CMA CGM's "Quiet" Return to Russia: No Direct Service, But Feeder Network Present
CMA CGM's "Quiet" Return to Russia: No Direct Service, But Feeder Network Present
CMA CGM's return to Russia, according to logistics reports from late November and December 2025, has not materialized as a direct operation as widely reported in the media. The company has not yet launched the direct call sailings it had planned to St. Petersburg; instead, it has resumed Russia-bound transport operations in a less visible and lower-risk model using a feeder-based format. This situation confirms the "quiet return" model highlighted by analysis firms and industry experts.
The company had announced it would extend its Finland Express (FLX) service to St. Petersburg from mid-November. This move was seen as CMA CGM's official return to Russia with its own blue hull mother vessels for the first time since 2022. However, tracking conducted as of early December shows that the planned vessels called at German and Finnish ports but did not head toward Russian ports. This picture aligns with analyst Peter Sand's assessment that "first call has not happened yet."
Industry experts point out that the primary reason for this delay is not operational but stems from reputational risk. Sending mother vessels directly to Russia creates a high-visibility risk for the company in terms of insurance costs, geopolitical pressures, and public scrutiny. Consequently, while CMA CGM has initiated commercial operations, it is not exposing its core fleet to Russia to avoid jeopardizing brand visibility.
Conversely, the company remains active in India-Russia cargo flows. However, this traffic is not conducted with direct vessels but rather through slot charter and transshipment arrangements. Cargo originating from India is picked up from ports such as Nhava Sheva and Mundra via CMA CGM's EPIC service. This cargo is then discharged at Northern European ports — most likely Hamburg — and transported to Russia through third-party feeder operators. These operators include independent firms such as Seabow as well as CMA CGM's intra-Asia affiliate CNC.
This model reflects a risk management strategy known in the industry as compliance via distance. In other words, the company:
does not expose its mother vessels to risk,
maintains its presence in the Russian market,
yet maintains a safe distance in terms of visibility and sanctions compliance.
All cargo transported falls within the non-sanctioned commodities category. Product categories consist primarily of food, beverages, agricultural products, and fast-moving consumer goods. This category mirrors exactly the cargo profile that MSC has been transporting to Russia over the past two years. Thus, CMA CGM continues to seek a share of the Northern Europe-Russia food trade that MSC has been carrying alone for approximately two years.
Operationally, this structure creates certain disadvantages for customers shipping cargo to Russia. Transit times are extended due to the transshipment requirement. Additionally, rollover risk at hub ports is higher compared to direct services. This situation complicates planning, particularly in time-sensitive segments such as food and fast-moving consumer goods.
While the company's official service announcements remain valid, the physical reality reflects a more cautious approach. Therefore, CMA CGM's return to Russia can be summarized as follows:
Commercially active – Operationally cautious – No direct entry with mother vessels yet.
In conclusion, media headlines presenting "CMA CGM has returned to Russia" do not fully reflect the operational reality. A direct service has not been launched; however, through feeder-based connections, the company has effectively returned to the Russian market. This approach serves both risk mitigation strategy and competitive market positioning.
Important Notes:
CMA CGM's plan to extend the FLX service to St. Petersburg was not actually implemented.
The company returned to Russia with a feeder-based model instead of direct calls.
India-Russia cargo is transported to the European hub via the EPIC service and then transferred to feeders.
The strategy is based on a compliance via distance approach.
All products transported are in the non-sanctioned category.
The transshipment model increases transit times and rollover risks.
A clear discrepancy exists between media announcements and operational reality.
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News Link: https://shippingwatch.com/carriers/Container/article18798214.ece
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Author: SedatOnat.com
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