1/Cost transmission manifestation
(1) Middle East: The traditional "one port direct" model faces challenges
With the increasing risks in the Gulf region, a large number of goods that originally passed through the Strait of Hormuz have been diverted to Jeddah Port, the largest port in Saudi Arabia, and then connected to Gulf countries through land bridges. At present, the utilization rate of the Jeddah Port yard is 90%, and the operational efficiency has decreased by about 20% -25%. There is a serious backlog in customs inspection, clearance, ship company release, and port document processing, resulting in some goods waiting for 6 to 8 weeks to be picked up.
Hapag Lloyd has temporarily suspended cross-border trailer transportation services from Jeddah to the northern Gulf; Maersk will transfer some of its goods through Holfakan and Sarala, and implement a special container free period policy of up to 15 days for some eligible containers.
(2) Europe: Core port operational efficiency declines
The Port of Rotterdam has been hit by extreme high temperatures, leading to a decrease in the efficiency of frontline operations, IT network system failures, and some shore bridge equipment overheating and shutting down. Terminals such as ECT Delta, Euromax, and APM have also been affected; Antwerp Port is facing a severe shortage of pilots and strikes. Since June 29th, the import of export containers has been temporarily suspended, and truck and river barge transportation has been hindered.
With the continuous high temperatures in summer, the advancement of labor management negotiations, and the accumulation of peak season cargo volume, Maersk Line, CMA CGM and other companies have issued intensive warnings, pointing out that the European supply chain is evolving from "short-term disturbances" to "sustained inefficiencies". It is recommended that customers who ship through the two ports reserve 3 to 5 days of buffer time and call on importers to lift containers as soon as possible to alleviate yard pressure.
(3)The USA: Port import demand remains weak
The South Carolina Port Authority has announced the suspension of container operations at the Charleston Port's Hugh K. Lisemer terminal, which will be integrated into the Wando Welch and North Charleston terminals, effective August 1, 2026. The suspension of operations is due to sustained low throughput, high operating costs, and weak demand in the US container market. This adjustment has resulted in changes to the customs clearance and pick-up process at the destination port, adjustments to some routes, and fluctuations in the pace of importer pick-up.
From the end of 2025 to the beginning of 2026, the container import volume of the top ten major ports in the United States has been declining for four consecutive months. In May 2026, it increased by 6.6% compared to April, showing some recovery. Affected by the continued escalation of the situation in Iran, domestic inflation has risen and economic uncertainty has intensified. The industry expects the overall import volume to continue to decline, and the port throughput for the whole year may be basically the same as last year.
02/ International tea trade has entered an era of competitive supply chain capabilities
The logistics logic of "lowest cost" is becoming ineffective, and industry competition is not only about quality, but also about stable delivery capabilities. For Chinese tea companies, it is not only a cost pressure test, but also a window for supply chain upgrading - how to cultivate long-term competitiveness, ensure safe and timely delivery of tea to global customers.
*Normalization of early warning
Pay close attention to changes such as tariff adjustments, stricter pesticide residue standards, cancellation of cross-border small package tax exemptions, carbon tariffs, and new import sampling regulations to avoid risks of goods being detained, returned, and reported.
*Diversified sea freight routes
Coordinate multimodal transportation of sea freight, China Europe freight trains, ocean express lines, and air freight; Not binding to a single port or freight company to hedge against logistics interruption risks such as channel congestion, skyrocketing freight rates, and geopolitical conflicts, ensuring stable supply.
*Pre stocking of inventory
Layout of food grade constant temperature overseas warehouses, pre stocking by category; Stock up 1-2 sales cycles in advance in the core markets of the Middle East and Europe to shorten terminal delivery time and avoid issues such as tea oxidation, deterioration, and delayed orders.
*Standardization of contracts
Clarify the compliance responsibilities for pesticide residues, compensation for logistics delays, overseas storage losses, inspection accountability, refusal and return disposal, clarify upstream and downstream rights and responsibilities, and respond to trade disputes such as customs detention and customer claims.
