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  September  30,  2026

 

Today’s Exchange Rates

Currency ▲	Price	Change	%Change	Open	Prev.Close	Day's Low-High
USD/INR	95.98	-0.009995	-0.010412	96.02	95.99	95.95 - 96.1575
EUR/USD	1.1351	-0.002	-0.175884	1.1371	1.1371	1.1333 - 1.1374
GBP/INR	126.9212	-0.339096	-0.266459	127.2257	127.2603	126.9212 - 127.3346
EUR/INR	108.7889	-0.396896	-0.363505	109.1562	109.1858	108.768 - 109.2572
USD/JPY	157.184	-0.205994	-0.130881	157.39	157.39	156.983 - 157.719
GBP/USD	1.3241	-0.0014	-0.10562	1.3255	1.3255	1.3221 - 1.3258
JPY/INR	0.6087	-0.0024	-0.392741	0.6099	0.6111	101.177 - 101.475

///                   Sea Cargo News            ///

India Explores Sohar, Fujairah Routes to Avoid Hormuz

India is exploring alternative routes through Sohar in Oman and Fujairah in the UAE to maintain oil supplies while reducing dependence on shipments passing through the Strait of Hormuz.

The route diversification comes as security concerns around the strategic chokepoint have increased, prompting oil-importing countries and energy companies to assess alternative supply and transportation options.

Sohar and Fujairah provide access to ports outside the Strait of Hormuz, allowing crude and petroleum products to be moved through alternative maritime and land-based logistics networks.

Fujairah, located on the Gulf of Oman, is already a major regional hub for oil storage, bunkering and energy trading. For India, greater use of these routes could provide additional flexibility in managing crude supplies and reduce exposure to disruptions affecting vessels transiting Hormuz.

However, the feasibility of alternative routes will depend on available port capacity, pipeline and storage infrastructure, transportation costs and regional security conditions.

India is one of the world’s largest crude oil importers, making reliable maritime supply routes critical to its energy security and refinery operations. Any sustained shift toward alternative corridors could also influence regional tanker movements, freight costs and crude supply chains.

The Suez Route Is Returning. The Voyage Is Not Yet Normal.

By Hugo Federico Hernandez Varela

The return of container services to the Suez Canal is becoming increasingly visible. What is less clear is when the underlying operation can genuinely be described as normal again.

Operational normalisation is broader than a vessel transiting Suez: schedules, port rotations, cargo sequencing, equipment positioning and delivery expectations also have to settle around a stable baseline.

On 16 September, the 24,188-TEU OOCL Portugal transited the Suez Canal while sailing from Belgium to China, marking COSCO Shipping Lines’ first southbound transit through the Canal since Red Sea and Bab el-Mandeb tensions disrupted normal routing patterns.

Other carriers are also restoring Suez routing, but not as a simple switch.

MSC’s Indusa service illustrates the point. Westbound cargo is returning through the Red Sea, beginning with MSC Domna X departing Colombo on 23 September, while eastbound cargo continues around the Cape of Good Hope. MSC says the transition will be implemented case by case, with contingency arrangements remaining in place.

CMA CGM and its Ocean Alliance partners show a similar directional split. FAL3 is returning through Suez on its eastbound North Europe-to-Asia leg, while the westbound leg remains routed around the Cape.

The route, in other words, may be returning before the network has returned to a single operating pattern.

A shorter route does not immediately recreate the old operation

The obvious benefit of Suez is distance. Compared with Cape routing, a Canal transit can shorten the physical voyage between Asia and Europe and ultimately release vessel capacity.

But liner networks are not isolated voyages.

During the extended Cape-routing period, vessels shifted rotations, equipment circulated through longer cycles, transshipment arrangements adapted and cargo owners planned against longer transit assumptions. Changing the geographical route does not reset those elements simultaneously.

A booking made against one expected rotation may ultimately move under another. A shorter sea passage may alter port sequence or transshipment. A vessel can recover sailing time while the terminal, equipment or inland chain is still working against the timetable created by the Cape pattern.

The relevant distinction is therefore between nominal capacity and operationally usable capacity. The ship exists in both cases. The question is whether its position, schedule and cargo sequence allow that capacity to be used as the customer expected when the booking was made.

Normalisation is becoming asymmetric

Different services — and even different directions within the same service — are operating under different routing assumptions.

