JUPITER SEA & AIR SERVICES PVT. LTD, EGMORE – CHENNAI, INDIA.

 

E-MAIL : Robert.sands@jupiterseaair.co.in   Mobile : +91 98407 85202

 

 

Corporate News Letter for  Wednesday  September 17,  2025

Today’s Exchange Rates

 

CURRENCY▲	PRICE	CHANGE	%CHANGE	OPEN	PREV.CLOSE	DAY's LOW-HIGH
USD/INR	88.06	0.150002	0.17005	88.08	88.21	88.01- 88.165
EUR/USD	1.1825	0.0064	0.54417	1.1761	1.1761	1.1758- 1.1827
GBP/INR	120.1342	0.547401	0.457744	119.9188	119.5868	119.8641- 120.1442
EUR/INR	104.0326	0.547798	0.529351	103.723	103.4848	103.6598- 104.0575
USD/JPY	146.825	0.574997	0.390093	147.40	147.40	146.693- 147.538
GBP/USD	1.3657	0.0058	0.426503	1.36	1.3599	1.3598- 1.3659
DXY Index	96.965	0.585007	0.599699	97.34	97.55	96.963- 97.388
JPY/INR	0.5992	0.0027	0.452646	0.5987	0.5965	0.5979- 0.6003

///                   Sea Cargo News            ///

‘The end of globalisation is fast approaching’: IUMI president

Geopolitical conflicts and shifting trade patterns are redefining risks and opportunities for the marine insurance sector. Denèfle reflected on the deepening shifts in global trade — a theme he has raised in previous IUMI conferences but says has now reached a critical turning point:

“The end of globalisation is fast approaching,” he said. “We’ve already witnessed a slowdown in recent years, but post-covid the trend has accelerated. While some uncertainty over US tariffs has eased, escalating trade tensions and regional conflicts are reshaping the foundations of international commerce. 

Conflicts in Ukraine/Russia, and the Red Sea are a stark reminder that hard national interests are taking precedence over international cooperation and peaceful economic growth.” Denèfle explained that the changing environment does not signal the end of international trade, but rather a mutation into a new era — one that marine insurers must understand.

“Traditional shipping and logistics practices are being disrupted,” he said. “The global trade environment is no longer moving toward seamless integration. Instead, fragmentation is taking hold, creating new challenges and new opportunities for risk assessment, underwriting and innovation.”

According to Denèfle, this change was already making itself known in a number of ways including: vessels avoiding high-risk regions and using longer, costlier routes; a possible resurgence of inland transport and nearshoring; rising goods prices and subsequent effects on inflation; reorganisation of cross-border supply chains, requiring investment in new shore-side infrastructure; and increased reliance on artificial intelligence, alternative trade corridors and emerging markets.

These dynamics, he suggested, could give rise to a new type of shipping industry — one that is more adaptive, technology-driven and strategically diversified. IUMI officials also presented their analysis of the latest marine insurance market trends today in Singapore. The global marine insurance premium base for 2024 was reported as $39.92bn, representing a 1.5% increase on the previous year. 

By line of business, the largest share was commanded by transport/cargo at 57.23% followed by global hull 23.51%, offshore energy 11.71% and marine liability (other than P&I covered by IG clubs) 7.55%.

Cargo continues to dominate global marine insurance premiums accounting for $22.64 bn in 2024, an uplift of 1.6% from the previous year.  The ocean hull sector reported global premiums of $9.67 bn representing a 3.5% increase from the previous year.

Fires on car carriers and container vessels continue to be a major issue for hull and cargo insurers, IUMI warned, while the ageing of the global fleet presents “challenges”, IUMI stated in a release, explaining: “Delayed scrapping leads to older tonnage remaining in service which, in turn, raises the frequency of machinery claims.” The Nordic Association of Marine Insurers (Cefor) also recently discussed the “silver tsunami” issue of the ageing global fleet in its mid-year hull report. 

“As older vessels are more prone to machinery problems, an increase in costly machinery damage and    other issues related to the engine room and machinery may be linked to the ageing of the fleet,” Cefor noted. 

