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Spotlight on… Arcadio Martinez, VP Global Tender Management Air & Sea, DSV

Brigitte Gledhill
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Spotlight on… Arcadio Martinez, VP Global Tender Management Air & Sea, DSV

Every Sunday, CargoForwarder Global’s ‘Spotlight On…’ highlights a different segment of the air cargo industry, inviting an individual to showcase their role, thus illustrating the many different career paths the industry offers. This week, CargoForwarder Global readers gain insight to one of the world’s largest and most integrated global freight forwarders. Freight forwarders are the oil in the logistics chain, bringing shipments and capacity together and smoothing the path – from origin to destination. At DSV, that includes offering end‑to‑end air freight solutions, arranging charter capacity, providing vertical market expertise, and deploying digital tools that help stabilize and optimize shipper supply chains. Arcadio Martinez (AM), Vice President of Global Tender Management Air & Sea at DSV, shares his responsibilities, views and advice.

Ocean thinks in weeks, air thinks in hours. Image: Arcadio Martinez

CFG: What is your current function and company? And what are your responsibilities?

AM: I’m VP of Global Tender Management Air & Sea at DSV. I lead a team of around 50 analysts across EMEA, Americas and APAC, who handle over 1,000 tenders a year. In short: when a customer puts their freight out to bid, my team makes sure DSV shows up with a competitive, well-built offer.
In air freight, that offer is rarely just a rate sheet. It is a judgement on where capacity will be in six or twelve months, how much of it we secure through block space agreements and charter programs versus the open market, and how much risk we are prepared to carry on fuel and demand. Getting that balance right is the real job.

CFG: What does a normal day look like for you?

AM: There isn’t one, and that’s honestly the point of the job. One day, it’s a global Air tender with 800+ country pairs, the next, it’s a market disruption forcing us to rework pricing overnight, or I work on a market update to explain to customers why rates have moved. What’s constant is deadlines, tenders don’t wait.
This year is a good illustration. When the Middle East disruption escalated in late February, jet fuel in the region nearly doubled within weeks, capacity came out of the Gulf, and rates on the lanes touching the region moved hard. Every live tender on the affected corridors had to be re-priced, and every customer wanted a clear answer on what was structural and what was noise. Separating those two things is a big part of my day.

CFG: How long have you been in the air cargo industry, and what brought you to it?

AM: 26 years in logistics, and I ended up here half by accident. I started in ocean at Maersk Logistics and what kept me was that the work is real. Cargo either moves or it does not, and you find out fast which one it is. I moved into air cargo a few years later through a forwarding sales role. Customers kept asking for air solutions next to their ocean freight, so I learned it the practical way: sitting with operations people, walking cargo terminals, and asking basic questions until they stopped being basic. What made me stay is the clock speed. Ocean thinks in weeks, air thinks in hours. Once you are used to that pace, everything else feels slow.

CFG: What do you enjoy most about your job?

AM: The negotiation. A tender is a bit of a chess game, you’re reading the market, the customer, and your competitors at the same time. In air freight, the board keeps moving while you play. Belly capacity shifts with passenger schedules, freighter space tightens the moment a product launch or a disruption hits, and a rate that was defensible when the tender opened can be wrong by the time it closes. When you win a big one after months of work, there’s nothing like it.

CFG: Where do you see the greatest challenges in our industry?

AM: Two things. The first is volatility. Capacity and rates swing faster than ever, and 2026 has proven the point. The Middle East disruption took capacity out of the Gulf and pushed regional jet fuel up sharply, and rates on some corridors into and around the region rose 70% to 90% within weeks. In the same period, transatlantic rates fell, because summer passenger schedules added belly capacity faster than demand grew. Same industry, same quarter, opposite directions. That is also why fuel surcharges are a poor proxy for rate movements. Supply and demand set the price, everything else is commentary.
AI in particular will change how forwarders work faster than most people in this industry think. In tender management, the use cases are already concrete: reading and translating RFQ documents that arrive in twenty different formats, cleaning and validating customer volume data, benchmarking rate competitiveness across thousands of lanes, and drafting first versions of market updates. Work that took an analyst days, now takes hours. That does not remove the analyst, it moves them to the part machines cannot do: judging risk, reading a negotiation.

