The ultra-large container vessel CMA CGM Benjamin Franklin, with a capacity of approximately 17,859 TEU, has successfully transited the Red Sea via the Suez/Red Sea corridor on its route from Europe to Asia. This marks the first time in nearly two years that a ship of this size has used the route following the spate of militant attacks that forced most major carriers to divert via the Cape of Good Hope.
The transit is significant: the vessel turned off its AIS (Automatic Identification System) for about six days while navigating the high-risk zone near the Bab el-Mandeb and resuming transmission only once safely into the Arabian Sea — a precaution consistent with recent carrier behaviour in the region.
The ship, originally scheduled to reach Port Klang, Malaysia, on or about 14 November, did indeed call there, departing on 16 November. AIS tracking now shows her heading to Ningbo, China, with an expected arrival around 22 November.
What’s Changing?
While the voyage doesn’t yet signal a full-scale return of ultra-large container vessels (ULCVs) to the Suez/Red Sea corridor, it does represent a meaningful step forward in the testing of the route. According to industry data, vessel traffic through the critical Bab el-Mandeb strait has shown an uptick in recent months, though it remains well below pre-crisis levels. Specifically:
- The Benjamin Franklin transit is confirmed as the first ULCV of this size to use the route since the major disruptions began.
- The group behind prior attacks, the Houthi militia in Yemen, has reportedly published an undated letter signalling they are “closely monitoring developments” and could reinstate operations if hostilities resume — raising caution for carriers.
- Major liner operator Maersk in its recent earnings update warned that Red Sea disruptions are expected to persist through the full year 2025.
Implications for the logistics industry
This development opens up both promise and caution. On the positive side, the potential reopening of the Suez/Red Sea route could yield shorter transit times between Asia, Africa and Europe — improving turnaround, reducing fuel and deviation costs, and enhancing container repositioning efficiency. On the other hand, the current volume of traffic remains modest, risk factors persist, and carriers are moving incrementally, not all-in.
This mix means that our strategy must adopt flexibility and readiness. We should monitor three priorities: first, when the next ULCV uses the corridor on a fully-loaded headhaul voyage (Europe → Asia); second, how freight rates and routing decisions shift in response; and third, how geopolitical and insurance environments evolve — particularly war risk premiums and naval escort arrangements.
Freightways Global is uniquely positioned to help forwarders and shippers navigate this transitional phase: by offering route-modelling under varying scenarios (full-Suez return, partial use, continued diversion via Cape), by ensuring transparent communication of risk levels, and by building contingency pathing into our offering so that if the corridor reopens more broadly, our clients can benefit.
Key Takeaways
The successful transit of the Benjamin Franklin is a strong signal that the maritime industry is edging toward the reopening of one of its most vital corridors. That said, this is not yet “business as usual.” The journey towards full restoration is likely slower and more gradual than many hoped, with carriers cautious until vessels and crews can operate through the zone with sustained confidence.
At Freightways Global, we stand ready — tracking real-time developments, calibrating our routing strategies, and positioning our clients to capture opportunity while controlling for risk. The global shipping environment is shifting; and we are closely monitoring the situation to make sure that you are always ahead of the curve.
Stay informed and ready with us, Contact us for your logistiscs updates and strategies.