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CMA CGM has pulled out of the race for a stake (49%) in France’s biggest rail freight player, Rail Logistics Europe (RLE), according to a report in the French media. Contacted byThe Loadstar, CMA CGM said: “CMA CGM has decided not to proceed with the RLE project, as it does not align with the Group’s current investment priorities.” The news of the French ocean shipping line withdrawing its shareholding bid for RLE, which groups all the French staterail freight business units, has not come as a complete surprise to industry observers. Chairman and CEO Rodolphe Saadémade it clear from the outset that he was only interested in a small proportion of RLE’s activities, most likely, those involved in the transport of maritime containers.Such a position does not correspond with SNCF’s strategy, which focuses on finding a partner ready to take a stake in all RLE’s activities. “CMA CGM pulling out doesn’t surprise me. First of all, there is appears to be a personality clash between the two protagonists; SNCF chairman Jean Castex and Rodolphe Saadé. It seems that they have met on three occasions and that each time things went badly. Two strong egos, no doubt,” an industry source toldThe Loadstar. “I also think SNCF has failed to take into account that even if a multi-hundred million investment is a relatively minor sum for CMA CGM, it nevertheless entitles it to a say in the governance of RLE – guarantees it didn’t get, as Mr Castex isn’t one to share power.” The source noted that Mr Saadé’s interest in RLE focused largely on Naviland Cargo (maritime containers), a segment chief rival MSC is quickly building up a presence in, via its subsidiary, Medway. However, Naviland was not the only attraction that led CMA CGM to RLE. The latter also has considerable expertise in finished vehicle transport across Europe, which would have complemented the French group’slogistics arm, Ceva, the source added. Earlier this year, CMA CGM completed the acquisition of UK operator Freightliner to boost its intermodal services, taking over 2,000 wagons, 10 terminals, and one of the largest fleets of electric locomotives in the UK. Selling 49% of RLE’s capital was one of the conditions in an agreement between the EC and the French state on the break-up of Fret SNCF, which was suspected of receiving billions of euros in illegal aid. CMA CGM’s withdrawal, if confirmed, would mean that three candidates remain for the stake in RLE: Czech billionaire Daniel Kretinsky; German logistics group Rhenus; and an unidentified private equity fund. The source, who had previously considered CMA CGM the“ideal buyer”, underlined that the French group pulling out had left SNCF and the French government in something of a quandary, “I can’t really see France relinquishing its sovereignty over the transport of military equipment (to a foreign company), as RLE handles at least 80% of the French army’s military transport operations.” France’s biggest rail freight player, RLE, posted revenue for the first half of the year of€948m, a year-on-year increase of 3.9%. EBITDA increased to€118m, versus€110m a year earlier, the margin improving from 12% to 12.5%.

The shipping company is expanding along the LNG value chain August 3, 2026 Japanese shipping companyNYKIs investing in UK-basedLNGcompany MidOcean Energy. NYK’s investment participation comes through Diamond Gas MidOcean Ltd (DGMO) a company established by Mitsubishi Corporation. DGMO will subscribe all the shares to be issued in DGMO’s third-party allotment. Following the investment, DGMO is expected to be operated as a jointly owned company by Mitsubishi Corporation and NYK. The share subscription is subject to regulatory approvals from the relevant authorities and is expected to be completed between August and September 2026, NYK said in a statement. "This investment represents NYK’s continued expansion along the LNG value chain, following its investments in the Wheatstone LNG Project and the Cameron LNG Project, as well as in LNG-fuelled vessel transportation and LNG bunkering businesses," NYK said. The NYK Group said that it also plans to enter in a strategic partnership with MidOcean Energy in the field of LNG marine transportation, as part of a longer-term, broad-based push into the LNG sector. Related:MISC adds LNG carrier newbuild at Hudong-Zhonghua NYK Group said, late 2025, that its ongoing fleet investments will see its LNG carrier fleet of vessels hit 130 by the company’s 2028 fiscal year. Read more about: Michele Labrut Americas Correspondent Michèle Labrut is a long-time Panama resident, a journalist and correspondent, and has continuously covered the maritime sector of Central & Latin America. Michèle first came to Panama as a press attaché to the French Embassy and then returned to the isthmus as a foreign correspondent in the 1980s. Author of Seatrade Maritime's annual Panama Maritime Review magazine and of several books, Michèle also wrote for Time magazine, The Miami Herald, NBC News and the Economist Intelligence Unit. She has also collaborated in making several documentaries for the BBC and European and U.S. television networks. Michèle's profession necessitates a profound knowledge of the country, but her acumen is not from necessity alone, but a genuine passion for Panama. In 2012 she was awarded the Order of Merit (Knight grade) by the French Government for her services to international journalism and in 2021 the upgrade to Chevalier grade.

