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 February
11, 2025
Today’s
Exchange Rates
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CURRENCY▲ |
PRICE |
CHANGE |
%CHANGE |
OPEN |
PRE.CLS |
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90.57 |
0.209999 |
0.231327 |
90.70 |
90.78 |
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1.1892 |
0.0022 |
0.184657 |
1.1914 |
1.1914 |
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|
123.8127 |
0.360901 |
0.292342 |
124.1679 |
123.4518 |
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107.9155 |
0.239594 |
0.222514 |
108.0567 |
107.6759 |
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|
155.119 |
0.761002 |
0.488197 |
155.88 |
155.88 |
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|
|
1.3671 |
0.0022 |
0.160667 |
1.3693 |
1.3693 |
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|
96.84 |
0.023994 |
0.024784 |
96.992 |
96.816 |
|
|
|
0.5836 |
0.0036 |
0.62069 |
0.5824 |
0.58 |
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/// Sea Cargo News ///
CMA
CGM updated FAK rates from Indian Subcontinent to Europe and North Africa
CMA CGM has announced new FAK rates for dry
cargo shipments moving from the Indian Subcontinent to North Europe, the
Mediterranean and North Africa effective 15 February 2026 until further notice.
From North West India : The new rates from
North West India are set at USD 2,400 per 20Ft Container and USD 2,400 per 40Ft
container for shipments to North Europe and the Mediterranean. Cargo moving to
North Africa will be charged at USD 3,400 per 20ft and USD 3,400 per 40ft
Container as well.
These rates apply to dry cargo with the gate
in date at origin ports determining applicabili.
From South East India and Srilanka : CMA CGM
has set FAK rates to North Europe at USD 2,400 per 20ft and USD 2,400 per 40ft
Container as well. Shipments to the Mediterranean will be charged at USD 2,500
per 20ft and USD 2,400 per 40ft Box. Whereas cargo destined for North Africa
will be subject to the rates of USD 3,500 per 20ft and USD 3,400 per 40ft
Container.
These rates apply to dry cargo and are based
on the sailing date from origin ports.
GT
Lines launches India – Sharjah Express service
GT Lines has launched a new standalone
shipping service linking West India and the Gulf, branded as the India-Sharjah
Express (ISX), aimed at offering faster transit times and improved schedule
reliability.
The ISX service will begin operations on
March 08, 2026 and will operate on a fixed 14 days rotation covering Mundra,
Nhava Sheva, Khorfakkan, Sharjah, Hamriyah and Sohar. The service will be
deployed with vessels of 950 TEU capacity.
GT Lines said the service is designed to
deliver some of the fastest lead times in the India-Gulf trade. Transit time
from West India to the Northern Emirates will be around 6 days, while return
voyages are expected to take 4 days.
A key feature of the new service is the first
ever direct call at Hamriyah Container Terminal, providing direct access to the
UAE’s second largest free zone. The service is also fully integrated with
Gulftainer’s terminal network, bonded dry ports, logistics hubs and trucking
operations.
Additional connectivity is provided through
intra-Gulf feeder via Khorfakkan and Sharjah, while a land bridge from
Khorfakkan enables final delivery across the UAE within 48 hours.
GT Lines said the ISX service strengthens its
offering on the India-Gulf corridor by focusing on speed, reliability and end
to end supply chain integration.
CK
Hutchison initiates arbitration against Panama
Panama Ports Company S.A. (PPC), a subsidiary
of CK Hutchison, has commenced arbitration proceedings against the Republic of
Panama, filing the case on February 03, 2026 under the applicable concession
contract and the Rule of Arbitration of the International Chamber of Commerce.
The move follows what PPC described as a year
long campaign by the Panamanian State specifically targeting the company and
its concession contract, while other port sector contracts were not subjected
to similar actions. PPC said the campaign culminated in recent measures that it
considers to pose serious and imminent harm to its operations.
Malaysia briefly detains two tankers off Penang
The Malaysian Maritime Enforcement Agency
(MMEA) said a patrol vessel found two tankers about 24 nautical miles west of
Muka Head, Penang anchored in close proximity and suspected of transferring
oil. The agency detained both vessels briefly.
