Last week saw mass disruptions in transport and logistics take center stage. Port workers in Portugal carried out multi-stage strike actions, while across Europe ground handling staff at airports held protests affecting hundreds, and altogether thousands, of flights. Simultaneously, maritime operators launched new, faster Arctic connections, and Russian LNG deliveries to China resumed after a hiatus. The reports included specific data: strike days, vessel delays, LNG cargo volumes, scale of rail investments in Italy, and warehouse market indicators in the USA.
Massive Strikes Disrupt European Ports and Airports
Portuguese ports have been under pressure since November, when SNTAP union initiated multi-phase strikes. Actions were scheduled for December 2–4, 9, 12–13, plus a nationwide strike on December 11 affecting all transport modes. Ports Lisbon, Sines, Leixões, and Setúbal were impacted. Strikes halted pilots, tugs, mooring operations, and VTS services; ship operators reported multi-day delays: M/V ELBTOWER – 9 days, M/V CONTAINERSHIPS ARCTIC – 6 days, M/V FAITH – 7 days Portuguese ports have been under pressure since November, when the SNTAP union initiated multi-phase strikes. Actions were scheduled for December 2–4, 9, 12–13, plus a nationwide strike on December 11 affecting all transport modes. Ports Lisbon, Sines, Leixões, and Setúbal were impacted. Strikes halted pilots, tugs, mooring operations, and VTS services; ship operators reported multi-day delays: M/V ELBTOWER – 9 days, M/V CONTAINERSHIPS ARCTIC – 6 days, M/V FAITH – 7 days[2]. The union demands payment of outstanding amounts and better working conditions; government and port authorities are negotiating but no agreement has been reached.
Experts assess that prolonged port service interruptions may divert cargo volumes to Spain, France, and the Netherlands ports. Logistics operators are considering container redistribution and shorter feeder routes. In the short term, ports will lose revenues during the crucial pre-holiday period; long-term competitiveness loss could cost hundreds of millions of euros if some clients permanently move cargoes to other hubs.
Simultaneously, Europe struggled with strikes in aviation and ground handling. In Spain, Azul Handling staff and unions CCOO and UGT announced multi-stage protests affecting 12 major airports over morning, afternoon, and evening shifts; strike dates spanned weekdays with various time frames from August through December]]. In the UK, DHL ground handling employees at Luton airport planned strikes on several days in December, potentially impacting about 400 flights. Italy declared a nationwide strike on December 12; ITA Airways reported protests on December 17 during afternoon hours]]. On December 6, 36 cancellations and 1,172 delays were recorded at Glasgow, Nice, Munich, and Kraków airports involving carriers like Air France, KLM, BA, Icelandair, and SATA]].
Strikes in aviation translate into direct and indirect costs. Airlines may face claims under EU261 regulations: from 250 to 600 EUR per passenger depending on distance. Each disrupted weekend costs carriers millions in compensation and lost ancillary revenues (baggage, fees). Ryanair officially maintains flight schedules, but analysts expect growing delays and pressure on ground services, potentially weakening punctuality and customer trust.
Arctic Shipping Routes and LNG Trade Resume
A major breakthrough occurred in maritime transport: on September 22, 2025, Sea Legend launched the first regular container service through the Arctic (Northern Sea Route – NSR) linking Ningbo/Zhoushan with Felixstowe, Rotterdam, and Hamburg. The first ship left Ningbo on September 20 and arrived at Felixstowe in about 18 days, whereas the traditional route via Suez Canal and Malacca Strait took over 40 days Sea Legend launched the first regular container service through the Arctic (Northern Sea Route – NSR) on September 22, 2025, linking Ningbo/Zhoushan with Felixstowe, Rotterdam, and Hamburg[8]. The operator stated the new route reduced transit time by approximately 22 days and cut CO2 emissions by about 50% compared to routes through Suez.
Shorter voyage times mean faster asset turnover and potential freight cost reductions of 5–10% thanks to higher container rotation. Simultaneously, Arctic conditions cause higher fuel consumption per unit and require icebreakers or vessels with appropriate ice class. Shrinking ice coverage in the Arctic and geopolitical impetus to diversify routes (e.g., Houthi attacks and uncertainties around the Suez Canal) drive NSR interest. In practice, this route depends on climate conditions and Russia’s role controlling the northern corridors.
Red Sea attacks by Houthi resumed. In November 2025, the group attacked at least two vessels: on November 5, the Magic Seas sank after an attack; on November 6, Eternity C was struck, causing crew evacuation and serious damage]]. Both incidents involved many Filipino sailors, several Russians, and onboard security personnel. From November 2023 to January 2025, about 100 attacks were recorded, resulting in two ships grounding and four deaths. The Red Sea facilitates around 12% of global trade, meaning the conflict escalation directly impacts global supply chains.
The Suez Canal Authority already felt consequences: revenues dropped from 2.4 billion USD in 2023 to 880.9 million USD in 2024, a 63% decrease]]. Shipowners avoid dangerous stretches, opting for reroutes around the Cape of Good Hope, adding about 20 days to voyages and increasing insurance costs. In response, shipowners demand escorts and additional security measures, raising operational costs by an estimated 10–15%. Concurrently, alternative corridors – Arctic NSR and projects like IMEC – gain attractiveness.
