The Strait of Hormuz, the world’s most critical oil chokepoint, has become a site of selective transit as Iran exerts tight control over maritime traffic following a fragile ceasefire. Recent ship-tracking data reveals a stark disparity in who is permitted to pass, with Iran allowing specific tankers from Gabon, Liberia, and South Africa to navigate the waterway while directing others, including a vessel from Botswana, to turn back.
This selective enforcement underscores a broader strategy by Tehran to act as the primary gatekeeper of the Persian Gulf. While a truce is technically in place, the volume of shipping remains a fraction of normal levels. According to data from market intelligence firm Kpler, only about 12 vessels have crossed the strait since the ceasefire—a dramatic drop from the typical daily average of more than 100 ships.
The current bottleneck has created a maritime stalemate, with more than 600 vessels, including roughly 325 tankers, currently stranded in the Gulf. Data from Lloyd’s List Intelligence indicates that this congestion is raising urgent concerns among global shipping operators regarding prolonged supply disruptions and a sharp increase in insurance and freight costs.
Selective transit: The ‘gatekeeper’ effect
The reality on the water is one of strict coordination. Iran now requires all ships to synchronize their movements with the Islamic Revolutionary Guard Corps (IRGC) and adhere to specific, designated routes. For some, this process is a formality; for others, it is a dead end.
The Gabon-flagged oil tanker MSG was among the first non-Iranian vessels to successfully transit the strait after the ceasefire. Carrying approximately 7,000 tonnes of Emirati fuel oil bound for India, the MSG‘s passage was confirmed via MarineTraffic data. Similarly, the Daytona Beach, a Liberia-flagged tanker, crossed the strait at 8:59 a.m. CET after departing Iran’s Bandar Abbas port earlier that morning.
However, the experience of the Nidi, a Botswana-flagged liquefied natural gas (LNG) tanker, tells a different story. According to the Associated Press, the vessel attempted to exit the Persian Gulf via a designated route but was forced to reverse course after being directed by the IRGC. The incident highlights the unpredictable nature of current transit permissions, where flag state or cargo destination may influence the IRGC’s decision to grant passage.
Diplomatic levers and ‘special arrangements’
As the energy lifeline for many nations remains constrained, Tehran is using transit access as a diplomatic tool. Here’s particularly evident in its outreach to African economies that rely heavily on Gulf energy supplies. In a recent address to the United Ulama Council of South Africa in Cape Town, Iran’s ambassador to Pretoria, Mansour Shakib Mehr, sought to downplay reports that the energy supply chain had been completely severed since the conflict began on February 28.
Ambassador Mehr asserted that restrictions are targeted exclusively at vessels linked to the United States, and Israel. He noted that the strait, which facilitates the movement of approximately 20% of the world’s crude oil originating in the Persian Gulf, remains open to others under specific conditions. Mehr revealed that “special arrangements” have already been established for shipments bound for China and India, and suggested that South Africa could be extended similar privileges.
For many African nations, these arrangements are a matter of economic survival. While producers like Nigeria and Angola provide a critical supply cushion—meeting roughly two-thirds of crude demand in certain regional markets—the continent remains highly exposed to global price volatility whenever the Strait of Hormuz is threatened.
The cost of passage: Tolls and cryptocurrency
Beyond the diplomatic maneuvering, Iran is exploring ways to formalize and monetize its control of the waterway. Iranian officials are weighing proposals to implement a structured toll system for commercial shipping. One such proposal involves a fee of approximately $2 million per container ship.
The proposed payment methods are equally unconventional. A spokesperson for Iran’s Oil, Gas and Petrochemical Products Exporters’ Union indicated that shipping firms might be required to pay a levy in cryptocurrency for every barrel of oil transported through the strait. Such a move would likely be an attempt to bypass international sanctions and the traditional dollar-based banking system.
| Vessel/Entity | Status | Details |
|---|---|---|
| MSG (Gabon) | Passed | 7,000 tonnes fuel oil to India |
| Daytona Beach (Liberia) | Passed | Departed Bandar Abbas port |
| Nidi (Botswana) | Turned Back | Directed by IRGC to reverse course |
| Daily Volume | Severely Reduced | ~12 vessels vs. Typical 100+ |
Washington and Tehran: A clash of narratives
The situation in the strait has further strained the relationship between Washington and Tehran. US President Donald Trump has been vocal in his criticism of Iran’s management of the oil lifeline. In a series of statements, Trump described Iran’s conduct as “dishonorable” and issued a sharp warning against the imposition of transit fees, stating that if Iran is charging tankers, they “better stop now.”
Tehran has countered these accusations by pointing to broader regional instability. Iranian Foreign Minister Abbas Araghchi accused the United States of failing to honor the terms of the ceasefire. In a social media post, Araghchi referenced ongoing violence in Lebanon, stating, “The ball is in the US court, and the world is watching whether it will act on its commitments.”
The result is a precarious equilibrium. While some tankers continue to move, the overarching atmosphere is one of uncertainty. The “special arrangements” mentioned by Ambassador Mehr suggest a world where maritime law is replaced by bilateral negotiations, leaving smaller nations and independent shipping operators in a vulnerable position.
The next critical checkpoint for global markets will be the formalization—or rejection—of the proposed $2 million container toll and the cryptocurrency levy. Shipping companies and international regulators will be monitoring whether these fees are officially codified or remain as leverage in the ongoing diplomatic standoff between Tehran and the West.
Do you think the implementation of maritime tolls in the Strait of Hormuz will lead to a permanent shift in global shipping routes? Share your thoughts in the comments below.
