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

 

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

 

 

Corporate News Letter for Tuesday  August  04,  2026

Today’s Exchange Rates

CURRENCY▲	PRICE	CHANGE	%CHANGE	OPEN	PREV.CLOSE
USD/INR	95.34	0.060005	0.062899	95.15	95.40
EUR/USD	1.1509	-0.0018	-0.15615	1.1527	1.1527
GBP/INR	128.2354	-0.06781	-0.052851	128.1534	128.3032
EUR/INR	109.8541	0.1007	0.091751	109.7071	109.7534
USD/JPY	157.677	0.277008	0.17599	157.28	157.40
GBP/USD	1.3427	-0.0056	-0.415336	1.3468	1.3483
JPY/INR	0.6069	0.012	2.01714	0.6069	0.5949

///                   Sea Cargo News            ///

UAFL and MSC launch new feeder services in Africa

United Africa Feeder Line (UAFL) and MSC have launched new regional feeder services to strengthen connections in the Indian Ocean and East Africa, according to DynaLiners.

UAFL introduced the Indian Ocean Shuttle (IOS) between Mutsamudu, Comoros, and Toamasina, Madagascar. The service is operated by a 620 TEU vessel.

Meanwhile, MSC launched the Afungi Shuttle to support the LNG project in Afungi, northern Mozambique.

The service will connect Maputo, Nacala and Afungi, before returning to Maputo.

The new services expand feeder connectivity across the region and support growing cargo demand in the western Indian Ocean.

GT Lines adds third China–Khor Fakkan service

GT Lines has expanded its China–Middle East network by adding a third service to its Khor Fakkan China Express (KCX) portfolio.

The new KCX3 service will connect Shanghai, Ningbo, Shenzhen (Dachan), Khor Fakkan and Busan.

The carrier now operates three KCX services linking major ports in China, South Korea and the UAE.

The KCX1 service calls at Qingdao, Shanghai, Nansha and Khor Fakkan before returning to Qingdao.

The KCX2 service connects Busan, Qingdao, Ningbo, Xiamen, Shenzhen (Dachan), Singapore and Khor Fakkan, before returning to Busan.

The addition of KCX3 further strengthens GT Lines’ connections between Northeast Asia and the Middle East through the transshipment hub of Khor Fakkan.

Panama Canal increases transits and cargo volumes as El Niño risk grows

The Panama Canal increased both vessel transits and cargo volumes during the first nine months of fiscal year 2026. At the same time, it is preparing contingency measures as the risk of a severe El Niño event increases.

Between October 2025 and June 2026, the Canal handled 10,726 transits, up 5.2% from 10,191 in the same period of fiscal year 2025.

Cargo volumes reached 389.96 million Panama Canal Universal Measurement System (PC/UMS) tonnes, a 7.2% increase from 363.66 million PC/UMS tonnes a year earlier.

The Canal said container ships and LPG carriers drove the growth.

Financial performance also improved. Revenue reached US$4.8 billion, up 17% year-on-year. Net income rose 19% to US$3.6 billion.

The Canal is now preparing for a possible severe El Niño event. Officials said the probability has increased from 25% in April to 81% in July.

If water levels decline, the Canal may introduce draft restrictions and reduce the number of daily booking slots. Officials said the timing of any measures will depend on weather conditions and market demand.

The Canal has avoided draft restrictions for almost two years. Heavy rainfall during 2025 and an unusually wet 2026 dry season kept reservoir levels above normal.

Meanwhile, several strategic projects continue to advance. The port terminal and pipeline projects have entered the final prequalification stage. Work also continues on the Río Indio reservoir and the Logistics Corridor.

The Canal is also progressing with the Río Indio Lake Project, which aims to improve long-term water security. More than 1,100 local residents have joined conservation and community programmes. Engineering work has finished ahead of the planned 2027 tender, while environmental studies and the resettlement programme continue.

Meanwhile, work continues on several long-term infrastructure projects. The port terminal and pipeline projects have entered the final prequalification stage, while progress continues on the Río Indio reservoir and the Logistics Corridor.

The Canal also reported progress on the Río Indio Lake Project, which is designed to strengthen long-term water security. More than 1,100 local residents have participated in conservation and community programmes, while engineering work has been completed ahead of the planned 2027 tender. Environmental studies and the resettlement programme are also progressing.

RCL cancels China–Red Sea sailing over security risks

Regional Container Lines (RCL) has cancelled a scheduled China–Red Sea sailing, citing the continued escalation of security threats in the Red Sea region.

The carrier said it has declared Force Majeure and withdrawn the planned voyage of MV TS Chennai 2604E.