TankerTrackers.com, the open‑source monitor
of the shadow fleet, noted the detentions were short‑lived: one tanker is now
empty and routing back to Iran while the other, laden, appears bound for China.
TankerTrackers.com flagged the common tricks – bogus flags and opaque ship identities – that let vessels slip through regulatory nets even after interdiction.
Malaysia’s waters have for years been a
favoured lane for clandestine STS transfers, used to mask cargo origins and
dodge sanctions. The patchwork of flags, shell companies and brief rendezvous
offshore create fertile ground for illicit transfers.
Kuala Lumpur has recognised the problem. In
July last year, officials signalled a tougher posture, promising tighter
enforcement and new scrutiny on STS activity and sanctions evasion in its
maritime zones.
VOC Port achieves record cargo handling in January
2026, continues strong growth
VOC Port, the vibrant seaport in the southern
part of India, continues to demonstrate strong and consistent growth in cargo
handling. In this financial year up to January 2026, the Port has handled 35.97
million tonnes of cargo, registering a growth of 6% compared to 33.94 million
tonnes handled during the corresponding period of the previous financial year.
This achievement represents handling of over
2.00 million tonnes of cargo when compared to last year, underscoring the
Port’s robust cargo handling performance.
Adding to this momentum, the Port registered
a historic milestone in the month of January 2026 by handling 4.00 million
tonnes in a single month bettering the previous best of 3.95 million tonnes
handled in March 2024
Port also recorded a 9.40 % increase in
container traffic, with the two Container terminals handling 7,16,105 TEUs of
containers up to January in this financial year 2025-26, compared to the
6,54,590 TEUs handled in the corresponding period of the previous financial
year.
In this Financial year up to January 2026,
the Port has witnessed significant growth in cargo handling across major
commodities. Industrial Coal recorded a growth of 12.78%, Construction
Materials 92.10%, Rock Phosphate 12.65%, Fertilizers 40.12%, Fertilizer Raw
Materials 11.51%, Edible Oil 17.52%,, reflecting the Port’s expanding trade
volumes and diversified cargo profile.
These remarkable performances have been
further strengthened by strategic infrastructure enhancements like
additional harbour mobile cranes, operationalization of North Cargo
Berth‑III, induction of 4th high power tug, and expanded cargo
storage facilities, significantly boosting cargo handling efficiency and
turnaround time of ships.
Shri Susanta Kumar Purohit, IRSEE,
Chairperson, remarked that the record achievement reflects the Port’s robust
performance, operational efficiency, and dedication to serving its
stakeholders.
He highlighted that the Port would continue
to prioritize infrastructure development, ease of doing business,
digitalisation, and green initiatives to reinforce its position as a key driver
of maritime trade and economic growth in the region, as detailed in their
press release.
Malaysia Seizes $130 Million Crude Cargo in Major
Illegal STS Crackdown
Malaysian maritime authorities have detained
two crude oil tankers and seized approximately RM512 million (USD 129.9
million) worth of crude oil following a suspected unauthorized ship-to-ship
transfer operation off the north-western coast of Penang, marking one of the
most significant enforcement actions against illicit offshore oil transfers in
the region this year.
As tensions rise, the Malaysian Maritime
Enforcement Agency intercepted the vessels
approximately 24 nautical miles west of Muka Head after receiving a complaint
in the early hours of Thursday morning.
When patrol boats reached the location,
enforcement officers found the two tankers moored together in close proximity,
a configuration that immediately raised suspicions of ongoing transfer
activity. Both vessels, valued at a combined RM718 million (approximately USD
182 million), were detained on the spot.
The human dimension of the operation was
equally striking. Authorities found 53 crew members aboard the two ships, drawn
from multiple nationalities including Chinese, Myanmar, Iranian, Pakistani and
Indian seafarers. Both captains were arrested and handed over to Penang
maritime investigation officials for further action under Malaysian maritime
law.
The case is being pursued for anchoring
without permission, which carries a penalty of RM100,000, and for conducting
illegal ship-to-ship transfer activities, which carries a penalty of RM200,000
per vessel.
