JUPITER SEA & AIR
SERVICES PVT. LTD, EGMORE – CHENNAI, INDIA.
E-MAIL : Robert.sands@jupiterseaair.co.in Mobile : +91 98407 85202
Corporate News
Letter for Friday September 26,
2025
Today’s Exchange Rates
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CURRENCY▲ |
PRICE |
CHANGE |
%CHANGE |
OPEN |
PRE.CLSE |
DAY's LOW-HIGH |
|
88.685 |
0.014999 |
-0.01691 |
88.62 |
88.70 |
88.5975- 88.71 |
|
|
1.1742 |
0.0004 |
0.034083 |
1.1738 |
1.1738 |
1.1731- 1.1754 |
|
|
119.2791 |
0.259598 |
-0.217166 |
119.3122 |
119.5387 |
119.1561- 119.4155 |
|
|
104.1325 |
0.243797 |
-0.233575 |
104.155 |
104.3763 |
104.0365- 104.2064 |
|
|
148.787 |
0.112991 |
-0.075884 |
148.90 |
148.90 |
148.561- 148.861 |
|
|
1.345 |
0.0003 |
0.022314 |
1.3447 |
1.3447 |
1.3435- 1.3467 |
|
|
97.799 |
0.073997 |
-0.075606 |
97.82 |
97.873 |
97.737- 97.914 |
|
|
0.596 |
0.0013 |
-0.217642 |
0.5957 |
0.5973 |
0.5957- 0.5971 |
/// Sea Cargo News ///
HD
Hyundai targets US shipyard acquisition amid Trump’s naval buildup driveHD
Hyundai targets US shipyard acquisition amid Trump’s naval buildup drive
South Korea's HD Hyundai Heavy Industries is in talks with multiple companies about buying a US shipyard, a senior company executive said, seeking to tap into President Donald Trump's push to revive America's ailing shipbuilding industry.
The world's largest shipbuilder based on
orders is targeting 3 trillion won ($2.2 billion) in annual revenue by 2035
from building warships for the US Navy, said Woo-maan Jeong, head of planning
and management for HD Hyundai's naval and special ship unit, in an interview at
its Ulsan headquarters.
"It seems to be clear that we need
to build a manufacturing base in the US sometime in the future," Jeong
said on Wednesday, declining to name any companies involved in the talks or to
give the scale of any potential investment.
“The US is apparently facing a situation
that pushes it to inevitably open the shipbuilding market,” said Jeong, given
the widening gap in naval capabilities between the US and China and the lack of
sufficient US capacity for building warships.
The US “will have to utilise the
infrastructure and capacities built already by its allies to overcome a
short-term ship shortage”. US ship yards, which had the world’s highest
production capacity during World War II, had a global market share of just 0.04%
in 2024, according to U.N. Trade and Development data.
China and South Korea are now responsible for 83% of global commercial ship building, the data also shows. Shipbuilders still operating in the US include Philly Shipyard, bought in 2024 by Korean Shipbuilder Hanwha Ocean and a full service shipyard run by General Dynamics on the West Coast. Huntington Ingalls Industries is also building ships as large supplier for US Navy.
AD Ports group orders two container vessels from Baku Shipyard to
strengthen Caspian trade
AD Ports Group has signed a contract with
Baku Shipyard in Azerbaijan for the construction of two shallow-draft 780 TEU
container vessels, set to serve trade routes across the Caspian Sea. The
vessels are scheduled for delivery by the end of 2027.
The contract value has not been
disclosed. “These shallow-draft vessels, specifically designed for use
within the Caspian Sea, will play a pivotal role in enhancing maritime
connectivity, boosting trade volumes, and strengthening the trans-Caspian logistics
corridor,” AD Ports said in an official release.
Highlighting the significance of the
partnership, the company noted that Azerbaijan is a key trade and investment
partner for the UAE, owing to its strategic location in the Caucasus region at
the “crossroads” of trade between Eastern Europe and Western Asia.
