July U.S. Containerized Imports Rise Seasonally Amid Ongoing Trade Uncertainty 

U.S. containerized imports increased in July 2026, reaching 2,508,310 twenty-foot equivalent units (TEUs). Following the typical seasonal month-over-month increase, volumes rose 4.5% from June and were 4.3% below the near-record level recorded in July 2025, which narrowly missed the overall record set in May 2022. Through the first seven months of 2026, imports were down 0.9% year-over-year while remaining well above pre-pandemic levels. 

China-origin imports rose to 873,129 TEUs in July, increasing 7.2% from June and reaching their highest monthly level since July 2025. Imports from the top 10 countries of origin (CoO) increased 4.9% from June but declined 5.3% year-over-year, with China accounting for roughly half of the annual decrease. Port activity strengthened across several major gateways. West Coast ports increased their share of total U.S. imports to 45.0%, while East and Gulf Coast ports accounted for 39.8%. Gulf Coast imports rose 13.8% from June and moved above their rolling 12-month average. Port transit delays increased across most major gateways, however, there were no signs of broad congestion. 

The broader trade environment remains unsettled. Elevated Strait of Hormuz risk, changing U.S. tariff measures, tighter Panama Canal draft restrictions, and continued Red Sea disruption are influencing freight costs, routing decisions, and sourcing strategies. July’s results point to resilient seasonal demand but also highlight the operational and policy uncertainty importers continue to face through the second half of 2026. 

U.S. containerized imports totaled 2,508,310 TEUs in July 2026, increasing 4.5% from June (see Figure 1). July imports were down 4.3% year over year; however, trade policy, combined with seasonal demand, led to suspected aggressive frontloading in July 2025 when volumes reached 2,621,910 TEUs. Compared to pre-pandemic 2019, July 2026 imports were up 14.1%, underscoring the continued strength of U.S. import demand amid ongoing trade policy and tariff uncertainty. For the first seven months of 2026, import volumes were 0.9% below the same period in 2025. 

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

Source: Descartes Datamyne™

Historically, July import volumes have increased over June, reflecting peak shipping season growth (see Figure 2). Following the seasonal trend, July 2026 increased 4.5% month-over-month. Overall results suggest that import demand remained resilient, with volumes adhering to typical seasonal patterns while moderating from last year's exceptional peak. 

Figure 2: June to July U.S. Container Import Volume Comparison 

Source: Descartes Datamyne™

Container volumes across the top 10 U.S. ports increased by 102,896 TEUs in July 2026, a 5.1% month-over-month increase, with seven of the ten major gateways posting higher volumes compared to June (see Figure 3). Long Beach recorded the largest volume increase, rising 62,433 TEUs (15.8%), followed by Houston, up 30,373 TEUs (19.9%). Additional gains were reported at Savannah, up 14,254 (6.1%), Norfolk, up 4,219 TEUs (3.3%), New York, up 3,970 TEUs (9.2%), Charleston, up 2,791 TEUs (3.0%), and Oakland, up 1,281 TEUs (1.7%). 

In contrast, volumes at three of the top 10 U.S. ports recorded declines. Los Angeles posted the largest decline, down 9,246 TEUs (1.8%), followed by New York/Newark, down 4,354 TEUs (1.3%), and Tacoma, which was down 2,825 TEUs (4.6%). July’s results suggest that import activity was not evenly distributed, with significant gains at Long Beach and Houston driving overall performance among the top 10 ports. 

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

Source: Descartes Datamyne™

U.S. containerized imports from China totaled 873,129 TEUs in July 2026, increasing 7.2% over June to their highest monthly level since July 2025. Despite the month-over-month gain, volumes remained 5.4% below July 2025’s 923,075 TEUs and 14.6% below the July 2024 peak of 1,022,913 TEUs (see Figure 4). China's share of total U.S. containerized imports increased to 34.8%, up from 33.9% in June, indicating that China captured a slightly larger portion of overall U.S. import activity. 

China’s July import mix continued to be led by plastics (HS-39) and furniture and bedding (HS-94), which accounted for 15.0% and 13.9% of total China-origin volume, respectively. Machinery (HS-84) and electrical machinery (HS-85) represented a combined 17.5% of imports, underscoring the continued importance of industrial equipment and manufacturing inputs. Consumer-oriented goods also remained prominent, with toys and sporting goods (HS-95) accounting for 8.3% of July volume, while apparel, textiles, and footwear (HS-61, HS-62, HS-63, and HS-64) collectively represented 10.6% of imports. Overall, July's import profile reflected continued demand across both consumer and industrial product categories, helping lift China-origin shipments to their highest monthly total since July 2025.  

