June U.S. Containerized Imports Remain Stable Amid Global Trade Tensions 

U.S. containerized imports remained stable in June 2026, totaling 2,400,627 twenty-foot equivalent units (TEUs). Volumes declined 1.2% from May, reflecting the typical seasonal easing that follows May’s import growth, but were still 8.2% higher than June 2025. Through the first half of 2026, imports were nearly flat year-over-year, down just 0.3%. 

China-origin imports held steady following May’s rebound, totaling 814,474 TEUs in June. Volumes dipped just 0.2% month-over-month and increased 27.4% year-over-year. Imports from the top 10 countries of origin were also largely stable, declining only 0.3% from May while rising 13.2% from June 2025. China accounted for most of the year-over-year growth, underscoring its continued influence on U.S. import volumes even as sourcing diversification remains a priority for importers. 

Port activity was mixed. Los Angeles posted a strong volume increase that helped lift West Coast share, while several East and Gulf gateways recorded declines. Gulf Coast imports pulled back sharply after May’s surge, and port transit delays improved across most East and Gulf Coast ports even as Los Angeles delays rose. 

The broader trade environment remains unsettled. Strait of Hormuz risks, evolving U.S. tariff policy, lower Panama Canal draft limits, and persistent Red Sea disruptions continue to shape freight costs, routing decisions, and sourcing strategies. For importers, June results point to a market balancing steady import volumes against elevated geopolitical and policy uncertainty. 

U.S. containerized imports reached 2,400,627 TEUs in June 2026, dipping 1.2% from May but remaining 8.2% above June 2025 levels, suggesting import demand remains resilient despite ongoing trade and tariff uncertainty (see Figure 1).  For the first six months of the year, volumes were down slightly by 0.3% but remained 22.2% above the same period in pre-pandemic 2019.  

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

Source: Descartes Datamyne™

Over the last 10 years, June import volumes have trailed May levels, with the exception of 2020 and 2025 (see Figure 2). The month-over-month decline follows the seasonal month-over-month increase typically observed from April to May. 

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

Source: Descartes Datamyne™

Container volumes across the top 10 U.S. ports declined by 18,533 TEUs in June 2026, a 0.9% month-over-month decrease, with six of the ten major gateways posting lower volumes compared to May (see Figure 3). Los Angeles recorded the largest volume increase, rising 16.1% (70,495 TEUs), followed by New York/Newark, up 1.7% (5,813 TEUs). Smaller gains were reported at Tacoma, up 3.2% (1,908 TEUs), and Baltimore, up 0.9% (411 TEUs). 

In contrast, Houston posted the steepest decline, falling 21.7% (42,137 TEUs), followed by Savannah, down 8.2% (20,951 TEUs), and Long Beach, down 4.5% (18,717 TEUs). Other declines were reported at Norfolk (5.6%), Oakland (4.6%), and Charleston (4.1%). The mixed results suggest that June’s slight pullback in import activity was not evenly distributed, with gains at Los Angeles and New York/Newark helping to offset sharper declines at several Gulf Coast and West Coast gateways. 

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

Source: Descartes Datamyne™

U.S. containerized imports from China totaled 814,474 TEUs in June 2026. Following May’s sharp rebound, volumes were essentially flat, declining just 0.2% month-over-month while increasing 27.4% compared to June 2025 (see Figure 4). China’s share of total U.S. containerized imports rose to 33.9%, up slightly from May’s 33.6% and well above June 2025’s 28.8%. Despite the year-over-year gain, June volumes remained 20.4% below the July 2024 peak of 1,022,913 TEUs, indicating that imports from China remain below recent highs as importers continue to adjust sourcing strategies amid ongoing trade tensions. 

China’s import mix remained was led by plastics (HS-39) and furniture and bedding (HS-94), which accounted for 15.7% and 14.7% of June volume, respectively. Machinery (HS-84) and electrical machinery (HS-85) represented a combined 17.7% of imports, highlighting the continued importance of industrial goods. Consumer-oriented categories also remained significant, with toys and sporting goods (HS-95) accounting for 7.4% of volume, while apparel, textiles, and footwear categories collectively contributed 9.3%. Overall, June China-origin imports were supported by broad-based year-over-year gains across both consumer and industrial segments. 

