Strong December U.S. Container Imports Close 2024 but Potential Challenges Loom for 2025

In December 2024, U.S. container import volumes wrapped up the year with a solid 2,367,271 twenty-foot equivalent units (TEU), just shy of the 2.4 million TEU threshold that has typically strained port capacity. This result continues a trend of higher year-on-year volumes throughout 2024. With a slight 0.1% dip from November’s 2,368,758 TEUs, December volumes mark the third time in history when imports for the month have exceeded 2.3 million TEUs. It also marks the second-highest December volume ever, trailing only the 2,389,060 TEUs recorded in December 2021. Overall, total container imports for 2024 (28,196,462 TEUs) increased 13% over 2023 (24,957,640 TEUs).  

Imports from China saw a 1.7% increase to 902,519 TEUs, following two months of volume declines. Despite an 11.8% drop from the record high of 1,022,913 TEUs in July 2024, December’s figures were still 14.5% higher than the same month in 2023, highlighting the continued strength of U.S.–China trade. The upcoming Chinese Lunar New Year in late January, however, may slow trade volumes in early 2025 as trade operations in China are affected. 

Descartes’ January logistics update emphasizes the strength of U.S. container imports throughout 2024, despite potential challenges ahead. In 2025, U.S. importers face risks on several fronts, including the looming threat of tariff changes under the incoming Trump administration later this month, which could significantly impact global trade. Additionally, ongoing negotiations between USMX and ILA, the Chinese Lunar New Year, and geopolitical instability in the Middle East may create potential supply chain volatility in the early months of the new year. 

Despite a slight 0.1% decline from November, U.S. container import volumes in December 2024 reached 2,367,271 TEUs, performing exceptionally well compared to previous years. Just under the 2.4 million TEU threshold—a level that previously contributed to port congestion and delays during the pandemic—December 2024 marked the second-highest volume ever recorded for the month, trailing only December 2021 (2,389,060 TEUs) by 0.9% or 21,789 TEUs (see Figure 1). Compared to December 2020, the third-highest volume on record, December 2024 imports edged higher by 0.4% or 9,049 TEUs.  

The full-year performance for U.S. container imports in 2024 demonstrates continued strength. Total imports were 28,196,462 TEUs, reflecting a 13% increase over 2023’s total of 24,957,640 TEUs. This year also marks the third-highest annual volume on record, just 0.3% behind 2022 (28,276,129 TEUs) and 3% behind 2021 (29,082,573 TEUs), underscoring the resilience and growth of U.S. trade despite global challenges. 

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

Source: Descartes Datamyne™

Compared to December 2023, December 2024 volumes were up by 12.4% and a remarkable 24.3% from pre-pandemic December 2019. With 2018 as the exception due to tariffs taking effect in 2019, the month-over-month change between November and December has varied historically from slight declines to low growth, with fluctuations driven by seasonal factors and market conditions related to the timing of the holiday season. December 2024 import volume maintained this pattern with a marginal 0.1% decrease over November (see Figure 2). 

Figure 2: November to December U.S. Container Import Volume Comparison

Source: Descartes Datamyne™ 

In December 2024, container import volumes at the top 10 U.S. ports declined by 28,530 TEUs, a small 1.4% decrease compared to November 2024 (see Figure 3). The Port of Los Angeles reported the largest volume increase (up 29,261 TEUs) followed by Oakland (up 4,353 TEUs) and Baltimore (up 3,551 TEUs). The Port of New York/New Jersey recorded the largest decrease in import volume (down 31,400 TEUs), followed by Long Beach (down 25,206 TEUs) and Houston (down 7,066 TEUs). At 476,217 TEUs, the Port of Los Angeles showed its highest December volume in the previous six years. 

