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Top 20 cargo airports: Fragile but resilient

The 2026 ACI World Airport Traffic Dataset was released in July, revealing which were the top 20 cargo airports in 2025 and considering the dynamics behind the results. Data for 2025 indicates that total global air cargo volumes increased by 3.3% over 2024 volumes, and by 7.4% compared 2019, to 131m tonnes. Earlier in the year, when it published preliminary data for 2025, ACI World described the context for the results as a "resilient but fragile global economy". Global GDP grew by around 3-3.2% in 2025, above expectations but below historical norms, with ongoing risks from trade tensions, protectionism and policy uncertainty affecting aviation demand while geopolitics reshaped traffic flows. Capacity and slot constraints further complicated the picture. However: "Air cargo volumes stabilised near record levels, supported by e-commerce and faster, restructured global supply chains," the association said, noting lower fuel prices, easing inflation, international-led recovery and China's reopening as more positive influences on aviation as a whole, including freight." ACI World observes: "Several of the broader economic and operating conditions that influenced airport [passenger] traffic in 2025 also affected air cargo, though to different degrees. "Global cargo reached a record 131.2m tonnes in 2025, up 3.3%, supported by cross-border e-commerce, high-value and time-sensitive shipments, and changing supply chains. International freight was particularly strong, increasing 4.2%, while domestic freight declined 1.8%. "Geopolitical tensions and disruptions to maritime and air routes have had a more complex effect. They can increase costs and disrupt capacity, but they can also strengthen demand for air cargo when shippers need faster or more reliable alternatives. E-commerce and supply-chain diversification therefore remained important supports to the market." As has been the case in previous years, airfreight traffic was more concentrated amongst the main airports; at 53.1m tonnes, combined air cargo volumes at the top 20 airports represented close to 41% of global air cargo traffic in 2025. Hong Kong tops the charts Hong Kong International Airport (HKIA; 5.1m tonnes, up 2.7% year on year) and Shanghai Pudong (4.1m tonnes, up 8.3%) retained first and second positions respectively. A sad incident occurred in October last year when a cargo aircraft flying into Hong Kong from Dubai veered off the runway on landing, with fatal consequences for two airport staff members whose vehicle was knocked into the sea by the Boeing 747 freighter conversion. The four crew on board the flight, though, were successfully rescued. More positively, Hong Kong's Air-Land Fresh Lane was launched in September 2025, creating a dedicated channel for importing chilled aquatic products, live seafood and fruits from overseas to the Greater Bay Area through HKIA and over the Hong Kong-Zhuhai-Macao Bridge. Live and chilled goods can be delivered to Zhuhai for Mainland's customs clearance and enter the GBA in as quickly as three hours after they arrive at Hong Kong by air, a statement said. New flights last year included Hong Kong Air Cargo services to Glasgow Prestwick and One Air flights from East Midlands to the Asia-Pacific gateway via Liège, as well as an expanded schedule from Dubai-based Etihad Cargo. This year, Air China Cargo and Ethiopian Airlines, too, added freighter flights to Glasgow Prestwick, while Cathay Pacific-owned Air Hong Kong has leased an Airbus A330P2F converted freighter to expand its regional operations. (Cathay Pacific itself placed a firm order for two A350Fs in May.) At Shanghai Pudong, last year brought the relaunch of China Cargo Airlines' Paris-Shanghai freighter service as well as China Eastern's Buenos Aires flights. MyFreighter also initiated flights from the Chinese city to destinations including Amsterdam and Tashkent. This year, Pudong Air Cargo Terminal Co Ltd (PACTL) recently relocated and upgraded its Cross-Border E-Commerce Handling Center at the PACTL West Terminal. The handling area there has been expanded to approximately 4,170 sq m, an increase of 40%; daily handling capacity has doubled. "With expanded space, upgraded equipment and enhanced digital capabilities, the centre is now better equipped to support efficient and reliable cross-border e-commerce operations," PACTL says. Alaska expansion Across the Pacific, Ted Stevens Anchorage International rose from fourth to third place in the ACI World rankings on the back of a 4.2% rise in volumes to 3.9m