JUPITER SEA & AIR
SERVICES PVT. LTD, EGMORE – CHENNAI, INDIA.
E-MAIL : Robert.sands@jupiterseaair.co.in Mobile : +91 98407 85202
Corporate News
Letter for Saturday September 12, 2026
Today’s
Exchange Rates
|
Currency ▲ |
Price |
Change |
%Change |
Open |
Prev.Close |
Day's Low-High |
|
95.55 |
0.101303 |
0.106134 |
95.69 |
95.4487 |
95.52 - 95.80 |
|
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1.1603 |
-0.0009 |
-0.077509 |
1.1612 |
1.1612 |
1.1569 - 1.1618 |
|
|
129.0803 |
-0.244492 |
-0.189052 |
129.1707 |
129.3248 |
129.0259 - 129.484 |
|
|
110.81 |
-0.241302 |
-0.217289 |
111.0265 |
111.0513 |
110.7849 - 111.1809 |
|
|
153.668 |
-0.751999 |
-0.486983 |
154.42 |
154.42 |
153.242 - 154.617 |
|
|
1.352 |
0.0008 |
0.059208 |
1.3512 |
1.3512 |
1.3482 - 1.3535 |
|
|
0.6201 |
0.0017 |
0.27491 |
0.6183 |
0.6184 |
0.6178 - 0.6218 |
/// Sea Cargo News ///
Hapag-Lloyd
omits Salerno call on MCA service
Hapag-Lloyd has announced a Salerno port call omission on its MCA service as part of a schedule recovery measure.
The Barcelona Express voyage 85W37 will
skip its scheduled Salerno call, which was originally planned for 8
September 2026.
Export cargo to move on alternative vessels
Hapag-Lloyd said affected export cargo will
be loaded onto the first available vessels to provide updated
routing and transit times.
Customers will receive revised booking
confirmations with details of the new loading vessel.
The carrier also advised customers to adjust
their shipping documentation accordingly.
COSCO
Shipping Holdings profit falls 34% in first half of 2026
COSCO Shipping Holdings reported a weaker
profit in the first half of 2026 despite carrying more containers.
Group net profit fell 34% to CNY 13.4
billion (US$2.0 billion).
Meanwhile, consolidated container volumes at
COSCO Shipping Lines and OOCL increased by 8% to 14.3 million TEU.
Container volumes rise 8%
COSCO Shipping and OOCL carried 14.28 million
TEU during the first six months of 2026.
That compares with 13.28 million TEU in the
same period last year.
Volume growth was recorded across almost all
major trades.
Europe-Far East volumes increased 12%
to 2.19 million TEU, while Transpacific volumes rose 10% to 2.63
million TEU.
Intra-Asia remained the largest trade, with
volumes rising 5% to 4.74 million TEU.
China domestic volumes increased 10% to 3.15
million TEU. Other trades remained broadly unchanged at 1.58 million TEU.
|
Trade |
H1 2026 |
H1 2025 |
Change |
|
Europe-Far East |
2,189,900 TEU |
1,947,600 TEU |
+12% |
|
Transpacific |
2,625,700 TEU |
2,393,000 TEU |
+10% |
|
Intra-Asia |
4,735,100 TEU |
4,495,300 TEU |
+5% |
|
China domestic |
3,152,600 TEU |
2,866,800 TEU |
+10% |
|
Other |
1,576,200 TEU |
1,578,300 TEU |
0% |
|
Total |
14,279,500 TEU |
13,281,000 TEU |
+8% |
Profit falls despite higher revenue
Consolidated container shipping turnover
increased by 2.4% in Chinese yuan to CNY 107.3 billion (US$15.8
billion).
However, operating profit declined 28% to CNY
13.4 billion (US$2.0 billion).
Group net profit also reached CNY 13.4
billion, representing a 34% year-on-year decline.
Operating profit per TEU fell by around 30%,
from US$197 to US$139.
The operating margin declined from 17.9% in
the first half of 2025 to 12.5%.
Rates weaken on major East-West trades
Average revenue per TEU across COSCO Shipping
Lines and OOCL increased 2% to US$1,005.
