AirBridgeCargo Airlines was founded in 2004, is part of the Russian Volga-Dnepr Group and ran dual hubs at Moscow Sheremetyevo International Airport and Krasnoyarsk Airport, flying a fleet of Boeing 747 freighters on transcontinental cargo mainlines from China to Europe and North America as a significant supplier of capacity in the international air freight market. International sanctions forced the carrier to suspend operations in March 2022 and to cease operations in October 2024. The fleet and route information recorded here is compiled from public information published before the suspension, for Chinese shippers comparing booking options, and actual carriage depends on the carriers available on the day of booking.
Historical mainlines: China (Beijing, Shanghai and others) to Moscow and Krasnoyarsk to Europe and North America.
AirBridgeCargo entered the scheduled freight market in April 2004, when the first Boeing 747 freighter under the AirBridgeCargo brand flew from Beijing, and went on to build a mainline cargo network across Eurasia from hubs at Moscow and Krasnoyarsk. As the scheduled freight carrier of the Volga-Dnepr Group, it used Boeing 747-8F, 747-400ERF and 747-400F aircraft as its main capacity on transcontinental routes between China, Russia, Europe and North America, and served electronics, auto parts, machinery and temperature-controlled cargo over many years.
For Chinese shippers the historical value of AirBridgeCargo lay in the bulk capacity of large freighters and the transit time of transcontinental direct flying. Cargo from gateways in North and East China could reach Europe and North America through its hubs with fewer connections, and the 747 main deck took large volumes and heavy cargo. From March 2022, however, international sanctions and airworthiness restrictions forced the carrier to suspend all Boeing freighter operations and the aircraft were progressively returned to lessors; industry sources indicate the carrier ceased operations in October 2024. Chinese shippers can use the historical capacity figures as a benchmark when comparing options, but actual shipment depends on the carriers available on the day of booking.
At group level, the Volga-Dnepr Group also runs a special cargo division flying An-124 and Il-76 transports on out-of-gauge and project charters, while AirBridgeCargo handled scheduled mainline freight. The two lines divided and combined work on heavy, temperature-controlled and project cargo, and gave AirBridgeCargo mature experience in freighter operations, fleet management and transcontinental network building. The group's record is useful background for Chinese shippers reading the structure of the Russian air freight market.
The fleet, destination and service information in the sections below is compiled from public material published before the carrier suspended operations, for reference in designing transport plans and comparing carriers.
Chinese shippers planning exports can use this material alongside current market conditions and let a forwarder propose a plan suited to the cargo, so that both information and operations rest on the latest confirmation and fewer plans have to change because a carrier's status has moved.
The air freight market from China to Europe and North America has long been carried by large freighters together with widebody belly capacity. The value of large freighters lies in bulk and heavy cargo: tens of tonnes of machinery, auto parts and electronic components in a single shipment, built up on pallets and flown direct on a transcontinental mainline, cost clearly less per unit than piecing the movement together over several belly legs, and for large time-critical shipments a direct mainline also reduces the damage and risk that come with transhipment.
The AirBridgeCargo 747 freighter fleet was built around exactly that role. Before the suspension its network used Moscow and Krasnoyarsk as pivots to link gateways in North and East China directly with the main cargo hubs of Europe and North America. For a Chinese shipper studying China to Europe options, understanding the cost structure and transit benchmarks of that kind of mainline capacity helps in judging plans offered by carriers still flying, and in assessing whether rail, ocean or a combination of modes can substitute.
AirBridgeCargo once had sales and operating offices at Chinese gateways, but with the suspension no current contact information for them is published. Chinese shippers wanting to trace how the carrier's former business is being handled, or to check whether operations might resume, should ask Goodhope Logistics (China) Limited to make enquiries. Goodhope can compare the carrier options actually available for China to Russia, China to Europe and China to North America shipments according to destination and transit requirement.
Market information on the Russia direction changes quickly, so before booking it is worth having a forwarder verify carrier status, traffic rights and the settlement route, ensuring the shipment plan complies with the rules in force on the day.
Chinese shippers who want to follow the Russian freight market themselves can watch the public information issued by the Russian civil aviation authorities and by hub airports such as Moscow and Krasnoyarsk. Verification of specific capacity and rates still rests on confirmation by the forwarder and the carrier on the day. Goodhope can add advice on connecting customs clearance, delivery and warehousing at destination, so that the shipper has a complete shipping arrangement.
