Shipping Lines Gradually Resume Suez Canal Services as Traffic Reaches Highest Level Since Early 2024

Vessel traffic through the Suez Canal is picking up again as some container shipping lines begin routing Asia–Europe services back through the Suez–Red Sea corridor. The development comes as the security situation in the region remains complex, with risks in the Red Sea, Bab-el-Mandeb Strait and Gulf of Aden continuing to be closely monitored.

According to Lloyd’s List Intelligence, approximately 1,090 vessels, totaling 88.6 million DWT, transited the Suez Canal in the four weeks through August 16, 2026. This was the highest level since January 2024, although still around 41% below pre-Red Sea crisis levels at the end of 2023.

Meanwhile, developments in the Strait of Hormuz remain a separate issue. Hormuz is not part of the Suez–Red Sea shipping route connecting Vietnam with Europe, but disruptions there could indirectly affect fuel costs and marine insurance premiums.

Suez traffic rises as shipping lines gradually return to the route

In the four weeks through August 16, approximately 1,090 vessels passed through the Suez Canal, with a combined deadweight capacity of around 88.6 million DWT. Although still well below pre-Red Sea crisis levels, this represented an increase of about 14% compared with the average from January to mid-June 2026.

Maersk said more than 30% of cargo volumes on Asia–Europe services that had previously been rerouted around the Cape of Good Hope have now returned to the Suez route.

Some services operated by major shipping lines have also begun returning to the corridor. Gemini Cooperation shifted the AE19/SE4 service from the Cape of Good Hope route back to Suez from August 10, 2026, following a similar change for the AE15 service from July 6.

These services include a call at Jeddah, Saudi Arabia, in their port rotation.

MSC also routed some vessels through the Bab-el-Mandeb and Suez Canal in late July and early August, including the 24,346-TEU container ship MSC Irina.

On August 22, the approximately 17,200-TEU container ship Bangkok Maersk transited the Suez Canal for the first time on its voyage from Italy to Singapore. According to Captain Pata Radu, using Suez instead of routing around Africa reduced the voyage time by approximately 14 days.

However, the pace of the return to Suez remains heavily dependent on security developments in the Red Sea and Bab-el-Mandeb. Maersk and Hapag-Lloyd continue to maintain the option of reverting to the Cape of Good Hope route if security conditions deteriorate.

Security risks in the Red Sea and Gulf of Aden remain a constraint

While traffic through Suez is increasing, security risks along the southern section of the corridor have not been eliminated.

In Yemen, the port of Al-Mokha suspended commercial operations following missile attacks in August. The developments directly affect activity in an area close to the shipping corridor connecting the Gulf of Aden with the Red Sea.

In the Gulf of Aden, the risk of Somali piracy has also resurfaced. On August 20, the Eritrean-flagged product tanker Sibu 1 was seized by six armed individuals approximately 136 nautical miles from Al Mukalla, Yemen, and was diverted toward Somalia. This was the sixth reported hijacking of a commercial vessel since April 2026.

The incident occurred only days after the vessel Lutuf was attacked and seized by suspected pirates off the coast of Somalia, underscoring the need to continue factoring security risks in the Gulf of Aden into shipping lines’ decisions on whether to maintain routes through Bab-el-Mandeb.

Hormuz developments are separate but can still affect shipping costs

The situation in the Strait of Hormuz should be assessed separately from developments along the Suez–Red Sea route.

Hormuz lies between the Persian Gulf and the Gulf of Oman and is not part of the direct route taken by container cargo from Vietnam to Europe via Suez. Therefore, developments in Hormuz do not, in themselves, mean that Vietnam–Europe cargo must be rerouted.

For Vietnamese shippers, the main potential impact is likely to come indirectly through fuel prices, war-risk insurance premiums and other surcharges related to maritime security.

For services using the Suez–Red Sea route, the developments that need to be monitored directly remain the security situation in the Red Sea and Bab-el-Mandeb.

Shipping lines are returning to Suez, but not across their entire networks

Current developments indicate that the return of services to the Suez Canal is taking place gradually rather than across the entire Asia–Europe network at once.

Some services operated by Maersk, Hapag-Lloyd and members of Gemini Cooperation have shifted back to Suez, while many other services continue to operate via the Cape of Good Hope.

For cargo originating in Vietnam, it is important to distinguish between direct services from Vietnam and services involving transshipment at Singapore or Tanjung Pelepas. The fact that an Asia–Europe service has returned to Suez does not necessarily mean that all exports from Vietnam will benefit from shorter transit times.

Impact on importers and exporters

●    Vietnamese cargo bound for Europe will not automatically have shorter transit times simply because some Asia–Europe services have returned to Suez. Businesses should check the specific port rotation and transshipment points of each service.

●    Transit times could be significantly reduced on services that have actually shifted from the Cape of Good Hope back to Suez. The Bangkok Maersk case shows that the voyage time can be reduced by around 14 days.

●    The risk of route changes remains. Shipping lines may revert to the Cape of Good Hope if security conditions in the Red Sea and Bab-el-Mandeb deteriorate.

●    Fuel and insurance costs should continue to be monitored, particularly as security risks increase simultaneously across several major maritime regions.

Impact on logistics companies

●    Recheck the port rotation and routing of each service before committing to transit times with customers.

●    Distinguish between direct and transshipment services. The return of an Asia–Europe service to Suez will have a direct impact on Vietnamese cargo only if the shipment is actually carried on that service.

●    Prepare contingency transit-time plans for shipments with fixed delivery deadlines, as shipping lines may change routing if security conditions deteriorate.

●    Monitor three factors separately - Suez, Bab-el-Mandeb and the Cape of Good Hope - rather than using developments in Hormuz as a direct indicator for the Vietnam–Europe trade lane.

Frequently Asked Questions

Is Vietnam directly affected by the situation in the Strait of Hormuz?

Not directly in terms of routing for Vietnam–Europe container cargo. The route primarily involves the South China Sea, Indian Ocean, Red Sea and Suez Canal, and does not pass through Hormuz. However, developments in Hormuz could indirectly affect fuel prices and marine insurance costs.

Which shipping lines have returned Asia–Europe services to Suez?

Some services operated by Maersk, Hapag-Lloyd and Gemini Cooperation have begun using the Suez–Red Sea route again. However, the shift has not occurred across their entire networks.

How much time can be saved by returning to Suez?

The savings depend on the origin, destination and specific port rotation. In the case of Bangkok Maersk, the captain said that using the Suez Canal instead of routing around Africa saved approximately 14 days of sailing time.

See more:

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• COSCO and OOCL Increase Capacity on the Mediterranean–West Africa MWAX Service
• Hormuz Strait Vessel Traffic Edges Up After the Weekend
• Global Air Cargo Spot Rates Ease to $3.12/kg Ahead of Peak
• Q3/2026 Europe-Bound Environmental Surcharges: Maersk and ONE Differ by $49/FEU, While MSC Quotes by TEU
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• COSCO schedules: Vietnam - North America in Aug 2026
• SITC updates Vietnam-Intra Asia sailing schedules in Aug 2026

Source: Phaata.com 

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Reference source: Lloyd's List Intelligence,The Loadstar, Container News, Daily News Egypt, Reuters, Al Jazeera, UKMTO/JMIC Advisory, UN News/IMO, Al Jazeera - Al-Mokha port, AP News - Somali pirates, ONE