More than 500 alternatively-fuelled container ships now on order
“As of the end of August 2025, 534 container ships are on order, which will be able to use alternative fuels upon delivery. These represent 53% of ships on order and 77% of the TEU,” says Niels Rasmussen, Chief Shipping Analyst at BIMCO.
In addition to these
alternatively-fuelled ships, the order book also includes 321 ships that will
use heavy fuel and another 155 ships that will be delivered ready for a future
conversion to alternative fuels.
Alternative fuels have proven
particularly popular for the largest ship,s while orders for smaller
alternatively-fuelled ships lag. For ships with 8,000 TEU capacity or more, 81%
of the ships and 85% of the TEU capacity on order are for alternatively-fuelled
ships.
“Despite an increase in orders for
alternatively-fuelled ships in recent years, the other three main shipping
sectors still lag behind the container sector in this respect. In the bulker,
crude tanker and product tanker sectors, alternatively-fuelled ships only make
up respectively 8%, 17% and 9% of the ships on order”, says Rasmussen.
There can be several reasons why the
bulker and tanker sectors still order comparatively fewer alternatively-fuelled
ships. However, it seems likely that the prevalence of smaller operators in
those sectors may negatively impact orders, whereas the container sector is
controlled by a few large companies.
LNG remains the most popular alternative
fuel, with LNG fuelled ships now accounting for two-thirds of all
alternatively-fuelled ships on order. In comparison, methanol-fuelled ships
represent 31% of the total. While methanol led orders in 2023, it has since
been overtaken by LNG.
The shift back towards LNG highlights a
key concern when contracting alternatively-fuelled ships; availability of fuel.
While the technology to build ships capable of low carbon operation is
available, the availability of the fuel needed appears to be lagging behind.
LNG is currently available mainly as a carbon fuel but could in future
increasingly become available as a low carbon biofuel or e-fuel.
“Assuming that none of the
alternatively-fuelled ships in operation are recycled, the container fleet in
2030 will include 837 alternatively-fuelled ships with 10.9 Million TEU
capacity once all the ships in the order book have been delivered. That could
equal more than 25% of all the container capacity in operation by then”, says
Rasmussen.
COSCO pledges service reliability despite $1.5 billion risk from U.S. port fees
Chinese shipping giant COSCO has affirmed
its commitment to maintaining “stable and reliable services” in the United
States despite looming port service fees that analysts project could cost the
company $1.5 billion annually and erode nearly three-quarters of its expected
2026 profits.
In a customer advisory, COSCO addressed
concerns about the U.S. Trade Representative’s port fee policy, which takes
effect in less than a month on October 14, 2025.
The fees target maritime transport
services provided by Chinese operators and shipowners, as well as operators
using Chinese-built vessels. “While the port service fees may pose certain
operational challenges, COSCO SHIPPING Lines remains confident in our ability
to ensure stable and reliable services in the United States,” the company
stated. We are committed to maintaining stable capacity deployment and service
quality, consistently delivering reliable, secure and high quality logistics
solutions”.
A second phase of the USTR action,
scheduled to begin in April 17, 2028, will target the LNG sector by requiring a
portion of the US LNG exports to use U.S. built vessels. This requirement will
phase in oven 22 yaers, acknowledging U.S. limitations in LNG shipbuilding
capacity and expertise.
US revokes sanctions waiver, putting India’s Chabahar port investments at
risk
The US State Department has revoked the
sanctions exception for Iran issued in 2018 for Afghanistan reconstruction
assistance, which will be effective September 29, threatening India’s
significant investments in Chabahar port and ongoing projects.
“Once the revocation is effective,
persons who operate the Chabahar Port or engage in other activities described
in Iran Freedom and Counter-Proliferation Act (IFCA) may expose themselves to
sanctions under IFCA,” per a statement issued by the US Department of State on
Tuesday.
