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Modernization covers aircraft, vehicles and the network they serve
FedEx’s 2026 Corporate Responsibility Report describes a system of more than 200,000 ground vehicles and nearly 700 aircraft in its FY25 reporting context. The ground fleet includes pickup-and-delivery (PUD) vehicles, long-haul trucks, airport ground equipment and off-road vehicles. FedEx says owned and contracted surface vehicles accounted for about 23% of its total greenhouse-gas footprint in that context.
Rather than treating modernization as a single switch from combustion engines to batteries, FedEx says it matches vehicles to routes and operational requirements. Its approach also includes aircraft renewal, fuel-saving measures, alternative fuels and changes to how shipments travel through the network. The company’s reported results and stated targets cover different parts of that effort, so they should not be read as one measure of fleet electrification.
Ground vehicles: EV progress depends on route and workload
What FedEx reported for FY25
In FY25, 50% of purchase orders issued for FedEx’s owned PUD fleet were for electric vehicles, meeting the company’s stated 2025 milestone. FedEx also reported 9,446 on- and off-road EVs operating globally, across six continents where it has operations. The order figure is not the share of the entire fleet that was electric, and the global EV count includes vehicles beyond delivery vans.
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FedEx’s stated longer-term goals are 100% EV purchase orders for parcel PUD vehicles by 2030 and electric power for all parcel PUD vehicles, including those operated by contracted transportation providers, by 2040. These targets are distinct from the company’s broader goal of carbon-neutral operations by 2040.
Why the 2030 purchase timetable is under review
Network 2.0 is integrating legacy Express and Ground operations into one surface network. FedEx reported full consolidation in Canada during FY25 and said approximately 25% of U.S. volume was moving through optimized stations at that time. The company expected the remaining major U.S. markets to be integrated by the end of calendar 2027.
FedEx says the redesign is reducing route redundancies and changing the appropriate fleet size and vehicle mix. It is therefore reassessing the pace and scale of EV purchases against its previously stated 2030 purchase-order goal, and aligning further U.S. charging construction with its evolving facility footprint and route design. The report says plans and associated goals will be refined as Network 2.0 advances toward completion in 2027; it does not say the 2030 target has been canceled.
Matching the vehicle to the job
For lighter PUD routes, an EV may suit predictable distances and depot-based charging. Larger vehicles bring different trade-offs: battery capacity, battery weight, payload, range, available charging and local grid capacity all affect whether an electric truck can do the work. FedEx says it is co-developing larger vehicles to better align capacity with shipment volumes and potentially reduce fleet size while maintaining service. It reports a strategic investment in Harbinger Motors and an initial order of 53 trucks.
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1Repair Windows errors before they cause bigger problems2Fix the driver behind crashes, sound loss and screen glitches3Clear out junk files and repair common Windows errorsFedEx also reported testing Class 7 and Class 8 electric trucks in the United States during FY25, and expanding trials of Mercedes-Benz eActros 300 electric tractors in Europe. These are tests and trials, not evidence that electric heavy trucks have replaced the company’s long-haul fleet. FedEx identifies battery range and weight, grid capacity and original-equipment-manufacturer production timelines as constraints.
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| Fleet use | Modernization approach FedEx reports | Key operating considerations |
|---|---|---|
| Last-mile parcel pickup and delivery | EV purchase orders and deployment, measured against PUD-specific targets | Route length, duty cycle, charging access and local requirements |
| Medium-duty delivery | Co-development and trials of larger electric vehicles | Battery capacity and weight, payload, range and shipment volume |
| Heavy long-haul and linehaul | Class 7 and 8 electric-truck testing, eActros 300 trials, plus renewable diesel, HVO and biodiesel blends for some heavy-duty uses | Long-range duty cycles, payload, grid capacity, fuel availability and vehicle production timing |
| Aircraft | Retirement and replacement of older aircraft, operational fuel-saving measures and blended sustainable aviation fuel procurement | Aircraft efficiency, network reliability, fuel use and emissions intensity |
Aircraft renewal and freight routing reduce fuel use
FedEx says replacing older, less-efficient aircraft with newer models can improve fuel efficiency, reduce emissions and noise, lower operating costs and support network reliability. For FY25, the company attributed approximately 1.1 million metric tons of CO₂e avoided and $284 million in fuel-cost savings to aircraft modernization efforts.
