As global supply chains continue to shift and the air cargo industry enters a new phase of post-pandemic restructuring, Southeast Asia is increasingly positioned as a strategic air logistics hub on the global map. Benefiting from its geographic location between Asia, Europe, and the Americas, the region is also riding strong tailwinds from manufacturing relocation, cross-border e-commerce growth, and rising demand for high-value cargo transportation. At the center of this competition are five key airports: Singapore Changi (SIN), Bangkok Suvarnabhumi (BKK), Kuala Lumpur (KUL), Jakarta Soekarno–Hatta (CGK), and Tan Son Nhat (SGN).
Among them, Singapore Changi remains the undisputed regional leader. Handling close to 2 million tonnes of air cargo annually, supported by a highly integrated logistics ecosystem and extensive global connectivity, Changi serves not only as Singapore’s primary cargo gateway but also as a major international transshipment hub for Southeast Asia. Large-scale expansion projects such as Changi East and Terminal 5 are expected to significantly enhance long-term cargo handling capacity, further strengthening Singapore’s competitive advantage against emerging regional hubs.
Meanwhile, Bangkok and Kuala Lumpur are positioning themselves as strong regional challengers. Suvarnabhumi Airport (BKK) leverages Thailand’s large domestic market, competitive operating costs, and its role as a regional manufacturing base to attract international cargo carriers and logistics providers. Similarly, Kuala Lumpur International Airport (KUL) continues to invest in cargo facilities, bonded warehouses, and value-added logistics services, aiming to become a key distribution hub for ASEAN and South Asia.
Jakarta Soekarno–Hatta (CGK), supported by the largest domestic market in Southeast Asia, plays a crucial role as Indonesia’s primary air cargo gateway. While it has yet to match Singapore’s transshipment capabilities, CGK holds significant growth potential driven by rising import-export volumes, expanding manufacturing activities, and the rapid growth of e-commerce and consumer markets.
In Vietnam, Tan Son Nhat Airport (SGN) remains the country’s largest air cargo hub and a critical gateway for the southern economic region. Despite constraints related to land availability, infrastructure, and capacity, SGN still handles over half a million tonnes of cargo annually, serving key export sectors such as electronics, textiles, footwear, and seafood. Increasing foreign direct investment inflows, particularly under “China +1” supply chain strategies, are placing additional pressure on Vietnam’s air logistics infrastructure while simultaneously creating opportunities to enhance air cargo capabilities and integrate more deeply into the regional hub network.
Ultimately, the competition among Southeast Asia’s air cargo hubs goes beyond cargo volumes and rankings. It reflects broader national strategies within the global supply chain landscape. In the coming years, investments in infrastructure, digitalization, multimodal connectivity, and integrated logistics ecosystems will be decisive factors in determining each hub’s position in the regional and global air cargo arena.
Source: https://vlr.vn/hub-moi-noi-dong-nam-a-cuoc-dua-sgn-sin-bkk-kul-cgk-tren-bau-troi-hang-hoa-25240.html
After two hot years driven by e-commerce and disruption in sea freight, the air-cargo market in 2025 is slowing as supply and demand gradually normalize, belly-capacity (passenger-aircraft freight space) recovers and trade policies fluctuate. For Vietnamese companies exporting high-value goods, this is the time to re-calculate the “sea-air mix” to optimize cost, time and shipment certainty.
From January 1, 2025, the FuelEU Maritime regulation officially takes effect, requiring ships to reduce their “well-to-wake” greenhouse gas intensity by 2% compared to the 2020 baseline, with targets rising progressively until 2050. As a result, “green” costs—including scarce alternative fuels, compliance fees, verification expenses, and carbon-related surcharges—are now clearly reflected in the invoices issued by carriers and shippers. FuelEU does not mandate the use of any specific fuel. Instead, it allows operators to choose the optimal combination of solutions—such as blended biofuels, LNG/bio-LNG, wind-assisted propulsion, or operational optimization—as long as the required emission intensity is achieved. In practice, on major European trade lanes, many carriers have already begun introducing separate “Green Compliance Surcharges” rather than incorporating all environmental costs into traditional bunker surcharges.
Outside the United States, global demand for Chinese products is hitting new highs. Despite being a major target of U.S. tariffs, China has strengthened its trade relationships across Africa, Southeast Asia, and Europe in 2025. While China cements its role as a global export leader, the U.S. is increasingly shifting its focus toward self-reliance.
On 23 December 2015, Glotrans Da Nang was officially established under the strategic direction of Glotrans Vietnam, marking an important milestone in expanding our nationwide network across Central Vietnam. From day one, the branch has carried the mission of becoming an efficient logistics gateway, contributing to the enhancement of Glotrans’ nationwide service network.
On the occasion of Vietnamese Teachers’ Day 20/11, Glotrans Vietnam would like to extend our warmest and most respectful greetings to all teachers, trainers, and everyone who tirelessly dedicates themselves to the mission of imparting knowledge.
Glotrans Vietnam is honored to take part in the FIATA World Congress 2025 – the flagship annual event organized by the International Federation of Freight Forwarders Associations (FIATA). This congress gathers leading organizations, experts, and enterprises in the global logistics and international freight forwarding industry.
The shipment of food additives was transported in container No. FCIU3301688 (20’), under B/L MPRSMUM1806, on the voyage from Nhavasheva Port (India) to Dinh Vu Port (Hai Phong, Vietnam) on 29/04/2017.
Company T (Plaintiff – the Insured) entered into an insurance contract with Company B (Defendant – the Insurer). After the insured event occurred, the Insurer alleged that the Insured had violated its obligation to prevent and mitigate losses. The Arbitral Tribunal acknowledged that such an obligation exists but concluded that the Insured did not breach it.
Under the insurance contract, the premium was to be paid in three installments, and in all three, the insured party was late in payment. When a dispute arose, the insurer (Defendant) argued that the insurance contract had terminated before the insured event occurred due to the late premium payment and therefore refused to make an insurance payout. However, the Arbitral Tribunal held a contrary view.
