Today’s tariff challenges demand a coordinated, multidisciplinary approach—one that brings together tax, legal, risk, supply chain, and finance leaders to navigate disruption and build long-term resilience.

But how can different functions collaborate effectively to tackle tariff uncertainty? What roles should each team take on? We’ve explored how tariffs are affecting different organizational functions and how C-suite leaders can transform the challenges posed by tariffs into opportunities for strategic realignment, increased resilience, and sustainable growth, even amid ongoing geopolitical flux.

Understanding the new complexities of global trade
Helen Cousineau, a managing director in Deloitte’s global trade advisory practice, says, “What we have today is a real paradox. On one hand, nothing new is happening. Tariffs are tariffs. We know how they work. On the other hand, a lot of the norms and expectations that organizations have relied on for years have been disrupted by recent developments.”

Many businesses are already feeling the effects of shifting trade policies and increasing uncertainty. For example, according to the Institute of Supply Management, new orders in the manufacturing sector fell for four months in a row starting in February 2025, with many survey respondents citing uncertainty about tariffs as a key factor.1

For businesses working across multiple geographies, the lack of clarity around tariffs makes it difficult to commit to investment and supply chain decisions. And the potential for retaliatory measures, which could disrupt long-established supply chains, may prolong the business uncertainty.

To respond effectively, organizations need to understand not just that a tariff exists, but what kind it is, how it’s enforced, and what it means for their specific situation.

C-suite leaders face a complex and unpredictable global trade landscape. Proactive strategies focused on diversification, risk assessment, supply chain optimization, and strong stakeholder relationships are vital for navigating tariff uncertainty and building resilient businesses.

Tariffs are poised to affect businesses of all kinds, regardless of size or industry. For some, the tariff landscape may feel like familiar territory. But others are facing a steep learning curve. For example, some sectors, such as pharmaceuticals, have long operated without the imposition of tariffs.

Even for sectors accustomed to working with tariffs, recent developments have changed some standard operating procedures. For example, previously standard rules on duty drawback no longer apply in many cases.

“Matters are complicated by the fact that not all tariffs are created equal,” says James Caldecourt, director and head of international trade at Deloitte UK. The word “tariff” covers a wide range of measures, each with its own rules, compliance requirements, and implications for business operations. In addition, the legal foundations behind different tariffs can vary widely, which affects how long they might be in place and how closely they need to be monitored.

That’s why a one-size-fits-all approach may be ineffective. To respond effectively, organizations need to understand not just that a tariff exists, but what kind it is, how it’s enforced, and what it means for their specific situation.

But navigating this evolving tariff landscape requires more than a basic understanding of the rules. With varying regulatory and legal requirements and enforcement mechanisms, organizations are facing a complex web of considerations, not limited to tax, trade, legal, supply chain management, and financial strategy. By embracing these considerations, C-suite leaders can not only navigate the complexities of the global regulatory landscape but also transform regulatory challenges into strategic opportunities for growth, differentiation, and long-term success.

✪ ✪ This article is sourced from the English edition of Borderless, titled “New rules for trade engagement: Tariff uncertainty puts cross-functional teams to the test.” 

China’s Commerce Ministry said in a statement it will maintain a 10% tariff on U.S. goods.

“The United States and China have engaged in multiple rounds of productive negotiations to address trade reciprocity and national security concerns,” the White House said in a fact sheet announcing the extension.

Commerce Secretary Howard Lutnick said last week that China and the U.S. were “likely” to agree to a 90-day extension as the two countries seek to negotiate a longer-term trade deal. Mr. Trump told reporters earlier Monday those negotiations were going “quite nicely.” Representatives from both sides met in Stockholm late last month.

Greer told CBS News’ “Face the Nation with Margaret Brennan” earlier this month that “I don’t think anyone wants to see” high tariffs on China snap back.

“We’re working on some technical issues, and we’re talking to the president about it,” Greer said. “I think it’s going in a positive direction.”

A return to high tariffs could have caused U.S. imports of Chinese goods to plummet, disrupting trade between the world’s two largest economies. In mid-April, when tariffs on Chinese imports still stood at 145%, the Trump administration planned for possible supply chain disruptions. 

China was the U.S.’s third-largest trading partner last year, not counting the European Union. The U.S. imported $438.9 billion in Chinese goods and China imported $143.5 billion in American goods, according to U.S. government data.

Mr. Trump first hit China with 34% tariffs in early April, one of dozens of countries to face hefty “reciprocal” levies. The president argues tariffs could boost U.S. manufacturers and correct what he views as unfair trade practices, but many economists warn Mr. Trump’s trade strategy could lead to higher consumer prices and more sluggish economic growth.

The president quickly paused his April tariffs for most countries, and reinstated them, often at substantially lower levels, last week. But the China levies remained in place for more than a month and drew retaliation from Beijing, ultimately pushing U.S. tariffs on Chinese goods to 145% and Chinese tariffs on American goods to 125%.

The two countries agreed to ease the tariffs for at least 90 days in May, buying more time for Mr. Trump and Chinese leader Xi Jinping’s teams to negotiate a trade deal. Since then, the U.S. has charged 30% tariffs and China has charged 10%.

The talks have occasionally proven contentious. Earlier this year, the two countries feuded over Beijing’s restrictions on rare earth mineral exports, Washington’s restrictions on advanced semiconductors and the Trump administration’s crackdown on international students from China. Mr. Trump accused China of violating the terms of the May truce — though both countries reached a deal to ease some of those tensions in June. And on Sunday, Mr. Trump pushed China to quadruple its imports of U.S. soybeans.

✪ This article is sourced from CBS News, titled “Trump delays China tariff hike for another 90 days.”

