Recently, the northwest Pacific Ocean and the coastal areas of China witnessed an extremely rare occurrence of three typhoons co-occurring and causing extreme weather. Typhoon No. 18 "Shadell", Typhoon No. 19 "Ziduan", and Typhoon No. 21 "Aisani" have all become active. Multiple typhoons have covered the core sea areas near the east and south coasts of China, resulting in a large-scale and continuous impact of wind and rain. Due to the combined impact of this extreme weather, several core maritime ports in China, such as Shanghai, Ningbo-Zhoushan, Shenzhen Yantian, Guangzhou Nansha, and Xiamen in Fujian Province, have urgently activated their typhoon prevention emergency mechanisms. They have completely suspended operations such as dock loading and unloading, ship berthing and departure, and container collection and distribution. Large-scale port shutdowns, cancellations of routes, and delays in shipping schedules have all occurred simultaneously. As a pillar industry highly dependent on maritime logistics, the textile and clothing export supply chain has suffered a full-chain disruption. Raw material transportation, finished product shipment, and order fulfillment have all been under pressure, and the industry's fourth-quarter shipment rhythm faces severe challenges.

Three rare typhoons are dancing together, causing both the northern and southern sea shipping routes to be blocked.

The current meteorological pattern where three typhoons coexist is extremely rare. The paths of the three typhoons are complementary, affecting the coastal areas of Zhejiang and Fujian, the Pearl River Delta in South China, and the sea area of the South China Sea. This has created a double-pressure logistics predicament. Among them, Typhoon "Shadell" mainly hit the coastal areas of East China, directly impacting key hubs such as Ningbo-Zhoushan Port, Shanghai Port, and Wenzhou Port; Typhoon "Zidan" continued to affect the South China Sea and Qiongzhou Strait, cutting off the maritime freight channels of the South China Sea ports; Typhoon "Aisani" brought strong winds and heavy rain from its periphery, further expanding the impact range of the rain and wind in the Jiangsu-Zhejiang and Fujian-Guangdong coastal areas, exacerbating the situation of port operations being halted. Under the combined impact of multiple typhoons, the main shipping routes in the north and south of China have been completely blocked, and the port's typhoon prevention control measures have been upgraded. The logistics shutdown period has been far longer than that of ordinary typhoon weather.

Currently, major ports in East China and South China have successively implemented temporary navigation closures, port shutdowns, and gate closures. In the East China region, Shanghai Port and Ningbo-Zhoushan Port have completely suspended vessel entry and exit operations. Vessels already in port have been moved to nearby shelters to avoid the typhoon, and all new vessel berthing plans have been postponed. The accumulated vessel backlog left by the previous typhoon has further worsened. The waiting time for ships at the port has increased to 3-5 days. In the South China region, key ports such as Shenzhen Yantian, Shekou, and Guangzhou Nansha have temporarily suspended container loading and unloading, truck entry to the port, and cargo handover operations. Many domestic and foreign trade routes have been temporarily cancelled or rerouted, and the small-sized ports in Fujian and Guangdong have completely shut down. The domestic maritime transportation trunk lines have been basically disrupted.

The vicious cycle of logistics congestion has led to a sharp increase in order fulfillment risks.

The large-scale port shutdowns have directly triggered a chain of shipping schedule delays. The congestion effect of maritime logistics continues to intensify. During the typhoon period, all port operations were suspended. After the typhoon passed, the accumulated vessels, containers, and freight vehicles rushed to the ports, instantly causing berth congestion, storage yard saturation, and queue congestion at the gates, forming a vicious cycle of "shutdown due to typhoon - shipping schedule delay - post-disaster congestion - continued delay". According to the latest announcements from several shipping companies, the recent routes from South China to Southeast Asia and the Middle East, and from East China to Europe and America have generally been delayed by 2-7 days. Some urgent shipment orders have been forced to change shipping schedules and transfer ports, not only increasing the logistics time cost but also generating additional costs such as port change fees, storage fees, and warehouse fees, further exacerbating the operational burden of enterprises.

For the textile industry, this major disruption of port logistics coincides with the traditional shipping season, causing particularly significant impacts on the industrial chain. The production rhythm of the entire chain has been completely disrupted. On one hand, the peak delivery period for traditional export orders of fabrics, home textiles, and ready-made clothing collides with the typhoon shutdown. A large number of finished goods have been produced but cannot be transported in time, accumulating in factory warehouses and port storage yards. Some orders face the risk of overdue delivery, easily triggering claims from foreign merchants, a decline in order ratings, and customer loss, which is particularly severe for small-scale textile export enterprises.

The supply chain is blocked in both directions, restricting production progress.

On the other hand, the raw material supply chain of the textile industry is also simultaneously blocked. Jiangsu-Zhejiang and Guangdong, as the core gathering areas of the domestic textile industry, rely on maritime transportation and port logistics for the circulation of a large amount of chemical fibers, cotton, dyes, and accessories. The port shutdown has led to the interruption of the transportation of imported raw materials and the relocation of raw materials from other places. Some printing and weaving enterprises have experienced delays in raw material replenishment and inventory shortages, forcing production lines to reduce capacity or even suspend production to wait for materials. This forms a two-way predicament of "logistics congestion, raw material shortage, production slowdown, and delivery difficulty".

In addition, the delay in logistics has also triggered a market chain reaction. Short-term tight maritime transportation capacity and unstable shipping schedules have led to small fluctuations in shipping prices. Coupled with additional costs such as storage and congestion, the profit margins of textile enterprises have been further compressed. At the same time, the uncertainty of logistics has significantly increased, and foreign trade enterprises are reluctant to easily accept urgent orders in the future. The order scheduling cycle has been forced to be extended, which is not conducive to the recovery of the industry's production and sales in the fourth quarter. Some foreign trade end customers have begun to adjust their procurement channels to avoid the risk of delays, and this has led to a passive loss of market share in domestic textile exports.

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