JUPITER SEA & AIR
SERVICES PVT. LTD, EGMORE – CHENNAI, INDIA.
E-MAIL : Robert.sands@jupiterseaair.co.in Mobile : +91 98407 85202
Corporate News
Letter for Thursday September 24, 2026
Today’s
Exchange Rates
|
Currency ▲ |
Price |
Change |
%Change |
Open |
Prev.Close |
|
95.725 |
0.125 |
0.130753 |
95.56 |
95.60 |
|
|
1.1415 |
-0.0034 |
-0.296966 |
1.1449 |
1.1449 |
|
|
127.3321 |
-0.4832 |
-0.378046 |
127.3107 |
127.8153 |
|
|
109.306 |
-0.312798 |
-0.28535 |
109.2709 |
109.6188 |
|
|
157.884 |
0.494003 |
0.313872 |
157.39 |
157.39 |
|
|
1.3296 |
-0.005 |
-0.374644 |
1.3346 |
1.3346 |
|
|
0.6064 |
-0.0018 |
-0.295955 |
0.6075 |
0.6082 |
/// Sea Cargo News ///
Hazira Welcomes T.S.
Lines’ CWX2 Service on Maiden Call
Hazira Port has welcomed the T.S. Lines CWX2
service on its maiden call, strengthening the port’s connectivity with key
markets and adding another liner service to its container shipping network.
The new service provides exporters and
importers using Hazira with an additional shipping option for moving
containerised cargo through regional trade routes. The call is expected to
support more efficient connections for businesses in Gujarat and surrounding
industrial regions.
T.S. Lines operates container shipping
services linking major ports across Asia and other international markets. The
addition of the CWX2 service at Hazira further expands the carrier’s presence
in India’s growing container trade.
Hazira has developed into an important
gateway for containerised and industrial cargo, serving manufacturing and
export-oriented industries across western India. Its location in Gujarat
provides access to major production and consumption centres through road and rail
networks.
The maiden call also highlights the continued
expansion of shipping connectivity at Indian ports as carriers adjust their
networks to meet changing cargo demand and strengthen links with international
markets.
The introduction of the CWX2 service is
expected to provide customers with greater routing flexibility and support the
movement of Indian export and import cargo through Hazira.
Maersk Expands Fleet
With 26 Newbuildings
A.P. Moller-Maersk has confirmed orders for 26 large container vessels, marking a major expansion of its newbuilding programme as the carrier moves to strengthen and renew its fleet.
The 26 vessels will each have a capacity of
18,600 TEUs, adding a combined 483,600 TEUs of new capacity to Maersk’s
orderbook. The ships are scheduled for delivery in 2029 and 2030.
The newbuildings will feature dual-fuel
engines capable of operating on LNG and conventional bunker fuel, supporting Maersk’s
strategy of increasing fuel flexibility while preparing its fleet for
lower-emission operations.
The carrier has been ordering dual-fuel
vessels as part of its longer-term fleet renewal programme.
Maersk had already ordered eight 18,600 TEU
vessels from China’s New Times Shipbuilding in February, with deliveries
planned for 2029 and 2030. Those ships were described as offering greater
deployment flexibility compared with the largest vessels currently entering the
market.
The 26 ship programme will give Maersk
additional capacity to support future network requirements while replacing
older tonnage. It also reflects the carrier’s continued investment in dual-fuel
technology as the container shipping industry responds to tighter environmental
requirements and evolving fuel options.
The company has not disclosed the total value
of the latest 26 vessel contracts or all shipyard details. The programme
never-theless represents a substantial increase in Maersk’s new building
commitments and is expected to shape its fleet capacity through the end of the
decade.
Global Port Congestion
Climbs Toward 4 Million TEUs
Global container port congestion has reached elevated levels as stronger-than-expected peak-season demand, weather disruptions and operational constraints continue to tie up vessel capacity.
According to DHL Global Forwarding’s
September ocean freight market update, global port congestion is approaching 4
million TEUs, keeping effective container shipping capacity under pressure.
Global ocean freight demand has increased 5%
year to date, supported by continued growth in Asian export volumes, while
peak-season headhaul demand remains stronger than anticipated. Linerlytica data
cited by industry sources has put the amount of containership capacity waiting
at ports even higher, at around 4.3 million TEUs.