In energy, a significant event took place: on December 8, 2025, LNG tanker Valera departed Portovaya terminal with about 160,000 tons of LNG headed for Beihai LNG Terminal in China. This was the first shipment from that terminal since the US imposed sanctions on the project in January 2025 On December 8, 2025, LNG tanker Valera departed Portovaya terminal with about 160,000 tons of LNG headed for Beihai LNG Terminal in China. This was the first shipment from that terminal since the US imposed sanctions on the project in January 2025[15]. After a stagnant period, Gazprom and other Russian companies sought buyers in the east; talks resumed in August 2025, and mid-December delivery confirmed a breakthrough in trading practice.
Rail Investments and Logistics Market Dynamics
The return of Russian LNG supplies to China reshapes the energy supply map. Gazprom and Novatek are increasing sales directions eastward; China diversifies energy sources, reducing dependence on supplies from Australia. Portovaya terminal processes 1.5 million tons annually under normal conditions. Recently, over 18 Arctic LNG 2 shipments headed to China, totaling around 1 million tons. EU’s announced embargo on Russian LNG from 2026 and US policy will dictate future trade directions and price pressures.
In rail and domestic investments, Italy delivered a strong boost. On December 11, 2025, Ferrovie dello Stato Italiane (FS Group) announced 2025 results and investment plans: it invested 18 billion euros, including about 7 billion from Italy’s Recovery Plan (NRRP)]]. The company delivered or ordered 241 new trains and buses and planned a 177 billion euro investment program for 2026–2034. In 2025, it carried 577 million passengers, including 253 million international, marking a 15% year-on-year increase.
FS Group operational indicators improved: high-speed train punctuality rose by 3 percentage points, intercity by 3 p.p., regional by 1 p.p.; serious accidents dropped by 35%. Management forecasts that investments could make Italy the next railway hub in the EU. The project receives funding from the European Investment Bank; rolling stock producers include Siemens, CAF, and Alstom.
Warehouse space markets showed mixed signals. The Logistics Managers Index (LMI) for November 2025 stood at 55.7; warehouse capacity reached 54.8, while the US warehouse vacancy rate hit 7.1%, the highest in 11 years]]. Over 45 million sq ft remain unoccupied. Rental prices fell to 62.9 index points, down 4.8% year-on-year, the lowest since March. Analysts cite post-pandemic overinvestment and inventory restructuring in H1 2025.
For 3PL operators and warehouse property owners, oversupply pressures rent rates and margins. Companies like Amazon, DHL, XPO Logistics, and J. B. Hunt adjusted leasing plans; 3PLs account for 38.3% of new leases compared to 25.2% in 2020. Interest in automation and development of micro-fulfillment centers in city cores is growing to enhance efficiency and cut last-mile costs.
Emerging Multimodal Corridors and Cybersecurity Threats
The India–Middle East–Europe Corridor (IMEC) accelerated in 2025 after discussions in Davos and joint statements by countries involved]]. IMEC envisions multimodal links: sea, road, rail, plus submarine data cables and potential hydrogen pipelines. It features an eastern corridor from India to the UAE and a northern route from UAE through Saudi Arabia, Jordan, and Israel to Mediterranean ports such as Marseille, Trieste, and Piraeus.
Organizers say the corridor could cut India–Europe transit time by about 40% and reduce costs by roughly 30% compared to traditional maritime transport via Suez. Project partners include the USA, EU countries (e.g., France, Germany, Italy), India, Saudi Arabia, UAE, and Israel. Infrastructure investments may reach 50–100 billion euros, with planning phases in 2025, pilots in 2026–2027, and scaling from 2028. Success depends on normalization of regional relations and significant financial input.
Alternatives to long-distance sea trade rise in China–Europe rail connections. The Northern Route via Russia maintains average transit times of 14–16 days with high repeatability. The Middle Corridor through Kazakhstan, Caspian Sea, Azerbaijan, and Turkey offers 18–20 days but faces infrastructure constraints: Aktau port hosts a backlog of 600–700 containers with wait times exceeding 20 days. The single-track expansion on Dostyk–Mointy in Kazakhstan aims to increase capacity The Northern Route via Russia maintains average transit times of 14–16 days with high repeatability. The Middle Corridor through Kazakhstan, Caspian Sea, Azerbaijan, and Turkey offers 18–20 days but faces infrastructure constraints: Aktau port hosts a backlog of 600–700 containers with wait times exceeding 20 days[19].
Rail freight costs remain higher than sea, but trains offer time advantages for high-value goods. Estimated freight costs are around 8–12 USD/km versus 2–4 USD/TEU/km by sea. Total China–Europe rail volume reaches about 1 million TEU annually including both Northern and Middle Corridors. If sanctions on Russia persist, the Middle Corridor could gain cargo flows, provided infrastructure and technical standards improve.
On the sidelines of main events, local and cyber signals emerged. Investigations continue after a ransomware attack on Port of Seattle, where data of about 90,000 people fell into criminal hands]]. European ports—Antwerp, Rotterdam, Hamburg, Valencia—still face congestion and longer cargo dwell times than in 2019, despite global stabilization trends]]. Nearshoring to Latin America accelerates, with pilot projects on hydrogen trucks, including tests by DHL and BMW on the Leipzig–Nürnberg route]].
In summary, the combination of labor protests, increased Arctic activity, resumption of Russian LNG trade, and expansion of alternative corridors (IMEC, Middle Corridor) reshapes the international logistics map. Companies face decisions on rerouting, security investment and automation, hydrogen infrastructure development, and geopolitical risk assessment. These will result in short-term costs and long-term shifts in global trade structures.