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  26,  2026

 

Today’s Exchange Rates

Currency ▲	Price	Change	%Change	Open	Prev.Close	Day's Low-High
USD/INR	95.96	0.209999	0.21932	95.83	95.75	95.83 - 95.9775
EUR/USD	1.137	-0.0012	-0.105437	1.1382	1.1382	1.1362 - 1.1399
GBP/INR	126.952	-0.203796	-0.160273	126.84	127.1558	126.8378 - 127.1471
EUR/INR	109.1464	-0.080902	-0.074068	109.0369	109.2273	109.031 - 109.3435
USD/JPY	158.743	0.422989	0.267173	158.32	158.32	157.795 - 158.889
GBP/USD	1.3226	-0.0013	-0.098193	1.3239	1.3239	1.3215 - 1.3256
JPY/INR	0.6044	-0.0019	-0.313379	0.6048	0.6063	0.6044 - 0.6075

///                   Sea Cargo News            ///

OOCL launches new China-Cambodia-Thailand service

                                       OOCL Indonesia

OOCL will launch a new container service connecting South China with Cambodia and Thailand in October.

The new China Cambodia Thailand Service (CCT4) will begin operations on 23 October 2026.

CCT4 connects four Asian ports

The service will provide direct connections between Nansha and Shekou in South China, Sihanoukville in Cambodia and Songkhla in Thailand.

The full port rotation will be:

Nansha – Shekou – Sihanoukville – Songkhla – Nansha

OOCL said the service will provide additional capacity between the three markets.

It is also designed to offer greater flexibility and competitive transit times for cargo moving between South China and Southeast Asia.

The carrier said the new connection responds to growing trade demand between China, Cambodia and Thailand.

No details regarding the vessels or capacity to be deployed on CCT4 were announced.

Etihad Rail launches Fujairah-Abu Dhabi container service with AD Ports

Etihad Rail and AD Ports Group have launched a direct rail freight service connecting Fujairah Terminals with the Industrial City of Abu Dhabi (ICAD).

The new service will transport containers around 200 km between Fujairah and Abu Dhabi. It will initially operate three times per week.

The partners have also established ICAD as a customs-enabled inland cargo gateway.

Containers can clear customs at ICAD

Under the new system, containers arriving at Fujairah Terminals can move directly by rail to ICAD.

Cargo can then undergo inspection, customs clearance and release in Abu Dhabi.

This brings port-related services closer to manufacturers, warehouses and distribution facilities in the industrial area.

ICAD has also received its own UN/LOCODE, AECAD.

According to Etihad Rail and AD Ports, shipping lines, freight forwarders and cargo owners can now book cargo directly to ICAD as the destination and clearance point.

The arrangement is designed to reduce additional handling and simplify the movement of containers between Fujairah and Abu Dhabi.

Rail service operates three times a week

Etihad Rail will operate the dedicated service three times per week.

The connection links Fujairah Terminals on the Gulf of Oman with one of Abu Dhabi’s main industrial areas.

Importers, exporters, manufacturers and logistics companies can use the service to move cargo closer to their facilities without relying entirely on long-distance road transport.

“The launch of our new Fujairah-ICAD rail service represents another important step in unlocking the full potential of the UAE National Rail Network for our customers,” said Omar Alsebeyi, Chief Executive Officer of Etihad Rail Freight.

Fujairah extends reach inland

The service effectively extends the reach of Fujairah Terminals beyond the port itself.

Fujairah’s location on the UAE’s East Coast provides maritime access through the Gulf of Oman. The new rail connection links that gateway directly with Abu Dhabi’s industrial hinterland.

Saif Al Mazrouei, Chief Executive Officer, Ports Cluster at AD Ports Group, said the service combines Fujairah Terminals, the UAE National Rail Network and ICAD within a single cargo corridor.

The partners expect the connection to support larger container volumes while reducing road movements between the two locations.

Hong Kong shifts port strategy from volume to value

Hong Kong is shifting the development strategy of its container port from volume growth towards higher-value maritime and logistics services under the city’s first Five-Year Plan for Economic and Social Development.

The 2026–2030 plan sets out a new direction for Hong Kong Port, with the government aiming to stabilise container throughput while increasing the value generated by the wider maritime and logistics sector.

The government described the strategy as a transition from “volume based to value driven development”, targeting a broader “volume to value” transformation of the port.