Mr Turki was elected by the IRU General Assembly in May and now takes charge of the global road transport body at a time of significant geopolitical, technological, and environmental change. “It is a great honour to serve as IRU’s secretary general. Road transport is the backbone of the global economy, connecting people, businesses and communities every day,” he said. “IRU has a unique opportunity to help shape a more connected, resilient and sustainable future for transport. I look forward to working with our members, partners and governments around the world to advance that mission together.” Representing the road transport industry for almost 80 years, IRU works with governments, international organisations and the private sector to facilitate trade, improve mobility and strengthen supply chains. Mr Turki brings almost 20 years of international leadership experience spanning transport, trade, tourism and sustainable development. He previously served as IRU’s regional adviser for the Middle East between 2015 and 2018, where he helped expand the TIR transit system across the region, supporting the ratification of the TIR Convention in Oman, Palestine, Qatar and Saudi Arabia, while leading its implementation in the UAE. He joined the Fédération Internationale de l’Automobile (FIA) in 2019 as director of tourism services before being promoted to chief development officer in 2024. In that role, he oversaw strategic initiatives covering tourism services, institutional development, public affairs and international partnerships. Under Mr Turki’s leadership, the IRU said, it would continue to strengthen its position as the leading global platform for road transport, with priorities including digital transformation, innovation, stronger engagement with members and governments, and partnerships that support sustainable trade and international connectivity. This article is © The Loadstar. Reproduction, rewriting, or derivative use requires a license. Contact[email protected]for licensing enquiries.

MSC appears to have got ahead of the competition along North Europe’s beleaguered inland waterways, informing customers that it has implemented a series of measures to ensure continuity of operations amid continuing drought. The carrier’s intervention comes with water levels along the Rhine showing no sign of increasing in the near future, with limited prospects of rainfall over the next seven days and indications that on some gauges the conditions may worsen further. MSC told customers: “Water levels below the Kaub measuring point have fallen to such an extent barge transportation to and from destinations further upstream has become extremely restricted and, in many cases, no longer possible. “Barge load factors are heavily reduced, leading to increased operational challenges. In addition, be aware that also the Hengelo corridor is currently impacted by navigation obstructions, which may also affect inland waterway transport options in that region.” Consequently, MSC is offering a range of alternative modes, with rail capacity available on routes linked to Athus, Strasbourg, Woerth, Germersheim, Frankfurt, and Trier, and dedicated trucking for shipments deemed “urgent or time-sensitive”. Another option being explored is using Belgium’s Albert Canal, which remains largely operational as the Rhine deals with historic low waters, MSC noting the port of Limburg as an “effective alternative gateway for cargo moving to and from Germany”. Sources have also suggested the Albert Canal as one of the better alternatives for those looking to avoid the Rhine, one tellingthe Loadstarthe waterway’s capacity to handle above-average volumes is evident in the explosion in cruise activity. “Historic lows on the Rhine are forcing shipping companies to adjust their routes, and this is equating to increased demand for berths for river cruises, with the city having already received 75 additional requests,” one barge owner said. “There are still enough berths for everyone. Shipping companies are being forced to adjust sailing schedules because the water level of the Rhine is too low. Antwerp, also a well-established cruise destination, is often seen as an alternative in travel plans.” So, why not on the cargo side?

