Weeks into the Iran conflict, the disruption to dairy logistics is becoming more visible.
Shipping dairy to the Middle East used to take 30 to 40 days. Now it can take 60 to 75.
And the longer this conflict lasts, the more pressure it puts on the dairy trade.
In this episode of The Milk Check, host Ted Jacoby III talks with our logistics expert, Tyler Jokerst, Director of Trade Operations, about what all this means for dairy producers, traders and exporters.
In this episode, we cover:
Why Persian Gulf access remains severely limited, and how exporters are responding
How normal 30- to 40-day transit times can stretch to 60 to 75 days
Why alternate routes are creating new choke points
How higher oil prices are raising shipping and trucking costs
Why fertilizer, feed costs and food inflation are becoming part of the conversation
How delayed demand, product displacement and global economic stress could bring more dairy market volatility
Listen to The Milk Check episode 096: A Logistics Expert on the Iran Conflict and Dairy Trade.
Got questions?
We’d love to hear them. Submit below, and we might answer it on the show.
Ask The Milk Check
Ted Jacoby III: Coming up on The Milk Check.
Tyler Jokerst: As this thing progresses, it could prolong it.
Ted Jacoby III: 30 to 40 days of shipping from the East Coast to the Middle East is now 60 to 75.
Welcome to The Milk Check from T.C. Jacoby and Company, your complete guide to dairy markets, from the milking parlor to the supermarket shelf. I'm Ted Jacoby. Let's dive in.
Ted Jacoby III: Today, we have a special guest, Tyler Jokerst, our Director of Trade Operations, and we're asking Tyler to join us 'cause we thought it would be a pretty timely topic to discuss logistics, both international and domestic.
With everything going on in the Middle East, how is that affecting logistics, in terms of global trade for dairy, especially important for U.S. dairy, considering the fact that we're exporting over 20% of our milk production these days? But it's also affecting us domestically. Gas prices are probably up over 30% at this point, which is going to affect costs when we're getting all the dairy products we make to consumers here at home.
So, Tyler, welcome and thanks for joining us.
Tyler Jokerst: Thanks for having me, Ted.
Ted Jacoby III: Tyler, what is going on in the Middle East? How is it affecting logistics? Are we going to be able to get container ships into the Persian Gulf anytime soon? And if not, what are we doing in response to that?
Tyler Jokerst: I think the easy answer is: we don't know, other than there is a war over there. That's the biggest thing right now causing the impact, and the huge leverage point Iran has is the Strait of Hormuz. For that strait, there's a lot of product that goes in and out of there.
Primarily oil, but, yeah, a big part of that is containerized shipments, as well. As we all know, the Middle East is a big purchaser of dairy products as well, right now. And we're seeing a lot of disruption there as far as what we can get in or out of there.
It's almost come to a virtual stop.
Ted Jacoby III: So, they can't get into the Persian Gulf. Are there other options?
Tyler Jokerst: Tomorrow, there might not be. That's the situation we're in right now. Every day is a day-to-day situation. The current workarounds are what the steamship lines are calling landbridges.
So, essentially, you're porting into ports on the other side of Saudi Arabia, where you're not going into the Persian Gulf, and they're either working on truck or train routes. It can get across, over to Riyadh or Dammam.
Ted Jacoby III: So, Dammam is the main container port for Saudi Arabia and the Persian Gulf. What's the port in the Red Sea that we're using now instead?
Tyler Jokerst: King Abdullah is one of 'em. If you go further north, where you're getting into Jordan, you have Jeddah as well. So, there are a couple of different options there. I think the biggest issue that poses is you're putting a lot of stress on infrastructure that maybe wasn't built to handle that much volume coming through.
This is another ripple effect we're keeping an eye on, and we're staying close with our freight forwarders and our steamship lines to see if we're gonna have any ripple effects as far as boats that are anchoring offshore and waiting to get checked. If you were to look at it right now, you're looking at a miniature effect of what COVID was like in LA back in 2020, when you had numerous boats anchoring offshore, waiting to get offloaded, because you're at a choke point, trying to put all that supply into one port.
So, it's unfolding as we go through this day by day.
