Our global freight forwarding network keeps our customers freight moving across the world.

Tougher rules for US imports on DDP put pressure on buyers and suppliers

US companies buying goods on Delivered Duty Paid (DDP) terms have been urged to examine who is responsible for their customs declarations, after US Customs and Border Protection (CBP) introduced new requirements for foreign importers of record (IORs). The interim final rule, published in the Federal Register last week takes effect on 5 January, with new conditions for foreign IORs making both formal and informal entries into the US, as well as additional verification responsibilities for licensed customs brokers. Under the rule, a foreign IOR validated under the Customs-Trade Partnership Against Terrorism (CTPAT) programme can make entries itself, or appoint a licensed customs broker that does not have to be CTPAT-validated. A foreign IOR without CTPAT must designate a broker that is both licensed and CTPAT-validated to make the entry or act as IOR. Where the foreign party is not the owner or purchaser of the goods, the designated broker must act as the importer of record. However, the rule also establishes stricter criteria for determining whether a business qualifies as a US IOR. An individual must be a US citizen or lawful permanent resident, while a company must be organised under US law, located in the country, and at least 51% of its beneficial owners must be US citizens or permanent residents who control the business, or who directly own a significant amount of unencumbered US real estate. Licensed customs brokers will have to verify a client's eligibility before declaring it to be a US IOR. They must request and review supporting records, which could include corporate documents, financial statements, and proof of citizenship or permanent residence. Verification records must then be retained for five years. The development follows CargoTrans's recent tariff webinar, which examined the risks associated with DDP arrangements, noted that in theory an overseas supplier typically arranging import clearance and paying duties and taxes, offered the US buyer a seemingly simpler route to receiving goods. But CargoTrans co-CEO Nunzio De Filippis said the new rule made that convenience harder to achieve, adding: "So that easy button that we spoke about just got harder to press." He advised buyers to establish exactly who is responsible for the import process when their overseas supplier sells on DDP terms. "You have to ask them who is the importer record, who is the customs broker, what does that arrangement look like, and does it meet the new requirements?" he said. "Welcome to the age of strengthening customs enforcement," he added. CBP explained the measures were intended to improve visibility of foreign importers, strengthen accountability, and help ensure duties are collected. The agency highlighted difficulties pursuing unpaid duties and enforcing customs requirements against foreign entities with few US assets. Brokers may request delayed compliance with the new verification requirements before 5 January, but all must be fully compliant by 6 May next year. Comments on the interim final rule are due by 5 January. For US buyers, the update means a DDP quotation alone is no guarantee that the underlying import arrangements meet the new requirements. Buyers should establish who is named as the IOR, which broker is filing the entry, and whether the relevant parties satisfy CBPconditions.

B&H Worldwide expands aerospace capabilities with Founders Logistics acquistions

Aerospace logistics specialist B&H Worldwide has expanded its aircraft engine transport capabilities with the acquisition of Founders Logistics. The two companies said the deal would strengthen B&H's aircraft engine logistics capabilities while Founders would benefit from a wider network, 24/7 operational support, Aircraft on Ground (AOG) response capabilities and engine storage services. "Together, the two companies will offer customers integrated engine logistics solutions, from collection and handling through to international transportation, storage and final delivery," they said in a press release. Customers of both companies will continue working with their existing teams and day-to-day contacts following the deal. Stuart Allen, chairman of B&H Worldwide, said: "Aircraft engines are among the most valuable and operationally critical assets in aviation. "Transporting them safely and on time requires specialist expertise, meticulous planning and a highly responsive logistics operation. Founders Logistics has built an outstanding reputation in this specialised field. "Bringing Founders Logistics into the B&H Worldwide family combines its specialist engine transportation expertise with our global network, 24/7 operations and more than three decades of aerospace logistics experience. "Together, we are strengthening our ability to deliver comprehensive aircraft engine logistics solutions worldwide." Cristhian Contador, president of Founders Logistics, added: "With B&H's established global network and 24/7 operational capabilities, we can extend our reach and offer customers broader international logistics solutions while retaining the specialist expertise and personalised service they have come to expect from Founders Logistics."

MSC Air Cargo expects first 777-8F delivery in 2035

MSC Air Cargo predicts it will receive the first Boeing 777-8 freighter from its order of seven of the type in 2035. The Italy-headquartered cargo carrier purchased five of Boeing's new generation 777-8Fs in December 2025. The order was confirmed in July this year and all five aircraft will be added to the Italian Air Operator Certificate (AOC). Speaking exclusively to Air Cargo News, Jayesh Ratada, head of commercial at MSC Air Cargo said that the anticipated nine-year wait for the 777-8F is in line with the current development of the new generation freighter. "Considering the current delivery timelines of the entire 777X programme, we are presuming the deliveries to happen sometime in 2035, or maybe if we are lucky, a couple of years earlier than 2035," suggests Ratada. In the meantime, as MSC Air Cargo continues to expand, it wouldn't be unexpected for the airline to seek out additional capacity to meet continued demand. Especially if AI-related cargo, some of which requires widebody main deck capacity specifically, continues to grow. However, Ratada says MSC has not secured the lease or purchase of any additional aircraft other than the 777-8Fs. "We are constantly exploring other production and conversion options available in the market. But at this point in time, we have not committed to any additional capacity." In a market where there is a growing sense of urgency around the topic of widebody freighter capacity shortages due to retirements and limited conversion feedstock, the new generation 777-8F and Airbus A350F have generated substantial interest. But due to production delays and orders already made, carriers that have recently placed orders for either model face a long wait before delivery. Boeing now has 89 777-8Fs on order from the programme and will not start delivering orders until 2028. Boeing started production on the 777-8F in July 2025. The 777-8F was originally anticipated to come to market in 2027, but in October 2024, Boeing announced it would delay launch until 2028. Meanwhile, Airbus has now secured orders for 115 A350Fs. The maiden flight of the A350F MSN700 prototype took place from Toulouse, France at the end of September. Following this, Airbus embarked on a nine-month test and certification campaign for the A350F. The second aircraft is currently in the final assembly line cycle and is due to take off on its first flight this year. But Airbus has pushed back the commercial launch of the A350F twice before. In May 2023, the company adjusted the entry into service date for the A350F from the end of 2025 to the first quarter of 2026. Then in February 2025, Airbus pushed back the entry-into-service date of the A350F to the second half of 2027.