Chinese Hospital Ship ‘Silk Road Ark’ Sails On Its Maiden Overseas Mission

Mission Harmony-2025 is the 11th iteration of Mission Harmony since 2010 and the first overseas mission for Silk Road Ark. It is China’s 2nd domestically designed and constructed 10,000 tonne-class ocean-going hospital ship.

The 220-day mission is the longest of all the previous missions. During this, the hospital ship will visit several countries, including Nauru, Fiji, Tonga, Mexico, Jamaica, Brazil, Barbados, Peru, Chile, and Papua New Guinea, to offer humanitarian medical services.

The ship has 14 clinical departments, 7 auxiliary diagnostic units which enable it to perform more than 60 kinds of medical procedures including general surgery, orthopaedics, obstetrics, gynaecology and more. An onboard helicopter enhances its emergency medical rescue capabilities.

The mission team comprises medical support personnel from the PLA Southern Theater Command Navy, members from Joint Logistic Support Force, the Northern Theater Command Navy, and the Naval Medical University. 

80 Years after WWII Ended, a Deadly Legacy Remains in the Pacific

On September 2, 1945, the second world war ended when Japan officially surrendered. Today, on the 80th anniversary, the physical legacy of the conflict remains etched into land and sea.

Nowhere is this more evident than in the Pacific. There, fierce battles left behind sunken warships, aircraft and unexploded bombs. These remnants are not only historical artifacts but toxic time capsules.

They leak fuel, heavy metals and other hazardous substances into fragile ecosystems, threatening biodiversity and, potentially, human health. This problem is a reminder of the enduring environmental harms of conflict. Toxic remnants of war can damage ecosystems and communities long after the fighting stops.

World War II in the Pacific involved four years of conflict between Japan and Allied forces. The war began in the region in December 1941 when Japan attacked a United States naval base at Pearl Harbour, Hawaii. The Pacific conflict included the Battle of the Coral Sea, the Battle of Midway and the Guadalcanal campaign in the Solomon Islands.

Pacific islands became staging grounds for battles. Weapons were stockpiled and hazardous material discarded. Ships and aircraft were sunk. When the war ended, much of this material was simply left behind.

Among the remains are an estimated 3,800 wrecks still lying on the Pacific Ocean floor.

As remnants of war degrade, they often leach toxic pollutants into nearby waters and soils. These can build up in marine life, enter the food chain and pose serious risks to both biodiversity.

Researchers have shown the long-term environmental impacts in the Baltic Sea of unexploded WWII ordnance – bombs, shells and grenades that failed to detonate. An estimated 3000kg of dissolved ammunition chemicals have been found.

Coral reefs and mangroves, which are vital for coastal protection, are especially vulnerable to both chemical exposure and physical damage...Unexploded ordnance continues to endanger communities. Just last year, for example, more than 200 bombs were found buried beneath a school in the Solomon Islands...Research into the human health impacts of war remains is limited – especially in the Pacific. But existing studies suggest exposure is linked to serious consequences.

For example, parental exposure to wartime contaminants has been linked to birth defects in Gaza and Vietnam. And a study of Britsh Army ammunition technicians released earlier this year found significantly higher rates of bladder cancer than the general population. This suggests occupational exposure to explosive compounds may pose long-term health risks...

Research shows extreme storms could increase radioactive sediments in the area to up to 84 times higher than normal. There are also concerns cracks in the dome’s surface could lead to contamination of surrounding waters.

Despite the risks to people and health in the Pacific, remediation has been slow. The 80th anniversary of WWII offers an opportunity to reflect on the toxic legacy of war – and to act. The scale of the problem demands coordinated, well-funded action. The work should not just remove dangerous materials, but restore damaged ecosystems and monitor long-term health impacts. Some support has been offered.

It includes Operation Render Safe, a program to remove war remnants led by the Australian Defence Force. But more is needed...It also means listening to Pacific voices, who have long called for greater attention to the war’s toxic legacy. Their knowledge, resilience and lived experience must be central to any response.