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

Source: Descartes Datamyne

In July 2026, U.S. containerized imports from the top 10 CoO increased 4.9% month-over-month with a combined increase of 83,706 TEUs (see Figure 5). China recorded the largest volume gain, increasing 58,655 TEUs (7.2%) to its highest monthly total since July 2025. Other notable increases came from Hong Kong, up 7,191 TEUs (9.5%), Germany, up 6,174 TEUs (11.1%), Japan, up 5,728 TEUs (10.9%), South Korea, up 4,701 TEUs (5.1%), and India, up 3,974 TEUs (3.8%). Vietnam also posted a modest increase of 2,721 TEUs (1.0%), while Thailand was essentially unchanged. The only declines among the top 10 sourcing countries were Indonesia, down 2,943 TEUs (4.9%), and Taiwan, down 2,474 TEUs (4.4%). Overall, July's results point to a broad-based strengthening in import activity across major sourcing markets, led by China. 

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

Source: Descartes Datamyne

In July 2026, U.S. containerized imports from the top 10 CoO declined 5.3% year-over-year, representing a combined decrease of 99,779 TEUs (see Figure 6). China accounted for the largest volume decline, with imports falling 49,946 TEUs (5.4%) from July 2025. Other notable decreases included India, down 12,968 TEUs (10.6%), South Korea, down 12,731 TEUs (11.6%), Taiwan, down 12,103 TEUs (18.3%), and Japan, down 6,952 TEUs (10.7%). More modest declines were recorded for Vietnam, down 6,177 TEUs (2.2%), Indonesia, down 2,672 TEUs (4.5%), and Germany, down 1,391 TEUs (2.2%), while Thailand was essentially unchanged. Hong Kong was the only top 10 sourcing country to post a year-over-year increase, rising 5,178 TEUs (6.7%). Overall, July's results indicate that, despite stronger month-over-month activity, imports from most major sourcing markets remained below year-ago levels, with China accounting for roughly half of the total decline among the top 10 countries.

Figure 6: July 2025 to July 2026 Comparison of U.S. Import Volumes from Top 10 Countries of Origin

Source: Descartes Datamyne

East and Gulf Coast ports accounted for 39.8% of total U.S. containerized imports in July 2026, up slightly from 39.6% in June, while West Coast ports increased their share to 45.0%, compared to 44.6% the previous month (see Figure 7). The top 10 U.S. ports handled 84.8% of total imports, up from 84.3% in June, a modest increase in cargo concentration among the nation's largest gateways. The results suggest that West Coast ports continued to strengthen their position in July, capturing a larger share of import activity as importers maintained a preference for Pacific gateways.

Figure 7: Volume Analysis for Top Ports, West Coast Ports and East and Gulf Coast Ports

Source: Descartes Datamyne™

In July 2026, port transit delays increased across most major U.S. gateways (see Figure 8). The most significant change occurred at Long Beach, where delays increased by 3.0 days from 2.3 in June to 5.2 in July, the highest among the major ports included in the analysis. Additional increases in delays include Seattle by 1.7 days, Tacoma by 0.8 days, and Oakland by 0.6 days. Across the East and Gulf Coast, transit times also rose at New York (1.2 days), Savannah (0.4 days), Charleston (0.4 days), and Houston (0.4 days), while Norfolk increased by 0.1 days. On the West Coast, Los Angeles was the notable exception, with delays falling sharply from 5.8 days to 1.8 days. Overall, July transit times increased across most major U.S. gateways, in line with the heightened seasonal imports, while Los Angeles recorded a significant improvement.

Figure 8: Monthly Average Transit Delays (in days) for the Top 10 Ports (May – July 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.

Gulf Coast container imports recovered in July 2026, totaling 242,507 TEUs, a 13.8% increase from June (see Figure 9). The gain reversed much of June's decline, lifting volumes 8.3% above the rolling 12-month average of 224,014 TEUs. While July remained below May's 2026 high of 257,564 TEUs, Gulf Coast import activity regained momentum after June's pullback, suggesting import demand remains resilient despite recent month-to-month volatility.

Figure 9: August 2025 to July 2026 U.S. Gulf Coast Container Imports

Source: Descartes Datamyne™

Shipping conditions through the Strait of Hormuz remain severely disrupted, although recent diplomatic discussions have raised the possibility of a framework for restoring safer commercial passage. Iran and Oman have reported progress on a proposed transit arrangement, but negotiations remain unresolved and security conditions continue to change quickly. Vessel activity fell back toward crisis-era lows during the second half of July, with Lloyd’s List Intelligence recording 39 transits from July 20–26, down from 82 the previous week.  

For U.S. container imports, the primary impact is likely to remain higher transportation costs and reduced schedule reliability throughout the region. Continued instability could continue to increase costs and operational volatility across Middle Eastern trade lanes. CMA CGM introduced an emergency fuel surcharge in July following renewed hostilities and higher fuel prices, illustrating how regional disruption can quickly translate into added freight costs. Although diplomatic progress could support a gradual improvement, the situation remains fluid and could continue to affect global markets. 