However, performance varied significantly
between trades.
Average revenue per TEU on Europe-Far East
services fell 4% to US$1,344. Transpacific revenue per TEU dropped 6% to
US$1,549.
In contrast, Intra-Asia increased 7% to
US$883, while China domestic revenue per TEU edged up 1% to US$316.
The strongest increase came from the “Other”
trades, where average revenue per TEU climbed 21% to US$1,373.
COSCO Shipping Lines carries over 10 million
TEU
Excluding OOCL, COSCO Shipping Lines
carried 10.15 million TEU during the first half.
This was 8% higher than the 9.35 million TEU
recorded a year earlier.
COSCO Shipping Lines accounted for
around 71% of the group’s consolidated container volumes.
Its average revenue per TEU, however,
declined 2% to US$965.
East Asia
typhoons deepen port congestion and shipping delays
CGI-generated image of a 8,700 TEU Maersk Lima class
A series of severe typhoons across East Asia
is disrupting container shipping, adding pressure on port operations and vessel
schedules across the region.
Maersk said the 2026 typhoon season has
recorded above-normal activity. Several severe storms have made landfall within
a short period, contributing to flooding, congestion and delays.
The carrier warned that further tropical
cyclone activity could prolong the disruption and its impact on regional supply
chains.
Port reliability comes under pressure
The effects are spreading beyond individual
port closures.
Schedule adjustments, congestion and capacity
constraints are affecting the wider shipping network, according to Maersk.
Citing Sea-Intelligence data, the carrier
said 14 of the region’s busiest ports are experiencing declines in
on-time vessel arrivals.
The disruption has also affected the
reliability of container shipping networks operating across Asia.
Gemini network faces weather disruption
Maersk said the Gemini Cooperation has used
its modular network structure to limit the impact of the disruption.
Early figures indicate that Gemini remains
the more reliable network in the region, according to the carrier.
However, Maersk acknowledged that its
operations have also experienced cargo delays as severe weather affects
services across East Asia.
Maersk works to reduce vessel delays
The carrier is adjusting cargo flows and
operational plans in an effort to shorten vessel waiting times over the coming
weeks.
Maersk said it is also working with terminals
and port groups to support the recovery of operations.
Customers have been advised to consider
additional buffer time for shipments and review priority cargo, documentation
and potential alternative routings.
The carrier said it will continue monitoring
weather conditions and adjust its network as further information becomes
available.
Singamas
container sales plunge 49% in first half of 2026
Singamas reported a sharp fall in container sales during the first half of 2026, while its two major listed competitors recorded growth.
The container manufacturer’s sales fell 49%
year on year to 43,000 TEU, according to unaudited half-year figures.
At the same time, the average selling price
of Singamas containers declined by around 12-13% to US$1,613 per TEU.
Singamas falls behind competitors
Singamas sold 43,000 TEU of new containers in
the first half, down from 84,000 TEU during the same period in 2025.
Sales have also fallen considerably from the
93,000 TEU recorded in the first half of 2024.
In contrast, China International Marine
Containers (CIMC) increased its sales by 2% year on year.
CIMC sold 1.25 million TEU during
the first half of 2026, compared with 1.22 million TEU a year earlier.
COSCO unit records 13% growth
Shanghai Universal Logistics Equipment
(SULE), part of COSCO Shipping Development, recorded the strongest growth among
the three manufacturers.
Its container sales increased 13% to
958,600 TEU, up from 845,700 TEU in the first half of 2025.
SULE has also expanded significantly compared
with the first half of 2024, when sales stood at 744,400 TEU.
Combined sales rise 5%
Despite the steep decline at Singamas,
combined sales across the three manufacturers increased by 5% year on
year.
|
Manufacturer |
H1 2026 |
H1 2025 |
H1 2024 |
YoY |
|
CIMC |
1,246,700 TEU |
1,217,900 TEU |
1,427,400 TEU |
+2% |
|
Singamas |
43,000 TEU |
84,000 TEU |
93,000 TEU |
-49% |
|
SULE |
958,600 TEU |
845,700 TEU |
744,400 TEU |
+13% |
|
Total |
2,248,300 TEU |
2,147,600 TEU |
2,264,800 TEU |
+5% |
Together, the three companies sold
around 2.25 million TEU of new containers during the first
half of 2026.
