March 26th, 2026 – As containers originally bound for the Middle East continue arriving from Asia, many are being rerouted to Indian ports as temporary holding points. At the same time, carriers are working to move these containers onward using available shuttle services for the final leg of their journey. However, a range of operational and system-related constraints at alternative Persian Gulf ports is complicating these efforts.
Industry estimates suggest that between 40,000 and 50,000 TEUs have already been discharged at Indian ports, with Nhava Sheva (JNPA) alone handling roughly 25,000 TEUs. In response to widespread disruptions and port suspensions across the Middle East following recent hostilities involving the US, Israel, and Iran, ports such as Sohar in Oman and Fujairah and Khor Fakkan in the UAE have emerged as critical contingency hubs.
Among these, Khor Fakkan—operated by Gulftainer and boasting a capacity of 5 million TEUs—has become a preferred transshipment option for carriers. Nevertheless, all three alternative ports are facing limitations, particularly in handling refrigerated cargo. Fujairah, for example, has a very limited number of reefer plug points, significantly restricting the movement of perishable goods.
Further complicating operations, UAE authorities have instructed carriers to limit the volume of cargo destined for cross-border transit through Khor Fakkan due to severe bottlenecks in inland transportation. As a result, some vessels carrying large transshipment loads have either been denied berthing or refused permission to discharge containers. Carriers operating from India are now generally being advised to restrict transshipment cargo to around 30% of total loads.
Khor Fakkan is also experiencing heavy congestion, with vessels facing berthing delays of more than a week and, in some cases, up to 12 days. Some ships making unscheduled calls have opted to divert after facing indefinite waiting times.
On the landside, importers are under pressure to clear cargo quickly, as authorities have imposed a strict two-day window for container pickup. Failure to comply exposes consignees to substantial port charges. The situation is further strained by unregistered importers arriving at terminals without prior customs clearance, creating additional bottlenecks at gates.
Meanwhile, carriers are taking steps to ease the backlog. CMA CGM, for instance, is preparing to deploy three shuttle services from West India ports, including Nhava Sheva and Mundra, to Sohar and Fujairah over the coming week to evacuate rerouted containers. JNPA officials have indicated that the port is actively coordinating with stakeholders and currently has sufficient storage capacity, with only about half of its yard space in use.
Despite this, early signs of congestion are emerging within India as well. Truckers servicing PSA’s BMCT terminal at Nhava Sheva have reported increasing turnaround times, leading some drivers to refuse trips due to delays. BMCT has handled a significant share of the diverted vessels, contributing to the strain.
To maintain cargo flow into the Middle East, carriers are also utilizing Red Sea routes as part of contingency planning, often combining sea and inland transport solutions. However, these adjustments are driving up costs across the supply chain. CMA CGM has introduced an additional inland emergency fuel surcharge for Middle East shipments starting March 23rd, citing rising fuel costs impacting not just ocean freight but also inland logistics across all transport modes.
The broader disruption is also affecting global carriers. Hapag-Lloyd has reported that six of its container ships remain stranded due to the crisis, with approximately 25,000 shipments impacted. The company has also paused accepting new bookings to and from the Middle East, citing ongoing concerns over operational challenges in a conflict-affected region.