A westbound cargo may pass through Suez while the return leg still goes around the Cape; another service may remain entirely on the longer route.

For cargo interests, the useful question is no longer simply: Has the carrier returned to Suez?

It is: Which service, which direction, which sailing — and against which booking assumption?

Why cost can outlive the disruption that created it

From 15 September, MSC introduced a Piracy Risk Surcharge of US$55 per TEU and a Suez Canal Surcharge of US$36 per TEU on cargo from Asia to specified East Mediterranean and Black Sea destinations — a combined US$91 per TEU.

At first glance, new Suez-related charges appearing while ships are returning to the Canal may look contradictory. Operationally, they are not necessarily so.

A carrier can resume selected Suez transits while maintaining contingency options and carrying security exposure across an unstable network. Some costs disappear quickly; others — network repositioning, schedule uncertainty and contingency planning — unwind more slowly.

This creates a period in which the physical voyage can become shorter before the commercial environment around it becomes normal.

The allocation question comes next

This is where the transition becomes more than a network story.

The residual cost rarely sits where the headline puts it. It sits in the documents that attach that cost to a particular shipment.

Take a surcharge applied by proforma sailing date. A cargo can be quoted and booked before the surcharge exists, yet still become subject to it because the vessel’s relevant proforma date falls after the charge takes effect.

Now place that cargo on a service whose routing changes during the return to Suez.

The performed voyage may no longer follow the rotation assumed at booking. A transshipment point may move. A free-time clock may start under a different operational sequence. A local tariff may attach at a different interface. Delivery timing can shift even though the sea passage itself has become shorter.

At that point, the practical argument is no longer whether Suez has reopened.

It is what the booking confirmation contemplated, what route was actually performed, which tariff or surcharge rule attached to that sailing, and which contractual document governs the consequence of the change.

That is why the operational sequence has to be reconstructed before the commercial position can be understood.

There is also a counterintuitive feature to this transition: partial normalisation can carry more contractual risk than the disruption it is unwinding.

Under full Cape routing, the market eventually reprices against a relatively clear operational baseline. During a directional or service-by-service return to Suez, that baseline becomes less stable. Booking assumptions and performed voyages can diverge quietly, precisely while the headline narrative says conditions are improving.

The industry will eventually reach a point where Suez routing again becomes sufficiently routine that Cape diversion is the exception.

Until then, the better measure of normalisation is not simply how many ships are passing through the Canal. It is whether a shipper can book cargo with a reasonable expectation that routing, sequence, timing and associated commercial treatment will remain stable through execution.

For now, the Suez route is returning faster than the voyage itself.

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Hugo Federico Hernandez Varela is an independent maritime operations and commercial execution analyst with more than 25 years of experience across cargo, port and ship agency operations. His work focuses on reconstructing how operational events translate into commercial exposure.

PIL expands Intra-Asia network with two new services

Pacific International Lines (PIL) is expanding its Intra-Asia network with two services connecting China with Indonesia, Singapore and Malaysia.

The carrier will enhance its North China Indonesia (NCI) Service and launch a new China Singapore Malaysia (CSM) Service.

Both services will operate weekly and support dry and reefer cargo.

NCI connects China, Indonesia and Singapore

The enhanced North China Indonesia Service will begin on 8 November 2026 from Qingdao.

The service will provide a direct weekly connection between China, Indonesia and Singapore.

According to PIL, the NCI is designed to support growing trade and reefer cargo flows between China and Indonesia.

A consortium of vessels will operate the service.

New China Singapore Malaysia service

PIL will launch its new CSM Service from Tianjin on 27 October 2026.

The weekly service will connect North and South China with Singapore and key gateways in West Malaysia.

Customers will also have access to PIL’s wider global network through transhipment connections in Singapore.

“Asia continues to be a key engine of global trade growth, and we are seeing increasing demand for efficient and reliable connectivity within the region,” said Rita Wong, General Manager, Intra-Asia Services at PIL.

She added that the two services will provide wider port coverage and greater access to markets across China, Indonesia and Malaysia.

PIL said the expansion will strengthen its regional network and provide additional connections across the Intra-Asia market.

Suez return cuts India-Savannah transit times by up to 14 days

The return of some container services to the Suez Canal is cutting transit times between India and the Port of Savannah by as much as 10 to 14 days, according to the Georgia Ports Authority (GPA).