Before operations were suspended, the AirBridgeCargo freighter fleet consisted entirely of Boeing 747 large freighters, supported by the Boeing 777F, types characterised by high payload and large hold volume and suited to bulk cargo on transcontinental mainlines. The figures in the table are compiled from public material published by the Volga-Dnepr Group and Boeing.
| Aircraft type | Maximum payload (public sources) | Capacity notes |
|---|---|---|
| Boeing 747-8F | About 139 tonnes | The principal freighter, with hold volume and payload among the leaders of its generation, flying the China to Europe and North America mainlines |
| Boeing 747-400ERF | About 128.5 tonnes | A long-range freighter used on trans-Pacific and trans-Eurasian routes, with range covering the main markets of North America and Europe |
| Boeing 747-400F | About 113 tonnes | A mainline freighter carrying bulk cargo and paired with the 747-8F |
| Boeing 777F | About 102 tonnes | A twin-engine freighter used to supplement mainline capacity and regional market coverage |
The freighter fleet reached 15 to 18 aircraft at the peak of operations. The fleet and payload figures above come from material published before the carrier suspended operations; scheduled freight is no longer flown under the AirBridgeCargo name, and actual available capacity is subject to the carrier's confirmation on the day of booking.
The fleet and payload figures above reflect only the position published before the carrier suspended operations, and no scheduled capacity is currently sold under the AirBridgeCargo name. Chinese shippers needing comparable 747 freighter capacity can look at the freighter products of carriers still flying, with a forwarder comparing aircraft type, payload and range against the requirement.
Loading a 747 freighter is built around standard main-deck pallets and containers, and palletised build-up shortens ground handling. Pieces that are overweight or out of gauge must be confirmed against the type's limits in advance, with a special loading plan where needed. At booking the forwarder checks loading feasibility against dimensions, weight and packaging and states the piece count and loading sequence on the booking.
According to route material published before the carrier suspended operations, AirBridgeCargo mainlines from China covered the two gateway airports of Beijing and Shanghai, with cargo connecting through its hubs for onward carriage to Europe and North America. Cargo from other Chinese gateways was consolidated domestically into those gateways. North and East China were the airline's main source regions in the Chinese market.
| Historical China destinations | Airport code | Notes |
|---|---|---|
| Beijing | PEK | The North China gateway and the origin of the first 747 freighter flown under the AirBridgeCargo brand |
| Shanghai | PVG | The East China gateway and a key transcontinental mainline point, handling electronics and general trade flows |
| Other gateways | — | Consolidated domestically to Beijing or Shanghai, then connected to the mainline |
Because the carrier has suspended operations, no current information on the specific airports and schedules it served in China is published. Actual schedules change with the season and are subject to the carrier's confirmation on the day of booking; the destinations and information listed here all come from public material published before the suspension. For cargo from China to Russia, Europe or North America, a forwarder can compare the carrier options actually flying at the time of booking.
Schematic route map · mainline network before suspension · red arcs show great-circle routes across Eurasia and the Pacific
Before the suspension the AirBridgeCargo mainline network ran from dual hubs at Moscow and Krasnoyarsk, departing Beijing and Shanghai in China and covering the following international air freight markets.
Through the Moscow and Krasnoyarsk hubs, cargo could connect to many cities inside Russia, serving the machinery, electronics and consumer goods flows of China-Russia trade.
The main European cargo hubs of London, Frankfurt, Paris and Amsterdam were within the mainline coverage, and bulk cargo between China and Europe moved direct over that channel.
Great-circle routes over the Arctic and across the Pacific connected Chicago, New York and Los Angeles, serving trans-Pacific freight demand from China to North America.
The coverage above is the network published before the carrier suspended operations. For cargo from China to Russia, Europe and North America today, a forwarder can compare the carriers flying on the day and the available connecting options, and Goodhope can design substitute routings of the same kind and coordinate the booking.
In terms of cargo mix, air freight from China to Europe and North America is dominated by electronics, auto parts, precision machinery, chemicals and cross-border e-commerce goods, while bulk and heavy cargo is better arranged on large freighters or by sea-air combination. Once the destination is fixed, a forwarder can calculate transit time and cost on both the direct and the connecting path, and the shipping method then follows from the volume pattern.
Large 747 freighter mainlines offered the following advantages for bulk cargo exported from China, and those capabilities remain a useful reference for comparable transcontinental plans.
The maximum payload of about 139 tonnes on the 747-8F suits large lots, heavy cargo and palletised consignments, with a lower cost per kilogram than piecing the movement over several belly legs, which fits Chinese exports of machinery, auto parts and commodities.
Gateways in North and East China reached Europe and North America direct through the dual hubs, with fewer transhipment handlings and predictable end-to-end transit, which suits shippers with firm requirements on the shipping cycle.
The 747 freighter has several hold zones that can be controlled independently, and with pharmaceutical cold-chain certification and temperature-controlled loading equipment it suits the transcontinental carriage of medicines and perishables.
Historical figures for that kind of mainline capacity help a shipper understand the cost structure and transit benchmarks of transcontinental freight, and form a basis for judging plans from carriers still flying.
For export cargo with a high weight per shipment and a defined transit window, a shipper can match those mainline characteristics against its own volumes and, taking account of the capacity actually flying that day, have a forwarder propose a plan that balances cost and transit time. In peak season, when capacity tightens, locking capacity early and shipping in batches is the usual arrangement.