Figure 3: November 2024 to December 2024 Comparison of Import Volumes at Top 10 U.S. Ports 

Source: Descartes Datamyne™ 

In December 2024, U.S. import volume from China increased by 1.7% over November to 902,519 TEUs and was 11.8% lower than the peak in July 2024 (1,022,913 TEUs) (see Figure 4). Year-over-year, December imports from China increased 14.5%, reflecting the overall upward trend in 2024. Additionally, total volumes in 2024 were up 15% over 2023. The top three commodity categories (HS-2 codes) for December 2024 were HS-94 (Furniture, Bedding, etc.), HS-39 (Plastics and Articles Thereof) and HS-84 (Nuclear Reactors, Boilers, Machinery, etc.). In 2024, each of these three commodities experienced positive year-on-year growth: 3.6%, 12.9%, and 21.4% respectively. China accounted for 38.2% of total U.S. container imports in December, a 0.7% increase from November and 3.3% below the February 2022 peak of 41.5%. 

Figure 4: December 2023–December 2024 Comparison of U.S. Total and Chinese TEU Container Volume Relative to Chinese Import Record

Source: Descartes Datamyne

In December 2024, U.S. container import volume from the top 10 countries of origin (CoO) increased by 4,488 TEUs, representing a 0.3% increase from November (see Figure 5). Among these countries, China (up 14,738 TEUs), Taiwan (up 5,652 TEUs), and South Korea (up 4,750 TEUs) experienced the largest volume increases. In contrast, India (down 11,359 TEUs), Hong Kong (down 4,798 TEUs), and Japan (down 4,685 TEUs) recorded the most significant volume decreases. 

Figure 5: November 2024 to December 2024 Comparison of U.S. Import Volumes from Top 10 Countries of Origin

Source: Descartes Datamyne

For the seventh consecutive month, the top five West Coast ports continued to capture a larger share of U.S. container import volumes compared to their East and Gulf Coast counterparts. December data highlights a widening gap, with the East and Gulf Coast’s share dropping from 38.9% to 37.1%, while the West Coast’s share saw a slight decrease from 45.0% in November to 44.9% in December. Overall, the dominance of the top 10 ports weakened in December, reaching its lowest level of 2024, with their combined share falling to 82.0% from 83.8% in November (see Figure 6). 

Figure 6: Volume Analysis for Top Ports, West Coast Ports and East and Gulf Coast Ports

Source: Descartes Datamyne

Overall, transit delays have decreased across the top 10 U.S. ports, with notable improvements on the East Coast. On the West Coast, Tacoma and Long Beach experienced the most significant increases, with delays rising by 2.4 days and 0.8 days, respectively. Other West Coast ports showed improved transit times, with the largest reductions in delays seen at the Port of Los Angeles, which improved by 1.6 days, and Seattle, which saw a 1.4-day decrease. Despite some regional fluctuations, delays across the top U.S. ports generally trended positively in December. 

Figure 7: Monthly Average Transit Delays (in days) for the Top 10 Ports (Oct. 2024 – Dec. 2024)

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 CBP-processed bill of lading data.

December Gulf Coast imports (215,069 TEUs) fell by 17.8% from November (261,523 TEUs), the largest month-over-month decline in 2024 and the third-lowest volume after April (214,245 TEUs) and July (211,961 TEUs) (see Figure 8). This sharp decline in volumes may be an anticipatory market response to the looming ILA strike. With the lower volumes, port transit times at Gulf Coast ports improved significantly in December, with overall delays decreasing by approximately 70 days from approximately 228 days in November. 

Figure 8: January 2023 to December 2024 U.S. Gulf Coast Container Imports 

Source: Descartes Datamyne™

With the incoming Trump administration signaling intentions to implement broader and deeper tariffs on a range of commodities, emphasizing imports from China, Mexico and Canada at this juncture, there is heightened uncertainty surrounding the global trade environment. While it is possible that, in the coming months, some U.S. importers may pull shipments forward in anticipation of tariff changes, U.S. container import volumes currently show no definitive response from the market through December.  

Houthi rebels intensified their attacks on vessels in the Red Sea throughout December, including strikes targeting U.S. cargo ships and warships. The U.S. Navy has been actively defending against these assaults, but the ongoing attacks have significantly disrupted shipping and slowed trade in the region. These disruptions are also contributing to rising global shipping costs. If the Middle East continues to destabilize, global trade conditions are likely to become even more volatile, further straining international supply chains. 