Several major container lines have begun restoring selected Red Sea and Suez Canal routings after extended diversions around the Cape of Good Hope.

GPA said the shorter voyages are improving supply chain velocity for cargo owners. They can also support faster inventory replenishment and reduce inventory carrying costs.

Maersk shifts MECL back to Suez

Maersk has shifted its MECL service from the Cape of Good Hope back to the Suez Canal.

The change has reduced the transit time from Nhava Sheva, India, to Savannah to 28 days.

The Maersk Denver made the carrier’s first new westbound sailing through the Suez Canal, calling Savannah on 9 August. Maersk has also added an eastbound call at Jeddah, Saudi Arabia, to the MECL service.

CMA CGM is also returning its INDAMEX service to the Suez Canal.

According to GPA, the change will reduce transit time from Nhava Sheva to Savannah by five days. It will also allow the service to maintain weekly frequency with two fewer vessels.

“Georgia Ports welcomes the transit time improvements as several major carriers return to Suez routings linking Georgia to world markets,” said Kevin Price, President of Georgia Ports.

MSC plans further Suez returns

MSC has announced plans to restore Suez Canal routings in both directions on four major Asia-Europe and Mediterranean services: Tiger, Albatross, Himalaya Express and Jade.

Removing the Cape of Good Hope diversion is expected to allow MSC to operate each service with two fewer vessels, increasing available container ship capacity elsewhere in its network.

“We are glad to see ocean carriers resuming Red Sea transits using the Suez Canal, the fastest and most economical way to link Asia, South and Southeast Asia and the Middle East to the U.S. market,” said GPA Chief Commercial Officer Flavio Batista.

He added that shorter lead times could benefit cargo owners that have diversified manufacturing into Southeast Asia and the Indian subcontinent.

Savannah highlights landside connections.

GPA said shorter ocean voyages are only one part of improving overall supply chain speed.

The Port of Savannah currently handles 40 weekly vessel calls and 42 weekly double-stack trains, alongside nearly 15,000 daily truck moves.

Containers moving by rail average around 20 hours between vessel discharge and rail departure. The port’s surrounding distribution network also provides options for transloading, inventory positioning and order fulfilment.

CLdN orders two new 6,700 lane-metre RoRo vessels from HD Hyundai

Large modern RoRo vessel sailing near a European port terminal, illustrating CLdN’s fleet expansion with new 6,700 lane-metre ships.

CLdN has placed an order for two new 6,700 lane-metre RoRo vessels with HD Hyundai Heavy Industries, further expanding its shortsea shipping fleet.

Construction is scheduled to begin in early 2028, with delivery expected in mid-2029. The ships will be the 15th and 16th vessels ordered by CLdN from the South Korean shipbuilder over the past decade.

Higher cargo capacity

The new vessels will feature an additional deck and more ground space compared with CLdN’s existing 5,000 lane-metre class ships.

Their configuration will be specifically adapted for trailer cargo. CLdN said the additional capacity will complement its existing fleet of RoRo and container vessels and its European port and door-to-door logistics network.

The vessels will also feature wide ramps providing immediate access to the upper decks. This is designed to accelerate loading and unloading and improve port turnaround times.

Dual-fuel design targets greater efficiency

Both ships will be dual-fuel capable, allowing them to operate on conventional marine diesel or LNG.

Space will also be reserved for larger electric shaft generators and batteries, allowing the vessels to incorporate these technologies in the future.

CLdN expects fuel consumption per vessel to be similar to its existing 5,000 lane-metre ships. However, the higher cargo capacity is expected to improve fuel efficiency per tonne-kilometre by between 30% and 40%.

“We are delighted to extend our partnership with HD Hyundai Heavy Industries for the construction of these two new vessels. The ships will expand the capacity of our existing fleet and will give us even greater flexibility to meet customer needs,” said Florent Maes, CEO of CLdN.

Maes added that the vessels’ improved fuel efficiency would further support CLdN’s efforts to reduce the carbon footprint of its RoRo operations.

CLdN currently operates 30 ships and more than 200 sailings per week, providing shortsea RoRo connections between continental Europe, the United Kingdom, Ireland, Iberia and Scandinavia.