CFG: What advice would you give to people looking to get into the air cargo industry?

AM: Learn the operations first, because you can’t price or sell what you don’t understand. The best classroom is the ground floor: a cargo terminal, a gateway, an internship with a forwarder or a handling agent. Watch freight being built up on pallets and you will understand chargeable weight, density, and why some shipments are economically sustainable and others never will be, faster than any course can teach you. No specific degree needed; curiosity and stamina matter more.
And get comfortable with data, because that’s where the industry is heading. I mean the practical kind: rate benchmarks, capacity and load factor statistics, and customer volume files that never arrive clean. If you can take a messy spreadsheet with ten thousand lines and turn it into a decision, you will always have work in this industry.

CFG: If the air cargo industry were a film/book, what would its title be?

AM: ‘No Plan Survives First Contact.’ Every day proves it. You can build the perfect strategy in January, and by March, a strait is closed, fuel has spiked, or a customer has changed its sourcing. The winners in this industry are not the ones with the best plan. They are the ones who adjust fastest when the plan dies.

Many thanks, Arcadio!

If you would like to share your personal air cargo story with our CargoForwarder Global readers, feel free to send your answers to the above questions to cargoforwarderglobal@kopfpilot.at We look forward to shining a spotlight on your job area, views, and experiences.

Russia keeps grounding aircraft

Heiner Siegmund
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Russia keeps grounding aircraft

Due to the increasing shortages of spare parts nearly 20% of all commercial aircraft registered in Russia are currently grounded. This causes a massive shortage of transport capacity in a country where, due to its vast geographical dimensions, air services are key.

As Moscow-basednewspaper Kommersant reports, of the 673 aircraft that make up the combined fleet of the country’s eleven largest airlines – accounting for more than 90% of passenger traffic – 19.3% (approximately 130 units) are out of service due to the unavailability of Western certified spare parts, tools or technical instruments.

Siberian carrier S7 Airlines has been forced to ground 32% of its 104 jetliners – credit: S7

Is Aeroflot enjoying privileges?

State-owned Aeroflot Group, which includes Aeroflot, Rossiya, and Pobeda, is weathering the crisis best, with just 37 of its 349 aircraft out of service (11%). However, outside the state group the situation is alarming since 93 of the 322 aircraft in service are set aside (29%).
S7 Airlines, Russia’s largest private carrier, has 33 of its 104 jetliners parked (32%), following technical hiccups with the Pratt & Whitney PW1100G engines on its 32 Airbus A320neos. These require periodic technical services, inspections and overhauls performed abroad that are impossible under the current sanctions. Nordwind Airlines reports 12 of its 27 aircraft grounded (44%), including three of its five Airbus A330s and three of its four Boeing 777 long-haul aircraft.
Worst hit is Azur Air, Russia’s largest charter operator: only six of its 23 aircraft have been cleared to fly following inspections by regulator Rosaviatsia over serious engine issues, leaving 74% of its fleet grounded.

Grounded aircraft don’t make money

Under normal circumstances, around 10% of an airline’s fleet undergoes maintenance during the summer flight period, the busiest and most lucrative time of the year for the airlines. Comparatively, the figures cited by Kommersant are dramatic, as they demonstrate the impact that Western sanctions are having on Moscow’s commercial aviation sector.
The vast majority of fleets in Russia survive only because existing aircraft are being cannibalized and used as a storage facility for aircraft parts. Imports of essential components and instruments through third countries such as the Gulf States, Turkey or Azerbaijan add to the supply, as do PMA-components (Parts Manufacturer Approval), a certification that allows approved manufacturers to produce replacement or modification parts for aircraft at lower costs compared to the parts coming from original equipment manufacturers (OEM).  

The situation is likely to become even more dramatic

However, the outlook for 2027 is worrying for Russia’s aviation sector. Analysts warn that aircraft retirements will accelerate as the ageing certified components reach the end of their service life, particularly in the case of Western widebody aircraft. Adding to this are two other critical challenges for the remainder of 2026: Ukrainian drone attacks forcing repeated airport closures, increasing the instability in aviation fuel supply.

Can Europe finally standardize digital logistics data?

Cristina Toscano
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Can Europe finally standardize digital logistics data?