Maersk
outlines new identification requirements for Pakistan imports
Maersk has informed customers of new
mandatory consignee identification requirements for all import
shipments destined for Pakistan, effective 15 August 2026.
The requirements follow Pakistan Customs’ SRO
882(I)/2026 and apply to information included in the Import General Manifest
(IGM).
Identification must be included in shipping
documents
Customers must provide the applicable
consignee identification details to shippers at the origin or loading port.
The information must also be included in the
Shipping Instructions and Bill of Lading at the time of booking.
Depending on the shipment, the required
identification can include an NTN (National Tax Number), FTN (Free Tax
Number), CNIC number or passport number.
For general cargo, an NTN or FTN is
mandatory. Different identification requirements apply to cargo categories
including vehicle baggage, diplomatic cargo, transshipment and transit
shipments. At least one of the identifiers specified for the relevant cargo
type must be provided.
Missing information could delay cargo
Maersk warned that failure to provide the
required information could result in Pakistan Customs rejecting the IGM.
This could lead to cargo discharge
problems, shipment delays and additional costs.
As an interim measure, the applicable
identifier should preferably appear in the consignee documentation address. The
relevant Cargo/BL type must also be included in the cargo description.
Following planned system enhancements, the
identification information will be transmitted as a separate structured data
field within the Pakistan Single Window upload file.
Maersk
updates local charges and fuel surcharges across several markets
Maersk has announced a series of pricing
updates covering Brazil, Cyprus and North Macedonia, including
revised local charges and inland fuel surcharges.
The changes take effect between 7
September and 1 October 2026, depending on the market.
Cyprus fuel surcharge set at 12.5%
Maersk will apply a 12.5% fuel
surcharge on truck services in Cyprus from 7 September 2026.
The carrier linked the measure to the
situation in the Middle East and higher fuel-related costs.
The surcharge is being reviewed weekly rather
than monthly. Maersk said there will be no trigger mechanism during this
period, with updates issued every Friday for the following week.
The charge will appear as EFS for
exports and IFS for imports.
North Macedonia surcharge reaches 20%
Maersk will also apply a 20% fuel
surcharge on truck services in North Macedonia from 7 September.
As in Cyprus, the measure is temporary and
linked to higher fuel costs associated with the Middle East situation.
The surcharge will be reviewed weekly and
remain in place for as long as Maersk considers necessary to cover the
additional costs.
Brazil local charges revised from October
Separately, Maersk will revise several
optional local charges in Brazil from 1 October 2026.
The carrier attributed the adjustments to
inflation and ancillary costs.
Among the revised charges, Bill of Lading
amendments for imports and exports will cost BRL 540 per document.
Combined Bill of Lading and manifest amendments will cost BRL 1,075 per
document.
Bill of Lading issuance services will also
cost BRL 540, while certificate charges will be BRL 420 per document.
Late documentation fees will be BRL
505 per document, while the Late Gate Service will cost BRL 300 per
container. The Extra Seal Charge will be BRL 40 per container.
Maersk stressed that the Brazil charges
are not mandatory. They apply only when customers request
additional services or when specific operational circumstances require them.
/// Air Cargo News ///
India’s cargo moment: Why the market
matters more than ever
Electronics,
pharmaceuticals and automotives are reshaping India’s export profile. At the
Air Cargo Conference 2026 in Frankfurt, high-ranking experts discussed why
India is becoming one of the most important growth markets in global air
freight – and how carriers and airports can secure a share of the business.
The
topic dominated this year’s ACCF trade show, due to its particular relevance.
On 25FEB26, the airports of Frankfurt and Bangalore signed a Memorandum of
Understanding (MoU) to establish a close partnership in air cargo. [CFG
reported: https://cargoforwarder.eu/2026/02/25/exclusive-fra-and-blr-ink-strategic-partnership/]
Industrial
shift
Their collaboration is based on the fact that India is no longer just a huge
consumer market but has developed into a provider of high-value, time-sensitive
goods – commodities that really drive air cargo.