This represents about 12.6% of the global
container fleet, although the proportion remains below the 15.7% share recorded
during the pandemic-era congestion peak in 2022 because the global fleet has
expanded substantially since then.
A major source of disruption has been East
Asia, where successive typhoons have affected vessel schedules and created
significant queues at major Chinese gateways. Vessel waiting times at Shanghai,
Ningbo-Zhoushan and other ports have reached several days with some terminals
reporting waits of up to 10 days.
The extended peak season is adding further
pressure. The US National Retail Federation expects September to be the busiest
month of 2026 at major US container ports, with projected imports of 2.31
Million TEUs, up 9.6% year on year. Weather related delays and changes to
Panama Canal routings have contributed to the extended peak.
Hapag-Lloyd
introduces emergency surcharge for Jeddah–Aden cargo
Hapag-Lloyd will apply a Middle East Emergency Surcharge to Aden-bound cargo transported from Jeddah through an alternative feeder arrangement.
The carrier introduced the solution due to
the continuing security situation around the Bab el-Mandeb Strait.
Affected cargo currently located in Jeddah
will move to Aden using a third-party feeder service. Customers must arrange
customs clearance and container collection after the cargo arrives in Aden.
Middle East Emergency Surcharge levels
|
Container type |
20-foot container |
40-foot container |
|
Dry |
US$1,700 |
US$3,400 |
|
Reefer |
US$2,200 |
US$4,400 |
|
Dangerous goods |
US$2,500 |
US$5,000 |
The surcharge will apply in addition to the
relevant freight rate, War Risk Surcharge and other applicable port-related
charges.
Hapag-Lloyd said the alternative arrangement
aims to limit further delays to affected shipments.
COSCO
returns to Suez Canal as OOCL Portugal makes southbound transit
COSCO Shipping Lines has made its first
southbound transit through the Suez Canal since the Red Sea and Bab el-Mandeb
tensions disrupted shipping patterns, according to the Suez Canal Authority
(SCA).
The milestone came with the transit of the
OOCL Portugal on 16 September. The vessel was sailing from Belgium to China as
part of the north convoy, the SCA said.
OOCL Portugal returns to Suez route
OOCL Portugal is deployed on the NEU2 service
operated by the Ocean Alliance, connecting major ports in the Far East and
Northwest Europe.
The vessel has a capacity of 24,188 TEUs and
measures approximately 400 metres in length and 61.3 metres in width, according
to OOCL vessel data.
The SCA described the transit as significant
because it represents COSCO Shipping Lines’ first southbound passage through
the Canal since tensions in the Red Sea and Bab el-Mandeb affected shipping
through the region.
Container ship tonnage rises 54%
The transit comes as container ship traffic
through the Suez Canal shows signs of recovery.
Container ship net tonnage reached
approximately 72.1 million tonnes between January and August 2026. This
represents an increase of 54.2% from 46.7 million tonnes during the same period
last year, according to SCA figures.
The authority also said services operated by
CMA CGM, Maersk, MSC, Hapag-Lloyd and COSCO have returned to the Canal on
Europe-Asia trades.
On 16 September alone, 39 vessels transited
the Suez Canal, representing total net tonnage of approximately 2.3 million
tonnes.
The latest transit adds to signs of a gradual
return of container shipping activity through the Suez route following the
disruption that pushed many Asia-Europe services around the Cape of Good Hope.
Beyond
Container Liner Shipping: Moving Oversized and Mixed Cargo by Breakbulk Vessel
Successful breakbulk shipments require
coordination between the cargo owner, shipbroker, vessel operator, port and
lifting specialists.
A useful starting point is to distinguish
container liner shipping from the physical use of containers as cargo units.
Containers may form part of a mixed breakbulk shipment and be carried aboard a
multipurpose or general cargo vessel alongside machinery, steel structures and
other non-containerised units. In such cases, the container remains a practical
method of packing and protecting smaller components, while the voyage itself is
planned and performed as a breakbulk or multipurpose shipment.
Container shipping has transformed global
trade by making cargo movements more standardised, predictable and scalable.