It noted that the Secretary of State had
revoked the sanctions exception issued in 2018 under the IFCA for Afghanistan
reconstruction assistance and economic development, effective September 29,
consistent with US President Donald Trump’s maximum pressure policy to isolate
the Iranian regime.
In May 2024, India signed a 10 year
agreement with Iran to operate and manage the Chabahar Port, located close to
Iran’s south-eastern border with Pakistan, that will connect India directly to
Afghanistan and Central Asia by-passing Pakistan. The long term agreement was
signed by state run Indian Ports Global Ltd and the Port and Maritime
Organisation of Iran, with India agreeing to invest about US$ 120 Million.
Another USD 250 Million was to be raised as debt.
The agreement replaced an initial 2016
pact, which covered India’s operations at the Shahid Beheshti Terminal in
Chabahar Port and had been renewed on an annual basis. The handling of cargo
had been rising at the port, with volumes reaching up to 80,000 TEUs and 3
Million tons of bulk cargo, in FY 25, per government figures.
“India has already supplied port
equipment worth about USD 24 Million to develop the Chabahar Port. The process
for procurement of remaining port equipment for Chabahar Port is underway,” the
MEA had said in a Parliament question reply in November 2024.
India’s big push: building oil tankers at home to boost energy security
In a strategic move to bolster energy
security, the Indian Oil Corporation (IOC) is set to order at least 10 oil
tankers from a joint venture steered by the Shipping Corporation of India
(SCI). These vessels will be constructed in an Indian shipyard, sources
confirmed.
India's reliance on foreign vessels for
oil importation has been significant, leading the government to push for
domestically built ships. This initiative not only addresses energy security
but also aims to generate employment, despite the challenges posed by the
cost-effectiveness of Chinese vessels.
IOC's decision aligns with the
government's broader agenda to revamp the shipbuilding sector, with potential
announcements including a Ship Building Financial Assistance scheme and a
Maritime Development Fund, expected during Prime Minister Narendra Modi's
launch of global shipbuilding efforts from Bhavnagar, Gujarat.
COSCO finalized acquisition of equity stakes at Laem Chabang Port
COSCO announces completing its
acquisition of 12.5% and 30% equity stakes in Thai Laem Chabang Terminal and
Hutchison Laem Chabang Terminal Ltd, respectively.
This represents further strengthening of
COSCO SHIPPING Port’s South East Asian portfolio and continuous enhancement of
its global network.
Laem Chabang Port, positioned southeast
of Bangkok in Thailand and approximately 60 nautical miles from the Port of
Bangkok, constitutes
Thailand’s largest deep-water port and
serves as the country’s most significant international container hub, handling
approximately 80% of Thailand’s total throughput.
TLT and HLT currently operate as the
largest terminals in Laem Chabang Port. Berth A2 in TLT, Berths Ac, C1-C2 and
D1-D3, where D3 remains partially under construction, will provide combined
total annual capacity of approximately 6.7 Million TEU once fully completed and
operational.
Menzies adds third Sydney cargo facility
Menzies
Aviation has opened its third cargo warehouse at Sydney International Airport
(SYD), designed to support growing demand for temperature-sensitive and
e-commerce cargo.
Known as
‘M1’, the 5,000 sq m facility is located within Sydney Airport’s international
freight precinct and offers direct airside access and multiple freighter
bays positioned adjacent to the warehouse. Cathay Cargo and United
Cargo have become the first airline customers to commence operations at
M1.
The
opening of M1 expands Menzies’ Sydney air cargo operations to three facilities,
with a combined footprint of more than 20,000 sq m and handling capacity of up
to 250,000 tonnes per annum. Menzies said the addition of a second airside
warehouse at the airport complements its existing off-airport facility.
The
company added that the expansion will enable it to handle a greater share of
the Sydney airfreight market, which exceeds 600,000 tons annually.
