IN Brief:
- Maersk and Hapag-Lloyd are relaunching the FM1/AGX service between Qingdao, Ningbo, Tanjung Pelepas, Khor Fakkan and Singapore.
- Maersk lists a 17 October Qingdao departure for Maersk Athabasca, while Hapag-Lloyd's advisory gives 18 October as the first Qingdao port date.
- Existing Middle East cargo acceptance restrictions remain in force, with inland services intended to provide onward connections to the Upper Gulf.
Maersk and Hapag-Lloyd are relaunching their Asia–Middle East FM1 container service with a revised port rotation that replaces Jebel Ali with Khor Fakkan, restoring a direct shipping connection to the United Arab Emirates while avoiding passage through the Strait of Hormuz.
The service operates within the carriers’ Gemini Cooperation and is marketed as FM1 by Maersk and AGX by Hapag-Lloyd. Its revised rotation will connect Qingdao and Ningbo in China, Tanjung Pelepas in Malaysia, Khor Fakkan in the UAE and Singapore before returning to Qingdao. Hapag-Lloyd has confirmed that weekly sailings will resume in October.
The first vessel will be Maersk Athabasca, operating voyage 642W. Maersk’s advisory lists departure from Qingdao on 17 October 2026 and arrival at Khor Fakkan on 16 November. Hapag-Lloyd’s corresponding service notice identifies 18 October as the first vessel’s Qingdao port date, and customers are being directed to the carriers’ latest sailing schedules for operational updates.
The revised route restores a connection that was suspended earlier in 2026 amid the deterioration in regional security. Maersk announced the temporary suspension of FM1 in March, alongside changes to other services involving the Middle East and Europe. The relaunched service follows a different regional arrangement from the earlier rotation, which included Jebel Ali as its principal UAE call.
Khor Fakkan lies on the Gulf of Oman, outside the Strait of Hormuz, whereas Jebel Ali is situated within the Gulf. Vessels calling at Khor Fakkan can therefore reach the UAE without entering the strait, although cargo destined for locations farther inside the Gulf will require suitable onward transport arrangements.
Maersk intends to use its existing landside logistics services to support connections to the Upper Gulf. This creates a transport chain in which containers can be discharged at Khor Fakkan and moved to their final destination through inland services, subject to the applicable booking conditions and operational arrangements.
Transferring cargo between sea and inland transport introduces separate handling and scheduling requirements. Containers must be discharged, released through the relevant procedures and allocated to suitable onward services. The final delivery time will consequently depend on the availability and reliability of those connections as well as the published ocean schedule.
The change of gateway can also affect transport charges and the allocation of responsibility for onward movements. A shipment previously arranged through Jebel Ali may require different handling and delivery arrangements when routed through Khor Fakkan. Customers will need to assess the terms applying to individual consignments rather than assuming that the revised service provides the same end-to-end movement as the suspended rotation.
Maersk has confirmed that existing Middle East booking restrictions and cargo acceptance guidelines remain applicable. The relaunch therefore does not represent a complete removal of the operating constraints introduced during the regional conflict. The carriers have said further changes to Gemini services will depend on their continuing assessment of security conditions.
The Asian port rotation connects two major Chinese container gateways with transhipment facilities in Malaysia and Singapore. Tanjung Pelepas and Singapore provide connections with other shipping services, allowing containers originating beyond the direct FM1 port calls to enter the route through feeder and transhipment arrangements.
These connections must be coordinated with the main vessel’s departure schedule. Where cargo misses a feeder connection, the availability of a weekly ocean service can leave a substantial interval before the next departure. A return to regular sailings can restore booking options, but dependable transit performance will still depend on the timing of each transfer.
The revised arrangement also changes the relationship between ocean capacity and inland transport demand in the UAE. Moving containers through a port outside the Strait of Hormuz can reduce exposure to one shipping constraint while increasing the importance of onward road or other transport capacity. Terminal handling, documentation and inland delivery arrangements will all influence the amount of cargo that can be moved through the route.
In September, the Gemini partners announced the return of four additional services to Suez Canal routing, continuing a gradual adjustment of their international network. The FM1 relaunch concerns a separate Asia–Middle East connection, but similarly retains scope for further changes if regional operating conditions deteriorate.
Maersk and Hapag-Lloyd have not announced the restoration of the previous Jebel Ali rotation or the withdrawal of the remaining cargo restrictions. The first scheduled voyage will establish the initial operating pattern through Khor Fakkan, with the carriers’ subsequent sailing schedules determining the regularity of the reinstated weekly service.