USTR port fees to cost Cosco Shipping and OOCL $1.5bn in 2026

Chinese container lines Cosco Shipping Holdings and Orient Overseas Container Line (OOCL) will face the brunt of the impact from United States Trade Representative (USTR) port fees that will come into force in October according to a report from HSBC Global Investment Research.   The USTR fees for Chinese-built and Chinese owned ships calling the US will come into force on 14 October and although the final rules are yet to be announced, and the report looked at the potential costs to container lines.

“Non-Chinese carriers will be levied a port fee only if they deploy Chinese-built ships on US port calls. We believe they have sufficient non-China built ships to deploy to avoid the fees,” HSBC said in the report.

HSBC said that 71% of global container ship capacity was non-Chinese built, and that just 21% capacity on the Transatlantic and Transpacific trades was China-built tonnage, and only 15% of US port calls in 2024 were made by Chinese-constructed vessels.

The report noted that Maersk and Hapag-Lloyd in their Gemini Cooperation already deploy Korean-built tonnage on the Transpacific, while the Premier Alliance plans to split its current Mediterranean Pacific South 2 (MS2) pendulum service into two removing 10 Chinese-built ships in the process.

While most major container lines will be largely unaffected by the fees the same cannot be said for the two largest Chinese carriers – Cosco Shipping Holdings, and Hong Kong-headquartered Orient Overseas Ltd (OOIL), which operates OOCL, and is in turn majority owned by Cosco Shipping Holdings.

HSBC calculated the potential cost for Cosco Shipping and OOCL based on incurring a fee of $600 per feu, based on 27% of the current Shanghai Containerized Freight Index (SCFI) rate for Shanghai – US West Coast for a 10,000 teu ship.

For Cosco Shipping using figures from Alphaliner that it has 86 ships calling US ports as of 1 August 2025 the company would be hit with estimated USTR port fees of $1.53 billion in 2026. Based on the assumption that OOCL accounts for 42% of Cosco Shipping’s Transpacific volumes and 50% of Transatlantic volumes, OOIL’s share of USTR port fees in 2026 would be an estimated $654 million.

However, Cosco Shipping and OOCL could look to reduce this exposure by with their alliance partners.

“CSH and OOIL could have their partners in the Ocean Alliance, CMA CGM, and Evergreen, deploy more non-Chinese built ships in the TP [Transpacific] route while CSH and OOIL add capacity in other routes. They could also resort to services that bypass the US and rely on transhipments from Canada, Mexico, or the Caribbean which could increase demand for feeder services,” the HSBC report said.

IMO member states tire of US threats over climate rules

African member states are said to be tiring of US machinations, including the tariff wars and cutting of USAID, as Washington seeks to reverse the IMO’s moves to meet its climate targets. Nation states and senior figures within the maritime sector are reluctant to speak out, fearing White House retribution, but privately IMO member states, which have arrived at the point of agreeing substantial emissions cuts via delicate negotiations over a decade, are reluctant to voice their concerns publicly.

“Member states are being careful not to wave a red flag in front of the bull,” said one senior figure, who attends IMO debates, they added, “there is a concern to maintain momentum”.

A State Department spokesperson told Reuters that the US was "actively exploring and preparing to act on remedies including tariffs, visa restrictions, and port levies,” aimed at those member states that vote to adopt the IMO’s emissions framework in the MEPC Extraordinary Session meeting due to take place from 13 October for five days.

Dutch officials were reportedly verbally warned of consequences should the Netherlands back the deal.

An IMO spokesperson refused to be drawn on the issue: "The upcoming (IMO) session in October provides the appropriate platform to address any concerns from member states ahead of the adoption process."

Privately, however, there is concern that the US could scupper the framework with the initial vote at IMO requiring a two thirds majority of member states, but also for those that vote to adopt the proposals should represent more than 50% of the world’s tonnage...Moreover, according to the source, if the world fails to arrest climate change the issue of maritime decarbonisation no longer matters, “The failure at IMO won’t have much impact in this scenario.”