ROMA - La popolazione carceraria tunisina ha raggiunto circa 33 mila detenuti, quasi il doppio rispetto alla capacità ufficiale del sistema penitenziario, stimata in 17 mila posti. Il tasso medio di occupazione si attesta così al 194,1%, mentre in alcuni istituti supera il 200%. È quanto emerge dagli ultimi dati consolidati disponibili raccolti dal World Prison Brief sulla base delle informazioni fornite dall'Istanza nazionale tunisina per la prevenzione della tortura (Inpt) e rilanciati da diverse associazioni tunisine, tra cui Intersection.Le cifre, riferite a maggio 2025, indicano per la Tunisia un tasso di detenzione di 267 persone ogni 100 mila abitanti. La popolazione reclusa è aumentata di circa 10 mila unità in pochi anni, passando da circa 23 mila detenuti nel 2022 a 33 mila. Il rapporto sulle condizioni di detenzione nel periodo 2022-2025 della Lega tunisina per la difesa dei diritti umani (Ltdh), elaborato sulla base di visite negli istituti penitenziari, segnala tassi di occupazione generalmente superiori al 150%. Nella prigione civile di Mahdia, ad esempio, sono stati censiti 1.522 detenuti per 850 posti, con un tasso del 180%.Secondo Fethi Jarray, presidente dell'Inpt, l'aumento è legato anche alla lentezza dei procedimenti giudiziari e all'esteso ricorso alla detenzione. Le organizzazioni per i diritti umani avvertono che il sovraffollamento incide sull'igiene, sull'assistenza sanitaria, sulla sicurezza e sulle possibilità di reinserimento, con conseguenze anche per il personale penitenziario. La situazione è stata aggravata nelle ultime settimane dalla forte ondata di caldo, dalle interruzioni elettriche e dalle difficoltà nell'approvvigionamento idrico. Il Comitato per il rispetto delle libertà e dei diritti umani in Tunisia ha denunciato il 24 luglio celle prive di ventilazione, accesso limitato alle cure e rischi particolarmente elevati per detenuti anziani o affetti da patologie croniche.Per il 2026 il ministero della Giustizia ha programmato la costruzione di un nuovo carcere a Béja, un reparto femminile a Monastir, l'ampliamento della prigione di Borj Erroumi e la realizzazione di un'unità ospedaliera penitenziaria alla Rabta. È inoltre prevista una maggiore applicazione delle pene alternative e del braccialetto elettronico.Il 23 luglio il presidente Kaïs Saïed ha concesso una grazia speciale a 2.439 detenuti e disposto la libertà condizionale per altri 490. In assenza di nuove statistiche complessive, non è tuttavia ancora possibile misurare l'impatto delle misure sul tasso effettivo di sovraffollamento. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Charter rates for modern car-carriers are moving towards the $100,000 a day mark again – powered by rising demand for Chinese electric vehicle exports. While VesselsValue shows average charter rates for car-carriers at around $67,000 a day, new vessels can command a higher rate. Last week, Atlas EMF, a joint-venture between Greek shipowner Atlas Maritime and European Maritime Finance, chartered the 7,000 ceuClean Starto an unnamed Chinese operator for two years, for $80,000 a day, prior to its expected delivery from CIMC Raffles shipyard this month. Atlas CEO Leon Patitsas said: “This agreement reflects the exceptional quality of the vessel, the continued confidence of leading operators in our fleet, and the strong fundamentals of the global vehicle carrier market.” In March, another of Atlas EMF’s new car=carriers, the 7,000 ceuEco Star, was fixed to Wallenius Wilhelmsen for a year, at $53,000 a day, shortly after delivery. The spike in charter rates within five months highlights how demand is strengthening for modern vehicle carriers. SAIC Anji Logistics, the shipping arm of SAIC Motor, recently chartered Eastern Pacific Shipping’s newly built 7,060 ceu car carrierLake Rotoruafor $90,000 a day, shortly after delivery by China Merchants Jinling Shipyard, Nanjing. Car-carrier charter rates hit $100,000 a day in August 2022, before ‘normalising’ in late 2024, as record numbers of newbuildings were delivered. Now, China’s vehicle exports are on a bull run, fuelling demand for ships to carry them. China Association of Automobile Manufacturers’ statistics show nearly 5.1m vehicles exported during the first six months – up 65.3% year on year. New energy vehicle exports exceeded 2.3m units, more than double last year. In June, vehicle exports reached 1.037m, up 75% from a year ago, marking the first time China’s monthly automobile exports exceeded a million units. With tonnage tight, even older car-carriers can command a decent charter rate. Two, belonging to SFL, the 6,500 ceuSFL ComposerandSFL Conductor,built in 2005 and 2006 respectively, were fixed to Cosco at around $40,000 a day for 34 months. And the demand for tonnage is reviving newbuilding orders for car-carriers, after only nine were commissioned last year. So far in 2026, at least 40 have been ordered. MSC’s car-carrier arm, Global Car Carriers, has commissioned ten LNG dual-fuelled car-carriers, comprising six at 8,600 ceu and four of 7,000 ceu, for delivery 2028-2030. The larger ships will be built by China Merchants Heavy Industry Yizheng, the others will be equally split between CMHI Weihai and Guangzhou Shipyard International The rising market has also attracted an opportunistic newcomer, China-based Zhongnan Shipping, which has ordered four 5,700 ceu car-carriers at Jiangsu Runyang Shipbuilding, for delivery between 2028 and 2029.