Fragmented data exchange remains one of the biggest obstacles to digital freight transport. The Open Logistics Foundation believes it can change that. Its new eDeliveryNote project, led by Markant, aims to develop an open-source data model, standardized APIs and interoperable interfaces that enable existing logistics systems to exchange delivery note data using a common open standard. The initiative brings together logistics companies, shippers, consignors and software providers to help shape that standard.

Carina Tüllmann (CCO) from Open Logistics Foundation  –  Photo: Private

Universal Business Language (UBL) and eDeliveryNote are not the same

Open Logistics Foundation will develop an “open, consensus-based data model for the digital delivery note” together with standardized APIs and interoperable interfaces.
The goal of UBL is to ensure that different ERP, procurement, and accounting systems can exchange business documents in a consistent, interoperable format without requiring custom integrations. The Foundation is not claiming UBL is inadequate. Instead, it is addressing a different problem: UBL primarily specifies the document schema. The Open Logistics Foundation aims to provide the implementation framework needed to make those standards easier to adopt across existing logistics systems.
The objective is not to develop another product or platform, but to provide reusable open-source components that integrate with existing systems.

Spain provides a practical example

Dr. David Saive (Legal Product Owner) and Carina Tüllmann (CCO) from Open Logistics Foundation explain the impact of the Spanish regulation and what this means in practice.
From 05OCT2026, Spain will require a digital Documento de Control Administrativo (DCA) for commercial road freight transport. What was meant to have an effect for domestic transports and cabotage control only, will, in practice, also be relevant to much of the transit traffic passing through the country.
A deciding factor is how the DCA is made available during an inspection. The Spanish approach is ‘view-by-request’: no structured interfaces with the authorities, but rather a document-based approach where an unstructured document must be provided on request.
“Spain is actually a prime example of why the argument works the other way around. The regulatory landscape there shifted significantly: what was originally known as the DCA has since been updated and is now referred to as the DeCA. This precisely illustrates the core challenge. National transport compliance requirements can change quickly and with considerable complexity,” Tüllmann adds.
Rather than developing country-specific solutions, the Open Logistics Foundation aims to build reusable components that can be adapted as regulations evolve across Europe.

Why governments are driving digital transport documents

The answer goes beyond “because the law requires it”. Transport documents establish who is responsible for the goods at each stage of the supply chain, helping to avoid disputes over liability. The systems are designed to give governments visibility into the movement of goods, not business efficiency.
A single shipment may generate related information which is repeated across multiple documents, such as delivery note, customs declaration, invoice or proof of delivery. More importantly, the opportunity is not simply to digitize each document, but to create one trusted source of logistics data.

From document-centric logistics to data-centric logistics

Real innovation isn’t replacing paper with PDFs; it’s about treating documents as different views of the same underlying data. If initiatives like eDeliveryNote succeed, the competitive advantage won’t come from producing digital documents – it will come from maintaining a high-quality, interoperable data model that can satisfy both business operations and regulatory requirements. That is a much broader transformation than digitizing a delivery note.

A common pattern

Several European countries have introduced national digital transport reporting or control systems, although they differ in scope and purpose. Interestingly, most national systems are sector-specific rather than applying to every shipment.
High-value goods most exposed to VAT fraud, together with excise items such as fuel, alcohol, or tobacco and pharmaceuticals, are the primary targets. Today, companies operating across Europe may have to comply with country-specific reporting systems. This fragmentation is the problem that organizations like the Open Logistics Foundation are trying to address.

The real trend

The eFTI Regulation is the EU framework for exchanging legally required freight transport information electronically between businesses and public authorities.
From 09JUL2027, authorities in EU Member States must accept freight information electronically when a business provides it through a certified eFTI platform. Importantly, eFTI primarily obliges public authorities, not companies.

eFTI is not a new consignment note

eFTI is the legal and technical framework through which regulatory transport information is made available to authorities. eFTI could become the common regulatory layer above national systems.
“The point is not to create isolated national solutions, but to position digitally in a way that allows for low-effort, targeted adaptation to local requirements. That is the strategic approach, and it scales,” adds Tüllmann.