Hapag-Lloyd CEO heads to Israel as revised $4.2 billion ZIM proposal takes shape

Hapag-Lloyd CEO Rolf Habben Jansen is expected to visit Israel as the German carrier and Israeli private equity fund FIMI prepare a revised proposal for their planned $4.2 billion acquisition of ZIM.

According to a report by Israeli financial newspaper Calcalist, Habben Jansen is due to arrive in Israel on Wednesday, ahead of a revised proposal expected to be submitted on Sunday.

The report said the buyers are preparing significant changes to address concerns raised by Israeli authorities reviewing the transaction.

Israeli authorities raise concerns over ZIM routes

According to Calcalist, six of the eight Israeli government bodies whose positions are required before the state can approve the transfer of its golden share currently oppose the transaction.

The report identified concerns from bodies including the Government Companies Authority, the Israel Shipping and Ports Authority and the Ministry of Defense.

One of the main issues reportedly concerns the international shipping network that would remain available to ZIM’s Israeli operations following the transaction.

Under the proposed structure, Hapag-Lloyd would acquire ZIM’s international operations, while FIMI would establish and control a separate company, referred to as ZIM Israel, holding strategic Israeli assets covered by the state’s golden share.

Calcalist reported that FIMI would receive 16 vessels to form the core of ZIM Israel. The report said Israeli authorities do not object to the transfer of those vessels.

Instead, discussions are focused largely on the number of shipping routes that would remain available to the Israeli company.

Israel reportedly seeks six to 10 routes

According to Calcalist, the current proposal would leave ZIM Israel with three shipping routes.

Two would serve Greece, while another would connect with the United States.

However, citing sources familiar with the discussions, Calcalist reported that Israeli authorities want ZIM Israel to retain access to at least six routes and potentially as many as 10.

At least one connection with the Far East is considered essential, according to the report.

The concern is linked to maintaining Israel’s maritime connectivity during a regional emergency, particularly if foreign carriers reduce or suspend services to Israeli ports.

Israeli officials also reportedly have concerns about the financial strength of the proposed ZIM Israel entity and its potential dependence on Hapag-Lloyd for parts of its operations.

Buyers prepare revised proposal

The Hapag-Lloyd and FIMI proposal has already undergone changes as discussions with Israeli authorities continue.

According to Calcalist, the buyers have agreed to tighter restrictions on foreign ownership of ZIM Israel and increased state control over the company.

They have also committed to strengthening shipping connections between Israel and destinations in Asia, the report said.

The transaction has already received approval from ZIM shareholders but remains subject to the required Israeli regulatory approvals.

The revised proposal expected on Sunday is aimed at addressing the outstanding government concerns over maritime security, route access and the structure of ZIM Israel.

///                  Air Cargo News             ///

ASL Airlines Australia adds third 737-800BCF freighter

ASL Airlines Australia is set to take delivery of its third Boeing 737-800BCF freighter, VH-AZ4, with the aircraft scheduled to arrive in Brisbane on September 19 following an approximately 18,000-kilometre ferry flight from Shannon, Ireland.

The aircraft departed Shannon on Thursday and is routing via Sofia, New Delhi, Kuala Lumpur, and Lombok before touching down in Brisbane. ASL Airlines Australia credited teams across ASL Airlines Australia, ASL Group, ASL Ireland, and Southern Cross International for coordinating the delivery, which involved securing regulatory approvals and overflight and landing clearances across multiple Flight Information Regions.

This 19.6-year-old aircraft previously flew passengers for Shenzhen Airlines. In 2023, it was converted into a freighter and operated by ASL Airlines Ireland for SolitAir (registered as EI-HRB) until recently.

The addition of VH-AZ4 marks the latest step in the carrier's freighter fleet build-out. ASL Airlines Australia took delivery of its first 737-800BCF, VH-CYK, in early 2024, followed by a second aircraft, MSN 28595, in August 2025, which enabled the airline to launch dedicated trans-Tasman cargo services for FedEx between Australia and New Zealand from late September 2025.

The Sydney Bankstown-based carrier, a subsidiary of Ireland's ASL Aviation Holdings, has signalled further expansion plans, having disclosed intentions to add four more 737-800BCFs to its Australia-New Zealand operation, with some aircraft to be transferred from ASL's European fleet.

The airline has also entered a conditional agreement to acquire the New Zealand and Australia freight business of Airwork Group, a deal that remains subject to due diligence and regulatory conditions.