For air freight to Russia, Europe and North America, Chinese shippers can choose a carrier actually flying at the time and have an international freight forwarder handle the booking. Where the historical AirBridgeCargo mainline serves as the reference, carrier status must be confirmed before booking; the steps are as follows.
| Step | How it works |
|---|---|
| Confirm the plan | The commodity, weight, volume and destination are established, and the forwarder checks the carrier's operating status and compares options that are flying |
| Rate request and booking | Capacity and rate are confirmed with the carrier or its agent, and the booking form and shipper's letter of instruction are submitted |
| Declaration and dispatch | Export declaration, screening and loading are connected, cargo is handed over by the documentation cut-off, and the shipment departs with a waybill issued |
| In transit and arrival | Connections and arrival information are tracked, and on arrival cargo is released against the waybill or import clearance is arranged |
The documents required are a commercial invoice, packing list, export declaration authorisation and shipper's letter of instruction, with the relevant declaration documents for special cargo. Goodhope Logistics (China) Limited provides carrier comparison, booking and full operational handling for cargo from China to Russia, Europe and North America, ensuring the plan matches the market on the day.
Booking transcontinental freight also involves choosing the routing: direct flights, connections through a European hub and connections through Middle Eastern or South-East Asian hubs differ in transit time and cost, and the shipper can compare them against destination, volume and transit requirement. Capacity to Europe and North America tightens in peak season, so booking early and shipping in batches helps control cost; the forwarder updates rates and capacity status against the market in real time.
Large 747 freighter capacity of the kind AirBridgeCargo represented built mature operating capability in special cargo, and Chinese shippers comparing transcontinental options can look at the following service dimensions.
Independent temperature control across several hold zones, pharmaceutical carriage certification and temperature-controlled loading equipment suit medicines and temperature-sensitive cargo, and the temperature range must be declared at booking.
Declared and loaded under the IATA dangerous goods rules, large freighters accept a wider range of classes and packaging, and the review must be completed before booking.
High-payload freighters suit overweight pieces and palletised consignments, with complete loading equipment and ground handling capability, which fits project cargo.
Direct transcontinental mainlines reduce connections and suit e-commerce and time-critical cargo sensitive to the total cycle, and shipments can be scheduled weekly.
Special cargo is usually booked earlier than general cargo: temperature-controlled goods need hold zones and equipment confirmed in advance, dangerous goods need testing and declaration review before booking, and overweight pieces need the type's loading capability confirmed. Chinese shippers arranging such cargo should allow a generous lead time and have the forwarder check acceptance conditions item by item with the carrier.
The capabilities above are common to large freighter capacity. In the current market, special cargo depends on the actual carrier's rules and acceptance range on the day, and Goodhope can assist with declarations and connections.
Public industry sources indicate the carrier suspended operations in March 2022 and ceased operations in October 2024, and it does not accept new bookings under the AirBridgeCargo name. Cargo from China to Russia, Europe and North America can be shipped with carriers a forwarder identifies as currently flying.
Cargo can fly direct with an international carrier currently operating, connect through a hub, or move by a combination of rail, ocean and air. A forwarder proposes the options according to transit requirement, weight and destination.
High payload, large hold volume and transcontinental direct flying are the main characteristics, which suit bulk cargo, heavy cargo and temperature-controlled goods, with a relatively controllable cost per unit; the historical figures serve as a benchmark when comparing plans.
The commodity, temperature range and packaging description must be provided, with temperature recording equipment and cold-chain handling instructions where needed, and the carrier confirms the booking after reviewing the acceptance range.
The forwarder checks the carrier's operating status, traffic rights and capacity allocation in the booking system, and the confirmation in the system that day governs, so that cargo is not left stranded by a change in carrier status.
After the suspension, enquiries and disputes on historical waybills are handled as arranged by the carrier and its authorised parties. New bookings should use a carrier currently flying, with the settlement route and waybill format following the carrier's requirements on the day; the forwarder provides the relevant guidance.
The choice rests on transit time, volume and cost. Time-critical cargo goes by direct air first, while large low-cost volumes can use sea-air or rail connections; the shipper can give the destination and delivery deadline to a forwarder for calculation and a combined plan.
Prepared by Goodhope Logistics (China) Limited (Goodhope Freight). Airline names, codes and brand marks belong to their respective owners, and this company has no affiliation, agency or investment relationship with the airlines described. Information is compiled from public sources for reference only and does not constitute a transport contract or commitment; capacity, rates and schedules are subject to confirmation by the carrier or its authorized agent at the time of booking.
Goodhope Logistics (China) Limited (Goodhope Freight)
International air freight booking and enquiries: https://goodhope86.com
Goodhope and the names, trademarks and codes mentioned here, including AirBridgeCargo and the Volga-Dnepr Group, belong to their respective owners and are used only to describe freight services.