 eCMR and eDeliveryNote remain the business layer

The electronic consignment note (eCMR), used in cross-border road freight transport, may contain much of the same information, but it serves a different purpose. The eCMR records the transport contract and the parties’ responsibilities. eFTI regulates how statutory freight information is communicated to authorities.
The strategic question is whether data created for eCMR, eDeliveryNote and national reporting systems such as Spain’s DeCA, Poland’s SENT, Hungary’s EKÁER and Romania’s RO e-Transport can be mapped to the common eFTI dataset instead of being recreated for every regulatory requirement.
If the Open Logistics Foundation’s vision succeeds, companies could create logistics data once and reuse it across business processes and national reporting systems. eFTI would then provide the common regulatory framework for making the required information available to authorities across Europe.

ONE Record takes off – a turning point for digital air cargo

Anastasia Kazantzis
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ONE Record takes off – a turning point for digital air cargo

For years, ONE Record has been presented as the future of digital air cargo. It featured in conference presentations, pilot projects and industry roadmaps, but for many airlines and freight forwarders it remained just a vision. This is about to change.

Lufthansa Cargo, together with WiseTech Global and IBS Software, has successfully completed one of the first large-scale production implementations of IATA’s ONE Record standard. Freight forwarders using CargoWise can now seamlessly exchange records with Lufthansa Cargo’s operational systems, and vice versa, via the IBS ONE Record Server
At first glance, this looks like another IT milestone. In reality, it could mark the beginning of a much bigger transformation.

Image: Courtesy of Lufthansa cargo / IATA ONE Record Initiative

More than a new data standard

For decades, air cargo has relied on message-based standards such as Cargo-IMP and Cargo-XML. While they enabled digital communication, they were designed for an industry that exchanged information through individual messages rather than through continuously shared data.
Today’s supply chains have become far more complex with shipment data often duplicated across multiple systems, while every stakeholder may be working with a slightly different version of the same software.
ONE Record replaces this fragmented approach with a single, standardized shipment record that can be securely shared via APIs. Instead of exchanging messages between disparate systems, authorized partners work with the same live dataset throughout the transport process.

From pilot projects to daily operations

What makes this project particularly significant is that it moves ONE Record beyond demonstrations into live production.
Shipment records created within CargoWise are now successfully processed inside Lufthansa Cargo’s operational environment through IBS Software’s ONE Record platform. It proves that standardized shipment data can flow seamlessly between freight forwarders and airlines in day-to-day operations instead of controlled pilot environments. This is an operational step change because implementation (not technology) has always been ONE Record’s biggest challenge. The standard has existed for several years but industry-wide adoption has been lacking. The joint announcement from Lufthansa Cargo, WiseTech Global, and IBS Software suggests the industry may finally be reaching the tipping point.

Since Jan2026, IATA’s ONE Record has become the preferred data-sharing standard for air cargo  –  courtesy IATA Cargo  

The industry Is catching up

IATA officially introduced ONE Record as the preferred standard for air cargo data exchange in January 2026 ( https://cargoforwarder.eu/2025/09/21/one-record-building-momentum-for-2026/ ) encouraging airlines, freight forwarders, and technology providers to move away from traditional messaging standards toward API-based data sharing. The association now supports implementation through industry working groups and an expanding network of production projects.
Momentum is clearly building, with more airlines investing in ONE Record connectivity. Technology providers are integrating the standard into their platforms, and freight forwarders are beginning to see practical business benefits beyond regulatory compliance.

The real challenge starts now

Technology alone will not transform air cargo, industry experts hold. ONE Record can only rise to its full potential if airlines, forwarders, handlers, and technology providers adopt common standards and commit to sharing data across organizational boundaries.
This requires investment, trust, and a willingness to rethink long-established processes.
Legacy systems will not disappear overnight, and hybrid environments will remain part of the industry for years. But the direction is becoming increasingly clear.
For a long time, the question was whether ONE Record would become the industry’s digital standard. That question is gradually being answered. The more relevant question now is how quickly the rest of the industry will follow. Because digital transformation in air cargo is no longer just about replacing paper. It is about creating a connected data ecosystem capable of supporting the next generation of intelligent logistics.