This industrial shift stood at the center of the panel “New Horizons – New
Indian-European Partnerships”, which brought together Ramesh Mamidala, Head
of Cargo at Air India Cargo; Heike Wörner of Lufthansa Cargo; Sanjiv Edward of
GMR Group; Fraport COO, Dietmar Focke; and Raveesh Mohan Vashistha of Adani
Group. They discussed why India is becoming one of the most important growth
markets in global air freight – and how carriers and airports intend to secure
a share of that expansion.
India
is no longer simply regarded as a huge consumer market. Increasingly, it has
developed into a manufacturing and export base for high-value, time-sensitive
goods – exactly the type of commodities that drive air cargo. The upturn is
evident in the increasing number of flight connections and the growing volumes
being flown between the two markets. Given the MoU signed earlier this year
between Frankfurt and Bangalore, it came as no surprise that Fraport manager,
Felix Toepsch, and his team listed the topic at the top of the agenda of this
year’s ACCF event.
Electronics
and pharma lead the way
For Mamidala, electronics are one of the clearest signs of India’s industrial
transformation. The country has massively expanded manufacturing capacity for
smartphones, components and other technology products, with electronics exports
rising sharply in recent times.
This
development is particularly relevant for air cargo. Electronics are high-value,
relatively lightweight and often time-sensitive. Pharmaceuticals remain another
key pillar. India is already firmly integrated into global pharmaceutical
supply chains, while engineering goods and chemicals add further potential.
Germany
is one of India’s most important European trading partners, with Indian
merchandise exports to Germany exceeding USD 10 billion in FY 2024/25.
According to Mamidala, Air India currently accounts for around 15% of the
India-Germany air cargo market. This figure should be understood as the
carrier’s own assessment, as no independent public dataset is available for
confirmation.
Covid
accelerated an existing trend
Another key message was that India’s manufacturing transformation had already
picked up speed during the Covid-19 phase, but the pandemic clearly accelerated
it.
India also benefitted from the ‘China-plus-one’ strategy of U.S. and European
companies, which invested in production sites outside China to mitigate supply
chain risks.
This
effect pushed exports up, with electronics, pharmaceuticals, and engineering
goods gaining weight. All these products have a strong affinity to air freight.
Covid therefore acted less as a starting point but primarily as a catalyst for
an industrial transition already under way.
Delhi’s
cargo hub ambitions
India’s vast domestic aviation network could become one of its biggest
competitive advantages, was the unanimous opinion of the five speakers. For
instance, Air India wants to use Delhi not only as an origin-and-destination
airport, but increasingly as a transit hub for shipments coming from production
centers such as Chennai, Bengaluru, Hyderabad, Ahmedabad and Mumbai.
Until
recently, cumbersome domestic-to-international transfer procedures made this
difficult. A new transshipment framework which is in the pipeline could change
that. On the pilot corridor, Chennai-Delhi-Frankfurt, Air India reported that
transfer times fell from 36-48 hours to around five to eight hours.
Simultaneously, the average daily cargo volumes more than doubled.
If the procedure is rolled out further, Delhi could increasingly compete with
hubs such as Dubai, Doha or Istanbul for Indian transit traffic. Delhi already
handles more than one million tons of cargo annually, giving it the scale
required to build such a hub model.
Frankfurt
wants to secure the flow
At the European end, Fraport is preparing for stronger India-related traffic.
COO
Dietmar Focke made it clear that Frankfurt is on its way to positioning itself
as the preferred European gateway for cargo flows from and to India. This
reflects the increasing competition between major gateways for future freight
traffic between India and Europe.
The
executive said that Frankfurt is in a very competitive position. It offers the
market a dense road feeder network, established pharma capabilities, a large
and well-working cargo community, complemented by the global network of
Frankfurt-based Lufthansa Cargo. He admitted, however, that Amsterdam, Paris,
London, Istanbul, and the Gulf hubs are equally interested in the same traffic.
For Lufthansa Cargo, the key question is therefore not only how much Indian
traffic will grow, but which commodities will drive this growth.
