The top 5 container carriers diverting ships after the Strait of Hormuz disruption

Global container shipping networks run on predictability. Fixed rotations, narrow transit corridors, and tightly managed port sequences keep cargo moving on schedule. When a chokepoint like the Strait of Hormuz faces disruption, those assumptions unravel fast—and supply chains scramble to respond.

For the world's largest carriers—MSC, Maersk, CMA CGM, COSCO, and Hapag-Lloyd—even short-term security concerns force container ships to alter service rotations, omit port calls, or divert to alternative hubs. The disruption itself presents the immediate problem. But for supply chains trying to respond, the real challenge quickly becomes visibility.

We've tracked vessel movements across the global fleet to give logistics teams the timely visibility they need to act.

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Impact of the Strait of Hormuz on container shipping

The Strait of Hormuz connects the Persian Gulf to the Arabian Sea and the wider Indian Ocean. While it is better known as an energy corridor, it is also critical for container ships serving Gulf hubs.

Key container ports in the region include:

• Jebel Ali and Khalifa Port in the UAE
• Dammam in Saudi Arabia
• Hamad Port in Qatar
• Shuwaikh and Shuaiba in Kuwait

These ports serve multiple functions within global trade:

• Import gateways for Gulf economies
• Transshipment nodes for regional feeder networks (transshipment refers to the transfer of cargo from one vessel to another at an intermediate port)
• Key waypoints within Asia–Middle East liner service rotations

When security risks increase in the Strait, carriers may slow sailings, reroute vessels, or temporarily omit Gulf port calls to protect crew, cargo, and schedules. Even minor disruptions can trigger cascading changes across multiple services.

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Carrier diversion strategies: A data-driven analysis

The five largest liner operators control a significant share of the global container fleet. They run extensive service loops linking Asia, the Middle East, Europe, and Africa. Using vessel movement data from MarineTraffic Container Intelligence, we analysed 49 container ships operated by these carriers following the Strait of Hormuz disruption.

Three distinct routing strategies emerged:

• Continuing to sail into the Arabian Peninsula
• Diverting vessels within the Indian Ocean region
• Redirecting vessels completely outside the region

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The data makes one thing clear: carriers are responding very differently to the same disruption.

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Strategy 1: Diversion within the Arabian Peninsula

CMA CGM and COSCO are keeping vessels close, rerouting to alternative ports within the Arabian Peninsula rather than redirecting cargo further afield.

CMA CGM diverted 88% of analysed vessels toward the Arabian Peninsula, with 13% redirected toward the Indian Ocean. Vessels originally scheduled to call at specific Persian Gulf ports are instead rerouted to alternative regional gateways. Cargo is then redistributed onward. This strategy keeps cargo close to its final destination markets and limits the need for long-distance rerouting.

COSCO shows the most concentrated diversion pattern in the dataset, with 100% of analysed vessels directed toward the Arabian Peninsula. Rather than shifting cargo to distant hubs, COSCO appears to be pivoting port calls within the regional network. For shippers, this approach typically means shorter recovery times—cargo remains within the regional distribution system.

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Strategy 2: Regional diversion toward Indian Ocean hubs

MSC and Hapag-Lloyd are redirecting vessels toward Indian Ocean ports. 

MSC shows the largest operational split among the carriers analysed:

• 47% of vessels diverted toward Arabian Peninsula ports
• 53% toward the Indian Ocean region

With 19 vessels in the dataset, MSC accounts for the largest share of the fleet analysed. The split suggests that part of the cargo flow remains close to its destination. The remainder may be discharged at Indian Ocean hubs before being redirected toward Gulf markets—often introducing additional handling steps and longer transit times.

Hapag-Lloyd shows the strongest shift toward Indian Ocean diversion:

• 67% of vessels redirected to Indian Ocean hubs
• 17% toward Arabian Peninsula ports
• 17% outside the region entirely

Cargo originally bound for Gulf ports is discharged at Indian Ocean hubs before continuing toward its final destination. This approach maintains cargo flow while bypassing the disrupted corridor.

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Strategy 3: Long-range diversion outside the region

Maersk demonstrates the widest geographic spread. Of the 13 vessels analysed:

• 62% were directed toward Arabian Peninsula ports
• 8% toward Indian Ocean ports
• 31% redirected outside the region entirely

Longer-range diversions of this kind typically reflect deeper service rotation adjustments. Cargo may be reassigned to different trade loops or network segments before reaching its destination. For supply chain planners, this type of rerouting has the greatest impact on delivery timelines.

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