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Swissport enters the Colombian market as it continues expansion

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.

FMC leaves carriers facing open-ended exposure to charge complaints

A potentially significant change at the US Federal Maritime Commission (FMC) has gone largely under the radar, after the regulator confirmed there is no three-year statute of limitations on charge complaints relating to fees assessed on or after 16 June 2022 - leaving carriers exposed to claims that might otherwise have been time-barred. Charge complaints - a mechanism allowing those holding an interest in affected cargoes to challenge carrier fees deemed unfair - experienced a massive post-pandemic uptick as shippers sought recompense for what they saw as unjust detention and demurrage practices. As one source active in litigation told The Loadstar, with much of the activity taking place between 2021 and 2023, the statute of limitations was coming up for claims to be lodged before they timed out, meaning the change could prove a blessing, particularly for SMEs. And yet, outside a few legal circles, little mention has been made of a change that could prevent the expected rush of claims from shippers seeking to lodge cases before the three-year deadline. "From now on, there's no statute of limitations," the source said. They added: "The statute of limitations has always been three years. There's no statute of limitations on charge complaints now, so presumably in 2032 you could go to something from July of 2022 and go after them for it." But ending the statute of limitations is just one part of a far broader push to even out the playing field for SMEs, with the FMC no longer limiting the route through which charge complaints can be made, allowing them to be filed through small claims and formal processes. While this route had been open to shippers and others looking to bring a claim, those who chose not to follow the specific charge complaint mechanism lost the benefit of the Ocean Shipping Reform Act, in which the carrier had to prove the reasonableness of the charge. "Now, no matter which route you choose to take, the burden of proof falls with the carrier who must prove that the amount they have charged is legitimate, and they must do that whatever medium the complaint is lodged through," the source added. Specialist supply chain law firm Husch Blackwell issued a note suggesting that, given the changes, shippers and NVOCCs review their D&D assessments and "ensure they maintain thorough invoice and bill of lading records to preserve potential claims". Sources have told The Loadstar repeatedly over the years that smaller shippers had been forced to make a calculation when it came to the FMC, with the cost of bringing a claim often itself more expensive than what they were ever likely to recoup. With this latest change, shippers have further evidence that, despite initial expectations that the Trump administration would bow to corporate interests, that appears to be the case only when those interests are waving an American flag.

Bangkokmax charter rates jump 18% as vessel shortage bites

Charter rates for Bangkokmax (1,600-1,900 teu) ships have increased 18% over the past year to nearly $32,000 per day, as the lack of newbuilding orders since 2023 has seen only three new ships delivered so far in 2026. Coupled with growing intra-Asia trade, demand for such ships is rising, causing resale prices to appreciate. Recent fixtures show CMA CGM last week chartered Eastern Mediterranean's 2006-built 1,740 teu Elbella for $34,000 per day, for 11 to 13 months. In comparison, although over a longer charter period, the previous week, OOCL took Seatrade's 2024-built 1,781 teu Seatrade Peru for $25,000 per day for 23 to 25 months, while Maersk Line fixed Eastern Mediterranean's 2014-built 1,714 teu San Lorenzo for $25,000 per day for two years. Resale prices range from $35m to $45m, depending on age and country of build. Recently, Safeen Feeders acquired 2009-built 1,732 teu Hansa Rotenburg from German owner Leonhardt & Blumberg for an undisclosed price. Notably, South Korea's flagship carrier HMM bought two 1,956 teu newbuilding resales, HMM Milestone and HMM Harmony, from Chinese owner Baozhou Shipping as it rebuilds its intra-Asia shipping network. Container shipping consultancy Linerlytica said: "The shortage is expected to persist through the first half of 2027, with just 12 new ships scheduled for delivery for the rest of 2026." In response to the growing demand, both operators and non-operating owners have been ordering Bangkokmax vessels. Linerlytica said in its report today that the Bangkokmax orderbook now stands at 252 vessels. Last week saw Hong Kong-based Moon Keung Shipping & Transportation commissioning eight 1,900 teu ships at Jiangsu Yangzi Hongyuan Shipbuilding (part of Yangzijiang Shipbuilding), for delivery between 2028 and 2029. This is the first newbuilding order for Moon Keung, which had been purchasing pre-owned vessels and chartering the ships to Shanghai Jin Jiang Shipping. Recent orders from shipping lines include four 1,900 teu ships contracted by Regional Container Lines at CSSC Huangpu Wenchong Shipbuilding and four 1,700 teu vessels commissioned by Sea Consortium (corporate entity of X-Press Feeders) at Taizhou Sanfu Ship Engineering, for delivery in 2029.