Automotive:
India becomes an export base
One particularly significant trend is the growing role of India in the global
strategies of German carmakers. Take the Volkswagen Group. Headed by Škoda in
India, this speaks for India becoming a future export hub for markets in the
ASEAN region, the Middle East, Australia and New Zealand. That marks a shift
from producing primarily in India for domestic buyers, by targeting markets in
the broader Indo-Pacific region.
For
Germany, the consequences are twofold, panelists said. Producing closer to
growth markets can reduce costs, improve competitiveness and secure market
share. At the same time, a deeper localization of production, sourcing and
engineering could gradually shift parts of the value chain away from German
plants and suppliers.
The
key question is therefore not whether German companies manufacture abroad –
which they have done for decades – but how much high-value activity remains in
Germany as overseas production ecosystems become more integrated and
independent from their parents.
From
the air freight perspective, localization can generate new traffic since
automotive plants require machinery, tooling, electronics, prototypes, urgent
supply of spare parts and high-value components. As Indian factories become
integrated into global production networks, cargo flows can increasingly move
in both directions or between Indian factories and plants in Southeast Asia.
The
next growth sectors
Aerospace and defense could add another layer to the existing ones. Companies
such as Tata and Airbus are increasingly scaling up production activities in
India. Both industries are particularly attractive for air freight because
parts tend to be high-value, specialized and time-critical.
The
pending EU-India Free Trade Agreement could further accelerate bilateral trade
once implemented, potentially supporting more balanced eastbound and westbound
cargo flows.
India currently handles around 3.7 million tons of air cargo annually but has
ambitions to reach 10 million tons in the longer term. Ambitious plans, but it
remains to be seen if this target will be achieved.
The
main takeaway of the panel is that India is on its way to becoming an
industrial heavyweight offering fast throughputs of goods thanks to its
airports’ and airlines’ hubbing activities. For Air India, Lufthansa Cargo and
Fraport, the business opportunities are substantial, as indicated by the
panelists. Therefore, the decisive question is who will secure the largest
slice of the growing pie.
Exclusive: Hahn Airport Seeks New CEO
TRIWO
Hahn Airport and its former CEO, Rene Steinhaus, have parted ways “by mutual
agreement” following the end of his probation period. It is likely to have been
one of the shortest tenures of any airport CEO at a German airport, as
Steinhaus had only assumed the position on 01APR26. HHN owner TRIWO AG has not
yet decided on a successor.
Hahn
Airport, located 120 km southwest of Frankfurt, has seen many leadership
changes at the highest levels throughout its eventful history. Nevertheless,
the departure of CEO, Rene Steinhaus, effective 31AUG26, after only six months
on the job, comes as a surprise.
This
is especially true given that he is no newcomer but has many years of
experience in the aviation and transportation industries. He gained this
experience in various roles at Fraport AG, Luxembourg Airport and at the
Swedish company Einride, a specialist in electric and autonomous truck
developments (CFG reported: https://cargoforwarder.eu/2026/03/15/exclusive-steinhaus-to-become-new-ceo-of-hahn-airport)
Local
sources assured this online portal that a letter from TRIWO’s management to the
staff refers to a “mutually agreed separation.” However, this is likely to be
just a diplomatic phrase; no further explanation has been given.
The airport operator, TRIWO AG, is looking for a new CEO – illustration: Company courtesy
Traffic
stagnation…
Insiders claim that Steinhaus failed to acquire a single new passenger or cargo
airline during his brief tenure. Others praise his friendly manner but argue
that he got bogged down in minor details instead of setting clear priorities
for stabilizing the company’s finances. This would include engaging in targeted
discussions with key clients such as Ryanair, Wizzair, Egyptair Cargo and
others to optimize business relationships. A revival of passenger traffic would
have boosted retail and increased revenue from parking fees.
The
air cargo business also failed to gain real momentum during his tenure as CEO,
even though data indicate that tonnage and flight movements rose by about 20%
in 01HY26. While 258,640 metric tons were handled in 2021 – mainly due to the
many irregular flights resulting from the COVID-19 pandemic – the volume
dropped to 106,640 tons last year. Since Steinhaus took the helm at Hahn only
this April, he is not responsible for the decline in volumes. But he failed to
improve the figures notably, critics claim.