✪ The Merchandise Processing Fee (MPF) applies to U.S. imports and is calculated based on the Total Entered Value declared on the Customs Form 7501.

✪ This article is sourced from NNR Global Logistics, titled “U.S. Customs MPF Increases on Oct 1, 2025”.

Diagram of Cargo Aircraft

The airline-specific CEIV Li-batt accreditation joins Cathay Cargo’s existing mitigations for lithium-ion battery shipments, which include a full range of fire containment bags (FCBs) and fire-resistant containers (FRCs). Cathay Cargo also operates its Cargo Agent Operation Programme and an additional indemnity scheme for mislabelled dangerous goods as the supply chain becomes more complex.

The Cathay Cargo Terminal at Hong Kong International Airport has also independently achieved its own CEIV Li-batt accreditation for cargo terminal operators, ensuring customers’ shipments receive a safe and assured end-to-end experience, whether travelling to, from or through Hong Kong.

Director Cargo Tom Owen said:

“The safe carriage of lithium-ion batteries is a core focus of our cargo business and we have introduced a coherent and far-reaching series of safety protocols with our customers and operational teams to mitigate risks over the past few years. The CEIV Li-batt accreditation now achieved by both Cathay Cargo and the Cathay Cargo Terminal will give further confidence to our customers that we adhere to the highest standards of handling in the industry.”

IATA Regional Vice President for North Asia Dr Xie Xingquan said:

“The air cargo market for products containing lithium-ion batteries is experiencing significant growth. This accomplishment by one of the world’s largest cargo operators and its partner, located in one of the busiest logistics hubs globally, is a significant boost for the aviation industry. Furthermore, it assures the customers of these organisations that they are adhering to the highest safety and security standards when transporting products containing lithium-ion batteries.”

Regional Head Cargo, South Asia, Middle East and Africa Rajesh Menon said:

“As leaders in global airfreight operations, ensuring safe and secure delivery of all our shipments is of paramount importance to us. Cathay Cargo firmly believes that the entire supply chain shares the responsibility for ensuring safety during the transportation of lithium-ion batteries. We strictly adhere to safety regulations both on ground and in air, while prudently following established requirements.”

✪  Aug. 14, 2023     View Original Article

The Port of Seattle is one of several West Coast ports that have seen import trade drift away under labor uncertainty.    Diagram of the port of Seattle

Gold said Gulf Coast and East Coast ports are gaining trade as retailers look to spread out their supply chains to be less reliant on one gateway. He said importers also like the proximity to growing manufacturing and population centers, especially in the Southeast, where retailers are investing in new facilities.

Members of the International Longshore and Warehouse Union last week ratified a six-year contract covering dockworkers at West Coast ports, ending more than a year of uncertainty that led some importers and exporters to shift some business away from potential disruptions.

The West Coast is still the preferred gateway for many importers bringing in toys, clothes, furniture and televisions from factories in Asia because it provides the quickest ocean route from factory to port. An extensive network of warehouses, trucks and railroad operations fans out from the ports to spread goods across the country.

But the region has been losing share slowly to other parts of the U.S. over the past 20 years.

That shift accelerated during the pandemic because of big containership backups at the ports that caused massive cargo delays. It continued during the past year because of fears of labor disruptions as the dockworkers’ union negotiated a multiyear deal to replace the last contract that expired in July 2022.

The share of all U.S. containerized import cargo handled by West Coast ports fell in June to a combined 35% as measured by weight, according to the Pacific Merchant Shipping Association, down from 37% in June last year.

The ports of Los Angeles and Long Beach, which together form the largest single gateway complex for U.S. container imports, saw inbound volumes fall by nearly a quarter in the first six months of this year compared with the same period in 2022, according to PMSA figures. The ports of Savannah, Ga., and Charleston, S.C., the closest points to a burgeoning network of electric-vehicle and battery factories in the Southeast, reported far slimmer declines.

Gene Seroka, executive director at the Port of Los Angeles, said in July he attributes about 15% of the lost cargo volumes to the diversion of trade to alternate gateways, and that experience suggests some percentage of that lost trade won’t return.

“It will be an uphill climb,” Seroka said. “Our job now is to be absolutely relentless in going after every pound of freight possible.”

“Our job now is to be absolutely relentless in going after every pound of freight possible.”

— Gene Seroka, executive director at the Port of Los Angeles

Logistics property developer Prologis, in a report being released this week, estimates that over the next six to 12 months the combined Los Angeles-Long Beach port complex might regain only half of the cargo volumes lost to diversions.

That is in part because of long-term supply chain shifts, as retailers and manufacturers move goods production away from China to countries such as India that connect more easily to East Coast ports as well as to Mexico. 

Meanwhile, growing production of electric vehicles and batteries for those cars is focused mostly on southeastern U.S. states, a potential boon for ports like Savannah and Charleston as manufacturers bring in parts for their factories.

✪  By Paul Berger , Sept. 4, 2023 8:00 am ET
     Appeared in the September 5, 2023, print edition as ‘West Coast Ports Try to Woo Back Imports’.
    View Original Article

Diagram of the Panama Canal

One can easily skip the queue, but it is immensely costly, mentioned Oystein Kalleklev, Avance Gas’s CEO. It has gone up rapidly. When adding the regular fee, one gets closer to $3 million to get the vessels through.

The fee is notably a record high and was to permit the sail of a liquefied petroleum gas bulk carrier, per data on slot auctions observed by Bloomberg. Panama Canal Authority did not comment immediately.

✪  ByMI News Network   September 4, 2023   Shipping News
References: Economic Times, Gulf News, Ajot     
    View Original Article