FedEx separately reported that aircraft modernization combined with fuel-saving efforts saved more than 120 million gallons of jet fuel and prevented more than 1.2 million metric tons of CO₂e during FY25. This broader figure includes fuel-saving efforts as well as modernization; it is not the same calculation as the modernization-only estimate above.
Fleet renewal works alongside choices about which shipments fly on FedEx aircraft. The company describes three network systems: Purple Tail for higher-value shipments on FedEx aircraft; Orange Tail, a two- to three-day truck-fly-truck system; and White Tail for deferred parcels and freight carried by third-party passenger airlines. This means aircraft modernization is one part of a broader effort to route freight through different modes and service levels.
Aviation targets and fuel procurement
FedEx’s reported aviation goals are to obtain 30% of jet fuel from alternative sources on a blended basis by 2030, retire all three-engine MD-11 aircraft by 2032, and reduce aircraft emissions intensity 40% from a 2005 baseline by 2034. Its 2026 report said aircraft emissions intensity was down 32% against that baseline.
FedEx’s 2026 report says it began its first major U.S. sustainable aviation fuel (SAF) deployment at Los Angeles International Airport in 2025, securing more than 3 million gallons of blended SAF from Neste. The agreement covered nearly 20% of annual jet-fuel use at LAX. The report also describes five SAF offtake agreements announced beginning in May 2025, designed to bring more than 16.5 million gallons of blended SAF at a minimum 30% blend to five U.S. airports.
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Separately, FedEx’s current sustainability update says agreements beginning September 1, 2026 are projected to secure more than 20 million gallons of neat SAF across six U.S. airports through 2027. This is a procurement projection, not fuel already reported as deployed, and it uses a neat-fuel volume rather than the blended volumes described for earlier arrangements.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Lower-carbon liquid fuels help address some heavy-duty uses
For some heavier-duty applications, FedEx reports using renewable diesel and hydrotreated vegetable oil (HVO), as well as biodiesel blends, while other technologies develop. The company says HVO is a drop-in alternative that does not require engine modifications. It reported deploying more than 3.2 million liters of HVO in Europe in FY25, with certified lifecycle carbon-emissions reductions of at least 80% compared with diesel. That is a lifecycle comparison reported by FedEx, not a claim that HVO vehicles have zero emissions.
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A dated UK example shows how this approach has been applied regionally: in September 2024, FedEx announced a Crown Oil supply agreement for more than 170 linehaul tractor-trailer combinations at three sites, securing at least four million liters of HVO annually. The announcement said the fuel would deliver at least 80% lifecycle carbon-emissions savings compared with diesel. It describes a UK arrangement at that time, not the current global fleet mix.
Charging infrastructure is being timed to the redesigned network
Charging plans depend on where vehicles are based and the routes they serve. FedEx says it is aligning additional U.S. charging build-outs with Network 2.0’s more efficient facility footprint and improved route design. This makes the network redesign a practical part of the EV timetable: stations, routes and fleet composition are changing together, rather than charging infrastructure being planned against a fixed legacy map.
That dependency also explains why a purchase-order milestone alone cannot establish how many vehicles are in service, which routes they cover or how quickly the fleet will electrify. FedEx’s FY25 figures distinguish purchase orders from its operating EV count, while its 2030 purchase pace remains under reassessment as network integration progresses.
How to read FedEx’s progress and targets
- Reported achievement: FY25 purchase orders for owned PUD vehicles met the 50% EV milestone, and the company reported 9,446 global on- and off-road EVs.
- Reported operational savings: aircraft modernization and fuel-saving efforts produced company-reported fuel and emissions savings, with different totals for modernization alone and for the broader combined scope.
- Ongoing trials and deployments: electric heavy-truck tests, alternative-fuel use and SAF procurement show multiple pathways under evaluation or adoption, not a single fleet-wide replacement.
- Goals subject to implementation: the 2030 and 2040 PUD targets remain stated goals, but FedEx says it is reassessing the 2030 purchase pace as Network 2.0 changes vehicle needs and charging plans.
The 2026 Corporate Responsibility Report covers FY25 operating achievements, so its vehicle counts and activity figures should be understood as reporting-period measures rather than live counts for October 2026. The later SAF agreements are identified separately as projected procurement.
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