October U.S. Container Imports Hit Record Volume

U.S. containerized imports totaled 2,674,808 twenty-foot equivalent units (TEUs) in October 2026, up 5.0% from September and 16.0% from October 2025. October marked the highest monthly volume on record, exceeding the previous high set in May 2022 by 2.0%. Through the first 10 months of 2026, imports increased 2.3% from the same period last year. 

China-origin imports rose for a fourth consecutive month to 987,805 TEUs, the highest monthly volume since January 2025. Imports from the top 10 countries of origin (CoO) increased 5.8% from September, with seven origins posting gains. East and Gulf Coast gateways gained share as Houston, Savannah, Norfolk, and Charleston increased volumes. Gulf Coast imports rebounded 24.0%, while port transit delays increased modestly at seven of the top 10 ports. 

Trade and routing conditions continue to change. U.S. officials extend the suspension of specified China-related maritime fees, the Panama Canal expanded transit availability, while carriers added Suez-transit services subject to security conditions. Continued Middle East shipping incidents remain a concern for affected trade lanes. For importers, shifting trade conditions reinforce the need to monitor trade policy and port performance, evaluate sourcing and routing alternatives, and maintain flexibility in shipment and inventory planning. 

U.S. containerized imports increased by 128,547 TEUs (5.0%) from September to 2,674,808 TEUs in October 2026 (see Figure 1). Volume was 16.0% higher than in October 2025 and 29.2% above October 2019. October exceeded the previous high of 2,622,465 TEUs set in May 2022 by 52,343 TEUs (2.0%), making it the largest monthly volume on record. Through October, U.S. container imports were 2.3% higher than in the first 10 months of 2025. October marked the second consecutive month where the year-to-date total exceeded the comparative period in 2025, following eight months where 2026 year-to-date volumes were below last year’s pace. 

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

Source: Descartes Datamyne™

September-to-October volumes increased in nine of the 11 years since 2016 (see Figure 2). October’s 5.0% growth was moderate within that historical pattern and followed declines of 1.0% in 2024 and 0.1% in 2025. The recurring October increase suggests a seasonal pickup, potentially supported this year by extended peak-season demand and uneven cargo arrival timing. October’s record total also built on already elevated September volumes, meaning a moderate monthly increase was sufficient to establish a new high. 

Figure 2: September to October U.S. Container Import Volume Comparison 

Source: Descartes Datamyne™

Combined imports across the top 10 U.S. ports increased 4.5% (98,272 TEUs) from September to October 2026 (see Figure 3). Houston posted the largest gain, up 26.7% (42,665 TEUs), followed by Savannah, up 12.6% (30,863 TEUs), Norfolk, up 17.7% (20,557 TEUs), and Charleston, up 18.6% (17,131 TEUs). New York, NY, increased 16.6% (9,081 TEUs), Tacoma 4.8% (3,292 TEUs), and New York/Newark (Newark, NJ) 0.3% (863 TEUs). October’s increases at Savannah, Houston, Norfolk, and Charleston followed declines at all four ports in September. Their combined volume rebounded 18.1% month-over-month but was just 3.6% above August, suggesting the large monthly gains partly reflect recovery from September’s lower volumes. Port data also shows China-origin cargo contributing materially, particularly at Houston and Savannah. Sustained peak-season demand and uneven vessel arrival timing may also have contributed to the rebound. 

Three West Coast ports declined: Los Angeles fell 1.4% (7,310 TEUs), Long Beach 2.0% (10,156 TEUs), and Oakland 10.9% (8,714 TEUs). The increases at East and Gulf Coast ports more than offset these decreases, indicating that October’s overall growth was uneven across gateways. 

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

Source: Descartes Datamyne™

U.S. containerized imports from China reached 987,805 TEUs in October 2026, increasing 63,351 TEUs (6.9%) from September and 183,904 TEUs (22.9%) from October 2025 (see Figure 4). October was China’s highest monthly volume since January 2025 and accounted for approximately half of the total U.S. month-over-month increase. China represented 36.9% of total U.S. container imports, up from 36.3% in September. Its October volume remained 3.4% below the July 2024 benchmark of 1,022,913 TEUs. 

China’s October import mix was led by plastics (HS-39), at 144,530 TEUs (14.6% of China-origin volume), furniture and bedding (HS-94), at 137,551 TEUs (13.9%), and toys, games, and sporting goods (HS-95), at 102,672 TEUs (10.4%). Machinery and electrical machinery (HS-84 and HS-85) accounted for a combined 18.0%, while apparel, made-up textiles, and footwear (HS-61 through HS-64) represented 9.4%. Notable year-over-year gains included plastics, up 30,040 TEUs (26.2%); toys, games, and sporting goods, up 25,185 TEUs (32.5%); articles of iron or steel (HS-73), up 19,240 TEUs (52.1%); and furniture and bedding, up 17,177 TEUs (14.3%). 

