U.S. containerized imports totaled 2,546,261 twenty-foot equivalent units (TEUs) in September 2026, down 2.2% from August and up 10.3% from September 2025. It was the highest September volume on record and 24.8% above September 2019. Through the first nine months of 2026, container imports rose a slight 0.8% from the same period last year.
China-origin imports increased to 924,454 TEUs in September, up 4.5% month-over-month and 21.2% year-over-year. The top 10 countries of origin (CoO) were essentially flat from August but 13.1% above September 2025, with China providing most of the annual gain. Combined volume at the top 10 U.S. ports declined just 0.9% from August, while West Coast ports gained share and several East and Gulf Coast gateways fell. Gulf Coast imports dropped 14.8%, while port transit delays increased at eight of the top 10 ports.
U.S. container imports reach their highest September volume on record.
U.S. containerized imports totaled 2,546,261 TEUs in September 2026, the highest September volume on record. Month-over-month, volumes declined a modest 57,448 TEUs (2.2%) (see Figure 1). Volumes were 238,328 TEUs (10.3%) higher than in September 2025 and 24.8% above September 2019. Through the first nine months of the year, imports were up a slight 0.8% compared to the same period in 2025.
Figure 1: U.S. Container Import Volume Year-over-Year Comparison
The August-to-September change has varied considerably since 2016, with September volume increasing in only two of the last 11 years (2023 and 2024) (see Figure 2). In 2026, September imports declined 2.2% from August, a smaller pullback than the 8.4% decline in 2025.
Figure 2: August to September U.S. Container Import Volume Comparison
Top 10 U.S. port volumes dip as Los Angeles and Long Beach gain.
Combined imports across the top 10 U.S. ports declined by 0.9% (19,568 TEUs) from August to September 2026 (see Figure 3). Four gateways reported gains: Los Angeles increased 8.8% (43,552 TEUs), Long Beach 5.9% (27,837 TEUs), Oakland 14.4% (10,076 TEUs), and Tacoma 7.0% (4,486 TEUs).
These increases were more than offset by declines at Houston, down 16.5% (31,502 TEUs), Savannah, down 9.6% (25,924 TEUs), New York/Newark (Newark, NJ), down 5.1% (18,536 TEUs), Norfolk, down 13.4% (17,953 TEUs), Charleston, down 10.3% (10,614 TEUs), and New York, NY, down 1.8% (990 TEUs). September volumes point to a regional shift in September port activity rather than a uniform decline.
Figure 3: August 2026 to September 2026 Comparison of Import Volumes at Top 10 U.S. Ports
China-origin imports rise in September.
U.S. containerized imports from China reached 924,454 TEUs in September 2026, increasing 40,136 TEUs (4.5%) from August and 161,682 TEUs (21.2%) from September 2025 (see Figure 4). China represented 36.3% of total U.S. container imports, up from 34.0% in August. September’s China-origin volume remained 9.6% below the July 2024 high of 1,022,913 TEUs.
China’s September import mix was led by plastics (HS-39), at 135,097 TEUs (14.6% of China-origin volume), followed by furniture and bedding (HS-94), at 123,574 TEUs (13.4%), and toys and sporting goods (HS-95), at 92,842 TEUs (about 10%). Machinery (HS-84) and electrical machinery (HS-85) accounted for a combined 17.6%, while apparel, made-up textiles, and footwear (HS-61 through HS-64) represented 11.1%. Year over year, plastics gained 31,305 TEUs (30.2%), electrical machinery gained 14,470 TEUs (23.0%), articles of iron or steel (HS-73) gained 13,702 TEUs (37.6%), and furniture and bedding gained 13,120 TEUs (11.9%).
Figure 4: September 2025–September 2026 Comparison of U.S. Total and China-Origin Container Volumes Relative to the July 2024 China-Origin High
Top 10 CoO hold steady month-over-month.
In September 2026, imports from the top 10 CoO increased by just 354 TEUs from August, effectively unchanged (see Figure 5). China gained 40,136 TEUs (4.5%), India 6,791 TEUs (6.2%), and Taiwan 3,359 TEUs (6.1%). The other seven countries declined. Germany fell 15,213 TEUs (22.7%), Thailand 11,609 TEUs (9.4%), South Korea 9,980 TEUs (9.8%), Indonesia 6,659 TEUs (9.7%), and Vietnam 6,166 TEUs (2.1%). China’s increase largely offset the combined decreases elsewhere.