Policy at the IMO meeting will be decided by the 108 member states that have ratified MARPOL Annex VI. A two thirds majority, 72 nations will need to back the IMO proposals in the first instance, then a calculation will be made as to whether those who approved the regulations represent 50% of global tonnage.

There is a feeling that the two thirds majority will be achieved, said the source, but the question will be how many nations will abstain or accede to US demands.

Outwardly many member state representatives are frustrated with Washington’s “blackmail”, but it remains unclear how many will buckle under the pressure.

World Shipping Council Reinstates Cargo Inspection Deficiency Data, urges stronger safety measures

The World Shipping Council (WSC) released a new report summarising deficiencies found in government cargo inspection programmes, reviving a vital data series that the International Maritime Organization (IMO) discontinued last year. 

The 2024 report shows that 11.39% of inspected cargo shipments were found to have deficiencies, up slightly from the IMO’s final 2023 figure of 11%. These include mis-declared and undeclared dangerous goods, incorrect documentation, and improper packing – all of which can lead to serious safety incidents, including ship fires. 

Drawing on port state inspection data, WSC’s report continues a data series dating back to 2011. Under international law, port States may inspect containers to ensure cargo complies with international regulations and standards, including proper declaration and packing of dangerous goods. 

“Cargo safety starts with correct declaration and safe packing of goods,” said Joe Kramek, President & CEO of the World Shipping Council.   

“With over one in ten shipments showing deficiencies, the message is clear: gaps in cargo safety remain far too common. Cargo deficiencies put crews, ships, cargo, and the environment at risk." 

“By continuing this reporting, we can identify trends and take appropriate action to improve the safety of shipping. With only seven port States currently reporting, there is an opportunity for more governments to contribute their data, strengthening the global picture and helping to make shipping safer for everyone.” 

This reporting builds on WSC’s wider cargo safety work, from co-developing the CTU Code Quick Guide and Checklist to help pack containers safely, to supporting efforts that reduce container losses at sea and working with the IMO on stronger dangerous goods rules. 

The World Shipping Council is also developing an industry cargo safety program, which will be launched shortly, to improve cargo screening and inspections.   

“Data like this shows why the Cargo Safety Program is needed,” Kramek added. “By pairing accurate reporting with better screening, clear standards, and practical guidance, we can reduce risks and protect lives, cargo, and the marine environment.” 

WSC submitted these consolidated results in a paper to the IMO's CCC meeting, which starts today.  

Brazil clinches deal to sell Japan animal fat products

Eager to find alternatives for Brazilian exports after the 50% tariffs imposed by US President Donald Trump, authorities in the South American country announced this week an arrangement with Japan for the export of poultry, pork, and beef fat products. 

According to Brazil's Agriculture Ministry, these products are used in the manufacture of animal feed. The accord “expands Brazil’s presence in one of the most demanding markets in the world,” it was explained.   Brazil is already one of the largest suppliers of soybeans and corn to the Japanese market.

Home to 125 million people, Japan was the third-largest economy in the world and the seventh-largest destination for Brazilian agricultural products in 2024.

Exports to Japan totaled US$3.3 billion last year. From January to July this year, sales already yielded US$1.8 billion.

Under President Luiz Inácio Lula da Silva, a total of 422 new markets have been opened for Brazilian agricultural products, Agencia Brasil also reported.

Trump’s LNG shipbuilding strategy no more than ‘a dream’

The US Trade Representative (USTR) has issued a mandate requiring 1% of the country’s LNG to be exported in US-built LNG carriers from 2029, increasing to 15% by 2047.

Hanwha Group’s plans to invest $5bn in its US shipbuilding subsidiary, Hanwha Philly, with a view to start building LNG carriers there have been met with incredulity amongst shipping and energy sector analysts.

South Korea’s seventh largest industrial conglomerate has made the pledge as part of its commitment to supporting the Trump Administration recently announced $150bn shipbuilding revitalisation plan, itself a component of Trump’s MAGA strategy.