Beau
Paine, Executive VP – Cargo, Menzies Aviation, said : “As Australia’s
largest air cargo gateway, Sydney is a critical market for us. Our inter-
Connected
cargo terminals are seamlessly supported by Menzies trucking network, which
also provides efficiencies for the wider freight forwarding community. As we
grow our global cargo network, we remain committed to being the cargo provider
of choice through operational excellence, reliability and innovation”.
Menzies
now has 74 cargo warehouse locations and 85 freighter handling locations, which
enables it to move 2.4 million tons annually. Menzies Aviation handled a record
2.4 million tons of cargo at 71 locations in 2024, up from 2 million in 2023.
Qatar Cargo plans for upcoming bellyhold capacity expansion
Qatar
Airways Cargo is looking to benefit from changes to the carrier’s passenger
network for the winter season. The cargo business said that one of the
biggest changes would be the addition of two extra daily flights to London,
bringing its total flights per day to the UK capital city to 10.
This is in
addition to nine freighter flights each week, offering 900 tonnes of capacity
in each direction. Elsewhere in the UK, weekly flights to Manchester will
be increased from 21 to 24.
For African destinations, weekly flight numbers to Casablanca will increase to seven from four, Cape Town will increase to 12 from 10, Johannesburg will increase by four flights per week to 18 and a daily widebody service to Zanzibar will start on 26 October.
EDIfly turns 15
The
Luxembourg-based developer of a cutting-edge message handling software and
transmission technology is celebrating its 15th birthday. Right
from the start, EDIfly’s open architecture has allowed seamless integration
with existing IT ecosystems including Amadeus, SITA, Collins (ARINC), or LH
Systems, fostering innovation across the industry.
What began
1.5 decades ago with Cargolux as launching customer, has now evolved into a
global community of users. In addition to the aviation landscape, authorities
also rely on the tech provider’s messaging tool featuring state-of-the-art
encryption.
If anyone deserves a knighthood for founding EDIfly, it is visionary Anders Dam Jensen. Back in 2010, the Danish national set out to solve a persistent problem in aviation communications: the inefficiencies and costs associated with legacy Type B messaging. His invention, EDIfly, was designed as a backwards-compatible platform that modernized data exchange while maintaining interoperability with industry-standard protocols and systems. Jensen’s vision was to create an open, secure, and cost-effective alternative based on open-source components, that would future-proof airline messaging without disrupting established workflows in a globalized aviation industry.
The chart
proves it: Edifly has grown enormously since its founding in 2010 to the
present day – photos: Credit EDIflyGame-changer
Cargolux became the launching customer and achieved operational savings and
improved reliability from day one. Henrik Ambak, who then served as Cargolux’s
VP of Cargo Operations and later held leadership roles at Emirates Airlines,
recalls: “EDIfly gave us the confidence to modernize our communications
without losing touch with partners still reliant on legacy systems. Its
reliability and seamless integration were game changers for our operations.”
EDIfly’s
success at Cargolux quickly caught the attention of other airlines, airports,
and aviation service providers. The technology’s backwards compatibility meant
organizations could upgrade their messaging infrastructure at their own pace,
without risking disruptions to critical operations. Over a period of 15 years,
EDIfly has been adopted by a wide range of aviation stakeholders, from
passenger airlines to airports, ground handlers, cargo carriers and government
authorities. EDIfly’s most significant contributions have been its role in
supporting the airline industry’s digital transition, enabling airlines to move
beyond traditional ticketing and embrace dynamic, customer-centric retail
models based on Offer & Order.
Overcoming
Type B messaging limitations in cargo, passenger & MRO
Most importantly, the technology achieves this while remaining backwards
compatible with legacy Type B communication – a critical requirement for
airlines navigating the complexities of digital transformation.
Type B
Communication Drawbacks and the June 2024 White Paper issued by The
International Air Transport Association – IATA (https://www.iata.org/contentassets/badbfd2d36a74f12b021c9dd899ecbad/type-b-messaging-whitepaper-v2.5.pdf) has long identified limitations in the industry’s reliance on
Type B messaging, including high costs, inflexibility, transmission capacity
and security vulnerabilities. In its 14JUN25 White Paper, IATA reiterated these
concerns and called for urgent modernization of aviation communications.
