The Strait of Hormuz, through which approximately one fifth of the world’s oil production passes, has become a central issue in the international economic landscape as navigation in the strait continues to be disrupted due to the war on Iran and Tehran’s control over this vital maritime passage.
Amid the recent escalation in the ongoing conflict between Iran on one side and the United States and Israel on the other, the fate of the strait has emerged as one of the most significant arenas of confrontation affecting the global economy in general. With Iran threatening further escalation, numerous questions have arisen regarding the prospects of confrontation in the strait and the options available.
In an interview with Al Jazeera Mubasher, Captain Haytham Chaaban, consultant and accredited auditor by the International Maritime Organization and Executive Director of Robban Assafina magazine, stated from Beirut that the Strait of Hormuz is one of the world’s most important maritime chokepoints, alongside the Bab el-Mandeb Strait, the Panama Canal, and the Suez Canal. These waterways represent essential lanes for maritime transport and for ensuring the smooth flow of goods and global supply chains.
The Importance of the Strait of Hormuz for Maritime Transport and Global Industries
The Captain explained that the significance of the strait lies in its direct connection to global oil exports compared with other maritime chokepoints. Approximately twenty million barrels of oil pass through it daily, making many industries around the world vulnerable to any disruption in the area, particularly in China and other regions that rely heavily on petroleum derivatives for their industries. He added that the maritime transport sector bears the greatest cost during such crises.
Captain Haytham Chaaban also declared: “Based on my experience as a seafarer and former captain, I would like to emphasize that seafarers pay the highest price, as happened in Bab el-Mandeb when the Houthis attacked several vessels, including Arab-owned ships, and similarly during the period of piracy off Somalia.”
He noted that the maritime transport sector is always under scrutiny and often considered a sensitive target, as it represents one of the key pillars of national security for many states. He cited several state-linked maritime companies, including ADNOC Logistics in the United Arab Emirates, Nakilat in Qatar, Kuwait Oil Tanker Company in Kuwait, Bahri in Saudi Arabia, and COSCO in China.
He added that countries rely on these maritime arms to secure their resources, and any attack on them directly impacts the maritime transport sector, which is responsible for more than 80% of global cargo transport.
Commenting on the request by U.S. President Donald Trump for vessels to show courage and continue passing through the strait, Captain Chaaban said the request was entirely inappropriate. He explained that it is unreasonable to ask unarmed civilians aboard commercial vessels to enter a maritime corridor that could be exposed to missile attacks, thereby endangering their lives as well as the vessels and cargo, which may be worth billions of dollars, in addition to the potential economic, tourism, and marine environmental consequences.
Alternative Shipping Routes and Emergency Plans in the event of Strait Closure
Captain Chaaban warned that the current situation could recall the events during the COVID-19 pandemic, when more than 400,000 seafarers were stranded on-board. He noted that more than 3,200 vessels are currently located inside the Arabian Gulf and cannot exit through the strait due to the Gulf’s closed geographical nature, unlike the Red Sea, which has maritime routes through Bab el-Mandeb and the Suez Canal.
He also explained that countries are currently moving toward relying on alternative ports outside the strait. Ports in the Sultanate of Oman are playing a significant role in this regard, in addition to ports in the United Arab Emirates located outside the strait and Saudi ports on the Red Sea.
Shipping companies and maritime authorities have also begun exploring alternative solutions. Jawaharlal Nehru Port in India is offering storage facilities for cargo, while smaller container vessels transport goods to Omani ports, particularly the Port of Salalah, from where cargo is transported overland to the United Arab Emirates.
He added that some shipping companies have also begun using Saudi ports to unload and ship cargo, both oil and non-oil, which is then transported overland to ensure the continuity of markets in Saudi Arabia and other Gulf states such as Kuwait, Qatar, and the Kingdom of Bahrain.
Captain also emphasized that the maritime transport sector derives its importance from being the most cost-effective means of transporting international trade compared with air or land transport. A large portion of global trade depends on it, which makes it essential to prepare emergency plans before crises occur, as previously seen in the Red Sea, the Suez Canal, and currently in the Strait of Hormuz.
He pointed out that attention to the maritime transport sector often emerges only during crises, particularly in the Arab world, despite the fact that it is more important than both aviation and land transport sectors.
He explained that waiting for ships near the Strait of Hormuz until it reopens represents an additional expense and financial burden for shipping companies. The daily operating cost of vessels is high and accumulates during waiting periods, which may result in significant time losses for some companies. In the case of container vessels and other cargo ships, Omani ports may provide a practical alternative rather than waiting for the strait to reopen or relying on the courage of individual captains or shipping companies to navigate a corridor that could be exposed to missile attacks from various sources.
He added that alternative routes for non-oil cargo could pass through ports in Oman, Saudi Arabia, and partially through Egyptian ports. If stability returns to Yemen, Yemeni ports could also contribute to these alternative logistics networks.
Regarding oil derivatives, he noted the existence of several pipelines that transport oil from the Arabian Gulf to the Red Sea, reaching Yanbu, in addition to a pipeline connecting to Fujairah. However, these pipelines would not be sufficient in the event of a prolonged crisis, which highlights the need to consider additional pipeline infrastructure in the future to ensure the continuity of supply chains without delay.
Concerning the naval escorts for vessels, Captain Chaaban explained that this measure is not new. It has been used during previous periods, including the Second World War and the Somali piracy crisis, through the establishment of maritime corridors where naval vessels escorted commercial ships until they reached their destinations.
Additionally, he insisted that the particular challenge of the Strait of Hormuz lies in its relatively narrow width, with the navigational channel measuring only about two nautical miles, which makes protection difficult even for warships.
He concluded by stating that discussions about a potential military deployment on the Iranian islands overlooking the strait may not be sufficient to guarantee the security of navigation. Such developments could also lead insurance companies to increase premiums for vessels transiting the area, especially since risks would remain even after ships move beyond the range of military protection.
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