DUBAI, United Arab Emirates, 15 October 2026 – In what way do the ports that facilitate international trade create difficulties associated with congestion at the ports? The Middle East is experiencing changes in the routes of the cargo due to issues taking place at two major UAE ports that will certainly delay shipments and affect the transportation of goods within nearby states.
As reported in the Kuehne+Nagel announcement as of 14 October 2026, the ports of Khor Fakkan and Fujairah are experiencing increased pressure due to diverted cargo in recent months. This switch is part of the changes in regional shipping networks as the situation in the Middle East makes carriers and logistics think about the routes from ports where shipments enter the destination country.
Pressure on two UAE ports is on the rise
Fujairah and Khor Fakkan are now among the sites where pressure is exerted, with cargo redistributions leading to increased congestion on the logistics corridors in the country. The transport options provided by carriers offer better solutions for the transportation of goods, but the duration of shipment delivery is different for each destination, while the reliance on UAE government logistics firms for last-mile delivery and corridor connection does not change.
Moreover, freight operations across borders from the UAE to Saudi Arabia are experiencing increased pressure. Freight transported through merchant haulage from Jeddah and King Abdullah Port experiences prolonged shipping times due to inefficiencies in port operations and border crossings.
Now that congestion is easing in Jeddah, Kuehne+Nagel expects the cargo movement to be redirected towards such gateways as Jeddah, Aqaba in Jordan, and Salalah in Oman. The potential emergence of new routes through the Levant may increase in importance.
How do Sri Lanka and India fit into this situation?
As disruptions persist beyond Gulf ports, transshipment hubs in India, Sri Lanka, and Oman are experiencing ripple effects, resulting in increased transit times for cargo en route to various destinations in the UAE.
These delays can lead to longer transit times on the one hand while making delivery schedules less predictable on the other. Consequently, importers and exporters may need to reconsider their delivery and transportation arrangements, as well as their inventory planning business strategies.
At the same time, the shipping situation differs in terms of various regional sea routes. In the case of the Strait of Hormuz, container movements have been sporadic in nature, mainly limited to regional feeder operators, as the networks of the main shipping companies are not available.
Are alternative ports able to reshape trade routes?
As per the analysis provided by Kuehne+Nagel, it is clear that problems at the ports of Khor Fakkan and Fujairah will persist in the nearby future. Imminent limits regarding special loads and parcels imported from other countries may also be imposed, increasing the uncertainty for logistics agents.
In this context, it is important to note that the appearance of alternative ports shows the fact that any incident that occurred in one port can influence the whole chain of trade processes in several nations.
From the perspective of companies that conduct business in the region, the immediate step is to adapt to changes in routing, add time for the transit of goods, and follow the situation with regard to one’s own shipments. The question that arises here is if these relocations will become permanent over time or whether they are bound to disappear.
