 days. Overall, March data indicates stable port performance with no evidence of widespread congestion, despite some regional variability. 

Figure 9: Monthly Average Transit Delays (in days) for the Top 10 Ports (Jan – Mar 2026) 

Source: Descartes Datamyne™

Note: Descartes’ definition of port transit delay is the difference as measured in days between the Estimated Arrival Date, which is initially declared on the bill of lading, and the date when Descartes receives the U.S. Customs and Border Protection (CBP) processed bill of lading data.

In March 2026, Gulf Coast container imports totaled 243,878 TEUs, a 20.3% month-over-month increase (see Figure 10). March volumes were 8.9% above the rolling 12-month average of 223,955 TEUs, indicating activity moved back above recent trend levels. 

Figure 10: April 2025 to March 2026 U.S. Gulf Coast Container Imports

Source: Descartes Datamyne™

Ongoing geopolitical tensions involving the U.S., Israel, and Iran continue to disrupt key global shipping corridors, though a ceasefire announced on April 7 may offer tentative signs of de-escalation if it holds. While the Strait of Hormuz remains under significant threat, the situation has further intensified with another critical chokepoint connecting the Red Sea to the Gulf of Aden. Many ocean carriers have already suspended or limited transits through the Red Sea and adjacent waterways, with additional caution now extending toward the Bab al-Mandeb Strait. As a result, vessels are increasingly diverting around the Cape of Good Hope, significantly extending voyage times and driving up fuel consumption and operating costs. These adjustments are contributing to ongoing schedule disruptions, tighter vessel capacity, and upward pressure on freight rates. 

For U.S. trade, the implications are substantial. Prolonged instability across both the Strait of Hormuz and Bab al-Mandeb raises the risk of compounded disruptions affecting both energy and containerized trade flows. Elevated fuel prices, longer transit times, and increased logistics costs are likely to persist, adding pressure to global supply chains. 

EU advances U.S. trade deal with safeguards, but implementation remains pending. 

In late March 2026, the European Parliament approved the U.S.–EU trade agreement, marking a key step forward after months of delays. However, the deal includes strict safeguard provisions allowing suspension if the U.S. imposes new tariffs or fails to meet its commitments, and still requires further negotiations before full ratification and implementation. 

U.S.–India trade talks stall amid new tensions and investigation.

In March 2026, progress on the U.S.–India trade framework slowed as India paused negotiations following the launch of a new U.S. trade probe. The delay introduces renewed uncertainty around tariff reductions and broader trade cooperation, potentially limiting near-term gains in cost predictability and slowing momentum in U.S.–India trade flows. 

U.S.–China trade tensions refocus ahead of potential negotiations. 

In March 2026, U.S.–China trade policy remained largely unchanged in terms of tariffs, but attention has shifted toward a potential high-level summit in May. Both sides are signaling a willingness to engage, though tensions persist and no concrete tariff rollbacks or new measures have been announced. The outlook remains uncertain, with trade policy direction likely to hinge on the outcome of the upcoming negotiations. 

U.S. tariff policies remain in flux following court ruling and replacement measures.

After the February 2026 Supreme Court decision striking down broad reciprocal tariffs, the U.S. implemented temporary Section 122 tariffs—initially authorized for up to 150 days—to maintain import duties. As of early April 2026, these measures remain in effect and are currently set to expire in late July 2026, with no final decision yet on whether rates will be extended or increased. Continued uncertainty around future tariff levels and the timing of potential importer refunds is contributing to ongoing volatility in import cost planning and sourcing strategies. 

In March 2026, U.S. container imports totaled 2.35M TEUs, up 12.4% from February and down 1.1% year-over-year. Volumes remained strong relative to historical benchmarks, ranking among the stronger March totals on record and standing 32.3% above March 2019 levels, indicating continued resilience in underlying demand. China-origin imports totaled 711,652 TEUs, down 30.4% from their July 2024 peak and continuing to weigh on overall performance. While several Southeast Asian and alternative sourcing markets posted year-over-year gains, total imports from the top 10 CoO declined 1.4% year-over-year, reflecting relatively stable global sourcing patterns. 

Looking ahead, trade conditions are increasingly being shaped by geopolitical escalation and policy uncertainty. Tensions in the Middle East have significantly disrupted global shipping, with the Strait of Hormuz effectively restricted and rising threats to the Bab al-Mandeb Strait adding further risk to key maritime corridors. At the same time, U.S. tariff policy remains in flux and trade negotiations are also contributing to uncertainty. Together, these factors suggest that supply chain planning in 2026 will remain centered on risk management and flexibility amid elevated global uncertainty. Here’s what Descartes is monitoring in the months ahead: 