Mammoth converted B777-200Fs are awaiting commercial launch

Heiner Siegmund
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Mammoth converted B777-200Fs are awaiting commercial launch

There is no shortage of customers for converted Boeing Triple Seven freighters. But what’s missing are the aircraft ordered by QR Cargo, DHL, and ET Cargo from the U.S. lessor Jetran. Jetran, in turn, is awaiting delivery of the first B777-200LRMF from its supplier, Mammoth Freighters LLC. This has been the case for two years now, as the first Boeing freighter converted by the Texas-based company was originally scheduled for delivery in 2024. Now, however, it appears that deliveries could begin as early as this year, although Mammoth has not specified a date.

From a regulatory standpoint, the B777-200 Long Range Mammoth Freighter (LRMF) has been given the green light. The Texas-based aircraft converter received the Supplemental Type Certificate (STC) from the FAA on 08APR26, authorizing commercial service of the 777-200LRMF.

After years of delays, the first B777-200 freighter converted by Mammoth is scheduled to be delivered to the lessor Jetran before the turn of this year.

Packed orderbook

The model features the largest main cargo door in its class, a reinforced floor, and an advanced cargo handling system. It offers a payload capacity of approximately 104,800 to 106,000 kg and a range of 4,800 – 4,900 nautical miles at maximum load – figures very close to those of the factory-built Boeing 777F, but at a much lower acquisition cost. However, the company did not reveal final costs. The program has received more than 40 firm orders across the B777-200LRMF and its sister model, the extended B-300ERMF, with Qatar Airways Cargo having ordered five units via Jetran and DHL nine. “We are convinced that our converted B777Fs represent an attractive and competitive option in the long-haul cargo market and will provide Jetrans’ customers – our airline partners – with added value,” Jetran Chief, Jordan Jaffe, told media representatives. Bill Tarpley, CEO of Mammoth Freighters, notes: “This [FAA] approval reflects years of disciplined engineering and close collaboration with the FAA, and underscores our ability to deliver a high-performance freighter.”

The Mammoth converted B777-200 freighters offer more capacity and are equipped with a larger cargo door, enabling the loading of outsized items

Attractive solution

Mammoth is backed by private investment funds managed by Fortress Investment Group LLC and its affiliates. The converter is based in Fort Worth, Texas with engineering offices in Rancho Bernardo, California and Seattle, Washington. The B777-200LRMF is positioned as an attractive option for operators seeking long-range capability and high payload without the cost of a brand-new freighter aircraft. The converter is also exploring expansion opportunities, including potential operators in the Far East. Currently, the first aircraft is undergoing autoland tests which are expected to conclude in the coming weeks.

Making aviation even safer

Autoland describes a system that fully automates the landing phase of an aircraft’s flight, with the human crew supervising the process. The pilots assume a monitoring role during the final stages of the approach and will only intervene in the event of a system failure or emergency and, after landing, taxi the aircraft off the runway to its parking position. The automated system was designed to enable landing in poor meteorological conditions that do not allow for a visual approach, although it can be utilized at any level of visibility if desired by the flight deck crew. It is yet another technical innovation designed to make aviation safer and to reduce pilots’ workload. Testing began on 26JUN26 at Fort Worth Alliance Airport (AFW) with a Jetran-owned B777-200LR. The aim is to certify automatic landings in challenging wind and weather situations under CAT II/III conditions.

ERA ONE sets a new standard

Heiner Siegmund
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ERA ONE sets a new standard

The Power-to-Liquid (P2L) plant, ERA ONE, has received the International Sustainability and Carbon Certification (ISCC) under the EU’s Renewable Energy Directive. This makes ERA ONE the first P2L plant globally whose synthetic fuels are fully recognized as Renewable Fuels of Non-Biological Origin (RFNBO). E-fuels play a central role in aviation decarbonization programs.

RFNBO are climate-friendly energy sources, such as green hydrogen and e-fuels, which are produced without fossil raw materials and in accordance with strict EU sustainability criteria. Following the EU certification, the synthetic fuels produced by ERA ONE can be utilized in aviation, transport, and the industry at large. ERA ONE is a pioneering facility developed by P2L specialist INERATEC, located in Frankfurt; it is capable of producing up to 2,500 tons of e-Fuels per year. With the facility’s inauguration in 2025, INERATEC completed its transformation from plant manufacturer to fuel producer. The certification of ERA ONE confirms that the e-Fuels produced at the plant derive entirely from renewable, non-biological sources and achieve a greenhouse gas reduction of at least 70% compared to fossil fuels across their entire life cycle. It also guarantees an audited chain of custody, giving customers, off-takers, and regulators confidence beyond voluntary self-reporting by the industry.