The United States Maritime Alliance (USMX) and the International Longshoremen’s Association (ILA) resumed contract negotiations on January 7, 2025, following a tentative agreement in October to extend the bargaining period until January 15. While negotiations paused in November due to a standstill, both parties are now returning to the table with less than two weeks to reach a deal. In the meantime, volumes at East Coast and Gulf Coast ports are declining as importers are potentially exploring other options in anticipation of potential disruptions. If the ILA and USMX are unable to reach an agreement by January 15, supply chain disruptions at these critical ports may follow. 

U.S. container import volume was just shy of the 2.4 million TEU mark in December 2024, decreasing only 0.1% from November volumes. The economy continues to exceed expectations, however, the anticipation of incoming tariffs, approaching deadline for the ILA/USMX agreement, and the ongoing conflict in the Middle East may create challenges for global supply chains. Here’s what Descartes will be watching in 2025: 

• Monthly TEU volumes between 2.4M and 2.6M. This level will continue to stress ports and inland logistics until infrastructure improvements are made. December 2024 imports fell just shy of the 2.4M level; however, elevated volumes do not appear to be putting undo pressure on U.S. ports. 
• 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. December 2024 transit delays improved among East and Gulf Coast ports while West Coast ports saw mixed increases and decreases. 
• Expanded tariffs and other potential ‘protectionist’ trade policies. Depending on the short- to medium-term priorities of the incoming Trump administration, concerns about 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. The impact of potential tariffs on recent monthly U.S. container imports appears to be minimal currently, as volumes have proven strong throughout 2024, and port transit time delays have remained relatively stable. 
• The economy. The U.S. is an import-driven economy, so economic health is an important indicator of container import volumes. Following the November Federal Open Market Committee (FOMC) meeting, the Federal Reserve borrowing rate was lowered 25 basis points to 4.25% while reported inflation was 2.7%. According to the Bureau of Labor Statistics November employment report, the unemployment rate remained mostly unchanged at 4.2% while employers added 227,000 jobs. The next FOMC meeting is scheduled for January 26-27. 
• Middle East conflict. Houthi attacks are continuing to influence carriers to forego the Suez Canal, extending transit times around the Cape of Good Hope. The impact of diversions away from the conflict is still minimal on volumes or transit delays for East and Gulf Coast ports.   
• ILA/USMX contract negotiation. Negotiations resumed January 7^th. With the January 15, 2025, deadline approaching, it will be important to monitor this situation until a final contract is ratified. 

U.S. container import volumes in December continued to demonstrate the robust performance seen throughout 2024. Although imports for the month fell shy of the 2.4 million TEU threshold, they still performed exceptionally compared to previous years, exceeded only by December 2021. Meanwhile, ILA/USMX contract negotiations have resumed, with the expiry of their temporary agreement nearing. Adding to the uncertainty, the ongoing conflict in the Middle East is exerting increasing pressure on global supply chains. Further complicating the trade landscape, the potential introduction of new tariffs by the incoming Trump administration could significantly impact global trade flows and force supply chain re-engineering. Descartes will continue to monitor and share key insights using Descartes Datamyne, along with U.S. government and industry data, to provide valuable perspectives on global shipping trends in the months ahead. 

Short-term: 

• Monitor port volumes and delays to assess trade disruptions as imports remain between the 2.4M and 2.6M levels that have historically stressed U.S. maritime logistics infrastructure. 
• Consider modelling the impacts of increased tariffs on imported goods, and whether a change in sourcing strategy could mitigate potentially higher costs.  
• Track the Middle East conflict as carriers divert shipping around Africa, impacting shipping capacity and timeliness. 
• Evaluate the impact of inflation and the Russia/Ukraine and Israel/Hamas conflicts on logistics costs and capacity constraints. Ensure that key trading partners are not on sanctions lists.   

Near-term:  

• For companies that have cargo moving through the Suez Canal, evaluate the impact of extended rerouting caused by Middle East conflicts. 

Long-term:  

• Evaluate supplier and factory location density to mitigate reliance on over-taxed trade lanes and regions of the globe that have the potential for conflict. Density creates economy of scale but also risk, and subsequent logistics capacity crisis highlights the downside. Conflicts do not happen “overnight” so now is the time to address this potentially business disrupting issue.