When the Strait of Hormuz was effectively closed to merchant vessels, 53 container ships belonging to major global liner companies were trapped in the Persian Gulf. Two months later, container shipping data from Kpler, a visual data and market analysis company, shows that up to 79% of vessels remain stranded, awaiting passage.
Capacity Impact
The impact on capacity is far-reaching. 53 container ships of various sizes represent tens of thousands of TEUs of effective capacity being removed from active trade routes. Unlike vessels temporarily idle for repairs or sailing at slow speeds on long-haul routes, these trapped ships, while unable to generate any revenue, are still:
· Consuming fuel;
· Incurring port fees;
· Holding crews under extreme conditions.
Impact on Cargo Owners
For cargo owners, particularly those whose supply chains rely on petrochemical exports from the Gulf region, import electronics via Jebel Ali Port, or depend on regional feeder networks, the situation has evolved from “operational disruption” to “structural rerouting.” The few containers successfully shipped out, if transported via alternative corridors, will face significantly different and higher rerouting costs.
Differential Impact by Cargo Type
The impact of this crisis is not uniform across all cargo types: high-value or time-sensitive goods (such as food, medicine, consumer electronics) can still bear the premium costs of land bridge transport or emergency diversions. However, construction materials are entirely different. The Gulf region is a major destination for heavy, bulky, and low-value building materials, supplying numerous active construction projects in the area. For such cargo, the land bridge premium is economically unfeasible; the goods can only wait in place.
Key Focus for Container Shipping Monitoring
The impact of the Strait of Hormuz crisis on the broader market is where Kpler provides its core value and where the data offers the most practical guidance.
With the direct transit route through the strait disrupted, cargo flows are forced to divert. This pressure does not disappear; it shifts. Kpler provides an independent, terminal-level data perspective, precisely revealing where this pressure lands and its intensity.
Ports handling diverted volumes from the Gulf are currently operating at loads far exceeding historical baselines:
· Salalah (Oman)
· Khor Fakkan (UAE)
· Transshipment hubs in the Indian Ocean region
In a market environment where schedule reliability on Gulf-related trade routes has already collapsed, having independent, forward-looking visibility on routes that are still functioning is the foundation upon which decision-makers can formulate strategies.
Terminals Requiring Priority Monitoring
As cargo flows are rerouted, the following transshipment nodes are most likely to show initial signs of congestion:
· Khor Fakkan
· Sohar
· Jeddah
Frequently Asked Questions
1. What measures should cargo owners take currently?
Cargo owners should immediately assess their risk exposure to Gulf-related routes and begin formulating alternative routing plans. For time-sensitive goods, land bridge transport options via the UAE or Saudi Arabia may be worth the premium; for bulk cargo or construction materials, contingency plans should consider extended delivery windows and explore potential alternative sourcing channels.
2. How does this affect shipping costs?
Freight rates on alternative corridors have already surged significantly. As capacity bottlenecks intensify, upward pressure on freight rates for India-Europe and Asia-Middle East routes is expected to persist. High-value goods can absorb such costs, while shippers of low-margin cargo face difficult trade-offs and decisions.