EDIfly
directly addresses these drawbacks by offering the market a secure,
cost-effective, and interoperable alternative. The preliminary conclusion so
far is that its adoption has helped organizations comply with evolving IATA
recommendations while minimizing operational risk and investment. In its
initial version 2.1, IATA mentions EDIfly as a mechanism for airlines to avoid
SITA and ARINC and their high charges. In the updated version 2.5 from MAY25,
this paragraph has miraculously disappeared.
Industry
experts have consistently applauded EDIfly’s reliability and integration
capabilities. Henrik Ambak notes, “The beauty of EDIfly is that it
bridges the old and the new.
We could
innovate and integrate with modern platforms without losing connectivity to our
partners.” Paul Heber, formerly with Amadeus and now
at T2RL, adds, “EDIfly has set a new standard for secure unconstrained
messaging in aviation. Its flexibility has been instrumental in driving digital
transformation across the sector.”
Tjutjuk
Septiadi, CEO of ESI Jakarta, highlights the global reach: “EDIfly’s
low-cost, scalable model has opened new possibilities for airlines, airports,
and even governments in emerging markets. It’s not just a technology – it’s a
catalyst for industry-wide progress, which allowed us to create an EDIfly-based
ecosystem across most aviation-related exchanges in Indonesia.”
Global
reach
Kicked off 15 years ago, EDIfly’s adoption has since spread far beyond Europe,
with implementations in Asia, Africa, the Americas, and Australasia. As
confirmed by developments to date, the system’s cost efficiency and ease of
integration have made it an attractive option for organizations seeking to
modernize operations without incurring prohibitive expenses.
“For a
growing number of users, EDIfly represents the first viable alternative to
proprietary, high-cost legacy networks, democratizing access to advanced
messaging capabilities and fostering a more competitive, collaborative global
aviation ecosystem that avoids a complex end-to-end integration like IATA’s
OneOrder or ONE Record, expected to be implemented over the next 10-15 years,” Ingo Roessler, Chief Commercial Officer of EDIfly, states.
According
to a recent study by the UK consultancy T2RL the industry spends about one
billion USD annually for transmission through networks, managed fixed links,
and related infrastructure to handle Type B exchanges.
If the
aviation community adopted this peer-to-peer principle widely, cost savings of
more than 80% could be achieved In a nutshell: Fifteen years after its
inception in Luxembourg, EDIfly has left an indelible mark on aviation as a
driver of the industry’s transformation and modernization.
In line
with its commitment to data security and trust, EDIfly has also partnered with
SeeZam, another Luxembourg-based innovator specializing in secure digital
exchange and notarization of sensitive information.
This
collaboration further reinforces Luxembourg’s position as a hub for secure,
cutting-edge aviation technology. It is to be expected that further chapters
will be added to the company’s success story during the forthcoming 15 years.
Menzies World Cargo expands in Scandinavia
The manager of global transportation and cargo ground handling has launched operations at Oslo Gardermoen Airport. The step follows Menzies’ acquisition of Spirit Cargo Handling.The takeover was announced in June this year and completed on 01SEP2025. Spirit was previously owned by SAS Ground Handling Norway and has capacity for 150,000 tons of air freight per year, boosting Menzies’ annual cargo throughput.
Further to this, the first electric powered cargo flight was launched in Norway.
Menzies
offers cargo handling services at Oslo Gardermoen Airport its newest station in
Scandinavia – photo: Menzies
Menzies is
a new cargo operator at Oslo Airport and intends to focus on high demand items.
This applies above all to salmons and other maritime products harvested at the
coastal waters of Norway, mainly its northern part.