Redazione AnsaROMA - Agosto 03,2026 - News (ANSA) - ROMA, 03 AGO - Neya, società benefit controllata dal Gruppo Mundys per il contrasto al cambiamento climatico, avvia la seconda fase del progetto Ma Honko in Madagascar, dedicata al ripristino delle mangrovie lungo le coste del Paese.Dopo il lancio della prima fase a dicembre 2025, l'area di intervento passerà da 500 ettari, nelle regioni di Sofia e Melaky, a oltre 2.400 ettari, estendendo il progetto al nord del Madagascar.I benefici ambientali generati dall'iniziativa si inseriscono nel percorso di decarbonizzazione del Gruppo Mundys. L'obiettivo è compensare completamente al 2040 con la riforestazione le emissioni di Co2 generate dalle attività produttive del gruppo e dall'energia consumata (Scope 1 e 2, escluse le emissioni Scope 3 dall'utilizzo dei prodotti).Le mangrovie, tra gli ecosistemi più efficaci nella cattura e nello stoccaggio del carbonio, trattengono significative quantità di Co2 nella biomassa e nei suoli costieri.L'ampliamento a 2.400 ettari, l'equivalente di 3.300 campi di calcio, consentirà di incrementare la capacità di assorbimento e stoccaggio del carbonio delle aree interessate, con una rimozione totale stimata di circa 755.000 tonnellate di Co2 nell'arco di vent'anni.Accanto agli impatti climatici, Ma Honko favorisce la protezione delle coste dall'erosione, sostiene la conservazione degli habitat naturali e crea opportunità economiche per le comunità coinvolte attraverso attività di vivaio, piantumazione, pesca e apicoltura.A sostegno delle attività di riforestazione sono stati realizzati 847 vivai e piantate quasi 1,8 milioni di piante. (ANSA).

The world’s largest container lines have accelerated their move away from chartered tonnage, with owned vessels now accounting for almost two-thirds of their fleets. According to new analysis from Sea-Intelligence, the 12 largest global carriers have increased the percentage of owned vessels in their fleets from 43% in January 2020 to 63% – a dramatic structural shift in fleet strategy. Between January 2020 and March 2025, as the average chartered ratio fell 2.5 percentage points a year, but has since accelerated to 4.5 percentage points. Sea-Intelligence’s analysis covers MSC, Maersk, CMA CGM, Cosco, Hapag-Lloyd, ONE, Evergreen, HMM, Zim, Yang Ming, Wan Hai, and PIL. The biggest move away from chartered tonnage has been by MSC, HMM and Wan Hai, while Hapag-Lloyd has made “essentially no change at all”. Maersk, Cosco and Zim have also made only limited adjustments to their ownership mix. On a relative basis, Wan Hai and HMM have recorded the most significant changes. Sea-Intelligence noted Wan Hai had eliminated chartered vessels from its operated fleet entirely, while MSC, CMA CGM, Evergreen and PIL have roughly halved their exposure to charters. MSC, HMM, CMA CGM, Evergreen, Zim ,and Wan Hai have all expanded their share of operated capacity, with CMA CGM and Evergreen also significantly increasing the proportion of owned tonnage in their fleets. “Based on the developments seen in the data, we are leaning towards a hypothesis that, in the extremely turbulent market over the past six years, it is has been instrumental to acquire owned tonnage, rather than rely on the charter market, in order to grow market share substantially,” said the analyst. “This would appear logical, as in this period, the market has frequently been characterised by insufficient availability of capacity, and hence, owning vessels would be a significant strategic advantage,” it added. The findings come as the containership charter market continues to favour the owners, according to Braemar, which said vessel availability remained exceptionally limited across virtually all size segments. Prompt and forward positions remain scarce, it noted, leaving owners under little pressure to soften rate expectations. Braemar highlighted a series of recent fixtures illustrating the strength of demand. They include the 4,200 teuFu Yang Shun Da, due for delivery later this year, reportedly fixed by X-Press Feeders on a two-year charter at around $51,000 a day. Further down the size range, the 1998-built, 2,456 teuShengtangis reported to have secured a six-to-eight-month charter with Centrans at $60,000 a day, despite its age. The buoyant sentiment also extends to sale and purchase activity, although a shortage of available open tonnage continues to constrain deals. Braemar said the second-hand market remained “full of enquiry across all segments”, with demand from buyers continuing to outstrip the number of ships available. As a result, no reportable second-hand transactions were concluded this week, despite numerous vessels being under negotiation. The broker added that, unlike previous years, it was not seeing any seasonal slowdown in buying interest during the summer. Meanwhile, newbuilding activity also remains healthy. Braemar highlighted Songa’s order for two firm orders, plus four options, for geared 1,300 teu containerships at China’s Guangli Shipyard, with deliveries scheduled for 2028-29. Given the limited orderbook in the feeder segment, and the ageing profile of the existing fleet, Braemar said the investment was likely to prove well-timed. While chartering activity may ease seasonally this month, Braemar forecasts the market balance is unlikely to shift unless vessel availability improves substantially. “Unless we see a meaningful increase in available tonnage, which at this stage seems highly unlikely… the overall market balance looks set to remain firmly in owners’ favour,” it said.