But observers are astonished that anyone can believe that, from a standing start, it would be possible to upgrade a shipyard with no track record, install latest design and construction technology, train an old-fashioned workforce, and then produce one of the most sophisticated and complex vessel types. All in the space of just a few years.

The USTR mandate requires 1% of US LNG to be exported in US-built LNG carriers from 2029, increasing to 15% by 2047. But analysts at shipping consultancy, Drewry, point out that an annual 70m tonnes of new LNG capacity is scheduled to come on stream in the US by 2030, close to doubling last year’s LNG production of 88m tonnes. And the US is already the world’s largest LNG exporter and likely to remain so for many years. 

Nobody is sure how long it would take to build the most popular size of LNG carrier, 174,000 cu m, at the Philly yard, but even South Korea’s most sophisticated and experienced shipbuilders need about 30 months for such a vessel. Admittedly there would be no order backlog in Philly, but experts insist there is absolutely no chance of having a US-built LNG carrier on the water by 2030.

Pratiksha Negi, Drewry’s Lead Analyst, Gas Shipping, tells Seatrade Maritime News that a US-built LNG carrier is likely to cost between two and four times more than the currently prevailing South Korean price of around $260m.   She added that building one by 2030 would be impossible. “By 2029, we can still expect a Korean-built but US-branded carrier, but a complete US-built LNGC will remain a mere dream,” she declared.

A range of other factors should be noted, she said. Gas from the US is already more expensive to ship to European market than Qatari or African LNG because of voyage distances and higher costs. Dramatically more expensive LNG carriers will require higher charter rates, raising the cost of delivered product. This would have an impact on project economics.

Furthermore, she points out that US plans to target consumers in Asia may prove challenging because Asian markets are more price-sensitive. European demand is expected to ease beyond 2032-33, prompting US exporters to eye Asian markets. However, facing higher landed costs of LNG,  customers in Asia might well pivot towards closer sources of LNG, including Qatar and Australia. 

Pratiksha notes that Virginia-based Venture Global has five LNG carriers on order at Hanwha Ocean in South Korea where yards hold about 70% of the current global orderbook. The company has plans for 12 more vessels to cater to expansion at CP2 Phase 1 (10 mtpa) and Plaquemines LNG Phase 2 (10.7 mtpa).

Shanghai stays as world’s busiest container port in H1

In the first six months, its container throughput was 27.065m teu, a year-on-year increase of 6.1%. Container volume at its Yangshan port area amounted to 14.056m teu, grew 7.5%, accounting for 51.9% of the total container throughput of the entire port. 

Shanghai port handled a cargo throughput of 297m tons in the first six months, a year-on-year increase of 1.2%. Bulk and general cargo throughput reached 40.193m tons, a decrease of 8.9%. Operating revenue of Shanghai International Port Group (SIPG) was RMB19.569bn and a net profit of RMB8.04bn.

In the first half of 2025, the supply and demand in the container shipping market are in a weak balance, with a slight recovery in container shipping demand.

“SIPG’s performance was mainly driven by the macroeconomic development status, and the demand for imported and exported goods, which is closely tied to the economic development of the hinterland,” said SIPG.

The concentration of the international shipping market will remain high, and the trends of vessel enlargement, operational alliances, digitalisation, intelligence, green transformation in shipping, and end-to-end logistics will continue. Liner companies are increasing mergers and acquisitions and expanding capacity to consolidate, which will have long-term and profound impacts on port development, the port company commented.

SIPG will continue to face multiple challenges and will persistently focus on main business operations in the coming days, and enhance the service capacity of its hub port, it said.

/////       AIR  CARGO   NEWS   /////

ANA and Air Incheon start Japan–South Korea freighter codeshare

All Nippon Airways and Air Incheon have started codesharing on freighter services between Japan and South Korea from September 15, 2025. Under the codeshare deal, ANA and Air Incheon will market cargo space on each other’s flights, expanding network reach and improving capacity to meet rising cargo demand.

Air Incheon, which completed the integration of Asiana Airlines' freighter business on Aug. 1, 2025, also announced plans to rebrand as AIRZETA, subject to government approval. This integration positions the company as South Korea's second-largest cargo airline operator.

