Iran’s control of Strait of Hormuz shipping during US-Israel war on Iran
Consensus Summary
Since the US-Israel war on Iran began on February 28, 2024, Tehran has effectively closed the Strait of Hormuz—a critical chokepoint for 20% of global oil and one-third of global fertilisers—by diverting shipping through a ‘safe corridor’ under its control. Daily traffic has plummeted from 138 ships pre-war to just 5-6 vessels, with Iran imposing a de facto ‘tollbooth’ system where at least two ships reportedly paid up to $2 million for transit. Iran’s oil exports remain steady at 1.6 million barrels per day, while attacks on ships (including the Skylight tanker with Indian crew fatalities) and the killing of IRGC Navy commander Alireza Tangsiri have heightened tensions. Both sources agree on Iran’s selective closure, but ABC highlights diplomatic efforts by India and China to secure passage, while the Guardian emphasizes the prolonged uncertainty and stranded seafarers. Contradictions exist in the exact route details, formalisation of fees, and the scale of resumed traffic, but the core narrative centers on Iran’s economic leverage through maritime control and the global response to reopen the strait.
✓ Verified by 2+ sources
Key details reported by multiple sources:
- The Strait of Hormuz saw a 95% drop in daily traffic (from ~138 ships/day pre-war to ~5-6 ships/day) since the US-Israel war began on February 28, 2024.
- Iran has established a ‘safe corridor’ or ‘tollbooth’ route through its territorial waters between Larak Island and the mainland, diverting ships from the central shipping lane.
- Iran’s Islamic Revolutionary Guard Corps (IRGC) has approved passage for ‘non-hostile’ vessels, excluding US/Israel-linked ships, with at least two vessels reportedly paying fees (one up to $2 million) for transit.
- Iran’s crude oil exports averaged 1.6 million barrels per day between March 1–23, 2024, despite the conflict, with tankers loading at Kharg Island.
- More than 20 ships have been attacked or suffered near-misses in the region since the war began, including the Palau-flagged Skylight tanker (Indian crew fatalities reported).
- The UN’s International Maritime Organization (IMO) has warned of 20,000 stranded seafarers in the Gulf facing dwindling supplies and stress.
- Israel killed IRGC Navy commander Alireza Tangsiri on March 22, 2024, reportedly responsible for the strait’s de facto closure.
- India and China have engaged in direct diplomacy with Iran to secure safe passage for their vessels, with Indian Navy escorts observed for LPG tankers.
Points of Difference
Details reported by only one source:
- Iran’s ‘safe corridor’ is described as a ‘northerly route close to the Iranian coastline’ with potential for IRGC factions to delay or seize vessels despite official clearance.
- Lloyd’s List analysts estimate it will take months for shipping patterns to return to normal even after fighting stops, with ~1,000 vessels anchored or in port.
- Two cargo ships entered the Gulf on March 24 hugging the Oman coastline with transmitters off, while no traffic was recorded in the standard shipping lanes that day.
- Britain offered to host an international security summit to reopen the strait, with 30+ countries signing a joint statement on ‘appropriate efforts’ to safeguard the waterway.
- Maritime insurance cover remains available but at higher prices, with demand for Hormuz transits low due to safety concerns, not insurance unavailability.
- Iran’s IRGC is working on a new law to formalise the ‘toll booth’ regime, expected to be finalised by the following week (March 2024).
- Senior Iranian official Alaeddin Boroujerdi stated Iran charges $2 million per ship as a transit fee, paid in Chinese yuan due to US/EU sanctions.
- Pakistan-owned Karachi was the first non-sanctioned oil tanker to transit the strait on March 15, broadcasting its location near the Iranian coast.
- Greece owns the second-highest number of ships crossing the strait, with Greek shipowners reportedly taking advantage of inflated charter rates (10x normal value).
- Japan’s bulk carrier transiting the strait was flagged as ‘CHINA OWNER’ on its transponder, raising questions about re-flagging or diplomatic agreements.
- India’s Pine Gas LPG Carrier was the first ship bound for Australia to transit the strait since the war began, with Indian Navy escorts documented.
- Sir John Jenkins (retired UK diplomat) suggested countries may use ‘agreed protocols’ or ‘identification signals’ to secure passage, citing China’s influence over IRGC.
Contradictions
Conflicting information between sources:
- The Guardian reports Iran’s ‘safe corridor’ is a ‘northerly route close to the Iranian coastline’ between Larak Island and the mainland, while ABC describes it as a ‘clear sign Iran established a new shipping corridor’ but does not specify the exact route details.
- The Guardian states ‘no vessels have been damaged since March 22, 2024,’ but ABC does not provide a timeline for attacks post-March 15, leaving ambiguity on recent incidents.
- The Guardian mentions ‘at least two vessels have paid to transit the strait,’ while ABC quotes Boroujerdi explicitly stating Iran charges $2 million per ship, implying a formalised fee structure not mentioned in the Guardian.
- ABC reports India has a ‘preference towards negotiating with Tehran’ for safe passage, while the Guardian does not explicitly state India’s diplomatic stance beyond mentioning escorts for LPG tankers.
- The Guardian notes ‘normal commercial navigation has not resumed’ and traffic remains a ‘trickle,’ while ABC claims ‘about five to six large vessels’ move daily, suggesting a discrepancy in the scale of resumed traffic.
Source Articles
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