RCL added that all additional costs arising from the disruption—including handling, storage, re-routing, transshipment, inland transportation, demurrage, detention, port charges and other related expenses—will be borne by cargo owners in accordance with the terms and conditions of the applicable bill of lading.

The company said the decision was made due to exceptional circumstances beyond its reasonable control and that it will continue to monitor the security situation before resuming normal operations when conditions are safe and operationally feasible.

Greta Shipping and Hapag-Lloyd reinstate India-Gulf service

Greta Shipping and Hapag-Lloyd will reinstate their joint India Gulf (IG1) service, expanding connections between India and the Gulf region, according to DynaLiners.

The revised rotation adds Karachi and Sohar to the service.

The route will cover:

Kandla – Nhava Sheva – Karachi – Khor Fakkan – Sohar – Kandla.

The service will be operated by three vessels of around 2,500 TEU.

The reinstated network strengthens links between India, Pakistan, the UAE and Oman. 

///                   Air Cargo News            ///

Alaska Airlines to double cargo fleet with four additional freighters

Alaska Airlines has announced long-term lease agreements for four Boeing 737-800 Boeing Converted Freighter (BCF) aircraft, expanding its dedicated cargo fleet from five to nine freighters.

The additional aircraft are expected to enter service during the first half of 2027 and will be deployed in Alaska and Hawai’i. Aircraft based in Hawai’i are planned to operate under the Hawaiian Air Cargo livery.

According to the airline, the fleet expansion will double its dedicated cargo capacity, improve service reliability and provide greater flexibility across its cargo network. The added capacity is also expected to strengthen supply chains linking Alaska and Hawai’i with the contiguous United States while supporting e-commerce, logistics and the transportation of essential goods.

“Expanding our cargo fleet with dedicated aircraft helps us accomplish both goals, opening up new international shipping opportunities for seafood and other commodities, while making sure we can reliably ship time-sensitive goods that our communities need, such as medicine, household supplies and groceries,” said Ian Morgan, Vice President of Cargo at Alaska Airlines.

The airline said the investment forms part of its Alaska Accelerate strategic plan, under which cargo is expected to generate an additional US$150 million in annual profit as Alaska and Hawaiian integrate their cargo operations and expand international services from Seattle.

Alaska Air Cargo currently transports more than 370 million pounds of cargo annually to over 100 destinations across North America, Europe, Asia and the Pacific

 