 The codeshare covers freighter flights between Narita (NRT) and Incheon (ICN). On the NRT–ICN sector, ANA’s flight NH8475, operated with a Boeing 767F, is marketed as Air Incheon’s KJ1816 and operates three days a week (Tuesday, Thursday, Saturday).

On the ICN–NRT route, Air Incheon’s KJ198 (B747F) and KJ194 (B767F) are marketed as ANA’s NH6904 and NH6902, respectively, operating on select weekdays.

ANA Holdings acquired shares of Nippon Cargo Airlines (NCA) on Aug. 1, 2025. By integrating NCA's large-freighter capabilities with the ANA Group's international network, ANA will strengthen support for the increasing role of global logistics.

ANA Group currently operates a fleet of cargo aircraft comprising 6 Boeing 767Fs and 2 Boeing 777Fs under ANA operations, along with 8 Boeing 747Fs operated by NCA. Meanwhile, South Korea-based Air Incheon operates a total of 15 freighters, including 4 Boeing 737Fs, 10 Boeing 747Fs, and 1 Boeing 767F.

Qatar Airways Cargo and Cainiao launch expanded partnership

Partnership doubles weekly charter flights on key trade corridors as both companies target faster cross-border e-commerce delivery times and enhanced service flexibility for Chinese exporters

Source: Qatar Airways Cargo

Doha-based Qatar Airways Cargo and Chinese e-commerce logistics giant Cainiao are building on their existing partnership with the launch of an expanded agreement to accelerate cross-border e-commerce delivery.

The alliance will see Cainiao more than double its weekly charter flights on key China–Europe routes to create a broader schedule.

This will give shippers greater flexibility and choice in planning and delivering exports to Europe, while providing stronger support for Chinese businesses expanding internationally.

Mark Drusch, chief officer cargo at Qatar Airways Cargo, said: “China is one of the most important trade partners globally, playing a pivotal role in the evolution of e-commerce and continuing to drive the highest demand for air cargo capacity worldwide.”

Noting Cainiao’s “leadership in e-commerce logistics” and Qatar Airways Cargo’s “expansive global network and cutting-edge fleet”, which includes 28 Boeing 777 Freighters as well as belly capacity on 230 passenger aircraft.

Drusch added: “This partnership enables us to meet the fast-changing needs of the global e-commerce market and reinforces our presence in one of the world’s busiest and most strategic trade corridors.”

For Cainiao, chief executive Wan Lin said: “Back in 2023, we set new industry benchmarks with the launch of our Global 5-Day Delivery service. This partnership is another step in our ongoing efforts to enhance our product competitiveness and deliver the resilience, speed, and flexibility that today’s fast-changing commerce landscape demands. Together with our partners, we are steadily advancing toward our vision of global delivery within 72 hours.”

Qatar Airways Cargo achieved a double-digit improvement in cargo revenues during its 2024/25 fiscal year; partnerships such as its alliance with Cainiao were among the carrier’s areas of focus during that period.

Last year, the two companies announced the formation of a new partnership that aims to capitalise on the growth of e-commerce.

At the time, details on exactly what the partnership would involve were lacking, with the two companies stating that they would “leverage their complementary strengths through this partnership to enhance global e-commerce logistics and stimulate economic growth at both regional and global levels”.

Amazon Air Cargo expands Caribbean network with seven weekly flights to Dominican Republic

New service strengthens e-commerce giant's third-party cargo offering while supporting SDQ airport's expansion plans and $6m investment in dedicated express package facilities.

Amazon Air Cargo Boeing 767 in the Dominican Republic

Amazon Air Cargo has expanded its operations to the Caribbean with the launch of flights to the Dominican Republic.

The new service operates seven times a week between Miami and Las Américas International Airport (SDQ) using Boeing 767 freighter aircraft.

The flights are operated in partnership with ALK Global Logistics and airport operator AERODOM and offer around 770 metric tons of capacity per week.