Figure 5: August 2026 to September 2026 Comparison of U.S. Import Volumes from Top 10 Countries of Origin
Top 10 CoO imports climb 13.1% from September 2025.
Compared with September 2025, September 2026 imports from the top 10 CoO increased by 213,339 TEUs (13.1%) (see Figure 6). China led with a gain of 161,682 TEUs (21.2%), approximately 76% of the group’s net increase. Hong Kong added 16,908 TEUs (24.8%), Vietnam 11,915 TEUs (4.3%), Japan 10,683 TEUs (24.3%), South Korea 8,256 TEUs (9.9%), and Taiwan 6,654 TEUs (12.9%). India, and Indonesia declined by 3,302, 2,798, and 1,186 TEUs, respectively. Germany’s 22.7% (3,302 TEUs) decline followed an 8.4% increase in August. A 48-hour strike at major German container ports in early September disrupted vessel operations and may have shifted some arrivals, however, the import data does not establish how much of the decline it caused. Despite the steep monthly drop, September volume was 6.0% below its year-earlier level.
Figure 6: September 2025 to September 2026 Comparison of U.S. Import Volumes from Top 10 CoO
Top five West Coast ports gain share in September.
The top five West Coast gateways accounted for 46.7% of total U.S. imports in September 2026, up 4.4% from August (see Figure 7). The top five East and Gulf Coast ports accounted for 39.7%, down 3.2%. Together, the top 10 ports handled 86.4% of U.S. imports, up 1.1% from August. The shifts reflect gains at Los Angeles and Long Beach alongside lower volume at Houston, Savannah, and New York/Newark.
Figure 7: August to September 2026 Volume Share for Same Top 10 U.S. Ports
Port transit delays increase at eight of the top 10 gateways in September.
In September 2026, port transit-delays rose at eight of the top 10 gateways, although Long Beach was essentially unchanged (see Figure 8). New York/New Jersey registered the largest increase, up 1.5 days to 8.3 days. Houston rose 1.4 days to 7.2 days; Oakland increased 0.7 days to 6.4; and Savannah increased 0.6 days to 6.7. Seattle was the only gateway to improve, falling 1.0 day to 6.5 days.
Figure 8: Monthly Average Transit Delays (in days) for the Top 10 Ports (July–September 2026)
Gulf Coast imports fall below their 12-month average.
Gulf Coast container imports declined to 215,324 TEUs in September 2026, down 37,352 TEUs (14.8%) from August (see Figure 9). September volume was 4.7% below the rolling 12-month average of 226,046 TEUs and 0.4% below September 2025. The pullback reversed August’s rise and may have been largely driven by declines at Houston (down 31,502 TEUs), although the Gulf Coast total covers more than one gateway.
Figure 9: October 2025 to September 2026 U.S. Gulf Coast Container Imports
Strait of Hormuz incidents sustain regional shipping risk.
The International Maritime Organization (IMO) recorded 93 confirmed shipping incidents in the Strait of Hormuz and the wider Middle East as of October 5, 2026, including several damaged vessels in late September and early October. The continued incidents keep route access, cargo acceptance, crew safety, and insurance under scrutiny. Fuel and freight costs also remain exposed. CMA CGM announced an emergency fuel surcharge effective October 1, with the amount varying by cargo and trade direction. Importers with Middle East or affected connecting services should check current carrier advisories, surcharges, and alternative routings.
Tariffs continue to evolve by product and origin.
Existing U.S. Section 301 and Section 232 duties remain important landed-cost considerations. Additional Section 232 measures for specified pharmaceuticals and ingredients took effect September 29 for companies outside the earlier effective-date (July 31, 2026) group. Rates and exceptions depend on the product, country of origin, and company commitments; generic pharmaceuticals are outside these particular measures at this time. Importers should verify current Harmonized Tariff Schedule (HTS) classification and the applicable treatment before changing landed-cost assumptions.
Panama Canal announces a partial easing of transit limits.