Kwai Tsing targets smart and green transformation

A central part of the strategy will be the modernisation of the Kwai Tsing Container Terminals.

The government plans to work with terminal operators on a roadmap for their smart and green transformation, including greater use of autonomous electric vehicles, remotely controlled cranes and onshore power supply facilities.

Hong Kong will also expand its Port Community System, which is intended to improve the exchange and use of logistics and supply chain data.

More than 8,000 companies have registered with the system since its rollout, while the government plans to extend its capabilities through initiatives including blockchain-based offshore cargo tracking.

Under the Five-Year Plan, Hong Kong aims to reduce carbon emissions from the Kwai Tsing Container Terminals by 30% by 2030 compared with 2021.

The plan also targets the establishment of five Green Energy Corridors by 2030 and aims for 7% of Hong Kong-registered vessels to use green maritime fuels by the end of the decade.

Hong Kong looks to expand container hinterland

The strategy also focuses heavily on improving Hong Kong Port’s connections with its hinterland and other ports in the Greater Bay Area.

Hong Kong plans to continue developing a comprehensive rail-sea-land-river intermodal transport system, with the government seeking to expand cargo sources and strengthen the port’s position as a transshipment hub for high-value goods.

The government said existing freight connections involving Chongqing, Chengdu, Shenzhen and Hong Kong can reduce cargo transportation times between the Chengdu-Chongqing region and Hong Kong from between two and four weeks to approximately three days.

Further measures will explore cross-province freight operations and river-sea transport, with the broader objective of expanding the port’s cargo hinterland.

Greater integration with neighbouring ports

Hong Kong also intends to deepen cooperation with ports across the Greater Bay Area rather than compete solely for container volumes.

The plan highlights the differentiated development of Hong Kong’s Kwai Tsing Port and Shenzhen’s Yantian Port as a model for cooperation with other regional ports.

It also calls for the revitalisation of feeder connections between Hong Kong and other Greater Bay Area ports, alongside cooperation with Shenzhen and Huizhou on new cross-border container transport models and river-sea cargo services.

Hong Kong will additionally seek to attract cargo moving between Central and South America and the Greater Bay Area for handling through its port, while expanding into markets including Oceania.

The Hong Kong Maritime and Port Development Board said the measures provide a clear direction for the city’s maritime and port industries, including the transformation of Kwai Tsing and deeper cooperation within the Greater Bay Area port cluster.

Maersk reports improving East Asia port conditions after typhoon disruption

                                   Source: Vesselfinder

Maersk has reported gradual improvements in port performance and vessel flows across East Asia following disruption caused by the region’s typhoon season.

However, the carrier warned that another typhoon could develop during the week of 21–27 September.

Port and vessel flows gradually improve

Maersk said operational conditions remain challenging across parts of the region.

However, port performance and vessel movements are gradually recovering as operations return to normal.

The carrier is working with terminal operators to manage cargo flows and improve terminal fluidity.

Measures are being introduced in stages and will be adjusted as conditions develop.

Maersk monitors potential new typhoon

At the same time, Maersk is monitoring weather developments across East Asia.

Current information indicates that another typhoon could develop between 21 and 27 September.

The carrier said it is working with port operators to limit potential disruption if the storm develops.

No specific ports or shipping services were identified as being at risk in the latest advisory.

Alternative transport options available

Maersk said it is contacting affected customers directly to discuss available options for their cargo.

These include alternative routings and priority operational handling.

For time-sensitive shipments, the carrier can also provide air freight and inland transportation alternatives.

Depot storage and warehousing options are available where additional flexibility is required.

Maersk said it will continue monitoring both operational conditions and weather developments across the region.

Kenya enforces mandatory Advance Cargo Declaration for container imports

Kenya is enforcing its Advance Cargo Declaration (ACD) requirement for containerized imports, with carriers warning that non-compliant shipments could face delays or be rolled to another vessel.

The Kenya Revenue Authority (KRA) introduced the requirement from 3 August 2026. Strict compliance has been enforced since 1 September, according to a CMA CGM customer advisory.

The requirement applies to containerized cargo imported through Kenyan ports. Cargo transiting through Kenya for destinations outside the country is excluded.

ACD code required before loading

Under the rules, shippers, exporters and freight forwarders must obtain an ACD reference code before cargo is loaded.