The temporary Section 122 surcharge expired July 24, but new Section 301 tariffs took effect the same day on U.S. imports from numerous trading partners. Additional duties generally range from 10% to 12.5%, although rates and exemptions vary by country and product. Existing Section 232 duties and China-related Section 301 tariffs also remain in place, sustaining uncertainty around landed costs, sourcing, and shipment timing. 

Panama Canal draft limits tighten.

The Panama Canal reduced the maximum draft for Neopanamax vessels to 49 feet on July 24, with a further reduction to 48.5 feet scheduled for August 15. Lower draft limits may require carriers to reduce cargo loads or adjust routing, potentially affecting capacity on Asia-to-East and Gulf Coast services. 

Red Sea and Suez risks continue to pressure capacity. 

Renewed security threats in the Red Sea and Bab el-Mandeb corridor are keeping carrier diversions and surcharges in place. Longer routes around the Cape of Good Hope continue to absorb vessel capacity, contributing to higher costs, longer transit times, and greater schedule variability across global shipping networks. 

In July 2026, U.S. containerized imports reached 2.51M TEUs, increasing 4.5% from June. Through the first seven months of 2026, imports were down 0.9% year-over-year but remained well above pre-pandemic levels. China-origin imports reached their highest monthly total since July 2025, while imports from the top 10 CoO rose 4.9% from June but declined 5.3% year-over-year. July’s results point to resilient demand alongside continued volatility. Gulf Coast volumes recovered, West Coast ports gained additional import share, and transit delays increased at most major gateways. At the same time, tariff changes and disruption risks across the Middle East, Red Sea, and Panama Canal continue to complicate sourcing, routing, and landed-cost decisions. 

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

• Middle East conflict and maritime security risk. Risks around the Strait of Hormuz remain elevated despite diplomatic efforts to improve commercial passage. Continued instability could affect fuel prices, insurance premiums, carrier surcharges, and schedule reliability, although the situation remains fluid. 
• Expanded tariffs and other potential 'protectionist' trade policies. The temporary Section 122 surcharge expired on July 24, but new Section 301 actions covering numerous U.S. trading partners have introduced additional duties generally ranging from 10% to 12.5%, subject to country and product-specific treatment. Section 232 tariffs and existing China-related Section 301 duties also remain important cost considerations. 
• 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. Delays increased across most major U.S. gateways in July. Los Angeles was the notable exception, with delays falling sharply. Continued monitoring will help determine whether July’s increases were temporary or signal broader operational pressure. 
• Panama Canal draft restrictions. The Panama Canal Authority has announced additional Neopanamax draft reductions effective July 24 and August 15 due to water-management concerns and potential El Niño conditions. For importers, the likely impact is on vessel loading, routing decisions, and all-water Asia-to-East/Gulf Coast service planning rather than an immediate decline in container volumes. 
• Red Sea Disruption. Continued security risks are keeping some carrier diversions and contingency measures in place. Longer routings can absorb vessel capacity and contribute to higher freight costs, extended transit times, and schedule variability across interconnected global networks. 
• The economy. The U.S. remains an import-driven economy, so economic health is a key indicator of container demand. The Federal Reserve held the federal funds target range at 3.50%–3.75% on July 29. Meanwhile, the Bureau of Economic Analysis estimated that real GDP increased at a 1.5% annualized rate in the second quarter, slowing from 2.1% in the first quarter. Consumer demand, inflation, and interest-rate conditions will remain important indicators of future container volumes. 

July 2026 imports showed seasonal month-over-month growth and overall volumes for the first seven months of the year are down a slight 0.9% compared to the same period in 2025. Month-over-month, China-origin volumes strengthened, imports increased across most leading sourcing countries, and Gulf Coast activity recovered. However, year-over-year declines across most top CoO, rising port delays, changing tariffs, and persistent maritime disruption reinforce the need for flexible and data-driven supply chain planning. 

Descartes continues to monitor these developments using Descartes Datamyne™, government releases, and industry intelligence to help organizations anticipate disruption, control landed costs, and strengthen supply chain resilience. 

Short-term:

• Monitor Strait of Hormuz developments, where security risks and carrier caution remain. 
• Review exposure to the new Section 301 actions by country, product, and effective tariff treatment. 
• Plan for Panama Canal draft reductions and potential implications for all-water East/Gulf Coast routings. 
• Track port transit times for potential signs of pressure. 

Near-term:

• Assess tariff exposure by HS code, country of origin, supplier, and sourcing lane. 
• Compare landed costs across alternative sourcing countries as tariff rates and exclusions change. 
• Monitor Red Sea and Gulf of Aden carrier advisories, surcharges, and routing measures. 
• Track major U.S. trade negotiations and policy changes that could affect sourcing or freight demand. 
• Evaluate commodity-linked risks tied to energy, fertilizers, petrochemicals, aluminum, and other industrial inputs. 

Long-term:

• Reevaluate supplier, country, and trade-lane concentration to reduce exposure to individual markets and maritime chokepoints. 
• Develop flexible sourcing and routing strategies that can respond quickly to tariff, capacity, and geopolitical 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 (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).