INERATEC ‘s plant, ERA ONE, is capable of producing 2,500 tons of e-Fuels per year  –  courtesy of INERATEC

Not a single drop

On the occasion of the presentation of the concept, Tim Böltken, CEO and Co-Founder of INERATEC states: “This [RFNBO] milestone shows that regulation, certification, and industrial production are finally starting to come together. With International Sustainability and Carbon Certification, [ISCC] the e-Fuels from ERA ONE are not only technically ready but also fully recognized in the market – exactly what is needed to make synthetic fuels a real industry in Europe.”
The certification comes at a decisive moment for the market. Under the EU’s Renewable Energy Directive (EU RED III)the first binding renewable liquid and gaseous RFNBO sub-targets are now phasing in across the transport, aviation, and industry sectors, creating concrete demand for synthetic fuels whose renewable origin can be verified. By securing the European Union’s International

First e-Fuel powered flight between AMS and HAM

INERATEC’s International Sustainability and Carbon Certification limits regulatory risk for airlines, shipping companies, and industrial off-takers, and supports long-term planning and off-take agreements. The practical relevance of certified e-Fuels was already demonstrated in June 2026, when e-Fuel produced at ERA ONE was used on a KLM passenger flight from Amsterdam to Hamburg and back via existing infrastructure, confirming that certified e-Fuels are ready for real operations.
INERATEC plans to upgrade its Frankfurt ERA ONE plant in early 2027. By doing so, the pioneer in synthetic fuels continues to bring regulation, certification, and industrial production together – laying the groundwork for the broader market ramp-up of these fuels in Europe.

Zaffra was liquidated

Meanwhile, South African Sasol and Danish Topsoe decided to dissolve their sustainable aviation fuel (SAF) joint venture, Zaffra. By doing so, Zaffra ceases operations just two years after its founding. It is the end of a partnership that had sought to accelerate industrial-scale production of SAF by combining Sasol’s Fischer-Tropsch technology with Topsoe’s advanced fuel processing practices. Despite the original ambitions, the partnership concluded without producing any amounts of commercial significance, underlining the widening gap between technological capability and commercial viability in the decarbonization sector.

DHL expands Transpacific network with dedicated Bangkok–Cincinnati service

Anastasia Kazantzis
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DHL expands Transpacific network with dedicated Bangkok–Cincinnati service
Image: Courtesy of DHL

DHL Global Forwarding has strengthened its controlled air freight network with the introduction of a new dedicated cargo service linking Bangkok and Cincinnati three times a week. The new connection forms the backbone of the company’s TransPac Connect solution, designed to provide customers with secured capacity and greater supply chain stability on one of the world’s busiest trade lanes.

The service operates with widebody freighters offering up to 100 tons of capacity per flight and is complemented by an extensive road feeder network across the United States. In addition to the new Bangkok service, the solution also extends includes coverage to Hanoi and Taipei, providing shippers with seamless access to key U.S. gateways including Cincinnati and Chicago. The expanded network is particularly aimed at manufacturers and exporters of high-value and oversized cargo seeking reliable alternatives in an increasingly volatile market.

“Southeast Asia continues to gain strategic importance as a manufacturing and sourcing region,” said Henk Venema, Global Head of Air Freight at DHL Global Forwarding. “With our new Bangkok–Cincinnati connection, we are providing customers with the capacity, reliability and operational control they need to build more resilient supply chains.”

The launch reflects DHL Global Forwarding’s broader strategy of investing in dedicated air freight capacity across Asia, Europe, and the Middle East. By combining controlled capacity with end-to-end operational management, the company aims to offer greater schedule reliability and cost predictability while supporting customers as manufacturing continues to shift towards Southeast Asia.