There,
large fish farms have been established whose contribution to Norway’s gross
domestic product now ranks third after oil and gas. Hence, seafood is crucial
to Norway’s economy, since this industry provides a large number of jobs, both
directly and indirectly, and supports many coastal communities.
With
record export revenues, a long coastline, and strong growth in its aquaculture
sector, Norway has become a leading global seafood producer and exporter. After
being caught and packaged, the salmon, king crabs, and other seafood produce
are transported by truck in cool boxes filled with fresh ice to southern
Norway, 1,000 to 2,000 km away, to be flown from Gardermoen Airport to
destinations around the world, with the exception of quotas destined for the
domestic market.
Speed and reliability are essential
It goes without saying that these time-critical logistics
services combined with utmost reliability in ground handling are essential
for these perishable goods to secure their integrity. This service was
previously provided very competently by Spirit, but is now the responsibility
of Menzies’ headcount following Spirit staff’s takeover.
The agreement signed by both parties also includes the warehouse at Oslo Airport formerly run by Spirit which will be rebranded under Menzies Aviation. Miguel Gomez Sjunnesson, Executive VP Europe of Menzies Aviation said: “By adding a new cargo station to the Menzies global network, we’re building momentum in key markets and reinforcing our commitment to supporting cargo growth across the region.”
Beau Paine, Executive Vice President Cargo at Menzies Aviation added: “As we grow our global cargo network, we remain committed to being the cargo provider of choice through operational excellence, reliability and innovation.”
Head of
Cargo at Avinor, Eva Beate Lande. Photo: Helene Wattanapradit Jensen/AvinorGardermoen
is part of airport operator Avinor that runs 43 airports all across Norway with
Oslo, Bergen Stavanger and Trondheim being the most prominent ones. “We
are very pleased that Menzies World Cargo is now becoming part of the Oslo
Airport community,” says Eva Beate Lande, Head of Cargo at Avinor. Their
establishment strengthens both capacity and services within cargo, providing
airlines and businesses with an even stronger foundation for further growth.”
Menzies already has a strong presence at OSL through passenger and ramp services, among others. Thanks to their broad global network and multiple ground handling activities they bring both experience and growth opportunities to airports where they run stations. Over time, this may bring new momentum to the cargo sector at Gardermoen and help further develop its service and product offerings, states OSL management in a release.
Oslo Airport plays a central role as a hub for Norwegian exports and imports. A broad and competitive cargo throughput is crucial for the seafood industry, manufacturing, and other exporters. Menzies World Cargo will help strengthen this position even further, says Lande. Final remark from the operator: Avinor looks forward to a good partnership with Menzies World Cargo and to further developing Oslo Airport as an efficient and modern hub for air cargo in the Nordic region.
BETA ALIA
en route from Stavanger to Bergen, courtesy: Avinor/Margareth AskeNorway
reports first electric powered cargo flight
An electric aircraft ALIA, produced by BETA Technologies, completed its first
flight taking from Stavanger to Bergen. The operation of the ALIA electric
aircraft is part of Norway’s international test arena for zero- and
low-emission aviation, and the route was flown to simulate cargo service. The
route Stavanger – Bergen will be flown regularly throughout the entire duration
of the test phase. ALIA has an ultimate range of 400 km, making the 160 km
distance between the two cities well within reach. The aircraft is
single-engine, designed for single-pilot operations, and has a total payload
capacity of 562 kg – equivalent to 5 passengers. It flies at speeds between
210–270 km/h, comparable to a light aircraft.
Evaluating
use cases
The test arena is performed in a partnership between Airport operator Avinor,
the Norwegian Civil Aviation Authority (CAA.no), Vermont, USA-based Beta
Technologies a manufacturer of electric VTOL aircraft and Helicopter operator
Bristow Norway. It is designed to evaluate use cases and routes for zero- and
low-emission aviation in the Nordic region.
The test
flight program is carried out in three phases, running until JAN2026. During
the initial phase, the project focuses on takeoffs and landings in Stavanger,
followed by visual flights and the familiarization with the aircraft for pilots
as well as ground and tower personnel. Phase two will focus on operational
maturity and full-route flights between Stavanger and Bergen.