ALK Global Logistics chief executive and president Alfonso Aleman said: ”This new route positions us at the forefront of logistics in the region, enabling exporters and importers to benefit from faster, more reliable solutions through our partnership with Amazon Air Cargo and AERODOM.”

ALK covers the Americas and Caribbean and specialises in charter operations, project cargo, and end-to-end freight management, with target verticals ranging from perishables to e-commerce.

In December 2024, ALK Global Logistics became the first partner to launch an Amazon air cargo service in Colombia

Mónika Infante Henríquez, chief executive of AERODOM, added: “Welcoming Amazon Air Cargo’s new service reinforces SDQ’s position as the Dominican Republic’s leading cargo gateway.

"Together with ALK and Amazon Air Cargo, we are driving competitiveness, efficiency, and growth in international trade.”

The airport is currently in the process of expanding its cargo infrastructure to meet rising air cargo volumes, which stand at around 6,800 tonnes per month.

SDQ recently opened a dedicated terminal for express packages and e-commerce shipments, operated by the Dominican Customs Authority (Dirección General de Aduanas), to further strengthen its capabilities.

"Backed by AERODOM’s $6m investment, this facility expands storage and handling capacity by 186%, adding 4,858 sq m and enabling the processing of 4m additional packages per year," the airport operator said.

"Equipped with advanced X-ray screening systems, the terminal enhances both operational speed and national security."

Amazon Air last year confirmed that it was selling cargo capacity on its aircraft to third parties, including ad hoc and charter services.

The third-party operation is run through the Amazon Air Cargo brand and its network also covers North America, Europe, the Middle East & Africa (EMEA) and Asia.

The air cargo business has launched a number of partnerships this year, including with Avianca on operations between North and South America and Air Premia on services to Hawaii.

European airports report 1.5% cargo decline in July while Frankfurt posts 4.6% volume increase

ACI Europe data reveals mixed performance across major cargo hubs with Frankfurt, Heathrow and Liege showing growth while Istanbul and Amsterdam Schiphol report  volume decreases.

Frankfurt Airport

Europe’s airports saw cargo volumes decline in July, despite the continent’s leading freight hub, Frankfurt, seeing demand improve.

The latest figures from Airports Council International (ACI) Europe show that overall cargo demand across airports on the continent was down 1.5% in July, with European Union (EU+) hubs reporting a 2% decline and non-EU+ airports registering a 2.1% increase. When compared to pre‑pandemic volumes, freight stood at 10.4% higher.

Looking at individual airport performance, Europe’s leading cargo hub, Frankfurt, saw its cargo volumes increase by 4.6% year on year in July to 171,893 tonnes. Second-placed Istanbul saw its cargo volumes fall 3.4% on last year to 165,343 tonnes for the month.

Of the other top 10 European cargo airports, increases in July were registered at Heathrow (up 4.5%), Liege (14.4%), Cologne (6.8%), Madrid (8.9%), Luxembourg (1.4%) and Milan (7.6%).

There was a 10.8% drop at Schiphol and Paris CDG has yet to report its cargo volumes for the month.

The Dutch hub said that its performance in July was affected by ”temporary operational factors”. ”Notably, cargo carried on passenger flights decreased by 6% year on year. In total, 45% of the cargo was transported on passenger flights and 55% on full freighter flights," the airport said.

Year-to-date figures show that cargo volumes have increased over the first seven months of year, improving by 1.5% compared with last year.

LATAM Cargo to add new Belgium-Brazil freighter flight

New direct service eliminates need for transshipment through other Brazilian gateways, cutting logistics costs and supporting LATAM’s strategic expansion of 15 additional weekly frequencies between Europe and South America.

LATAM Cargo Boeing 767

Santiago, Chile-headquartered LATAM Cargo Group is to commence weekly freighter flights between Brussels and southeastern Brazil’s São José dos Campos on 2 October, doubling the frequency once the winter season starts.

The new flights are projected to move around 50 tons of cargo per week, including industrial products, auto parts and consumer goods. Most of these shipments will end their journey in São José dos Campos, although cargo can also be redistributed from there to nearby cities.