tonnes. ACI World notes that while the standard ACI definition of air cargo generally excludes transit freight in order to provide a consistent basis for comparison across airports, Anchorage is a specific exception and has reported its total cargo, including transit freight, since the association's database was established back in the early 1990s. "Approximately 70-80% of [Anchorage's] volume is transit freight, reflecting the airport's unique role as a technical and logistics stop between Asia and North America," ACI World acknowledges. Alaska International Airport System (AIAS) director Angie Spear says transit freight represents an important distinction when comparing Anchorage with other airports in the ACI World ranking. She explains: "Unlike airports where most cargo originates or terminates in the local market, a significant portion of the cargo moving through Anchorage continues onward to destinations around the world. "Freight may remain aboard the aircraft during a technical stop or transfer between aircraft before continuing to its final destination. "Anchorage is not simply serving a local cargo market; it functions as an international crossroads where global supply chains connect mid-journey," she emphasises. In fourth and fifth place, Louisville (up from fifth position with 3.4m tonnes handled) and Miami (up from seventh place with 3.1m tonnes) both reported year-on-year growth of over 13% in their volumes, the strongest among the top five. Louisville, where UPS has its global hub, set another record for its busiest year for cargo operations and beat its 2019 total by 21.7%. Miami's throughput, meanwhile, was an impressive 49.5% higher than in 2019; following six years of record-breaking growth, the airport now claims the title of busiest US airport for international freight. On the other hand, Memphis International Airport (the global hub for FedEx) posted a sharp drop in volumes, with cargo down by 20.9% compared to the 2024 figure at just under 3m tonnes. That volume is also 31.3% below the Tennessee airport's 2019 total. UPS's facility at Louisville has overtaken FedEx in Memphis to become the world's busiest express air cargo hub - although FedEx still serves more airports nonstop than any other hub in the world, according to the Global Cargo Hub Review by the Chaddick Institute for Metropolitan Development at DePaul University in Chicago. Noting the "increasing operational complexity" amid which airports must perform, ACI World director general Justin Erbacci says: "These hubs keep people and goods moving, supporting global trade, tourism and economic growth in their communities and regions. "To help keep pace with rising demand, governments must prioritise sustained investment in airports and the broader aviation ecosystem." Investment plans For airports, investment on the freight side of the business can include cargo terminals and warehouses, freighter stands, automated handling and sorting, digital cargo processing systems, customs and screening facilities, improved landside access, and specialised cold chain facilities. According to ACI World: "Governments can support this through enabling policy, efficient customs and border processes, sound planning frameworks, and a predictable regulatory environment that gives investors confidence." Needs vary significantly by airport and market, so investment should address identifiable capacity and efficiency constraints rather than follow a single model. Funding can likewise involve public [or] private-sector investment, including partnerships where appropriate." So, what's the outlook for 2026? Will this year's air cargo results differ markedly from the 2025 figures, for good or ill? And what are the most significant factors behind developments now and in the future? ACI World considers: "The outlook is relatively resilient but more uncertain and geographically uneven. Global air cargo still grew around 3% year over year in the first half of 2026, despite a substantial decline in the Middle East associated with the US-Iran conflict. "E-commerce, high-value shipments and supply-chain restructuring should remain important underlying drivers. However, geopolitical tensions, airspace restrictions, higher fuel and routing costs, trade-policy uncertainty and weaker economic conditions create significant downside risks. "The key point is that these disruptions may affect where cargo moves and through which hubs, rather than necessarily producing an equivalent decline in global demand. For airports, flexibility and the ability to adapt to changing trade corridors are therefore becoming increasingly important."