What Malaysian authorities have not
disclosed, and what will prove crucial to the wider legal and diplomatic
trajectory of this case, is the origin of the crude oil being transferred. The
enforcement agency made no statement regarding where the cargo originated or
its intended destination, leaving open questions about whether this operation
was driven by sanctions evasion, commercial smuggling, cargo theft or
regulatory avoidance.
The distinction matters, because the answer
will determine whether this remains a local maritime violation or escalates
into an internationally sensitive sanctions-linked enforcement action.
The waters off Malaysia have long been
recognised by maritime security analysts and enforcement agencies as a focal
point for opaque ship-to-ship transfers. The location offers tankers the
ability to anchor outside formal port limits, conduct cargo transfers away from
routine terminal oversight and depart with revised documentation about cargo
origin and ownership.
The tactic is particularly attractive in an
era of expanding sanctions regimes and heightened scrutiny of shadow fleet
operations, because it allows operators to obscure cargo provenance and
complicate compliance tracking.
Malaysia’s decision to act decisively in this
case follows months of mounting pressure on Southeast Asian states to tighten
enforcement against illicit maritime activity.
In July last year, Malaysian Foreign Minister
Mohamad Hasan announced that the country would more strictly enforce rules
around ship-to-ship transfers, declaring that Malaysia was determined to
protect its maritime sovereignty and prevent the country’s waters being used
for unauthorised oil movements.
By the end of July, new regulations came into
force requiring vessels to obtain formal approval from the Malaysian Marine
Department before conducting any STS operations or anchoring activities within
Malaysian waters. The enforcement agency was also instructed to ensure that
vessels keep their AIS transponders active at all times, with heightened
monitoring for ships that deliberately go dark.
The Penang seizure demonstrates that those
warnings were not rhetorical. For legitimate tanker operators with robust
documentation and proper permissions, the enforcement action serves as
reassurance that coastal states are prepared to enforce the rulebook.
For operators working closer to the margins
of compliance, the message is blunt: unauthorised transfers in Malaysian waters
carry serious consequences including vessel detention, cargo seizure, crew
arrests and prolonged legal proceedings.
The fact that both ship captains were
arrested also underscores a shift in personal exposure, as senior officers can
now find themselves facing criminal charges when documentation and approvals
fail to stand up under scrutiny.
The commercial implications extend well
beyond this specific case. Insurers and P&I clubs have long understood that
suspected illegal transfers trigger heightened due diligence around AIS
behaviour, anchoring patterns, compliance culture and the reliability of cargo
documentation.
When cargo values run into nine figures and
vessel values exceed USD 180 million combined, a detention can cascade into
arrests, off-hire disputes, protracted litigation and significant reputational
damage. The risk is not theoretical; it lands directly on voyage economics and
on the standing of everyone involved in the transaction chain.
There is also a strategic dimension to
Malaysia’s enforcement posture. Southeast Asian states sit astride critical sea
lanes and energy routes, and face growing international pressure to police
maritime spaces that have become synonymous with sanctions evasion and opaque
ownership structures.
Visible enforcement actions help deter repeat
behaviour while reassuring legitimate trade interests that regulatory
frameworks still matter. Malaysia’s seizure, coming at a time of rising global
focus on dark fleet operations and the movement of sanctioned crude, reads as a
clear statement that the region will not automatically tolerate grey-zone oil
logistics playing out in its coastal approaches.
Trade press reporting has suggested that the
vessels may have subsequently been released and allowed to sail onward, with
one source indicating that one tanker departed empty and routed back towards
Iran while the other, laden with cargo, appeared bound for China.
However, the core enforcement action stands:
Malaysia detained two tankers suspected of conducting unauthorised ship-to-ship
transfers, confiscated crude oil valued at approximately USD 130 million, and
arrested both captains pending investigation.
For an industry where offshore transfers have
become routine tools of opacity and sanctions circumvention, the Penang seizure
serves as a timely reminder that coastal enforcement still has teeth. The price
of operating in the shadows, it appears, is rising.
“Adani Ports Fleet Grows to Record High of 129
Vessels”
The expanded fleet includes tugs, pilot boats, dredgers, barges, and survey vessels, supporting port operations such as vessel berthing, cargo handling, channel maintenance, and marine safety. The fleet growth aligns with Adani Ports’ strategy to scale capacity in line with rising cargo volumes and improve turnaround times at its terminals.