For a large proportion of manufactured goods, the container remains the most
practical transport unit. It protects the cargo, simplifies handling and allows
shippers to use established liner services across an extensive network of
ports.
However, not every shipment can be adapted to
container dimensions or handled safely within the limits of standard container
equipment. Industrial machinery, transformers, pressure vessels, construction
equipment, steel structures and prefabricated components may exceed the
permissible dimensions or weight of standard containers and flat racks. In such
cases, attempting to force the cargo into a container-based solution can
introduce unnecessary risk, cost and operational complexity.
The correct question is not simply whether a
cargo can physically be placed on container equipment. Cargo owners must
determine whether container transport remains the most practical solution after
considering dimensions, weight distribution, lifting requirements, route
restrictions and the total cost of handling.
When a Standard Container Liner Solution Is
No Longer Sufficient
Standard dry containers offer fixed internal
dimensions and relatively straightforward handling. Open-top containers and
flat racks extend these possibilities, particularly for cargo that is
over-height or over-width. Nevertheless, they also have operational
limitations.
The cargo must remain within the structural
capacity of the equipment. Its weight must be distributed correctly, and
suitable securing points must be available. Significant over-width or
over-height can restrict where the unit may be positioned on a container vessel
and may result in the loss of several adjacent container slots. This lost
capacity is normally reflected in the freight calculation.
Terminal equipment and inland infrastructure
create additional restrictions. Even when an ocean carrier accepts the cargo,
the flat rack must still be transported to the loading terminal and from the
discharge terminal to its final destination. Road permits, bridge clearances,
turning radii, overhead cables and terminal lifting capacity may determine
whether the proposed container solution is genuinely workable.
Container liner schedules can also be less
flexible when specialised lifting arrangements or extended port operations are
required. A vessel operating within a tightly controlled schedule may not be
able to accommodate cargo that requires non-standard handling, additional crane
time or complex coordination between several contractors.
Why
Breakbulk Becomes the Better Alternative
Breakbulk transport allows cargo dimensions, lifting arrangements and stowage positions to be assessed individually.
Breakbulk and multipurpose shipping allow
cargo units of different types and dimensions to be loaded directly aboard a
conventional general cargo, multipurpose or heavy-lift vessel. A mixed shipment
may also include containers carried alongside machinery, steel structures and
other non-containerised units.
This approach offers greater flexibility in
the dimensions and weights that can be accepted. Cargo can be loaded into the
vessel’s holds, secured on deck or positioned in another suitable location
according to its technical characteristics and the vessel’s capabilities.
For cargo owners, the principal advantage is
not simply additional space. A breakbulk fixture can be planned around the
cargo itself. Vessel selection may consider hatch dimensions, deck strength,
crane capacity, lifting outreach, hold configuration, permissible deck loading
and the suitability of the loading and discharge ports.
Professional breakbulk cargo
chartering therefore begins with a technical assessment
rather than an immediate freight quotation. The shipbroker must understand the
cargo, the intended route and the proposed operating method before approaching
suitable vessel owners.
The Information Required Before Vessel
Selection
Accurate cargo information is essential. A
basic description such as “one industrial unit” or “heavy machinery” is not
sufficient to identify a vessel or calculate realistic freight.
The shipbroker will normally require:
·
Exact dimensions and gross weight of every
cargo unit
·
Technical drawings and photographs
·
The location and capacity of lifting points
·
The centre of gravity, where relevant
·
Supporting and securing requirements
·
Details of transport saddles, frames or
packing
·
The cargo readiness date
·
The proposed loading and discharge ports
·
Any restrictions affecting the handling
method
Small differences can materially change the
available vessel options. A unit weighing 80 tonnes may be suitable for a
geared multipurpose vessel, while a heavier unit could require two cranes
operating in tandem or external shore cranes. Similarly, cargo that fits inside
the hold at its widest point may still be unable to pass through the hatch
opening.
The dimensions must therefore be checked
against the complete loading path, not merely the available space at the final
stowage position.
Vessel Cranes and Shore Cranes
The choice between vessel cranes and
shore-based lifting equipment can determine which ports and ships are suitable.