Figure 4: October 2025–October 2026 Comparison of U.S. Total and China-Origin Container Volumes Relative to the July 2024 China-Origin High

Source: Descartes Datamyne

Imports from the top 10 CoO increased by 106,904 TEUs (5.8%) from September to October 2026 (see Figure 5). China led with an increase of 63,351 TEUs (6.9%), followed by South Korea, up 20,871 TEUs (22.8%), and Germany, up 11,808 TEUs (22.8%). Hong Kong added 6,644 TEUs (7.8%), Thailand 4,813 TEUs (4.3%), Indonesia 4,022 TEUs (6.5%), and Japan 1,044 TEUs (1.9%). Germany’s increase partially recovered September’s decrease of 15,212 TEUs. Vietnam fell 3,371 TEUs (1.2%), Taiwan 2,088 TEUs (3.6%), and India 191 TEUs (0.2%). October’s gains were spread across more countries than September’s, when China’s increase largely offset declines elsewhere. 

Figure 5: September to October 2026 Comparison of U.S. Import Volumes from Top 10 Countries of Origin  

Source: Descartes Datamyne

Compared with October 2025, October 2026 imports from the top 10 CoO increased by 304,577 TEUs (18.5%) (see Figure 6). All CoOs posted year-over-year gains: China imports increased 183,904 TEUs (22.9%), approximately 60% of the group’s net gain. South Korea added 22,324 TEUs (24.8%), Vietnam 21,898 TEUs (8.3%), Hong Kong 20,873 TEUs (29.5%), and India 19,540 TEUs (20.4%). Thailand increased 15,801 TEUs (15.6%), Germany 10,594 TEUs (20.0%), Indonesia 4,889 TEUs (8.0%), Taiwan 4,108 TEUs (7.9%), and Japan 647 TEUs (1.2%).  

Figure 6: October 2025 to October 2026 Comparison of U.S. Import Volumes from Top 10 CoO  

Source: Descartes Datamyne

The top five East and Gulf Coast gateways accounted for 39.9% of total U.S. container imports in October 2026, up 3.2 percentage points from the September share of 36.7% (see Figure 7). The top five West Coast gateways accounted for 44.9%, down 2.1 percentage points from 47.0%. Together, the top 10 ports handled 84.8% of U.S. imports, up 1.1 percentage points from September’s 83.7%. 

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

Source: Descartes Datamyne™

U.S. container imports have exceeded 2.5 million TEUs in each month since July 2026, while transit delays have increased progressively. The unweighted average across the 10 tracked gateways rose from 4.2 days in June to 4.6 in July, 5.5 in August, 6.0 in September, and 6.3 in October—approximately 50% above June. Nine of the 10 gateways recorded higher delays over that period. October’s modest monthly increase therefore followed several months of accumulating delays, suggesting that sustained high volumes may already be contributing to pressure on the inland logistics network. November’s data will help indicate whether that pressure continues to intensify.

Figure 8: Monthly Average Transit Delays (in days) for the Top 10 Ports (August–October 2026) 

Source: Descartes Datamyne™

Note: Descartes’ definition of port transit delay is the difference, measured in days, between the Estimated Arrival Date 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. Changes are calculated before rounding.

Gulf Coast container imports rose to 266,905 TEUs in October 2026, up 51,582 TEUs (24.0%) from September and 19.7% from October 2025 (see Figure 9). October was 16.2% above the rolling 12-month average of 229,711 TEUs and the highest month since the report began tracking this statistic in August 2023.  

Houston’s increase of 42,665 TEUs represented approximately 83% of the region’s net monthly gain. However, Houston’s volume had declined 16.5% in September, leaving October imports 5.8% above August and suggesting that the substantial monthly increase partly reflects recovery from September’s lower base. Higher China-origin volumes also contributed to Houston’s rebound. 

Figure 9: November 2025–October 2026 U.S. Gulf Coast container imports 

Source: Descartes Datamyne™

The International Maritime Organization (IMO) recorded 129 confirmed shipping incidents in the Strait of Hormuz and the wider Middle East as of November 5, 2026, including damaged vessels in late October and early November. Continued incidents keep vessel safety, cargo acceptance, and routing under scrutiny. Importers with affected Middle East services should verify current carrier schedules, transit arrangements, and applicable charges, and review alternative routes where available. 