The 15-digit reference number must also appear on the final Bill of Lading.

To obtain the code, cargo interests must register through the KRA’s ACD platform and submit the required shipment documentation.

Documents include a draft Bill of Lading, commercial invoice, freight invoice and export declaration.

After the declaration is validated and the applicable fees are paid, an ACD certificate and reference number are issued.

Non-compliant containers could face delays

CMA CGM has warned customers that shipments without a valid ACD reference may be rolled to another vessel.

Missing or incorrect information could also result in delayed customs clearance, additional inspections or the non-discharge of cargo.

Financial penalties, fines and other legal consequences may also apply in cases of non-compliance, according to the carrier.

CMA CGM first issued customer information on the new Kenyan requirement in August and has subsequently reminded customers of the mandatory process.

Shippers are therefore advised to complete the ACD process before loading rather than attempting to obtain the reference after the container has entered the transport chain.

///                   Air Cargo News            ///

Customs policy must be implemented consistently across the EU…

… urges cargo veteran, Larry Coyne, CEO of Coyne Airways and its parent, Coyne Aviation. An uneven regulatory approach causes cargo to migrate between EU airports, driven by differences in national implementation of customs regimes after the EU abolished the EUR 150 customs-duty exemption for low-value consignments and introduced a temporary EUR 3 customs duty per item category. 

CargoForwarder Global discussed this hot topic with him, on the sidelines of the recent EU Cross-Border E-commerce Forum in Liège, and given the clarity of his arguments, requested that he summarize them for us in the form of an article. Here is the result:

I came to Liège for several reasons, but one of the main ones is the disruption caused by the way the EU’s new low-value e-commerce customs regime has been implemented. The underlying policy objective is understandable. From 01JUL26, the EU abolished the EUR 150 customs-duty exemption for low-value consignments and introduced a temporary EUR 3 customs duty per item category.

Once gone, volumes might not return, warns Larry Coyne – photo: CFG/hs

EUR 1 billion a year

The scale of the e-commerce market makes the change significant: the European Commission estimates that around one billion e-commerce purchases enter the EU each year, and the new regime is expected to generate approximately EUR 1 billion a year in additional customs revenue.
The EUR 3 duty itself was not the issue. The problem was the uneven implementation of the customs requirements around it.

At certain EU entry points, I understand that e-commerce operators were required to provide substantial cash deposits or comprehensive financial guarantees to cover potential customs liabilities. I understand that, in some cases, the requirement was around EUR 1 million. For operators working on relatively tight margins, tying up that amount of capital – or securing a guarantee at significant cost – can materially change the economics of a route.

Redirecting flights

The consequence was predictable. Where one airport imposed a significant additional financial burden and another did not, the cargo had an incentive to move. Airlines and e-commerce operators could simply redirect flights to alternative European gateways and then distribute the goods onward within the EU/EEA. Cargo will always seek the most commercially efficient route, and sophisticated shippers will arbitrage differences in cost and regulation.

This is particularly significant in e-commerce because of the sheer scale and frequency of the traffic. The EU has described the growth in low-value parcels as enormous; Chinese e-commerce parcels alone reached an estimated EUR 5.8 billion in 2025, compared with EUR 1.4 billion in 2022.

Losing an entire ecosystem of business

The impact on an airport can therefore be much greater than the customs revenue itself. Consider a simple illustration. If a 50-ton e-commerce aircraft load consisted primarily of individual parcels averaging 200 grams, that would represent approximately 250,000 items.

At EUR 3 per item, that equates to EUR 750,000 of customs duty on a single 50-ton load – before considering the precise tariff-category rules, which mean the EUR 3 is not necessarily charged separately on every physical piece. The calculation is therefore illustrative rather than a prediction of the actual duty collected.

But the more important point is what happens when the traffic moves elsewhere.
The economic value of a major e-commerce flight extends well beyond the airline. It supports the airport, ground handlers, customs brokers, warehouses, trucking companies, security providers, fuel suppliers and numerous other service businesses. Losing a regular e-commerce operation therefore means losing an entire ecosystem of activity – not simply landing fees or cargo-handling revenue.

Liège is a particularly good illustration of this. E-commerce has become an important part of the airport’s cargo proposition; for example, Belgium has invested specifically in making its customs infrastructure attractive to e-commerce, including the BE-GATE platform developed to process large volumes of e-commerce customs declarations at Brussels and Liège.