A vessel equipped with sufficiently powerful
cranes may provide greater flexibility, particularly at ports where shore
equipment is unavailable or limited. Some multipurpose vessels can combine two
cranes for a tandem lift, but the total safe working load is not the only
consideration. Crane outreach, cargo position alongside the vessel,
lifting-point geometry and the coordination of both cranes must also be
assessed.
Shore cranes may offer greater lifting
capacity, but their availability must be confirmed for the intended dates. The
berth must also provide sufficient working space and ground-bearing capacity
for the crane and its supporting equipment.
Neither method should be assumed before the
lifting plan has been reviewed. A freight quotation based on an incorrect
lifting assumption may appear attractive initially but become unusable once the
actual operational requirements are established.
Port
Suitability Can Decide the Entire Transport Plan
Container being loaded aboard a general cargo vessel as part of a mixed breakbulk shipment.
A suitable vessel does not automatically make
the voyage feasible. Both ports must be capable of receiving the vessel and
handling the cargo safely.
The assessment may include berth length,
permissible draught, water depth, air-draught restrictions, tidal limitations
and the availability of pilots and tugs. For heavy or oversized cargo, the
terminal must also confirm crane access, quay strength, storage arrangements
and the route between the berth and the port gate.
At the discharge port, the cargo may require
direct delivery from the vessel to a heavy-haul trailer. If the trailer cannot
be positioned alongside the vessel or cannot leave the terminal because of
infrastructure restrictions, the proposed discharge operation may need to be
redesigned.
These matters should be investigated before
the vessel is fixed. Discovering a port restriction after signing the charter
party can result in delays, additional equipment costs or even a change of
port.
Freight Must Be Evaluated as a Total
Transport Cost
Breakbulk freight is often compared directly
with the ocean freight quoted for a flat rack or other specialised container
equipment. This comparison can be misleading if it excludes the complete
transport chain.
A container-based quotation may include
additional costs for special equipment, slot losses, lifting, securing,
terminal handling, storage and repositioning. Oversized equipment may also face
restrictions at transhipment hubs, increasing the risk of delay.
A breakbulk voyage may involve a higher basic
ocean freight but reduce the number of handling stages. Depending on the cargo
and route, direct shipment between suitable ports can avoid transhipment and
allow loading and discharge arrangements to be organised specifically for the
cargo.
The lowest quoted ocean freight is not
necessarily the lowest final transport cost. Cargo owners should compare the
complete operational scope, including all handling, securing, port and inland
transport requirements.
Contractual Details Matter
Once a suitable vessel and operating plan
have been identified, the charter-party terms must reflect the actual
responsibilities of each party.
The agreement should clearly address who
provides cranes, lifting gear, spreader beams, stevedores, lashing materials
and engineering support. It should also define the agreed loading and discharge
rates, laytime provisions, weather interruptions and the consequences of
delays.
Cargo readiness is especially important. A
vessel fixed for a specific laycan cannot wait indefinitely because
manufacturing, customs formalities or inland delivery have not been completed.
If the cargo misses the agreed window, the commercial consequences may include
detention, demurrage or cancellation.
Technical and contractual planning must
therefore proceed together. A workable lifting plan does not protect the cargo
owner from poorly defined commercial obligations.
Making the Decision Early
The choice between container equipment and a
breakbulk vessel should be made early in the planning process. Waiting until a
container carrier rejects the cargo can leave insufficient time to identify
suitable vessels, verify ports and negotiate realistic charter terms.
Early assessment allows the shipbroker to
compare alternatives and determine whether the shipment should move as
out-of-gauge containerised cargo, conventional breakbulk cargo or project cargo
requiring a specialised heavy-lift solution.
Container shipping remains the natural choice
for standardised cargo. But when dimensions, weight or handling requirements
exceed its practical limits, a breakbulk vessel should not be treated merely as
a last-minute alternative. With proper technical information and coordinated
planning, it can provide the safer, more direct and commercially reliable
solution.
Author Biography
Konstantin Kalnyi is the CEO and Founder of
Kiev Shipping Ltd and an international shipbroker with more than 25 years of
experience. Since 2000, he has arranged more than 350 voyages involving dry
bulk, breakbulk, project and general cargoes.