Company officials said the investment in marine assets enhances
operational reliability, safety standards, and efficiency, particularly as
APSEZ continues to handle larger vessels and diversified cargo, including
containers, bulk, liquids, and automobiles.
The fleet expansion also supports Adani Ports’ broader push into
integrated logistics, enabling smoother coordination between port operations,
coastal shipping, and inland connectivity. Analysts noted that owning and
operating a large in-house fleet gives the company greater cost control and
scheduling flexibility.
US Seizes $70k in Unreported Currency from COSCO
Bulker
Officials of the U.S. Customs and Border
Protection (CBP) seized a large amount of unreported cash from a Chinese-owned
bulker while it was in the port of Baltimore. While it is not a crime to have
the cash aboard the ship, U.S. officials highlighted the reporting requirements
while contending the captain of the ship had made the appropriate reports at
other U.S. ports.
The incident began simply enough with a
routine inspection of the bulker Sheng Ning Hai (56,716 dwt)
when it arrived in the Port of Baltimore on January 21. CBP conducted a routine
enforcement boarding of the bulker after it reached the port.
CBP highlights that one element of these
inspections is for the vessel’s captain to report to CBP officers how much
currency the vessel is carrying. The master of the bulker did not report any
currency to CBP officers, although he had filed a report days earlier in Maine.
Under the law, those entering and departing
the United States may carry any amount of currency and other monetary
instruments that they choose. However, any amounts over $10,000 must be
reported on a U.S. Treasury Department Report of International Transportation
of Currency or Monetary Instruments form.
The CBP officers noticed that the master of
the Sheng Ning Hai had filed a Financial Crimes Enforcement
Network 105 submission for $34,480 during an earlier port call in Searsport,
Maine. Further, the officers learned that the vessel’s agent gave the
master an additional $40,000 while in Maine.
CBP officers returned to the vessel the
following day and conducted a more thorough examination of all spaces. The
officers discovered a total of $70,737 in the purser’s
safe.
“It is rare to see a commercial ship captain
deliberately violate our nation’s laws,” said CBP’s Acting Director of the
Baltimore Field Office, Matthew Suarez. He said that commercial vessel captains
are required to understand and comply with the laws of the nation where they
make port calls and that the office would continue to scrutinize foreign-flag
vessels arriving at the port.
CBP’s announcement of the incident said the
captain was “in hot water” after he failed to file the report for the
additional $40,000 or amend the prior report from Maine. The cash was seized
from the ship due to the lack of a report. The bulker was released and is
continuing its journey. AIS signals show it is bound for Mombasa.
WFS to Expand
Brussels Airport Operations with Aviapartner Cargo Acquisition
Worldwide Flight Services (WFS) has announced
plans to expand its footprint at Brussels Airport following the takeover of
Aviapartner Cargo, a move that significantly strengthens its position in one of
Europe’s key air cargo hubs.
The acquisition brings Aviapartner Cargo’s
infrastructure, workforce, and operational capabilities under the WFS network,
expanding the handler’s presence in Belgium and across the wider European cargo
market.
With the takeover, WFS will enhance cargo
handling capacity at Brussels Airport, including warehousing, ramp handling,
and specialised services such as pharma, perishables, and high-value shipments.
Brussels Airport is a major gateway for
temperature-controlled and pharmaceutical cargo, and WFS said the integration
will allow it to offer end-to-end, high-quality handling solutions tailored to
airlines, freight forwarders, and logistics providers.
The expansion is also expected to improve
operational efficiency through shared systems, standardised processes and
investment in modern cargo infrastructure and digital solutions. WFS noted that
the move aligns with its broader strategy of growing through targeted
acquisitions in strategic markets, while supporting long term traffic growth at
Brussels Airport.
Industry observers said the deal underscores
continued consolidation in the air cargo handling sector, as global players
seek scale, resilience and service diversification amid evolving trade flows
and rising demand for specialised cargo handling.
Finnair Cargo to
Bring Handling Operations In-House at Helsinki Airport
Finnair Cargo has announced plans to bring
its cargo handling operations in-house at Helsinki Airport, marking a strategic
shift aimed at strengthening control over service quality, efficiency, and
customer experience at its main hub.