Following the September reduction in transit availability, the Panama Canal Authority raised the maximum Neopanamax draft and increased the available daily transit slots, beginning October 15, 2026. The increase is prospective as of this report. The Authority cautions that vessels without reservations may still face indefinite waits, so East and Gulf Coast routings remain sensitive to booking availability and water conditions.
Selected Suez services resume while Red Sea risk persists.
Maersk and Hapag-Lloyd announced trans-Suez routing for four Gemini services in September, with some first sailings already scheduled and others still pending. CMA CGM also resumed eastbound Suez routing, while the westbound legs continued around the Cape of Good Hope. These selective returns can shorten some routings, but carrier decisions remain contingent on security. The International Maritime Organization (IMO) has also reported renewed attacks on merchant shipping in the Red Sea, making further diversions possible.
Managing supply chain risk: what to watch in 2026.
September U.S. container imports reached 2.55 million TEUs, down 2.2% from August and up 10.3% year-over-year. Combined January–September volume increased a slight 0.8% year on year. China-origin imports rose sharply month-over-month while most other leading origins declined. West Coast ports gained share, Gulf Coast imports fell, and the port transit-delay measure rose at most major gateways. Evolving tariffs, a planned easing of Panama Canal restrictions, Middle East incidents, and selective Suez service resumptions are weighing on importers.
Here’s what Descartes is monitoring in the months ahead:
• Middle East conflict and maritime security risk. Reports of continuing incidents in and around the Strait of Hormuz, while carrier surcharges show how fuel and insurance risks can affect freight costs and route choices.
• Expanded tariffs and other potential trade restrictions. In September, additional pharmaceutical-related Section 232 duties began for specified importers. Section 301 and other Section 232 measures remain relevant by origin and product.
• Port transit delays. If they decrease, it can indicate improved global supply chain efficiency or weaker demand for goods and logistics services. Delays increased at eight of the top 10 gateways in September, with the largest rise at New York/New Jersey. Monitor whether increases persist in October.
• Panama Canal availability. The Panama Port Authority plans to raise total reserved daily slots to 33 beginning October 15. Monitor whether the increase takes effect as announced, along with draft limits, reservations, and waits for unreserved ships.
• Red Sea routing. Some services have resumed Suez transits, but further disruption could restore Cape of Good Hope diversions and affect vessel capacity, transit times, and schedules.
• The economy. The U.S. remains an import-driven economy, so economic health is a key indicator of container demand. The Federal Reserve raised the federal funds target range to 3.75%–4.00% on September 16. The Bureau of Economic Analysis’ third estimate placed second-quarter real GDP growth at a 2.2% annualized rate, following a revised 2.5% in the first quarter. Consumer demand, inflation, energy costs, and interest-rate conditions remain important indicators for future import volumes.
Consider recommendations to help minimize global shipping challenges.
September volumes exceeded 2.5 million TEUs—well above volumes recorded in September 2025—setting a record for the month. The sharp China-origin increase contrasted with declines at most other leading origins. West Coast share rose while Gulf Coast imports declined. Importers should account for evolving tariff treatment, Middle East freight costs, the Panama Canal’s planned capacity increase, and security-dependent Suez routings.
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:
• Monitor Strait of Hormuz and Red Sea advisories for changes to vessel safety, routing, booking acceptance, and fuel or insurance charges.
• Reserve Panama Canal transits where needed and verify the scheduled October 15 slot increase before changing routing plans.
• Track port transit delays, particularly New York/New Jersey and Houston, alongside local throughput trends.
Near-term:
• Assess tariff exposure by HS code, country of origin, supplier, and effective date.
• Compare landed costs across qualified alternative suppliers and origins as rates and exceptions change.
• Review carrier schedules, surcharges, and alternative routing options for Middle East and Suez services.
• Monitor U.S. trade-policy changes and negotiations that may affect sourcing or freight demand.
• Evaluate risks tied to energy, pharmaceuticals, petrochemicals, metals, and other exposed supply chains.
Long-term:
• Reevaluate supplier, origin-country, port, and trade-lane concentration to reduce single market and maritime chokepoint exposure.
• Maintain flexible sourcing and routing plans that can respond to policy, capacity, port-delay, and security changes.
• Improve landed cost visibility and scenario planning across multiple suppliers, ports, and transportation options.