Yang Ming
adds 15,500 TEU LNG dual-fuel vessel to MS2 service
Yang Ming Names 15,500 TEU LNG Dual-Fuel Container Vessel ‘YM Weight’ for Asia–West Mediterranean MS2 Service
Yang Ming Marine Transport has named YM
Weight, the fourth of five 15,500 TEU-class LNG dual-fuel containerships
being built by HD Hyundai Heavy Industries (HD HHI).
The naming ceremony took place on 17
September at the HD HHI shipyard in Ulsan, South Korea. Following delivery, YM
Weight will be deployed on Yang Ming’s Asia–West Mediterranean MS2 service.
Fourth LNG dual-fuel vessel joins Yang Ming
fleet
YM Weight has
a capacity of approximately 15,600 TEUs. The vessel is 364.97 metres long and
51 metres wide, and is powered by a high-pressure dual-fuel engine capable of
using LNG or low-sulphur fuel oil.
In addition to its dual-fuel propulsion
system, the containership is equipped with several energy-saving technologies.
It also features integrated navigation, equipment monitoring and maritime
satellite systems.
The vessel is jointly classed by CR
Classification Society and the American Bureau of Shipping (ABS). Following
underwater noise measurements, it received separate noise-related notations
from both classification societies.
Yang Ming said these measures are designed to
limit the impact of vessel operations on marine life.
Yang Ming prepares crews for LNG operations
The addition of YM Weight comes as
Yang Ming continues to train seafarers for its growing alternative-fuel fleet.
So far, 148 Yang Ming officers have completed
advanced IGF Code training. They will continue with onboard training aboard
LNG-fuelled vessels, including practical experience with alternative-fuel
bunkering.
Captain Ming-Yeong Pan will serve as the
delivery captain of YM Weight. According to Yang Ming, he was the first
seafarer in Taiwan to receive an Advanced Training Certificate under the IGF
Code from the country’s Maritime and Port Bureau.
YM Weight to operate on MS2 service
Yang Ming will directly manage and operate YM
Weight on its MS2 service between Asia and the West Mediterranean.
The announced rotation is Pusan – Shanghai –
Ningbo – Kaohsiung – Shekou – Singapore – Cape of Good Hope – Tangier –
Valencia – Barcelona – Genoa – La Spezia – Fos – Cape of Good Hope – Singapore
– Laem Chabang – Cai Mep – Yantian – Pusan – Long Beach – Oakland – Pusan.
The delivery leaves one more vessel to join
Yang Ming from the five-ship LNG dual-fuel series being built by HD HHI.
/// Air Cargo News ///
Boeing to continue producing 777Fs
after FAA approves emissions exemption
The
Federal Aviation Administration (FAA) has granted Boeing an emissions exemption
for its 777 freighter that will enable the aircraft manufacturer to continue
selling them beyond the end of 2027.
The
decision by the FAA means that Boeing, which
filed its emissions exemption request in December and had requested that
the exemption be approved by 1 May, can sell 35 more 777Fs that will be be
eligible for a Certificate of Airworthiness.
The
approval gives the widebody freighter market a huge boost as the sector was
facing a supply shortage.
As
well as meeting continued 777F demand, the exemption will also enable Boeing to
bridge the gap until its new generation 777-8 freighter comes to market.
“This
exemption goes into effect on January 1, 2028, and applies to issuance of the
first certificates of airworthiness for up to thirty-five 777F airplanes
through January 1, 2031, unless sooner superseded or rescinded,” said the FAA
decision document published on 16 September.
In
last year’s petition document for the 777F emissions exemption, Boeing had
pointed out that although the 777-8F will operate within fuel-efficiency
limits, the model would not yet be on the market when the 777F could no longer
be certified by the FAA.
The
FAA added in the exemption approval document that it acknowledged “the
practical benefits of permitting limited 777F production until its successor is
available”.
The
777-8F was originally anticipated to come to market in 2027, but in October
2024, Boeing announced it would delay launch until 2028.
Boeing
recorded a total of 15
777 freighter orders and 35 777 freighter deliveries last year. The
company’s order and deliveries data shows 18 777Fs have been delivered to
customers so far this year.
Singapore approves cargo partnership
between Qatar, IAG and MAB Kargo
Singapore
has approved the proposed ‘metal neutral’ cargo partnership between Qatar
Airways, IAG Cargo and MAB Kargo that includes co-operation on scheduling,
pricing and sales.