The move will see Finnair Cargo assume direct
responsibility for key ground handling activities that were previously
outsourced. By insourcing operations, Finnair Cargo aims to streamline
processes across the cargo value chain, improve coordination between flight
operations and ground handling, and enhance reliability, particularly for
time-critical and specialised shipments such as pharmaceuticals, perishables,
and e-commerce cargo.
The airline said the transition will also
support faster decision-making and greater operational flexibility at Helsinki
Airport. Finnair Cargo operates from the state-of-the-art COOL Nordic Cargo Hub
at Helsinki Airport, which is known for its advanced temperature-controlled
infrastructure. Bringing handling operations in-house is expected to further
leverage the facility’s capabilities and reinforce Helsinki’s role as a key air
cargo gateway between Europe and Asia.
The initiative aligns with Finnair’s broader
strategy to optimise the costs, improve operational resilience and invest in
core competencies as the air cargo market continues to evolve amid shifting
trade pattens and customer expectations.
Blue
Dart Q3 profit falls by 16% despite revenue growth at ₹1,616 crore
The growth was primarily driven by domestic demand and surge in activity within Tier 2 and Tier 3 markets. BySTAT Times|31 Jan 2026 5:38 PM Blue Dart Express, an express air and integrated transportation and distribution company, announced its consolidated revenue for the third quarter ending December 31, 2025, rose to ₹1616 crore, marking a 7% increase as compared to the previous year's revenue of ₹151.69 crore.
According to the press release, the growth
was primarily driven by domestic demand and surge in activity within Tier 2 and
Tier 3 markets. The company highlighted that steady shipment activity from
small and medium enterprises (SMEs), combined with disciplined execution across
its expansive network.
Earnings Before Interest, Taxes,
Depreciation, and Amortisation (EBITDA) rose by 17% to ₹281 crore. This
operational improvement was also reflected in the expansion of operational
margins, which grew to 17.4% from 15.9% in the prior year.
Furthermore, Profit Before Tax (PBT)
increased by 12.47%, reaching ₹122.89 crore compared to ₹109.26 crore in the
corresponding period last year. However, net profit for the quarter declined by
16%, totalling ₹68.33 crore against the ₹81 crore reported in the previous
year.
Balfour Manuel, Managing Director of Blue
Dart Express said, “As we move into 2026, the outlook for the logistics sector
remains positive, aided by supply-chain formalisation, sustained consumption
momentum, and sector-wide infrastructure development. With continued
investments in network capabilities, digital solutions, and operational
optimisation, we remain focused on supporting the evolving logistics needs of
our customers.”
Nearly
40% of forwarders lose margin during Chinese New Year
OntegosCloud survey finds internal execution
gaps, not market forces, drive poor commercial performance during CNY. BySTAT
Times|3 Feb 2026 12:31 PM Nearly four in ten freight forwarders lose margin
during the Lunar New Year period, according to a global survey by OntegosCloud,
a technology platform that helps freight forwarders improve margins through
better visibility, data and execution control, which found that internal
execution gaps, rather than market conditions, are the main reason for poor
commercial performance during the annual disruption.
The survey of 700 freight forwarding
professionals showed that most companies either lose margin or merely hold
ground during the Chinese New Year period. Delayed decision-making, poor
visibility and weak coordination between internal teams were cited more
frequently than capacity constraints or carrier behaviour as factors affecting
outcomes.
According to the findings, most forwarders
approach Chinese New Year defensively, focusing on limiting damage rather than
pursuing growth. Only a small number of respondents said they consistently use
the period to gain a competitive advantage over peers.
Oliver Gritz, founder and chief executive
officer of OntegosCloud, said Chinese New Year has increasingly become a clear
divider between companies that perform well and those that do not. He said
market conditions are broadly the same for all forwarders, but differences in
preparation and execution determine outcomes.
Chinese New Year falls on 15 February 2026,
although factory shutdowns typically last between two and three weeks. The
build-up to the holiday is already driving a pre-export rush, pushing container
spot rates higher, while air freight markets are also expected to tighten as
the shutdown approaches.
When asked about commercial results during
the period, nearly 40 per cent of respondents said their organisations
typically lose margin while attempting to maintain customer service levels. A
further 35 per cent said they usually hold ground without achieving any
commercial gains.