…despite
attractive operating conditions
HHN is one of the few German airports with a 24/07/365 operating license and
has no slot restrictions. This makes the place particularly attractive to cargo
airlines preferring flexible takeoff and landing times due to complex
operations. There are, however, shortcomings in its marketing efforts,
observers say.
Steinhaus’s
departure from airport management does not create a vacuum at HHN’s top deck
as, in addition to airport owner Peter Adrian, two managers – Jan Glockauer and
Robert Willems – are legally responsible for the airport’s business activities.
However,
as they have been heavily engaged in the highly diversified affairs of parent
TRIWO AG who acquired Hahn in APR23, neither of them has so far been directly
involved in Hahn’s operational activities. An inquiry sent by CargoForwarder
Global last Thursday (03SEP26) to TRIWO management regarding the appointment of
a new CEO and the stabilization of the airport’s business operations has thus
far remained unanswered.
Without trucking, no air freight
At
the panel that put the Road Feeder Services (RFS) in air cargo under its
microscope, executives from airline, association, and trucking company
backgrounds painted a very diverse picture: driver shortages, overstretched
infrastructure, and political inertia are threatening the ground transport
network that moves roughly one third of all air cargo shipments. But electric
vehicles are on the rise, as orders from DHL, Sovereign Speed, the Andreas
Schmidt Group and other forwarding agents show. This trend is likely to shift
the image of the industry toward clean and climate-friendly RFS.
The
Panel
·
Hendrik Bender, Chief Commercial Officer, Sovereign Speed
GmbH
·
Jason Breakwell, Group Chief Commercial Officer, Wallenborn
Transport S.A.
·
Timo Stroh, Chairman Airfreight Committee of the German
Freight Forwarding and Logistics Association (DSLV)
·
Sümeyye Özcan-Lübbers, Country Manager for Germany,
Austria, and Switzerland, Jan de Rijk Logistics
·
Joachim von Winning, Fraport AG, Director Cargo
Partnership, Moderator
The
panel’s outcome in a nutshell: without a reliable, end-to-end RFS network, the
air cargo supply chain simply does not function.
Driver
shortage: The core challenge
Asked about the industry’s biggest current challenges, panelists pointed
unanimously to the driver shortage. Özcan-Lübbers highlighted strict
regulations for non-EU drivers, whose qualifications are frequently not
recognized, compounding the problem. There is also an image issue at play:
while piloting an aircraft is seen as glamorous, driving a truck is not –
making the profession harder to sell to new talent.
The
numbers underline the urgency. The industry faces between 300,000 and 400,000
unfilled driving positions over the next five years, even as 20% of the current
driver workforce heads into retirement. At the same time, expected growth in
air cargo volumes is projected to drive a 34% increase in demand for truck
transport by 2040 – a challenge compounded by additional risks such as low
water levels on rivers, which can disrupt alternative transport routes.
These
risks will surely not diminish in future, speakers agreed.
Panelists also sharply criticized policymakers for not taking action but
shifting the issue onto the trucking companies’ shoulders instead. However, one
ray of hope is the EU initiative to establish parking spaces at 50-kilometer
intervals along major European trucking routes within the next ten years,
enabling drivers to rest.
Yet,
since driver shortage is not a German problem alone, the panelists urged
European policymakers to push this issue harder in Strasbourg and Brussels. Due
to the driver shortage, their salaries have lately grown by double digits, a
trend the market will need to accept. The panelists regretted that the
demanding working conditions and the truck drivers’ daily commitment to
maintaining supply chains, are still significantly underappreciatedby the broad
public.
Infrastructure:
Growth outpacing capacity
Sovereign manager, Bender turned the attendees’ attention to what he called an
“underestimated issue”: the infrastructure itself. Investment in new
terminals, warehouses, and parking capacity is taking place, but faces
significant headwinds – including weekend and night driving bans and
long-running road construction processes that cannot keep pace with planned
growth. As an example, he cited Frankfurt Airport’s plan to increase cargo
volumes from currently 2 to 3 million tons, without a corresponding expansion
of the infrastructure outside the fence, needed to support it.