The decline in volume hasn’t stopped

That is why I find the consequences of an uneven regulatory approach concerning. If a policy intended to create a level playing field instead causes cargo to migrate between EU airports according to differences in national implementation, the result is not a level playing field at all.

I understand that the additional security/deposit requirements have subsequently been lifted. However, my understanding is that traffic at some of the affected airports has not returned to anything like its previous levels. Once an airline or major e-commerce customer has established an alternative gateway, it is not necessarily going to reverse that decision simply because the original obstacle has been removed. Routes, handling arrangements, customs processes, trucking networks and customer supply chains have all changed.

Once gone, cargo might not return

This is the real lesson for policymakers: cargo flows are remarkably mobile. Once a shipper discovers that moving through another airport saves money, reduces administrative friction or avoids capital being tied up in guarantees, that alternative can quickly become the new normal.
I am therefore surprised by how little pushback there appears to have been from some of the industry stakeholders, who ultimately bear the commercial consequences.

Airports, airlines, handlers and logistics providers have a considerable collective interest in ensuring that customs policy is implemented consistently across the EU.
The implementation of customs regime changes needs to recognize the commercial reality of air cargo. In a highly competitive market, even a relatively small regulatory difference between two gateways can move hundreds of tons of cargo – and once that cargo moves, it may be considerably harder to bring it back than policymakers expect.

The EU itself now appears to recognize this risk: the legislation specifically requires the Commission to assess, from 01OCT26 and monthly thereafter, whether the new arrangements are causing diversion of trade flows. Cargo will always find a way. The question is whether European policymakers understand where it will go when regulation makes one gateway materially less competitive than another.

EC is targeting B2C volumes

Since 01JUL26, a €3 flat tax fee has to be paid on e-commerce consignments with a value up to €150 entering the European Union. Its impact was assessed during a panel as part of the EU CBEC two-day conference in Liège.

One of the debaters was Kristian Vanderwaeren, Administrator-General of the Belgian Customs Authority, who said that too many products are entering the European Union that are not in line with the EC legislation on non-conformity. The introduction of the fee has had a remarkable effect on the import pattern of e-commerce at Liège Airport, Vanderwaeren said. He explained that the flat fee is levied per product category, as defined in the customs code/tariff line. As for value, customs duties are calculated according to H1, high value goods on which standard duties are applicable, and H7, low value goods, among which e-commerce.

The €3 fee has had a remarkable effect on the import pattern of e-commerce at Liège, said customs official, Kristian Vanderwaeren, photos: CFG/ms

Declaration shift

The application of the flat-tax rule has led to a 53% year-on-year (JUL25-JUL26) drop of e-commerce consignments at the airport, whereas the ‘H1’ declarations have risen by 102%. “The companies have clearly prepared for the new legislation,” said Mr. Vanderwaeren. “The average value of a package has risen from €5.73 to €10.85, which means that the platforms have been pushing their clients to buy more.”

Representing the EC, Karlheinz Kadner expressed his satisfaction about the impact of the rule. He elaborated a bit on the major reform of the Customs Union that will eventually shift declarations made with the customs authority of each individual member state, to a centralized Customs Data Hub. That will have severe consequences for the business, since everybody who submits data to the hub will be responsible, he said.

“If the data are not correct, you have to adjust them.”
According to Kristian Vandewaeren, the data hub will be an important game changer, from national to European risk analysis. He referred to the more than 60,000 non-compliant items that have been found at Liège Airport (LGG) this year so far. “We need to reduce this high percentage of non-compliance, and product identification is very important.”

As of NOV26, a €2 handling fee will be charged on every small parcel, announced the panelists.

Additional legislation ahead
The latter is one of the two additional points of EC legislation due to be introduced as of 01NOV26. The so-called Product Identifiers (PID) become mandatory for all B2C imports into the EU from third countries. On top of this, a €2 handling fee will be charged on every small parcel.

France, as well as Italy, introduced the flat tax as early as 01MAR26, which annoyed Jean-Marie Salva, specialized in customs law. “The EU is a customs union. If member states start to try more on their own, that is a bad thing. Coordination is what we need,” he said.