Liège Airport reports double-digit cargo growth in first half of 2026

Anastasia Kazantzis
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Liège Airport reports double-digit cargo growth in first half of 2026
Graphic: Courtesy of Liège Airport

Liège Airport has continued its strong growth momentum in the first half of 2026, reinforcing its position as one of Europe’s leading air cargo hubs. Between January and June, the airport handled 697,816 tons of freight, an increase of 11.3% compared with the same period last year. Cargo aircraft movements also rose by 3.3%, indicating that higher volumes are increasingly being transported through an increased aircraft utilization.

While cargo growth levelled off during the second quarter, following an exceptionally strong start to the year, the figures point to sustained demand and improved operational productivity. The airport attributed the performance to its ability to accommodate growing international trade while making more efficient use of available capacity.

One of the most notable developments was the continued strength of export traffic. Outbound volumes increased by 19% year-on-year, significantly outpacing imports, which grew by 6%. Demand was particularly strong on routes to Asia and North America, where export volumes rose by 17% and 51%, respectively. The gap widened further during the second quarter, with exports continuing to grow while import volumes remained largely stable. The latest results underline Liège Airport’s expanding role as a preferred gateway for European exporters. With its focus on freighter operations, efficient handling processes and uncongested infrastructure, the airport continues to attract airlines and logistics providers looking for reliable alternatives to Europe’s larger, capacity-constrained cargo hubs.

Kuehne & Nagel and Mondadori Group open Italy’s largest education publishing fulfilment center

Anastasia Kazantzis
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Kuehne & Nagel and Mondadori Group open Italy’s largest education publishing fulfilment center
Image: Courtesy of Kuehne & Nagel

Kuehne & Nagel and Mondadori Group have inaugurated a new 40,000 sqm fulfilment center in San Giorgio Bigarello, creating Italy’s largest logistics hub dedicated to educational publishing. The new facility consolidates operations previously spread across three locations and supports the nationwide distribution of textbooks and learning materials, while also serving Mondadori’s retail publishing business, bookstores, e-commerce, and direct-to-consumer channels.

The centralized operation is designed to improve inventory visibility, streamline omnichannel fulfilment and enhance supply chain efficiency. This is particularly important for the highly seasonal education market, where timely deliveries are critical to ensuring that schools, teachers and students receive learning materials ahead of the academic year.

Eduardo Razuck, Executive Vice President Contract Logistics at Kuehne & Nagel, described the project as a milestone in the long-standing partnership between the two companies. “By combining logistics expertise, technology and operational excellence, we have created a scalable platform that supports Mondadori Group’s continued growth while contributing to the future of learning.” Mondadori Group CEO Antonio Porro added that consolidating operations into a single specialized hub will strengthen the integration of physical and digital sales channels and improve service quality across the entire supply chain.

The facility entered full operation in June following a phased transition designed to ensure uninterrupted service. Certified to the LEED Gold standard, the site incorporates renewable energy systems, energy-efficient technologies and sustainable packaging solutions, reflecting both companies’ focus on combining operational performance with environmental responsibility.

Avia Solutions Group appoints Zilvinas Lapinskas as CEO

Anastasia Kazantzis
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Avia Solutions Group appoints Zilvinas Lapinskas as CEO
Zilvinas Lapinskas has become CEO of the Avia Solutions Group, credit: ASL

Avia Solutions Group has named Zilvinas Lapinskas as its new Chief Executive Officer, entrusting him with leading the company’s next phase of international growth. Lapinskas, who previously transformed FL Technics from a regional maintenance provider into a globally operating MRO business, officially assumed the role on 7 July while remaining a member of the Group’s Board of Directors. He will continue to oversee FL Technics until the end of July, when a successor is expected to take over.

The leadership change also sees long-serving CEO Jonas Janukenas transition to the role of Chief Financial Officer after nearly nine years at the helm. In his new position, Janukenas will focus on capital allocation, financial strategy, and supporting the Group’s long-term expansion plans, while ensuring continuity during the leadership transition.

Lapinskas described the appointment as an opportunity to build on the company’s strong foundation and to further strengthen its global presence. “Our immediate priority is to reinforce our operational footprint and develop the long-term partnerships that will support sustainable growth in an increasingly competitive market,” he said. Chairman and founder Gediminas Ziemelis said the new leadership structure positions Avia Solutions Group to continue its international expansion, combining Lapinskas’ operational expertise with Janukenas’ deep financial and strategic knowledge.

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