The
Competition and Consumer Commission of Singapore (CCS) said that the joint
business agreement (JBA) is unlikely to eliminate competition on affected
routes.
CCS
also assessed that the Proposed JBA could generate market benefits such as a
wider network and better cargo services that more than make up for the
reduction in competition on those routes.
The
three airlines initially applied to the CCS for approval for their partnership
in January, with approval finally being granted on 16 September.
According
to the application, there are 30 overlapping routes that include Singapore.
The
CCS said in the initial application documents that the partnership aimed to
achieve metal neutrality in respect of the provision of air cargo
transportation services on the relevant routes.
CCS
described metal neutrality as a cooperative airline arrangement where partners
“jointly manage capacity and pricing whilst sharing profits equally, making
them indifferent to which airline’s plane or ‘metal’ carries the cargo”.
The
proposed agreement would cover services across Asia Pacific, the Middle
East, Africa, Europe, and Americas routes and would generate “significant
consumer and economic benefits and efficiencies”, the applicants said.
Other
claimed benefits of the arrangement are: Cost-effective and efficient cargo
operations, resulting in higher quality air cargo services and expedited
transfers of shipments; enhanced cargo network and
capacity; elimination of double marginalisation; cost
synergies; wider range of products, services and rate options;
and streamlined sales and integrated customer experience.
The
three airlines announced they would launch a joint global cargo business in April 2025 and
provided more details on the plans at a press conference at the Air Cargo
Europe event.
The
three cargo divisions said the unique partnership would align cargo from booking to delivery, across
their networks.
The
Qatar-IAG-MAS partnership aims to ensure bookings with any of the airlines will
be integrated and visible across all operating systems, covering the whole
combined network.
Real-time
tracking, product/service alignment for various verticals and a singular
loyalty programme – Avios – will also be used.
The
aim is to ensure that shipments are treated equally throughout the combined
network, regardless of which airline a customer or forwarder originally booked
with, they explained at the press conference.
Majority of FedEx’s MD-11Fs now back in
action
FedEx
is now operating the vast majority of its fleet of MD-11F aircraft following
the model’s temporary grounding last year.
Data
from the flight-tracking website FlightRadar24 shows that of the 28 MD-11Fs
listed as being part of the FedEx fleet, 20 have conducted flights over the
last seven days.
Most
of the aircraft have been operating on the express giant’s US and Canadian
network, although there have been a couple of flights to Singapore in the last
week.
Speaking
in June, the company’s chief executive and president, Rajesh Subramaniam, said
he hoped to have all aircraft back in operation in time for this year’s fourth-quarter peak season.
At
the time, FedEx was operating four of the aircraft. It began the process of
re-integrating its MD-11Fs in May.
The
model was grounded back in November after the US Federal Aviation
Administration (FAA) issued an Emergency Airworthiness Directive (AD) that
ordered owners and operators of MD-11 freighters to inspect their aircraft for
faults following the fatal crash of a UPS MD-11F on 4 November last year.
The
accident resulted in the deaths of three pilots onboard and 12 people on the
ground.
US investigators have been seeking to understand why a
history of bearing failures on Boeing MD-11 pylons did not lead to sufficient
corrective action before last November’s accident.
Fatigue
in the bearing race housed between two pylon bulkhead lugs — which anchor the
aft section of the engine pylon to the wing — could cause the race to split and
migrate, leading to abnormal stress on the lugs.
The
National Transportation Safety Board believes a stress fracture of both lugs,
resulting in aft pylon detachment from the wing, caused the UPS MD-11F’s left
engine to pivot upwards and separate on rotation.
Multiple
instances of similar bearing race failures on MD-11 pylons, including three on
FedEx aircraft since June 2020, were detailed on 19 May during the opening day
of the safety board’s hearing into the accident.
As
well as FedEx, US freighter airline Western Global also started the process
of returning
its four MD-11 freighters to operation in May, with at least three of the
aircraft now conducting regular flights.
In
contrast to FedEx and Western Global, UPS retired all its MD-11Fs in the fourth quarter of 2025
and said it will replace these aircraft with Boeing 767Fs.