Alongside its 737-800BCF freighters, ASL Airlines Australia, formerly Pionair, rebranded after ASL Aviation Holdings' 2023 acquisition and operates a fleet of BAe 146-200 and BAe 146-300 aircraft, and provides ACMI cargo services mainly for Qantas Freight. 

SAS Scandinavia Cargo appoints Allied Aviation GSSA for India

SAS Scandinavia Cargo has appointed Allied Aviation as its General Sales and Services Agent (GSSA) for India, with the partnership taking effect from 1 October 2026. The appointment will support SAS Scandinavia Cargo’s five-weekly services between Mumbai and Copenhagen.

The airline will operate the route with Airbus A330 aircraft, while Allied Aviation will oversee cargo sales, shipment supervision and revenue optimisation across the Indian market. The partnership is expected to strengthen SAS Scandinavia Cargo’s cargo presence in India and support freight connectivity between the country and Scandinavia through Copenhagen.

Kritika Seth, Executive Director, Allied Aviation, said, “This is an important addition to our airline portfolio, giving Indian exporters direct capacity into Copenhagen and access to SAS Scandinavia Cargo’s wider network across Scandinavia and beyond.”

Kritika Seth, Executive Director, Allied Aviation, speaking at the Aviation Connect Conference, Athens Allied Aviation will target a diverse range of commodities for the Mumbai services, including high-value pharmaceuticals, perishables, engineering goods and machinery, garments and e-commerce shipments.

Seth said Allied’s established relationships with freight forwarders across India will help generate demand for the new Mumbai services and support SAS Scandinavia Cargo’s expansion in the Indian cargo market.

The GSSA will leverage its nationwide network, with offices in Mumbai, Ahmedabad, Hyderabad, Kolkata, Delhi, Chennai, Bengaluru, Kochi and Thiruvananthapuram, to support cargo sales and customer engagement.

The appointment is part of Allied Aviation’s strategy to expand its airline representation business by combining nationwide cargo sales capabilities with local market expertise.

Allied Aviation is also set to participate in the TIACA Air Cargo Forum 2026 in Miami, US, from 26–29 October. The company’s team will meet with airlines and freight forwarding partners to discuss its expanding GSSA network and opportunities in the Indian market.

Joby completes first autonomous US transcontinental flight

Joby Aviation has completed what it describes as the first autonomous flight across the United States, demonstrating its autonomy technology on a converted Cessna Caravan. The aircraft covered 3,199 miles during the eastbound leg of a month-long cross-country tour, completing taxiing, take-offs, navigation and landings without any control inputs from the onboard safety pilot.

The flight was conducted under remote supervision from Joby’s Autonomy Headquarters in California and Shaw Air Force Base in South Carolina, located up to 2,323 miles from the aircraft. The demonstration highlighted the potential use of autonomous aircraft for commercial freight, medical transport, disaster response and defence logistics.

By integrating its autonomous system with an already-certified aircraft, Joby said the approach could provide a scalable pathway for autonomous air logistics. During the journey, the aircraft operated in high-density environments, including Phoenix Deer Valley, one of the busiest general aviation airports in the US.

It also demonstrated the ability to reroute around severe weather and thunderstorms in real time without prior familiarity with the airports involved.

The aircraft completed the eastbound journey in North Carolina’s Outer Banks, near the site of the Wright brothers’ first powered flight. JoeBen Bevirt, Founder and CEO of Joby Aviation, said, “This journey across America offers a glimpse into a new era of aviation.

Autonomy has an important role to play in the future of flight, allowing us to connect remote communities, deliver critical supplies, respond faster to disasters, support military operations, and keep pilots out of harm’s way.”

Proven operational track record Joby’s autonomous technology has completed more than 400 flights and 800 hours of automated flight operations across controlled and uncontrolled airspace. The system builds on the autonomy technology acquired from Xwing in 2024 and has also been tested during three major US military exercises.

During the Air Force’s Agile Flag exercise, the technology delivered critical replacement parts 24 hours faster than conventional logistics, while during REFORPAC, aircraft operating in Hawaii were remotely controlled from Guam, nearly 4,000 miles away.

Following the completion of the eastbound journey, the aircraft will begin its return westbound route, with planned stops in Raleigh, Fredericksburg/Washington, D.C., Louisville, Wichita, Oklahoma City, Salt Lake City and Portland.

