聯揚國際物流 x 聯亞運通

聯揚國際物流 x 聯亞運通 Leaders in air and sea freight, we deliver seamless, data-driven solutions connecting Asia, North America & Europe.

With verified suppliers, real-time tracking & a commitment to sustainability, we simplify global trade while empowering businesses.

12/08/2026

Michael Kors is putting handbags on planes this month, and the reason is a traffic jam.

Ports in Asia got congested. Ships are waiting. The containers Capri Holdings had already paid for arrived weeks later than planned, so stores went into the season under-stocked.

The company's fix is air freight, which lands in days instead of weeks. It also costs a lot more per kilo.

Michael Kors inventory ended the quarter 25% lower than a year earlier.

The takeaway: when the ocean slows down, the real bill isn't the freight rate. It's the shelf nobody could buy from.

Send this to the one who handles your purchase orders.

05/08/2026

Your shipment from Asia is now competing with AI servers for space.

Freight forwarder Dimerco reports that flights from Asia to the US are running around 90% full.

The cargo filling them has changed. It used to be e-commerce parcels. Now it's AI servers and semiconductors coming out of Taiwan and South Korea.

That matters because AI hardware is expensive enough to absorb a freight rate increase. A pallet of skincare or spare parts isn't.

The takeaway: book your air freight out of Northeast Asia earlier than you did last year, or expect to pay for the space you didn't reserve.

Send this to someone planning an autumn order from Asia.

30/06/2026

Route resilience is only half the answer.
If a major corridor becomes unstable, most companies look first for another route.

That is necessary. But it is not enough.
The bigger question is whether the supplier base is also too exposed. Too concentrated in one geography. Too dependent on one corridor. Too lightly vetted to support a fast shift when conditions change.

That matters because logistics risk and sourcing risk are now tightly linked. Reuters has reported that ongoing disruption has forced unusual rerouting and distorted capacity and pricing, while the IMF has flagged weaker logistics chains and longer routes. (Reuters)

So the strategic response is not rushed diversification.

It is evidence-based diversification.
That means asking:

Which suppliers are genuinely export-capable?

Which ones are less exposed to unstable lanes?

Which alternatives improve resilience instead of simply moving the risk?

Long-term resilience does not start at the booking stage.

It starts with the quality of the sourcing decision behind it.

Leatherman Terminal pauses operations August 1st. Two terminals will absorb that volume immediately.South Carolina Ports...
30/06/2026

Leatherman Terminal pauses operations August 1st. Two terminals will absorb that volume immediately.

South Carolina Ports will consolidate container operations to its Wando Welch and North Charleston terminals starting August 1st, pausing operations at the Hugh K. Leatherman facility. Mediterranean Shipping Co., effectively Leatherman's sole customer, will shift roughly five weekly vessel calls across the two remaining terminals, with one route dropped outright.

For shippers and forwarders with cargo moving through Charleston, this is an operational matter, not a wait-and-see one. Discharge terminals are changing. Gate hours, chassis pools, and rail connections differ between Wando Welch and North Charleston, so booking confirmations issued before this announcement may not reflect where containers actually land after August 1st.

SC Ports has not set a reopening date for Leatherman, tying it instead to volume recovery. A separate delay to an adjacent rail yard project suggests near-term capacity planning is being held tight, even as longer-term construction at the site continues.

If Charleston is part of your routing network, now is the time to confirm vessel-specific discharge terminals with your carrier and update internal documentation accordingly.

May's import numbers beat every published forecast. Here's the operational read.US imports from Asia rose nearly 20% yea...
30/06/2026

May's import numbers beat every published forecast. Here's the operational read.

US imports from Asia rose nearly 20% year over year in May and almost 13% above April, against an NRF/Hackett forecast of 11%. The headline is the surge. The operational story is what's underneath it: carriers have been redeploying vessels away from the trans-Pacific toward Asia-Europe, Asia-Mediterranean, and South America for months, because those trades have delivered steadier rate growth. MSC's global capacity share has crossed roughly 21%, and the alliance landscape moved from three groupings to four, both signs of a market that requires more ships just to hold its current shape.

Layer on tariff and bunker-fee deadlines hitting July 1 and July 24, an earlier Amazon Prime Day, a consumption shift from travel back to physical goods, and tonnage pulled out of circulation by the Strait of Hormuz disruption, and the trans-Pacific absorbed more demand with less structural slack than it had a few years ago.

For shippers, the practical takeaways are concrete: treat published import forecasts as a floor rather than a ceiling, review how much volume still rides the spot market versus contracted allocation, and watch blank sailing announcements as a signal that a correction may follow rather than precede the next surge.

We'll keep tracking how this plays out as the July deadlines pass.

CMA CGM and ONE may share vessels. Here's why.Neither carrier has more ships to add.CMA CGM and Ocean Network Express ar...
30/06/2026

CMA CGM and ONE may share vessels. Here's why.
Neither carrier has more ships to add.

CMA CGM and Ocean Network Express are reportedly in talks to merge their independent India-US East Coast services, Indamex and WIN, into a vessel-sharing agreement. Nothing has been confirmed by either carrier.

