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E-commerce shipments drive further growth at East Midlands Airport

The UK's East Midlands Airport handled 6.3% more cargo last month than it did in the same month last year. And, over the year to date January to September period, at 210,807 tonnes cargo volumes were up by 10,000 tonnes or 5% year on year. East Midlands Airport positions itself as the UK's foremost express air cargo hub and the gateway's busiest period of the year is yet to come - the run-up to Black Friday and Christmas as goods are ordered from all over the globe to create significant spikes in ecommerce traffic. This year's strong cargo volumes build on last year's performance, when the airport handled over 400,000 tonnes for the first time since the pandemic. East Midlands Airport's commercial director, Adam Andrews, remarked: "Achieving year-on-year growth on top of a record-breaking year for our cargo operation demonstrates how well placed we are to serve the UK's air cargo needs. "The way our twin operations for passengers and freight operate in parallel, not in conflict with each other, puts us in a unique position to continue to grow our cargo capabilities. "It's great to see these figures growing ahead of what is traditionally our busiest period." The airport's e-commerce operations are built primarily around logistics giants DHL, UPS and FedEx, whose freighters connect to a network of 185 major cities around the world. "This offers unrivalled next-day delivery when coupled with the airport's strategic central location in the UK," East Midlands noted. Attracting strong e-commerce volumes perhaps bucks a more Europe-wide trend. Thus, for example, air cargo e-commerce shipment volume growth flatlined in July as the European Union's (EU) new small package import charge took effect.

Car carrier orderbook surge raises oversupply fears

The orderbook for pure car and truck carriers (PCTCs) has surged amid booming Chinese vehicle exports and elevated charter earnings, raising concerns that an expanding fleet could outpace demand as European restrictions on Chinese vehicle imports threaten to curb a key source of cargo growth. Greek brokerage Intermodal said last week that 82 PCTCs were contracted in the first nine months of 2026, compared with just nine vessels ordered throughout 2025 and a 10-year annual average of 35 vessels. The orderbook-to-fleet ratio has consequently risen to 26%, well above its historical average of 14%, pointing to a substantial expansion in carrying capacity over the coming years. CMA CGM boss Rudolphe Saade said in a recent interview with Lebanon's L'Orient-Le Jour that the French line targets to have 21 PCTCs in the coming years. Currently, its 3PL arm, CEVA Logistics, operates 11 PCTCs. Fuelling the surge in newbuilding orders is the growth in Chinese vehicle exports, which totalled 8.2m units in the first nine months of 2026, up 66% year-on-year. However, the immediate impact is likely to be limited, with 64% of the orderbook, measured by tonnage, scheduled for delivery from 2028 onwards. This backloaded delivery schedule should help defer much of the supply pressure. China's rapidly expanding automotive exports have kept charter rates elevated, with ships being fixed for $95,000 per day, near levels last seen in 2024. Subdued domestic demand and intense price competition have encouraged Chinese manufacturers to seek overseas markets. Domestic NEV sales contracted by 9.4% year on year, reinforcing the industry's reliance on exports to absorb production. The resulting increase in long-haul shipments, particularly from China to Europe and Latin America, has boosted car-mile demand, while limited backhaul cargoes and diversions around the Cape of Good Hope have lengthened voyages and tied up vessel capacity. Yet the demand outlook faces mounting risks from European trade policy. In October 2026, the EU and China reportedly reached a preliminary understanding on proposed restrictions covering Chinese-built conventional and plug-in hybrid vehicles. Under the proposed four-year arrangement, which could take effect in December subject to formal implementation, annual imports would initially be capped at 350,000 units, with the quota increasing by 6% annually. Battery-electric vehicles would remain subject to separate EU anti-subsidy duties. Intermodal said: "Against projected Chinese hybrid imports of around 800,000 units in 2026, these measures could significantly constrain shipment growth along the China-Europe corridor. The impact on car-mile demand will largely depend on manufacturers' ability to redirect exports to alternative markets." Meanwhile, Chinese automakers like BYD and SAIC Motor are expanding their own shipping fleets, potentially reducing their reliance on vessels chartered in the open market. This could further alter demand for third-party tonnage even if China's overall vehicle exports continue growing.

Terminal operators and liners eye concession opportunity at Colombo Port

Global terminal operators, backed by container shipping groups, are keenly eyeing fresh concessions at Sri Lanka's Colombo port, according to industry sources. One opportunity up for grabs soon is a rebid for South Asia Gateway Terminals (SAGT), where 30-year concession rights end in 2029. SAGT's ownership has four partners: 42% held by John Keells Holdings; 33% by Maersk/APMT; 15% by Sri Lanka Ports Authority (SLPA); and 10% by Evergreen. According to sources in Colombo, Sri Lankan policymakers are not considering a further extension of the concession term but will seek new proposals. "There are clear signals that SLPA will go in for a fresh tendering attempt," one source told The Loadstar. SAGT, which has three berths with a total quay of 940 metres, and able to handle 2m teu annually, began operations in 1999. The terminal handled 1.8m teu in fiscal year 2025-26, which was down 11% year on year, as the Middle East crisis resulted in a wave of service suspensions, according to available data. Sources said most major liners were upbeat about staking a claim for SAGT, with indications that Maersk will partner with another European liner to jointly pursue the concession rights. The Danish group had previously explored collaborating with an Asian carrier, but the prospect of EU regulatory clearance risks was understood to have derailed that move, sources added. "A joint bid between two European liner behemoths could be a game-changer for Colombo's terminal operations," one Sri Lankan port veteran told The Loadstar. Sources believe Colombo's booming transhipment traffic offers investors a stronger growth proposition, so bidding for any upcoming projects at the port is expected to be heated. Despite the nagging capacity strain and growing competition from Indian ports, Colombo saw combined throughput in H1 26 spike 12% year on year, to 4.4m teu. Meanwhile, until new concessions emerge or become operational, Adani Group's $750m investment in Colombo West International Terminal (CWIT) is seen to be Colombo's primary growth engine. CWIT has officially launched phase 2 operations, doubling its capacity to 3.2m teu, after hitting 2m teu within 18 months of phase 1 operations, claimed to be the fastest growth seen by any operator at the port. "With additional capacity, CWIT would be able to simultaneously berth three ultra-large container vessels, strengthening Colombo's position as a critical transhipment hub on the east-west trade route," said Adani Ports (APSEZ). "Phase 2 is a landmark for APSEZ's international portfolio and sharpens our position across the Indian Ocean's key trade corridors. With expanded capacity, full automation and deepwater infrastructure, CWIT is built to be Colombo's premier transshipment gateway and contribute to export/import cargo in Sri Lanka." In recent years, Adani has markedly expanded its terminal networks beyond India, aiming to become the world's largest port operator handling 1bn tonnes of cargo across markets by 2030 - doubling the 500m tonnes in fiscal 2025-26.