The announcement that WEX, a major US fleet card provider, can finally combine gasoline and public EV charging into one card, one account, and one invoice lands as a small milestone that only looks novel if the frame of reference is strictly American. For US fleet operators, this closes a ... [continued]
The announcement that WEX, a major US fleet card provider, can finally combine gasoline and public EV charging into one card, one account, and one invoice lands as a small milestone that only looks novel if the frame of reference is strictly American. For US fleet operators, this closes a ... [continued]
French global logistics provider CMA CGM has taken delivery of its 400th owned vessel, the CMA CGM MONTE CRISTO, marking the first in a series of six methanol-fueled container ships and advancing the company’s decarbonization strategy.
With a carrying capacity of 15,000 twenty foot-equivalent units (TEUs), the 366-meter long ship will enter commercial service on 29 January 2026 in Ningbo, on the BEX2 – Phoenician Express service, connecting North Asia with the Levant and the Adriatic Sea.
By adding the CMA CGM MONTE CRISTO, the company reaches a milestone of 400 owned vessels, within a total fleet of more than 650 vessels worldwide. The boat becomes the 11th methanol container ship in the CMA CGM fleet, out of a total of 24 such vessels on order. Together, they are part of the company’s stated plan to achieve Net Zero Carbon by 2050.
In addition to its own fleet of vessels, CMA CGM is now marking 10 years as part of OCEAN Alliance, which it calls the world’s largest maritime network for the future of global trade. Recently extended until at least 2032, OCEAN Alliance operates 41 service routes by supporting a network of ships operated by its partner firms, the CMA CGM Group, COSCO Shipping, Evergreen and OOCL. Together, they deploy 394 container ships—including 130 CMA CGM vessels—hauling a total capacity of 5.3 million TEUs.
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The idea that heavy freight would be the last redoubt of diesel has been repeated for decades, often with confidence and rarely with evidence. In December 2025, that idea finally collapsed. Battery-electric heavy duty trucks crossed 50% of new sales in China, a segment that had long been treated as ... [continued]
IRU, the European Automobile Manufacturers’ Association (ACEA) and T&E urge the European Commission to ensure continuity of EU funding for heavy-duty vehicle charging and hydrogen refuelling infrastructure, warning that a break in support in 2026–2027 would risk slowing the deployment of zero-emission vehicles. In a joint letter addressed to European Commission President ... [continued]
Following news that CMA CGM Group would reroute its container ships out of the war-torn Red Sea route and return to a much longer path around the southern tip of Africa, analysts warned that the lingering unpredictability of changing supply chain patterns could echo through global freight markets.
“Shippers crave predictability in supply chains,” Destine Ozuygur, Senior Market Analyst at Xeneta, said in a release. “Carriers taking the decision to return to the Red Sea then reversing that decision—even if it is done for important safety reasons—still risks undermining confidence in schedule reliability and eroding trust in partnerships.”
Instead, ships from the major container lines avoided the threat of missile attacks by sailing a longer route around the Cape of Good Hope, trading safer waters for the costs of extra transit time and added fuel costs.
In recent days, CMA CGM had finally returned to the Red Sea route, but today announced it would return again to the longer path. “In light of the complex and uncertain international context, the CMA CGM Group [is] constantly and closely monitoring all potential impacts on its operations. As a result, the CMA CGM Group has decided for time being to reroute vessels deployed on our FAL 1, FAL 3 and MEX services via the Cape of Good Hope,” the company said in a release.
That decision adds about a week to the trip, Xeneta said. According to the firm, full loop transit times on the FAL1 service—which connects China and Singapore to six European ports including two dedicated calls to Southampton—decreased from 105 days to 98 when ships began transiting Suez Canal again. And transit time from Port Qasim in Karachi to New York on CMA CGM’s INDAMEX route fell from 40 days to 36 days after returning to the Suez Canal.
According to Xeneta, shippers can adjust to that extended sailing time if they know it’s coming, but they struggle to cope with changing schedules. “Unpredictability is toxic for supply chains,” Ozuygur said. “Shippers want certainty over when containers arrive at port, even if that means longer transit times around Cape of Good Hope. Ironically, CMA CGM’s decision to play it safe and return services via Cape of Good Hope may lead shippers to perceive them as the riskier choice against their peers.”
The idea that heavy freight would be the last redoubt of diesel has been repeated for decades, often with confidence and rarely with evidence. In December 2025, that idea finally collapsed. Battery-electric heavy duty trucks crossed 50% of new sales in China, a segment that had long been treated as ... [continued]
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