US importers should reconsider farming out customs paperwork, warns CargoTrans

US importers using 'delivered duty-paid' (DDP) shipping arrangements face increasing compliance and financial risks, as Customs and Border Protection (CBP) intensifies its scrutiny of foreign importers of record, according to CargoTrans. Nunzio De Filippis, co-CEO, and Rennie Alston, director of trade compliance, warned that US buyers could face penalties, shipment seizures, and refused entries, even when the firm is not named as the importer of record. During CargoTrans's latest monthly Tariff Tea webinar, the executives said the post-Liberation Day rush towards DDP arrangements was beginning to reverse, as importers reconsidered the risks of handing control of customs formalities to overseas suppliers. Under DDP, sellers assume responsibility for import clearance and associated duties. However, Mr Alston warned: "If you are the US consignee, if you are the US order party, if you are the instigator to the transaction, then you have culpability." CargoTrans said CBP was increasingly investigating whether DDP arrangements were being used to avoid tariffs, particularly where foreign sellers or intermediary platforms acted as non-resident importers of record. Mr De Filippis said some US buyers had reported shipments being refused entry, seized, or ordered for re-export, including cases involving incorrect importer information or the use of a third-party logistics provider as the ultimate consignee. Mr Alston warned that the consequences could extend beyond the overseas seller, with US buyers potentially facing penalties linked to their import bonds. He suggested companies should reconsider whether DDP remained appropriate, potentially switching to 'delivered at place' (DAP) arrangements, to retain control of the import formalities. For businesses continuing to use DDP, CargoTrans recommended demanding greater transparency from suppliers, including access to customs declarations, transaction documents, and supporting import data. Mr Alston also highlighted US record-keeping requirements, warning that buyers could not simply claim ignorance of what had been declared on their behalf. He also raised concerns about the growing volume of CBP requests for information, known as CF28s, and urged importers to investigate their records thoroughly before responding. Mr Alston said companies should avoid rushing to meet the standard 20-day response deadline, without first checking the information internally across their procurement, finance, legal, compliance, and logistics teams. A discrepancy between supplier documentation and the original customs declaration could create additional exposure if an importer inadvertently disclosed a previously unreported compliance problem. "Your response has to be measured," he said. The webinar also highlighted a shift towards CBP issuing notices of action without first requesting additional information through a CF28. Mr Alston attributed this to greater use of customs data analytics, allowing the agency officials to make decisions using information already available through the Automated Commercial Environment (ACE) system. Where importers disagree with a resulting assessment, they may need to pay the additional duties and subsequently challenge the decision through the 'protest process'. Alongside the enforcement concerns, CargoTrans highlighted several immediate tariff developments. Revisions to the US Section 338 tariff coverage for Canadian goods took effect on 30 October, removing 22 tariff classifications from the additional 50% duty, while adding 100 others. And 178 China-related Section 301 product exclusions are scheduled to expire on 9 November, potentially thereafter exposing affected imports to additional duties, unless further action is taken. The company also noted that a proposed extension of the suspension of China-linked vessel fees, until 9 January, had not yet been finalised. On freight markets, CargoTrans expected selective ocean rate softening through November, particularly from North Asia and India to the US east coast. However, South-east Asian capacity remained constrained, it noted. Finally, the company warned that rail congestion, labour uncertainty, and the planned 16-month closure of Los Angeles' Vincent Thomas Bridge could undermine inland delivery reliability. Its central message to importers was that cheaper ocean freight offered little benefit if customs exposure and inland disruption increased the overall cost of moving goods.

Logistics UK welcomes plan to remove EU border checks on food

UK trade association Logistics UK has welcomed news that the UK and European Union (EU) have finalised a draft agreement that would remove border checks on food and agricultural exports. Logistics UK chief executive Ben Fletcher said a comprehensive sanitary and phytosanitary (SPS) deal would be a significant step in reducing trade friction and boosting growth. "Further progress towards concluding an SPS deal with the EU is hugely positive news for British businesses, including the logistics operators that drive economic growth by keeping trade moving," Fletcher said. "With the EU accounting for around 40% of UK exports, Logistics UK has consistently called for a comprehensive SPS agreement, with such a deal predicted to add £5.1bn a year to the UK economy. "Our own analysis shows it could reduce export costs by up to 8% on affected agri-food goods and save between £150 and £250 per consignment. "This is particularly significant for groupage operators, which incur charges on every consignment within the mixed loads they carry." A finalised UK-EU SPS agreement would also significantly reduce checks, paperwork and delays on agri-food and plant products movements between Great Britain and Northern Ireland, making supply chains more efficient and lowering costs for logistics operators, retailers and manufacturers. "This will make it easier for new suppliers and innovative products to generate new business in the EU market, which is vital for growth," said Fletcher, who went on to highlight the benefit of the logistics sector to the overall UK economy. "With every £1 of Gross Value Added generated directly by the logistics sector supporting a further £1.04 of economic activity across the economy, improving the UK's trading relationship with its largest market is an opportunity that will benefit businesses, consumers and growth nationwide."