California-based Joby Aviation is an aviation company developing aircraft, propulsion and autonomous flight technologies for commercial and defence applications. The company also operates Blade, an urban air mobility business providing passenger transportation services in the US and Europe.

Afcom signs aviation fuel supply deal with HPCL

Afcom Holdings has signed a long-term Aviation Fuel Supply Agreement with Hindustan Petroleum Corporation Limited (HPCL), covering the supply of Jet A-1 aviation turbine fuel across HPCL’s pan-India aviation fuelling network. The agreement, effective from September 1, 2026, is structured on IATA Model Terms and supported by a Location Agreement covering HPCL’s aviation fuel network in India.

It will provide Afcom with a secured and competitively priced supply of aviation turbine fuel. The agreement was executed by Deepak Parasuraman, Chairman and Managing Director, Afcom Holdings, and Amit Tandon, General Manager (Aviation), HPCL. Under the agreement, HPCL will supply Jet A-1 fuel to support Afcom’s operational requirements across its aviation fuelling network in India.

The partnership also provides quality assurance as per IS 1571:2008, streamlined coordination through a single supply framework and operational flexibility to support Afcom’s current and future network requirements.

Commenting on the development, Parasuraman said the long-term partnership with HPCL would provide Afcom with reliable fuel access, quality assurance and operational support as it expands its cargo network. Sibi Mathew, Executive Director (Aviation), HPCL, said the company was pleased to partner with Afcom Holdings as it strengthens its presence in India’s growing cargo aviation segment.

He added that HPCL would support Afcom’s growth across its airport network through its nationwide aviation fuel infrastructure and quality systems. The fuel agreement comes as Afcom continues to expand its freighter operations. The company currently operates three Boeing 737-800 converted freighters and plans to increase its fleet to five aircraft by the end of 2026. Its international network covers Southeast Asia, the Maldives and the UAE, while it also operates domestic charter services.

Afcom has also been pursuing further international expansion. In September, the company executed a letter of intent with Boeing for the purchase of up to four 777-8F freighter aircraft. The LOI is subject to the finalisation of definitive documentation between the two parties. The planned aircraft are intended to support the expansion of Afcom’s network into the Far East and Africa.

The company’s expansion has followed a period of financial growth. Afcom reported an 86% year-on-year increase in profit after tax to ₹392.4 million in the first quarter of FY2026-27, while revenue from operations rose 48% to ₹1.761 billion.

The quarter ended June 30, 2026. During the quarter, Afcom also operated the first cargo flight at Noida International Airport with a Boeing 737-800 freighter on the Chennai-Noida-Chennai route, carrying around 20 tonnes of mixed cargo. In August, it shifted its freighter operations from Mumbai to Navi Mumbai International Airport and began three weekly services from Navi Mumbai to Dubai World Central.

Afcom received its air operator certificate in December 2024 and launched cargo services on the Chennai-Bangkok route later that month. The company currently operates Boeing 737-800 freighters connecting Chennai with regional markets including Bangkok, Colombo and Malé.

Kochat Narendran, who served as President of Afcom Holdings, stepped down from the role in September 2026, after nearly six years with the company. He joined Afcom in January 2020, when the company was developing plans to launch a cargo airline from Chennai.

Established in 2013, Afcom Holdings provides airport-to-airport cargo transport services across domestic and international markets, including ASEAN and Middle Eastern countries. HPCL is a Government of India Maharatna CPSE and its aviation business serves Indian and international airlines, business aviation, defence and general aviation customers across India’s airport network.

Cathay Cargo Named Cargo Operator of the Year Again

Cathay Cargo has once again been named Cargo Operator of the Year, reinforcing its position in the global air freight market and recognising its performance in cargo operations and customer service.

The award highlights the carrier’s continued focus on reliable cargo transportation, network connectivity and specialised logistics solutions. Cathay Cargo operates an extensive international freighter and belly-cargo network through its Hong Kong hub, connecting Asia with key markets across Europe, North America and other regions.

The carrier has continued to invest in digital cargo solutions and specialised handling capabilities to meet changing requirements across industries. Its portfolio includes solutions for pharmaceuticals, perishables, live animals and other time sensitive or high value shipments.

The award underscores Cathay Pacific Cargo’s continued emphasis on operational performance and its role in supporting global supply chains through its Hong Kong based air cargo network.

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.