What appeared to be a straightforward migration of freighter operations from Mumbai's Chhatrapati Shivaji Maharaj International Airport (CSMIA) to the new Navi Mumbai International Airport (NMIA) has become considerably more complicated. What was initially presented as a carefully planned transition is now raising questions about infrastructure readiness, international treaty obligations and the practical realities of moving one of India's busiest cargo gateways.      The transition is already under way. Non-scheduled charter freighter flights are expected to cease operating from CSMIA this month, while all dedicated scheduled freighter operations are expected to move from August as Mumbai airport begins an extensive programme of infrastructure works. Yet the airport that is expected to receive this traffic is still not fully operational from a cargo ecosystem perspective, creating uncertainty for airlines, freight forwarders and exporters alike. At the same time, the move has attracted formal objections from the United States, which argues that American cargo operators, particularly FedEx, should not be compelled to relocate in a manner that could conflict with the India-US Air Transport Agreement.      What therefore began as an airport operational issue has evolved into a complex mix of commercial interests, regulatory preparedness and international diplomacy.      According to information available from both Indian and international sources, the U.S. Department of Transportation formally raised concerns with India's civil aviation authorities earlier this year, arguing that airlines operating under the bilateral agreement should continue to enjoy commercially viable operating access at Mumbai. FedEx, currently the only American all-cargo carrier serving Mumbai, is understood to have expressed concerns that a mandatory relocation would increase operating costs while reducing the commercial advantages it currently enjoys.      Washington's position is that bilateral air service agreements are designed not merely to grant traffic rights but also to protect fair and commercially reasonable access to airports. Any unilateral relocation, particularly before alternative facilities are fully operational, risks becoming a treaty issue rather than simply an airport management decision.      For cargo operators, location is critical. Mumbai remains India's largest commercial and financial centre and one of the country's biggest export gateways for pharmaceuticals, engineering goods, gems and jewellery, electronics and express parcels. Mumbai International Airport handles between 7 and 8 cargo flights daily. The stoppage of cargo flights -- when it does happen -- will mean that Mumbai which handled around 890,000 tonnes of cargo in FY 2025 or around 25 per cent of all air freight in India, will see a big dip.    Adani Airports, however, maintains that the transition is driven by operational necessity rather than commercial preference. CSMIA is preparing for major infrastructure upgrades, including the reconstruction of Apron G, development of Taxiway E, improvements to rapid exit taxiways and subsequent runway rehabilitation. Together, these projects will significantly reduce aircraft parking availability, particularly for freighters, which currently rely heavily on Apron G. Airport planners argue that maintaining normal freighter operations alongside these works would simply not be practical.      There is considerable logic in that argument. Mumbai's existing airport has operated close to capacity for years. Hemmed in by urban development, it has virtually no room for physical expansion. The development of NMIA has always been intended to create a dual-airport system capable of supporting the region's future passenger and cargo growth.      Yet relocating cargo operations involves much more than opening a new runway. An airport cargo ecosystem takes years to develop. Airlines require customs officers, BCAS security clearances, DGCA approvals, ground handlers, bonded warehouses, trucking operators, freight forwarders, customs brokers, express logistics companies, temperature-controlled storage, aircraft maintenance support and hundreds of trained personnel working as a single integrated system. While NMIA has invested heavily in its cargo terminal and physical infrastructure, much of this wider ecosystem is still being established. Industry sources indicate that several operational approvals are continuing while logistics companies are still setting up facilities and staffing operations. Airlines therefore face uncertainty over whether every component required for seamless cargo handling will be fully in place when the migration begins.      That uncertainty has led to growing industry concern. Some international cargo operators are understood to have sought temporary flexibility regarding the transition schedule, while logistics companies have quietly begun evaluating contingency options through other Indian cargo gateways should operational bottlenecks emerge during the initial months.      The challenge becomes even more complicated because dedicated freighters represent only part of Mumbai's cargo business. A significant proportion of the city's international cargo continues to travel in the belly holds of passenger aircraft, which will remain at CSMIA. As a result, exporters could find themselves operating across two airports — using passenger aircraft for some consignments while trucking dedicated freighter shipments to Navi Mumbai.      Such fragmentation would increase handling complexity and transport costs, at least during the transition period. The dispute also revives a broader debate about airport ownership and market power.     Adani Airports now controls both CSMIA and NMIA. From one perspective, that provides the company with an opportunity to manage Mumbai's airport system in an integrated manner, directing traffic where infrastructure is available and improving long-term capacity planning.      Critics, however, argue that when one operator controls both airports, decisions about where airlines operate inevitably attract greater scrutiny. Airlines have fewer commercial alternatives, while regulators must ensure that operational decisions remain transparent, proportionate and non-discriminatory.      That appears to be one of the underlying concerns reflected in the American intervention. The timing is particularly sensitive.      India and the United States have spent the past several years strengthening cooperation across aviation, aerospace manufacturing, defence, technology and trade. Aircraft purchases, engine manufacturing partnerships and regulatory cooperation between the Federal Aviation Administration and India's Directorate General of Civil Aviation have become important pillars of the broader strategic relationship.      Neither government is likely to welcome a dispute over cargo rights overshadowing that growing partnership.       Although airport operators retain considerable authority over operational planning, any prolonged disagreement involving treaty obligations would inevitably draw New Delhi into the discussion. India would be reluctant to allow a commercial airport issue to evolve into a diplomatic irritant, particularly when American logistics companies continue to play an important role in India's international supply chains.      For that reason, many within the industry believe a pragmatic compromise remains the most likely outcome. Rather than imposing fixed deadlines, regulators could permit a phased migration based on NMIA’s demonstrated operational readiness. As cargo handling systems develop, airlines may move services gradually, with temporary flexibility where operational necessity requires. Such an approach would allow CSMIA's infrastructure programme to proceed without unnecessarily disrupting exporters or international cargo operators.      Cargo rarely commands the same public attention as passenger aviation, yet it remains the bloodstream of international commerce. Pharmaceuticals, electronics, perishables, engineering components and e-commerce shipments depend on predictable airport access and reliable logistics networks.      What is unfolding in Mumbai is therefore about much more than moving aircraft between two airports. It is a test of whether India can relocate one of its most important air cargo gateways while preserving operational efficiency, maintaining international confidence and honouring bilateral commitments.      Adani Airports’ success will not be as simple as opening a new airport. This will depend on demonstrating that an integrated dual-airport system can function smoothly without affecting airlines or supply chains.      India’s challenge is to demonstrate that the pace of infrastructure development is matched by equally robust operational preparedness. The coming weeks will answer the most important question for the cargo industry: not if freighters can be moved, but if the ecosystem that supports them is ready to move with them. Tirthankar Ghosh

 

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.