In phase
three, the aircraft will operate under instrument flight rules. Avinor and the
Civil Aviation Authority of Norway have established Norway as an international
test arena to prepare the aviation ecosystem for zero- and low-emission
aircraft and to lay the foundation for scaling new technologies. The purpose of
the test arena is to generate and share knowledge, provide operational
learning, and gain hands-on experience by testing in real operational
environments.
Ostend Airport joins forces with
Chunnel
Ostend-Bruges
International Airport and Chunnel operator, LeShuttle Freight, have set up a
strategic partnership to streamline UK-bound air cargo flows from the coastal
airport. Its geographical proximity to Coquelles near Calais is an advantage
that Ostend Airport can leverage.
Coquelles
is home to the entrance of the Eurotunnel, which connects France with Folkstone
in the UK. With a length of 50 km, it is the longest underwater tunnel in the
world. Shuttle trains take 35 minutes to pass through. Operator Le Shuttle
offers 87 crossings per day.
“Strategically located just 95 km from the
LeShuttle Freight terminal in Coquelles, France, Ostend-Bruges Airport enables
cargo to reach the UK in approximately 2 hours and 30 minutes after arrival
under optimal conditions. By combining each other’s strengths and expertise,
this partnership establishes a seamless logistics corridor for time-sensitive
goods,” both parties claim in
a joint press release.
Nathan De
Valck, CEO Ostend-Bruges Int’l Airport (left) and Peter Roberts, Freight
Commercial Strategy Director at LeShuttle Freight – courtesy: OST
Strong UK
ties
Ostend-Bruges’ contribution to this collaboration agreement is its 24/7
operation with no slot restrictions. “That positions the airport as one
of the most efficient cross-Channel gateways for urgent freight, offering
unmatched speed and access,” the press release points out.
“Ostend
has always had a strong UK customer base, so the cargo is already there,”
says the airport’s CEO, Nathan De Valck, who took the helm of the Flemish
regional airports on 16JUN25. https://cargoforwarder.eu/2025/05/18/nathan-de-valck-becomes-the-ceo-of-the-flemish-airports/ “There are the perishables, mainly coming from our
long-standing Egyptair traffic, of which even today the largest part is shipped
to the UK.”
“We also want to incorporate this collaboration into our future growth, by
attracting more carriers and volume. Our growth is also LeShuttle Freight’s
growth. In this respect, we would like to focus on sustainability and products
needing speed, such as the aforementioned perishables, as well as e-commerce
and urgent consignments.”
Dyed-in-the-wool
Customs Authority
Since Brexit, exports to the UK are subject to more complicated compliance
processes regarding customs clearance, veterinary and food safety, but that has
basically always been the case, Mr. De Valck adds.
“Our
Customs Authorities are set up for these processes. In fact, the entire Customs
apparatus along the Belgian coast, including the ports of Zeebrugge and Ostend,
has always been tailored to UK transit.”
According to Peter Roberts, Freight Commercial Strategy Director at LeShuttle
Freight, speed, efficiency, and customer care are at the core of his company’s
services.
“Partnering
with Ostend-Bruges Airport allows us to move cargo seamlessly to and from the
UK, while optimizing the flow between road and air transport. Together, we are
creating a logistics corridor that is both agile and resilient,” he says.
Decreasing
volume
In 2024 Ostend-Bruges International Airport handled a total of 18,124 tons, a
45% drop against 2023’s 33,051 tons. The decrease was due to the
discontinuation of the Qatar Cargo operation in APR23 and the closure of the
runway between 25JAN24 and 27MAR24.
Over the
first 8 months of 2025, the volume was 13,552 tons, compared to 18,277 tons
over the same period in 2024 (-25.8%). The airport’s all-time record year was
1999, when 107,984 tons were reached.
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.
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