Ted Jacoby III: So, I take it, there's a traffic jam going into Jeddah and King Abdullah at [00:03:00] the moment?
Tyler Jokerst: Just a little bit.
Ted Jacoby III: What delays are we experiencing?
Tyler Jokerst: If you were to look at the product on the water, we are currently looking at maybe 15 to 20 days in our current state.
As this thing progresses, it's gonna be up to the providers, the steamship lines and the freight forwarders and how they work with us to be able to dictate what new routes they need to take or what alternatives they need to make, as far as getting this product to those consumers.
So, it could prolong it to where it's a constant 20-day longer shipping period than what we're used to seeing in those areas, which is typically anywhere from 30 to 40 days.
Ted Jacoby III: 30 to 40 days of shipping from the East Coast to the Middle East is now 60 to 75.
Tyler Jokerst: Yep. Absolutely. You're right on that one.
Ted Jacoby III: Are we still loading containers of cheese and powder and butter and other things and putting 'em on boats and sending 'em to the Middle East?
Tyler Jokerst: Yeah. We are. One of the key things that we're having to keep an eye on is per steamship line.
So, if you're working with freight forwarders, they work with numerous different steamship lines, and every steamship line handles it differently. And the main part of why they're handling it differently is all related to the geopolitics. Some of the steamship lines are owned by Mediterranean companies, maybe in Italy.
There are other steamship lines owned by companies in Israel. They're probably not getting through the Strait. And then you have the Chinese and Korean-owned steamship lines that tend to have a little more leeway because they might be a little more neutral with Iran, where they might be allowed to pass.
It's different with every carrier. So, whenever we look at this, and we assess the notes that we have to have with our freight forwarders, we have: who's the service provider that we think we should be using, because that's the one that tends to have the golden ticket in.
Tyler Jokerst: And that's where we have to balance out cost and service. They might have the golden ticket that can get them into the port. That's gonna come at a price. They know the demand's higher because, from a geopolitical standpoint, they can get in and they can get the job done where maybe the other providers can't.
You start peeling a lot more layers back than what you've historically had to, where you just look at a rate in a transit and say, "Okay, this works. We'll communicate according to our customer and meet their demands." Now, you're dealing with a war. It's unpredictable for those involved directly and indirectly, including us.
And that's where we have to weigh out additional options that are being thrown at us on a daily basis. That target is moving. We'll come in tomorrow, and we'll probably have a different set of rules that we need to follow for that day.
Ted Jacoby III: But you bring up a good point.
I never thought of it that way before. It's like you can't take Delta Air Lines into the Middle East because it's American-owned, but you could probably take Emirates. Most big steamships are actually not owned by the U.S., and those steamship lines that have good relationships over there actually can still get product in.
Tyler Jokerst: I don't think you get any airplanes into the Middle East right now, but yeah, from a steamship line standpoint, you can. Whenever I say they can pass through Hormuz, you went from several hundred ships going through the Strait of Hormuz in a day to now, single digits. So, that's a loose thing where it's allowed, but less risk of impact or targeting from an economic standpoint, whenever you're going on [00:06:00] one ship versus the other, that's the biggest thing to consider.
Ted Jacoby III: How much have shipping costs increased? What was the going rate for a container into the Middle East from the East Coast, and what is it now?
Tyler Jokerst: If you're looking at door-to-door, or door-to- port, we were hovering around $ 8,000, all in, and now it's looking more around $10,000, all in.
Ted Jacoby III: Maybe 20%, 30% increase in shipping costs. But that's not double or triple.
Tyler Jokerst: Not yet.
It could be by next week, though.
Ted Jacoby III: Got it.
Tyler Jokerst: Yep.
Mike Brown: Tyler, when you have a select group of shipping companies you can work with, and you look at the 20%, 30%, that surprised me, it's not higher. Do we see people deciding we're just gonna lay low and not try to ship to that market for a while until we see things more stable because of the risk?
Tyler Jokerst: I won't name specific providers, but we do have some providers where when this thing started to kick off, they were already putting some plans together, and then by the following week, they decided that any of their refrigerated equipment they didn't want going on that landbridge option that we were talking about earlier.
So, you are seeing that as well, where they're purely looking at it from an insurance standpoint....