A
possible solution would be to move registration and documentation processes
outside the airport fence entirely, so that trucks only enter the airport once
assigned a valid delivery slot to the warehouse. Truck parking could similarly
be relocated off-site – though parking capacity itself is not the core issue;
the real bottleneck is loading and unloading times for time-critical goods. At
warehouses, the infrastructure is improving, however limited workforce at the
facilities are a hindrance, although slot management at FRA already outperforms
other airports, as data evidences.
Electrification
and Autonomous Driving
The conversation also turned to technology. Semi-autonomous driving is already
a reality on the road today, and the panelists expect artificial intelligence
to increasingly optimize load planning, reduce empty legs, and multiply overall
efficiency – though adoption in Germany lags behind markets like Sweden.
Progress
on electrification has been rapid. Five years ago, electric trucks had a range
of just 100 to 150 kilometers per charge; today that figure stands at around
450 kilometers, with vehicles offering up to 700 kilometers already on the
market. This is fundamentally reshaping route planning, which increasingly
needs to be built around truck battery levels and charging infrastructure
rather than the most efficient route alone.
Pricing
for electric trucks is converging with diesel, though Chinese manufacturers
pose significant competitive pressure thanks to lower production costs and
longer ranges – up to 1,000 kilometers. Reduced toll rates for electric trucks,
combined with rising CO2 levies on diesel, should considerably accelerate the
break-even point for electric fleets; and charging infrastructure is now a
mandatory consideration when planning new warehouse builds.
Security:
Organized Crime on the Rise
The panelists flagged security as another growing concern. A shortage of secure
parking spaces along motorways and interstates encourages theft, particularly
around the Christmas/New Year period.
Simultaneously,
crime targeting the trucking sector is becoming increasingly organized –
starting with small-scale pilferage and escalating from there by organized
crime groups – with documented losses from cargo theft already running into the
millions. The proposed remedy: expanding secure parking capacity and rolling
out awareness training for drivers and staff.
Beside
a shortage of secure, guarded parking spaces, there is also a lack of proper
sanitary facilities for drivers.
Conclusion:
“Together we are stronger”
In the closing round, the panelists agreed that the industry needs most
urgently are filled driver seats and clean, secure parking infrastructure. As a
structural response, they announced that plans for a European industry
association dedicated to RFS issues, are already well advanced – modelled on
practical improvements pushed forward at Rhine-Main Airport by the Air Cargo
Community Frankfurt.
The
new body is expected to be officially unveiled by the end of this month, with a
mandate covering safety, security, sustainability, and infrastructure within
and outside the airport fences. “We need to speak with one voice,” Moderator
Joachim von Winning concluded: “Truckers, handling agents, airports,
airlines and customs authorities. Because we all share a common interest: to
make the supply chain fast, resilient, and secure from beginning to end, for
the benefit of the entire ecosystem.” Plans include the creation of a
dedicated RFS standard – modelled on the existing SGHA (Standard Ground
Handling Agreement) framework – to establish consistent quality benchmarks
across the industry. CargoForwarder Global will report.
Isabella
Zörner
First Leipzig drone attackers
identified
According
to credible sources, German security authorities have identified two of the
four perpetrators who carried out three drone attacks at Leipzig-Halle Airport.
DNA evidence led to this breakthrough in the investigation. On 04AUG26, the
four suspects operated three drones in the vicinity of the airport, two of
which were loaded with highly explosive materials. The devices did not explode
thanks to the courageous intervention of an airport employee and technical
malfunctions.
Right
after the attempted attack, security experts expressed their belief that
Russian sources initiated the hybrid attack. Their reasoning: one of the drones
carried a device filled with 600 grams of highly explosive material. It was
spotted and neutralized by an airport employee near two AN-124 transport
aircraft belonging to Ukraine’s Antonov Airlines, parked on the apron. Further
evidence pointing to the drones’ Russian origin was the plastic explosive
material “Semtex” – known, to be commonly used be the Russian intelligence
service, analyzed by German and foreign experts in specialized laboratories,
known to be commonly used by the Russian intelligence service.