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

Source: Descartes Datamyne

In June 2026, U.S. containerized imports from the top 10 CoO increased 13.2% year-over-year, representing a combined gain of 199,050 TEUs (see Figure 6). The growth was driven primarily by China, where volumes rose 27.4% (175,175 TEUs), along with gains from Hong Kong (44.0%), Thailand (13.1%), Indonesia (7.5%), and Vietnam (1.3%). Offsetting some of the growth, declines were recorded for Germany (12.5%), Taiwan (9.1%), Italy (4.2%), India (2.1%), and South Korea (1.8%). Overall, June results reflect strong year-over-year gains led by China, even as several major sourcing markets posted declines.

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

Source: Descartes Datamyne

In June 2026, U.S. containerized imports from the top 10 CoO increased 13.2% year-over-year, representing a combined gain of 199,050 TEUs (see Figure 6). The growth was driven primarily by China, where volumes rose 27.4% (175,175 TEUs), along with gains from Hong Kong (44.0%), Thailand (13.1%), Indonesia (7.5%), and Vietnam (1.3%). Offsetting some of the growth, declines were recorded for Germany (12.5%), Taiwan (9.1%), Italy (4.2%), India (2.1%), and South Korea (1.8%). Overall, June results reflect strong year-over-year gains led by China, even as several major sourcing markets posted declines.

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

Source: Descartes Datamyne

East and Gulf Coast ports accounted for 39.6% of total U.S. containerized imports, down from 42.0% in May, while West Coast ports increased their share to 44.6%, compared to 42.3% the previous month (see Figure 7). The top 10 U.S. ports handled 84.3% of total imports in June, unchanged from May. The results suggest that import volumes remained concentrated among the nation’s largest gateways, but with a shift toward West Coast ports as East and Gulf Coast gateways captured a smaller share of total activity.

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

Source: Descartes Datamyne™

In June 2026, port transit delays were mixed across major U.S. gateways, with notable regional differences (see Figure 8). The most significant change occurred at Los Angeles, where delays increased from 2.9 days in May to 5.8 days in June, the highest delay among major gateways. On the West Coast, delays rose modestly at Oakland (0.4 days), Tacoma (0.4 days), Seattle (0.1 days), and Long Beach (0.1 days). Across the East and Gulf Coast, transit times improved broadly, including at New York/New Jersey (0.8 days), Savannah (0.6 days), Charleston (0.2 days), Norfolk (0.4 days), and Houston (0.4 days). Overall, June transit times suggest improving conditions across East and Gulf Coast gateways, while West Coast delays increased modestly, led by a sharper rise at Los Angeles.

Figure 8: Monthly Average Transit Delays (in days) for the Top 10 Ports (April – June 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 pulled back in June 2026, totaling 213,075 TEUs, a 17.3% decrease from May (see Figure 9). The decline reversed much of May’s sharp gain (the second-highest monthly volume on record for the Gulf Coast) and brought volumes 5.1% below the rolling 12-month average of 224,470 TEUs. The results suggest May’s strength was not sustained into June, with Gulf Coast import activity cooling after a brief rebound.

Figure 9: May 2025 to June 2026 U.S. Gulf Coast Container Imports 

Source: Descartes Datamyne™

Shipping through the Strait of Hormuz has begun to recover as the U.S.-Iran ceasefire holds, but conditions remain well below normal and security risks persist. Recent reporting shows vessel transits have increased from wartime lows, while Iran has warned tankers to use approved routes or face a “forceful response.” Among major carriers, Hapag-Lloyd stated that it will continue avoiding Strait transits for now. 

The impact on U.S. container imports is likely to be felt more through costs and reliability than broad import declines. The Strait remains a critical energy chokepoint, handling about 20% of global petroleum liquids consumption and roughly one-fifth of global LNG trade, so ongoing disruption could lift fuel costs, war-risk premiums, carrier surcharges, and transit volatility. If the ceasefire holds, the container impact could remain manageable; if tensions escalate, Hormuz could quickly become a renewed source of freight-rate volatility and supply chain disruption. 

As of July 3, 2026, importers face fewer emergency-duty layers after the Supreme Court ruled that the International Emergency Economic Powers Act (IEEPA) does not authorize [the previously implemented broad-based] presidential tariff action, but tariff exposure remains high. A temporary 10% Section 122 surcharge applies to many imports through July 24, while Section 232 tariffs on steel, aluminum, and copper remain in place. 

China-related Section 301 tariffs also remain active, though the Office of the United States Trade Representative (USTR) has extended 178 exclusions through November 10, 2026. For containerized imports, the result is continued uncertainty around landed costs, sourcing decisions, and shipment timing, especially for metal-intensive goods and China-origin products. 

Lower Panama Canal draft restrictions may impact summer trade flows. 