Mr. Salva admitted that having the right data, as foreseen in the Data Hub, will simplify operations. Mathieu Serafimoff, customs consultant at Sky Forge, also said that the industry needs more data. As for the shift from H7 to H1, which is generating a lot of money, he advocated a step-by-step approach. The economic operators also wonder if differing interpretations of the EC legislation might cause traffic to be diverted to other gateways or even other modes.

Korean Air confirms order for eight Boeing 777-8 freighters

                                   Image: © Korean Air

Korean Air has finalised an order for eight Boeing 777-8 freighters that it first committed to last year.

The Seoul-based airline has also confirmed orders for 20 777-9, 25 787-10, and 50 737-10 aircraft.

The procurement plan for 103 aircraft was initially announced in Washington DC in August last year and the signing ceremony took place in Seoul on 15 September.

A Korean Air spokesperson stated: “We will leverage this fleet modernisation to strengthen our competitive edge and continue driving economic exchange between Korea and the United States.”

The airline said that the investment would support capacity growth following the integration of Asiana Airlines, in which it acquired a majority stake in December 2024.

Korean Air is pursuing a merger as the final step toward integrating both companies and this merger agreement was signed in May.

“This investment secures a predictable long-term fleet introduction schedule to support capacity growth following the Asiana Airlines integration,” said Korean Air. “The transition to next-generation models will also improve overall fleet fuel efficiency and support the airline’s carbon reduction goals.”

According to Planespotters.net, Korean Air’s current all-Boeing freighter fleet is made up of four 747-400Fs, six 747-8Fs and 12 777Fs.

But the 777-8F is not the only new generation freighter that Korean Air has invested in. In October last year, Airbus announced that the carrier had converted seven of an existing order for A350 passenger aircraft to the freighter model.

This makes Korean Air one of the only carriers that has invested in both the 777-8F and the A350F.

Silk Way West Airlines has also ordered both freighter types. Silk Way West ordered two A350Fs in June 2022, and later increased its A350F order to four.

The Azerbaijan-based airline also ordered two 777-8Fs in November 2022, with two additional purchase options that it has now converted to orders.

Earlier this month, Indian air cargo solutions company Afcom Holdings Limited signed a letter of intent (LOI) for up to four Boeing 777-8 freighters.

Swissport enters the Colombian market as it continues expansion

                                  Image: © Swissport

Ground handler Swissport is entering the Colombian market through the acquisition of Giraldo Hermanos International (GHI).

The handler said the acquisition of a majority stake would expand its presence in Latin America where it currently operates at 85 airports across 15 countries.

GHI has a presence at Bogotá and Medellín, where it provides air cargo and passenger handling as well as other services.

The company serves customers, including Copa Airlines, Air Europa, Turpial Airlines, Solar Cargo and FedEx.

Rene Pascua, Swissport’s chief executive for Latin America and the Caribbean, said that several of its key international customers were keen for the company to enter Colombian market.

“This expansion is part of Swissport’s strategy to broaden its footprint in large, fast-growing aviation markets, enhancing its ability to support airline customers across the region,” Swissport said.

The handler pointed out that Colombia has the second-largest international airfreight market in South America.

The country is particularly significant for time-sensitive exports such as flowers, while trade between Colombia and the US represented the region’s largest international air cargo flow, with 500,000 tons transported in 2025.

Swissport International president and chief executive Warwick Brady said: “Colombia is a strategically important, high-growth market for Swissport, and GHI has established a strong operational platform from which we can grow together.

“We are delighted to partner with the GHI team as we expand in Colombia, strengthening our ability to support our existing airline customers and their operations across the region.”

GHI chief executive Francisco Giraldo added: “This partnership brings together GHI’s strong local knowledge and established operations with Swissport’s global capabilities, creating an exciting platform for our customers, employees and partners and supporting the continued development of our industry in Colombia.”

The closing of the transaction remains subject to customary closing conditions, including regulatory approvals.

The company has been busy expanding its presence across the globe this year. In June, Swissport entered the Chinese market with the start of operations at the Digital & Intelligent International Cargo Terminal at Shanghai Pudong International Airport (PVG).

And in May, the handler entered the Moroccan cargo market through the purchase of Swiftair Maroc, a cargo handling company operating at Mohammed V Airport, which is Morocco’s primary airfreight hub and handles approximately 95% of the country’s total air cargo volumes.

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.