Although
FedEx decided to continue operating MD-11Fs, it has retired five of the type.
EFW redelivers the last of five
A330-200P2Fs to EgyptAir Cargo
German
freighter conversion firm Elbe Flugzeugwerke (EFW) has redelivered the last of
five Airbus A330-200 passenger to freighter (P2F) aircraft to EgyptAir Cargo.
As
the launch customer for the A330-200P2F, EgyptAir has worked closely with EFW
on the programme. The airline signed up for the converted freighter in 2015 and
received the first aircraft in 2018.
With
this latest converted aircraft, EFW has now successfully redelivered all nine
freighters from different Airbus widebody generations for the Egyptian carrier
to-date from its facilities in Dresden, Germany.
“The
completion of this project is another testament to the strong relationship
between EgyptAir and EFW, built on mutual trust, technical excellence and a
shared commitment to meeting the growing demand for efficient air cargo
solutions,” said Lee London, senior vice president sales & marketing, EFW.
“We
are proud to support EgyptAir’s cargo operations with highly capable and
efficient freighter aircraft and thank the team for their continued confidence
in our expertise.”
“The
successful redelivery of this Airbus A330-200P2F is an important achievement in
our cooperation with EFW. We appreciate EFW’s expertise, commitment, and the
close collaboration between both teams throughout the programme. We value our
longstanding relationship with EFW and look forward to its continued
development,” said Ihab Eltahtawy, chief executive and chairman of EgyptAir.
EFW
launched the A330-300/200P2F conversion programme in 2013 as part of a joint
venture with Airbus and ST Aerospace of Singapore.
Qatar, IAG and MASkargo continue roll
out of global partnership
Image: © IAG Cargo
Qatar
Airways Cargo, IAG Cargo and MASkargo have completed the first customer
shipment that covered all three networks in what the partners have described as
a “key milestone” in the rollout of their joint business agreement later this
year.
The
successful first trilateral shipment saw 11 tonnes of copper foil – used for
electronics and electric vehicle battery production – transported from Kuala
Lumpur (KUL) to Chicago O’Hare (ORD) via Doha (DOH) and Dublin (DUB).
“Shipped
from Malaysia, a leading electronics manufacturing hub, this movement
underscores the value of the future Global Cargo Joint Business in connecting
production centres with global demand markets through a highly integrated
network,” the partners said in a press release.
“The
shipment provides an early demonstration of how customers will benefit from the
combined strengths of the three airlines, with cargo moving seamlessly across
multiple carriers, hubs and regions through a coordinated global network,” the
companies added.
The
partnership was announced in 2025 and will offer more than 400 destinations
worldwide through a single network.
The
three carriers will continue operational trials and integration activities
ahead of the planned launch later this year.
IAG
Cargo chief executive David Shepherd said: “Completing our first trilateral
customer shipment is a significant milestone as we continue preparations for
the launch of the Global Cargo Joint Business, which will redefine
international air cargo.
“As
we progress towards full launch, our focus remains on delivering a coordinated
proposition that provides tangible benefits for customers across the global
airfreight market.”
Mark
Jason Thomas, chief executive at MASkargo, added: “For MASkargo, seeing this
first shipment move from Malaysia across our partners’ networks demonstrates
the potential of this collaboration to strengthen the link between Asia’s
production centres and global demand.”
Mark
Drusch, chief officer cargo at Qatar Airways, highlighted: “For our
customers, this is about creating a simpler, more connected experience and
demonstrates the strength of our collaboration.”
The
partnership recieved another boost earlier in the week when the Competition and
Consumer Commission of Singapore (CCS) approved the proposed ‘metal neutral’
cargo partnership.
The
Competition and Consumer Commission of Singapore (CCS) said that the joint business agreement (JBA) is unlikely to eliminate
competition on affected routes.
CCS
also assessed that the Proposed JBA could generate market benefits such as a
wider network and better cargo services that more than make up for the
reduction in competition on those routes.
Earlier
this year, IAG Cargo was appointed as the ground handling agent for Qatar Airways Cargo
in Dublin and Madrid, two of the Joint Business’ strategic hubs.
Alongside
the introduction of MASkargo handling operations at London Heathrow last year,
these developments have supported the operational integration required to
deliver the Joint Business.
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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