What we're watching isn't the talks themselves. It's the operating gap behind them. CMA CGM is deploying 10 ships on a route that structurally needs 13 for weekly service. ONE's WIN has managed roughly two sailings a month since launch and has discounted fares to fill space. ONE also just dropped its Hazira port call entirely.

That capacity gap is colliding with a 40% month-on-month jump in Indian export volumes and a 25% weekly spike in spot rates, now at a 20-month high. Pooling vessels won't add tonnage to the lane. It will redistribute what already exists.

For shippers on this corridor, the practical question isn't whether a deal gets signed. It's whether your contracts and routing plans can absorb continued blank sailings either way. We're reviewing exposure with clients on this lane now.

23/06/2026

The next risk is a service failure.

After a major disruption, the biggest commercial mistake is often not the disruption itself.

It is returning to normal promises too early.

That is when teams start quoting transit times with too much confidence, planning replenishment too tightly, and assuming the network has stabilized before it actually has. Reuters and the IMF both indicate that the effects of recent Middle East disruption have continued through rerouting, capacity dislocation, higher insurance costs, and weaker logistics chains.

The result is predictable:
👉 customer expectations move faster than the network
👉 internal planning gets tighter than it should
👉 service credibility takes avoidable damage

This is where logistics leadership matters.
Not in reacting loudly to disruption, but in knowing when not to declare recovery.

A strong operational question to ask now is simple:
Are our customer commitments based on what the network is doing today, or on what we hope it is already doing?

Capacity is tightening for reasons that have nothing to do with the calendar.Asia-Europe and transpacific volumes are bo...
23/06/2026

Capacity is tightening for reasons that have nothing to do with the calendar.

Asia-Europe and transpacific volumes are both up double digits year over year, and carriers are cutting blank sailings rather than holding rates up through scarcity. That combination is unusual, and it matters for how you should be booking right now.

The operational detail worth flagging: Asia-Europe capacity lost to blank sailings fell from 247,000 TEUs in March to 147,000 TEUs in June, even as sailing cancellations stayed historically high. That's carriers chasing demand, not managing it down. At the same time, bunker adjustment factors are set to rise roughly $300–$400 per FEU on July 1, stacking on top of general rate increases and peak season surcharges already in effect on multiple lanes.

For shippers, the practical takeaway isn't "rates are high." It's that the booking window itself has changed. Forwarders are now advising five weeks of lead time on Asia-Europe and three weeks on transpacific, both longer than what most annual contracts were designed around.

If your service contracts or budget assumptions still treat peak season as a single fixed window, this is a good moment to revisit that. The underlying demand pattern has changed, and the capacity buffer that used to absorb short-term spikes has gotten thinner. Treat blank sailing trends as a leading indicator worth tracking, not a detail buried in a carrier newsletter.

The deal is signed. The mines aren't cleared.The US-Iran peace agreement announced on June 14 promises to end the nearly...
23/06/2026

The deal is signed. The mines aren't cleared.

The US-Iran peace agreement announced on June 14 promises to end the nearly four-month conflict and reopen the Strait of Hormuz. The formal signing is set for June 19 in Switzerland.

For shipping, the timeline looks very different from the headlines.

Since the war began on February 28, crude oil transits through Hormuz have fallen 95%. LNG shipments are down 99%. Every major global carrier suspended the route and none have announced plans to resume. The US military estimates six months for mine clearance. War risk insurance premiums remain at crisis-era levels, and P&I clubs won't approve Hormuz routing until underwriters see sustained, verified stability.

Meanwhile, the Cape of Good Hope route, adding 7 to 10 days of transit time, has become the structural default for Asia-Europe flows. That won't reverse quickly even when conditions improve.

What shippers should monitor now: carrier resumption notices, war risk premium movements, mine clearance progress updates, and bunker surcharge reset dates. The BAF savings from falling crude prices are real, but they'll take weeks to appear in invoices.

We're advising clients to maintain current routing through Q3 while tracking the operational signals that actually determine when Hormuz is commercially viable again.

Peak season started a month early.Asia-outbound bookings surged 33–35% in late May, and vessels on major trade lanes are...
23/06/2026

Peak season started a month early.

Asia-outbound bookings surged 33–35% in late May, and vessels on major trade lanes are now fully booked four to five weeks out.

This isn't just a pricing event. It's a capacity and planning event. Forwarders across Europe and the US are advising customers to extend booking lead times significantly, five weeks for Asia-Europe, three weeks for trans-Pacific, as frontloading by importers fills available slots well before traditional peak season timing.

On top of compressed capacity, fuel costs are resetting higher. Maersk's Q3 bunker adjustment factor on Asia-Europe is climbing 79% to $595 per FEU. On Asia-US trades, it's up 77% to $962 per FEU. These aren't short-term surcharges. They reflect a structurally higher operating cost environment driven by continued Cape of Good Hope rerouting and elevated oil prices.
For procurement and logistics teams, the practical response is straightforward: extend booking windows, re-model landed cost assumptions for Q3, stress-test safety stock against current transit time variability, and coordinate earlier with freight partners.

The companies that will handle this peak season best are the ones adjusting their internal planning cadence now, not reacting to surcharges after they hit.

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