Previously, cargo bound for São José dos Campos had to fly via other Brazilian airports such as Guarulhos (São Pauo) or Viracopos (Campinas), and then complete its journey by land.

The direct flights will reduce transit time and associated costs, and are part of LATAM’s recently announced expansion plan, which includes an increase of 15 weekly frequencies between Europe and South America.

“With this new route, we reinforce our position as the cargo operator with the most robust and flexible network between Europe and South America. São José dos Campos is a key industrial hub, and our value proposition aims to directly meet customer needs by providing more agile and competitive transport solutions,” said Matias Cortina, commercial cargo director for Europe at LATAM Airlines Group.

The carrier noted São José dos Campos airport’s “strategic” location in the heart of the Vale do Paraíba, the second-largest industrial cluster in Brazil and close to the main production centres of São Paulo.

Industries such as aeronautics, automotives, electronics and high technology benefit from LATAM’s Miami cargo service to São José dos Campos, inaugurated in 2023 and now operating three times a week.

LATAM Airlines Group was among the top 25 cargo airlines in 2024, according to IATA. Perishables, pharma, automotives and electronics helped the group increase volumes as it built capacity on the Latin America–Europe trade lane.

By the end of last year, the airline had 21 freighters, including 767-300Fs and 767-300P2Fs.

Glasgow Prestwick invests £1m in cool chain facility for seafood exports to Asia

Scottish gateway establishes dedicated cool chain team and 87-tonne capacity facility to capitalise on record salmon exports and eight weekly flights to Asia.

Glasgow Prestwick Airport has launched a new seafood export service, backed by a £1m investment in equipment and a dedicated cool chain team.

Source: stockfour/shutterstock.com

The Scottish gateway has invested in high-volume metal detectors, temperature exposure and tracking systems, and four chillers with a capacity of 87 tonnes in a facility that will support seafood exports to China and mainland Europe.

Describing the new cool chain solution as “a game changer”, Glasgow Prestwick Airport (PIK) chief executive Ian Forgie said: “PIK’s facilities make it an attractive destination for Chinese freighters, and the benefits of eight weekly flights to Asia make exporting perishables from PIK, rather than from London airports, an easy decision for the Scottish seafood industry to make.”

Furthermore, the airport is located close to fish farms, providing seafood producers with faster ‘farm-to-flight’ transit times – which mean lower trucking costs and reduced CO2 emissions.

“Our in-house expertise coupled with our significant investment makes PIK a standout hub for the Scottish seafood industry and we are prepared to meet growing demand,” Forgie added.

The value of Scottish salmon exports reached a record £844m in 2024. The Chinese market grew by 60% in value to £76m and 107% in volume; with just over 8,175 tonnes exported, China was the third-largest market for Scottish salmon in 2024.

“The new dedicated service from Glasgow Prestwick Airport strengthens our ability to meet growing demand in China and across Asia, while supporting jobs and communities in Scotland’s coastal and rural areas,” said Tavish Scott, chief executive of Salmon Scotland.

Earlier this year, the airport announced it had won a new regular Air China Cargo freighter service.

The three times a week scheduled freighter service flies in from Guangzhou, China and the frequency of the service is expected to increase in the future.

I hope you have enjoyed reading the above news letter.                                                    

Robert Sands

Joint Managing Director

Jupiter Sea & Air Services Pvt Ltd

Casa Blanca, 3rd Floor

11, Casa Major Road, Egmore

Chennai – 600 008. India.

GST Number : 33AAACJ2686E1ZS.

Tel : + 91 44 2819 0171 / 3734 / 4041

Fax : + 91 44 2819 0735

Mobile : + 91 98407 85202

E-mail : robert.sands@jupiterseaair.co.in

Website : www.jupiterseaair.com 1Branches  : Chennai, Bangalore, Mumbai, Coimbatore, Tirupur and Tuticorin.

Associate Offices : New Delhi, Kolkatta, Cochin & Hyderabad.

 

Thanks  to  :  Container  News,  Indian Seatrade, Cargo Forwarder Global  &  Air Cargo News.