In contrast, only 18 per cent reported
outperforming less-prepared competitors, while just 9 per cent said they are
able to turn the disruption into a sustained commercial advantage.
The survey found that internal execution
factors play a greater role in determining performance than external market
forces. While capacity shortages and carrier behaviour remain structural
pressures during the Chinese New Year lead-in, respondents said these
challenges affect most forwarders in similar ways.
Instead, internal planning and preparation,
the quality of operational data and visibility, and the speed of internal
decision-making were identified as the key differentiators. More than 80 per
cent of respondents said execution gaps significantly or moderately worsen
Chinese New Year-related challenges, indicating that outcomes depend more on
how companies respond than on the disruption itself.
Delayed or reactive decision-making, limited
real-time visibility into shipments and margins, and poor alignment between
operations, pricing and finance were identified as the most common internal
breakdowns during the period. Looking ahead, 90 per cent of respondents said
execution will be critical or important in managing predictable disruptions
such as Chinese New Year.
The findings suggest that as freight markets
remain volatile, forwarders that invest in planning, visibility and
cross-functional alignment are more likely to outperform their peers over time.
Why
India is becoming central to Flexport’s next growth phase
Driven by customer demand, Flexport is
expanding in India, adapting workflows, building tech teams and targeting
inland logistics opportunities. ByNikitha Sebastian,Sakshi.Basutkar|1 Feb 2026
5:00 PM Ryan Petersen, Founder and CEO of Flexport “We’re about 3,000 years
late to India.”
With that wry admission, Ryan Petersen,
Founder and CEO of Flexport, underscored how long it took the US-based
logistics tech platform to enter one of the world’s fastest-growing trade
markets. For years, Flexport built deep roots in China and later Southeast
Asia. India, Petersen concedes, came much later. That delay, however, is now
evolving into a deliberate strategy.
Flexport’s expansion into India is not a
gamble. It is a direct response to customers diversifying supply chains away
from China. As global manufacturing and sourcing shift, India has moved from a
peripheral market to a central pillar of Flexport’s next phase of growth. This
shift, Petersen suggests, is also about long-term returns. Drawing from
customer conversations, he notes that China and India offer very different
investment trajectories.
China, often described as a fast-rising
“dragon”, delivered rapid growth and scale for decades. India, by contrast, is
more akin to a slow-moving elephant. Growth may appear gradual, but it is
steady and persistent. Petersen recalls a customer remarking that while the
dragon may need to pause or recalibrate, the elephant keeps moving forward,
building momentum over time.
For Flexport’s customers, this distinction is
becoming increasingly relevant as they weigh resilience and sustained returns
against short-term speed.
Unlike many other Asian economies where
Flexport operates, India presents a very different trade structure. Petersen
points out that India has a more balanced mix of imports and exports, unlike
export-heavy markets such as China or Vietnam. This two-way flow is relatively
new for Flexport and requires changes in how the company designs workflows,
manages compliance and supports customers.
Instead of focusing mainly on outbound cargo,
Flexport must help Indian customers navigate both inbound and outbound trade,
adding complexity to operations. Flexport’s India strategy is closely tied to
its technology and engineering efforts. Petersen says the company has around 75
engineers based in Bengaluru, a team that was set up about three years ago.
This group is not limited to support
functions but plays an active role in building tools for Flexport’s global
platform. The Bengaluru team is also developing products suited to Indian
market requirements and contributing to Flexport’s wider work in data and
artificial intelligence, positioning India as a product and engineering hub
within the organisation.
Customs and tariffs are another area where
Flexport sees a clear opportunity in India. Petersen notes that many Indian
exporters and importers focus on selling goods and often struggle with tariff
interpretation, documentation and regulatory changes.
Flexport combines customs expertise with
in-house engineering to help customers manage these challenges. Tools such as
tariff simulators allow shippers to calculate duties more accurately, while
human experts provide guidance through webinars and direct engagement.
Petersen describes this approach as
“marketing as education”, rather than traditional promotion. India is actually
quite different from a lot of Asia because it’s not just an export story.
There’s a real balance between imports and exports, and that’s new for us. Ryan
Petersen, Flexport.
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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