• Middle East conflict and maritime security risk. Escalating tensions in the Middle East have further disrupted global shipping, with the Strait of Hormuz effectively restricted and growing threats to the Bab al-Mandeb raising the risk of broader disruption across both energy and container trade routes. While a ceasefire announced on April 7 may offer tentative signs of de-escalation if it holds, carriers continue to reroute vessels away from high-risk zones, increasing transit times, fuel costs, and schedule volatility.
• Expanded tariffs and other potential ‘protectionist’ trade policies. Broader and deeper tariffs applied to a wide array of goods could compel U.S. importers to significantly re-engineer their supply chains, putting additional pressure on global logistics infrastructure. In March, U.S. tariff policy remains in flux following the Supreme Court’s invalidation of IEEPA-based tariffs and the implementation of temporary Section 122 duties, which are authorized for up to 150 days and currently set to expire in late July 2026. Ongoing uncertainty around extensions and potential importer refunds continues to impact cost predictability. At the same time, U.S.–India trade talks have stalled amid a new probe, U.S.–China policy direction remains tied to potential negotiations, and the U.S.–EU agreement—while approved—has yet to be implemented, reinforcing a highly uncertain trade policy environment.
• Monthly TEU volumes between 2.4M and 2.6M. This level has historically been a key pressure point for U.S. ports and inland logistics networks. In March 2026, import volumes totaled 2.35M TEUs, up from February’s 2.09M TEUs but still below the 2.4M–2.6M threshold typically associated with elevated congestion risk. While volumes rebounded seasonally, they remain just below levels that could signal strain on port and inland infrastructure.
• Port transit wait times. If they decrease, it’s an indication of improved global supply chain efficiencies or that the demand for goods and logistics services is declining. In March 2026, transit times remained stable overall across major U.S. gateways. Delays improved across most West Coast and Pacific Northwest ports, while localized increases were observed at select East Coast ports, including New York/New Jersey and Savannah. Overall, transit times remained within recent historical ranges, with no evidence of systemic congestion, indicating broadly stable port and inland logistics operations.
• The economy. The U.S. is an import-driven economy, so economic health is an important indicator of container import volumes. At its March 2026 meeting, the Federal Reserve has held rates steady at 3.50%–3.75%, but rising energy costs and persistent inflation, partly linked to Middle East tensions, are complicating the outlook. Recent Fed commentary suggests that while policymakers remain cautious, additional rate hikes are possible if inflation pressures persist. Overall, the economic environment remains stable but uncertain, with elevated inflation risks and restrictive policy likely to weigh on near-term import demand.

March 2026 import volumes rebounded seasonally from February and remained near historically strong levels, though slightly below prior-year totals. While port operations continue to perform efficiently, escalating geopolitical tensions in the Middle East, evolving U.S. tariff policy, and shifting global trade dynamics are increasing uncertainty around routing, costs, and sourcing decisions. Descartes continues to monitor these developments through Descartes Datamyne™, government releases, and industry intelligence to help organizations anticipate disruption, manage cost exposure, and strengthen supply chain resilience in a volatile global trade environment. 

Short-term:

• Monitor developments related to the Middle East conflict, particularly impacts on the Strait of Hormuz and emerging risks at the Bab al-Mandeb. Vessel rerouting and energy market volatility could materially affect transit times, capacity, and costs. 
• Track implementation of temporary tariffs under Section 122 following the Supreme Court’s invalidation of IEEPA-based duties. These measures are currently set to expire in late July 2026, with uncertainty around extensions and potential refund claims. 
• Monitor enforcement actions and country designations under the expanded Cuba-linked tariff framework, particularly for indirect exposure across energy and manufacturing supply chains. 
• While no new China-specific tariffs have been introduced, long-standing Section 301 duties and export controls remain in force. Monitor for policy changes tied to potential U.S.–China negotiations. 
• Watch for near-term volatility in fuel costs and carrier surcharges driven by geopolitical disruptions, particularly as war-risk premiums and rerouting persist. 

Near-term:

• The European Parliament has approved the U.S.–EU trade agreement, but implementation remains pending. Monitor for final ratification steps or safeguard-related disruptions that could affect tariff exposure. 
• U.S.–India trade talks have stalled following a new probe. Monitor for renewed negotiations or policy actions that could impact sourcing strategies and tariff structures. 
• Monitor secondary impacts from energy-linked disruptions and sanctions that may affect fuel costs, carrier pricing, and compliance requirements. 

Long-term:

• Evaluate supplier and factory location density to mitigate reliance on over-taxed trade lanes and regions of the globe currently experiencing geopolitical conflict or that have the potential for conflict. Density creates economy of scale but also risk, and subsequent logistics capacity crisis highlights the downside.  

Notes:

1. This report uses the initial compiled release of publicly available U.S. Customs and Border Protection (CBP) Bill of Lading (BOL) data for all U.S. ports, which provides a standard, official source of data for reporting on maritime trade. This data can be subject to modification later by CBP. The modified data can be seen in Descartes Datamyne™ where U.S. maritime records are processed daily. Descartes Datamyne is ISO 9001 certified. 
2. In Descartes Datamyne™, twenty-foot equivalent units (TEU) are calculated using a combination of container size and weight as declared on Bills of Lading filed with U.S. Customs and Border Protection (CBP).