The United States Trade Representative (USTR) has finalized a two-month extension of the suspension of its Section 301 action concerning China’s maritime, logistics, and shipbuilding sectors. Effective November 9, 2026, the specified maritime transport service fees and related duties remain suspended through January 9, 2027. USTR will continue reviewing whether a further extension or other action is appropriate. Importers and carriers should monitor developments ahead of the January deadline when reviewing freight-cost assumptions. 

Panama Canal capacity eases while advance booking remains important. 

The Panama Canal Authority’s capacity announcement increased daily Neopanamax slots from nine to 10 beginning October 15, bringing combined daily availability across both lock systems to 33 slots. Importers using East and Gulf Coast routings should monitor booking availability and draft limits as carriers plan capacity. 

Selected Suez services expand while Red Sea risk persists. 

On November 2, Maersk announced that its India–Europe ME1 Gemini service will now sail via the trans-Suez routing instead of the Cape of Good Hope, with the first westbound departure on November 4 and the first eastbound departure for November 13. Maersk and Hapag-Lloyd said service changes remain dependent on regional security conditions. For importers, selective Suez resumptions may shorten transit times on affected services, but continued security risks warrant contingency plans for renewed diversions and potential delivery delays. 

Los Angeles and Long Beach labor talks continue. 

The Pacific Maritime Association and watchmen’s union extended their contract through November 20 while mediated negotiations continue. Employers warned that a potential strike could disrupt terminals handling more than half of the two ports’ combined cargo, creating a risk of shipment delays. 

In October 2026, U.S. maritime imports reached a record 2.67 million TEUs, up 5.0% month-over-month and 16.0% year-over-year, lifting year-to-date growth to 2.3% compared to the same period in 2025. China’s fourth consecutive monthly increase and gains across seven leading CoOs supported the higher total. East and Gulf Coast gateways gained share, Gulf Coast volume rebounded, and delays increased modestly at most tracked gateways. These conditions warrant monitoring alongside policy decisions and maritime security developments. 

Here’s what Descartes is monitoring in the months ahead:

• Middle East maritime security. Continuing incidents around the Strait of Hormuz can disrupt affected services. Monitor carrier acceptance, routing, and charges as well as security advisories. 
• Maritime fees and tariff treatment. Track the final decision on the proposed extension of the China-related maritime action suspension and product-level changes affecting landed costs. 
• Port transit delays. Delays increased at most major gateways in October. Monitor whether these increases persist and build flexibility into delivery schedules and inventory planning to manage potential disruption.  
• Panama Canal availability. Track reservation access, water conditions, draft limits, and the November slot-allocation competitions as carriers plan early 2027 services. 
• Red Sea routing. Selected Suez resumptions remain dependent on security. Further diversions could affect vessel deployment, transit times, and schedules. 
• The economy. The Federal Reserve held its federal funds target range at 3.75%–4.00% on October 28. BEA’s October 29 advance estimate put third-quarter real GDP growth at a 3.4% annualized rate, up from 2.2% in the second quarter. Consumer demand, investment, energy costs, and financing conditions remain relevant to future import demand. 

October’s record volume and uneven port-level changes reinforce the need to assess capacity and sourcing exposure by origin, product, and gateway. Even though overall monthly U.S. imports were elevated, delays and demand conditions are not the same across all trade lanes. Importers should continue to review tariff treatment, regional shipping risks, and carrier routing decisions alongside current trade data. 

Descartes continues to monitor these developments using Descartes Datamyne™, government releases, and industry intelligence to help organizations identify exposures, assess landed costs, and plan around supply chain disruption. 

Short-term:

• Track port transit delays alongside carrier schedules and local throughput. 
• Check Middle East and Red Sea advisories for changes to safety, routing, booking acceptance, and applicable charges. 
• Confirm Panama Canal reservations and current draft limits for affected shipments. 
• Monitor Los Angeles and Long Beach watchmen negotiations ahead of the November 20 contract deadline and review contingency plans for potentially affected shipments. 

Near-term:

• Assess tariff exposure by HTS code, country of origin, supplier, and entry date; update landed-cost assumptions as treatment changes. 
• Monitor USTR decisions ahead of the January 9, 2027 suspension expiry and assess potential freight-cost exposure alongside China-origin commodity trends and supplier concentration. 
• Compare qualified sourcing and routing alternatives using trade volumes, costs, capacity, and delivery requirements. 

Long-term:

• Reevaluate supplier, origin-country, port, and trade-lane concentration to reduce exposure to individual markets and maritime chokepoints. 
• Maintain flexible sourcing and routing plans that can respond to policy, capacity, delay, and security changes. 
• Improve landed-cost visibility and scenario planning across multiple suppliers, ports, and transportation options. 

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 (TEUs) 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).