Crushing
evidence
EU Foreign Affairs Commissioner Kaja Kallas has now also publicly emphasized
these facts on the sidelines of an EU defense ministers’ meeting in Wicklow,
Ireland. There is crushing evidence that Moscow is involved in the
explosive-laden drone incident, she said. The EU will determine the final steps
to take against Moscow in consultation with the German government.
Meanwhile,
German security services have identified two of at least four suspects involved
in the Leipzig attack. According to consistent reports from various media
outlets, they are a Russian-born individual with a Latvian passport and a
Russian passport holder from Belarus. Investigators confirmed they had
identified the Belarusian suspect’s DNA on pieces of evidence which enabled
them to trace and reconstruct his travel itinerary. According to the findings,
he entered the Schengen Area on an Italian visa.
The
second suspect is said to have played a key role in planning the attack. The
mastermind of the assault reportedly landed at BER at the end of July, went on
to the state of Saxony, and left Germany just two days before the failed
attack.
As
the tabloid Bild reports, investigators are searching for
other individuals, traces of whose DNA authorities were able to detect, or
whose cell phone signals were picked up by nearby cell towers.
Will
the counter measures impress Putin?
As a result of the drone attack and ongoing hybrid threats, the German
government has ordered the closure of the Russian Consulate General in Bonn as
of 18SEP26, as well as the Russian House in Berlin. Originally founded to
promote cultural exchange, it has, according to intelligence reports, long
since been transformed into a spy hub.
In
addition, the Berlin government has announced that it will add further
individuals from Putin’s inner circle or allied organizations to EU sanctions
lists and tighten entry controls for Russian nationals. Furthermore, Berlin,
together with Brussels, wants to significantly step up pressure on the Russian
shadow fleet. Moscow uses a substantial portion of the proceeds from oil sales
to finance its war of aggression against Ukraine.
Ultimately,
the German government, in consultation with the EU, has decided to
significantly increase its military support for Ukraine in its struggle against
the Russian militia. Germany is already Ukraine’s strongest supporter,
following the U.S.’s withdrawal since Trump took office.
According
to Reuters, EU Commission President Ursula von der Leyen described
the drone attack in Leipzig as “a new level of escalation on European soil.”
She stated that it was an attack carried out by Russian agents using military
equipment. Had the attack succeeded, it could have been fatal.
NATO
Secretary General Mark Rutte also sounded the alarm, stating that Russia is
acting with increasing recklessness. He announced that the EU and NATO would
therefore continue to increase pressure on Moscow.
Escalating
hybrid attacks
The recent drone assaults are part of a series of other attacks or attempted
attacks on German institutions and individuals. For example, several executives
of major defense contractors were spied on for weeks by informants to create a
profile of their movements. They are now under constant police protection.
Three
attempted attacks on cargo planes operated by the parcel delivery service DHL
were orchestrated on behalf of the Russian intelligence service, FSJ. A
criminal trial against five suspects involved in the attempts is currently
underway in Vilnius, Lithuania. They are accused of planning acts of terrorism
and sabotage on behalf of Russian intelligence agencies. According to
investigators, the defendants are alleged to have sent disguised incendiary
devices via the parcel services DHL and DPD in JUL24 (CFG
reported).
The
Kremlin responds with threats
Moscow reacted immediately to the sanctions imposed by the German government in
response to the Leipzig drones and the ongoing hybrid warfare. The Kremlin
ordered the closure of the German Goethe Institutes in Russia and announced
that it would be taking further measures.
Former
Russian President Dmitry Medvedev accused Germany of having itself orchestrated
the drone attack on Leipzig Airport as an example of its extremely russophobic
policy. He denounced the current German government as “neo-Nazis” exclusively
serving the interests of Ukraine. He also threatened Berlin with “punishment”. “You
deserve a direct strike against all German military technology production
facilities,” wrote the Kremlin politician – known for his inflammatory
rhetoric – on Telegram.
The
drone attack on Leipzig Airport is unlikely to have been the last of its kind
on NATO territory.
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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