Container Bytes: Weekly Ocean & Air Freight Intelligence for Supply Chain Pros
Aug 19, 2026 · 9 min · 9 segments
Welcome to this week's edition of Container Bytes! Judah Levine, Head of Research at Freightos, is hosting solo again this week while Julia continues her vacation. In this episode, we unpack why…
Judah LevineHost
So starting with the Strait of Hormuz, there's really not much to report because the, uh, status is about back to the status quo from before the, uh, ceasefire agreement between the US and Iran.

So, little more than 68 days ago, the sides signed a memorandum of understanding that expired after 60 days, and there's been no steps to, to renew it.

And really, the terms of the memorandum weren't kept by either side, uh, in any case.

So we're back to the status quo, which means, uh, Iranian attacks on vessels in the strait, US blockade on Iranian traffic, and just very little traffic going through the strait at all.


When attacks, uh, started, um, back in late 2023, it basically caused a very significant drop in Red Sea traffic by container carriers.

When there was a Israel-Hamas ceasefire signed back in October, we started to see some, um, cautious steps back by CMA CGM and al- and also Maersk.

When the war with Iran broke out in February, basically there were U-turns of those steps back.

When the memorandum of understanding was, was signed, we started to see steps back towards the Red Sea again.

Um, but, uh, when that collapsed and there was some step back, but now in the last, uh, few weeks, we've seen more and more steps towards a return to the Red Sea.

So what's different this time? So Linerlytica points out that even with significant additional costs of insurance costs for going through the Bab el-Mandeb, for passing through the southern Red Sea, um, what's different is really fuel costs, right? Going around the Cape of Good Hope is a much longer, uh, diverted, uh, journey, and it's become much more expensive than it was in late 2023 because the cost of bunker fuel has increased so significantly, and that might change the calculations, be changing the calculations for these carriers.

So starting with the Strait of Hormuz, there's really not much to report because the, uh, status is about back to the status quo from before the, uh, ceasefire agreement between the US and Iran.

So, little more than 68 days ago, the sides signed a memorandum of understanding that expired after 60 days, and there's been no steps to, to renew it.

And really, the terms of the memorandum weren't kept by either side, uh, in any case.

So we're back to the status quo, which means, uh, Iranian attacks on vessels in the strait, US blockade on Iranian traffic, and just very little traffic going through the strait at all.


When attacks, uh, started, um, back in late 2023, it basically caused a very significant drop in Red Sea traffic by container carriers.

When there was a Israel-Hamas ceasefire signed back in October, we started to see some, um, cautious steps back by CMA CGM and al- and also Maersk.

When the war with Iran broke out in February, basically there were U-turns of those steps back.

When the memorandum of understanding was, was signed, we started to see steps back towards the Red Sea again.

Um, but, uh, when that collapsed and there was some step back, but now in the last, uh, few weeks, we've seen more and more steps towards a return to the Red Sea.

So what's different this time? So Linerlytica points out that even with significant additional costs of insurance costs for going through the Bab el-Mandeb, for passing through the southern Red Sea, um, what's different is really fuel costs, right? Going around the Cape of Good Hope is a much longer, uh, diverted, uh, journey, and it's become much more expensive than it was in late 2023 because the cost of bunker fuel has increased so significantly, and that might change the calculations, be changing the calculations for these carriers.
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