The Panama Canal Authority has begun lowering maximum authorized draft in the Neopanamax Locks, lowering the allowable depth for vessels and forcing carriers to reduce cargo weight. Additional reductions are scheduled for July 24 and August 15 due to water-management concerns and potential El Niño conditions. For U.S. importers, the impact is most likely to show up in vessel loading limits, routing decisions, and all-water Asia-to-East/Gulf Coast service planning rather than an immediate drop in container volumes. 

Red Sea and Suez risks continue to pressure capacity. 

Security risks through the Red Sea and Suez Canal trade corridor remain a constraint on global container networks, keeping some carrier surcharges and contingency measures in place. Carriers note that disruption-related surcharges remain active for affected Red Sea/Gulf of Aden cargo. For U.S. imports, this may drive higher freight rates and longer transit times, especially on Asia-Europe-linked networks that influence global vessel capacity. 

In June 2026, U.S. container imports totaled 2.40M TEUs, easing slightly from May but remaining above June 2025 levels. First-half volumes were nearly flat year-over-year. China-origin imports held steady after May’s rebound, and imports from the top 10 countries of origin were also nearly flat month-over-month. Looking ahead, global trade conditions remain shaped by Middle East maritime risk, elevated tariff uncertainty, Panama Canal draft restrictions, and ongoing Red Sea disruption. Together, these factors are likely to keep supply chain strategies focused on flexibility, diversification, landed cost visibility, and risk mitigation through the second half of 2026.

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

• Middle East conflict and maritime security risk. Strait of Hormuz risk has eased but remains elevated. Some carriers continue to avoid Strait transits and serve Upper Gulf ports through third-party feeder services, while Iran has warned tankers to follow approved routes or face a “forceful response.” The Strait remains a critical energy chokepoint, so renewed disruption could affect fuel costs, war-risk premiums, carrier surcharges, and industrial inputs. 
• Expanded tariffs and other potential 'protectionist' trade policies. Tariff exposure remains high even after the Supreme Court ruled that IEEPA does not authorize [the previously implemented broad-based] presidential tariff action. A temporary 10% Section 122 surcharge applies to many imports through July 24, while Section 232 tariffs on steel, aluminum, and copper and China-related Section 301 tariffs remain key cost drivers. USTR has also proposed 10% or 12.5% duties in Section 301 forced-labor investigations covering 60 economies. 
• 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. June transit times improved across most East and Gulf Coast gateways, while Los Angeles delays rose sharply. Overall, there were no signs of broad-based U.S. port congestion, but the Los Angeles increase bears watching if West Coast volumes remain elevated. 
• 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. 
• 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% in June, while noting that inflation remains elevated and uncertainty is partly tied to Middle East conflict. The U.S. Bureau of Economic Analysis’ third estimate showed Q1 2026 real GDP increased at a 2.1% annualized rate, up from 0.5% in Q4 2025. 

June 2026 import volumes suggest stabilization rather than a slowdown. Total U.S. containerized imports eased only slightly from May, China-origin volumes held near May levels, and top 10 CoO imports remained nearly flat month-over-month while posting strong year-over-year growth. At the same time, Gulf Coast imports pulled back after May’s surge, West Coast share increased, and port delays were mixed. Despite resilient import volumes, the global trade environment remains unsettled. Strait of Hormuz risk, U.S. tariff policy, Panama Canal draft restrictions, and Red Sea disruption are creating added complexity for sourcing, routing, transportation, and landed cost decisions. Descartes continues to monitor these developments through Descartes Datamyne™, government releases, and industry intelligence to help organizations anticipate disruption, manage risk, and build more resilient supply chains. 

Short-term:

• Monitor Strait of Hormuz developments, where traffic is recovering but security risks and carrier caution remain. 
• Track the Section 122 surcharge ahead of its scheduled July 24 expiration and assess potential changes to entry timing and landed costs. 
• Review exposure to proposed Section 301 forced-labor tariffs of 10% or 12.5% across affected sourcing countries. 
• Plan for Panama Canal draft reductions and potential implications for all-water East/Gulf Coast routings. 

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/Gulf of Aden surcharges and carrier contingency measures, which remain active for affected cargo. 
• Track U.S.–China, USMCA, U.S.–EU, and U.S.–India trade discussions for potential impacts on sourcing and freight demand. 
• Evaluate commodity-linked risks tied to energy, fertilizers, petrochemicals, aluminum, and other industrial inputs. 

Long-term:

• Reevaluate sourcing and supplier concentration strategies to reduce reliance on high-risk or overexposed trade lanes. Increasing geopolitical fragmentation and trade policy volatility are reinforcing the need for diversified, flexible supply chain networks. 

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).