What happens when a maritime chokepoint turns into a battlefield?

We often order things online, move items for events as grand as an ICC Cricket World Cup or a Formula 1 race, or ship cars and furniture across borders, assuming seamless delivery. Even the fuel for our cars and the LPG for our kitchens arrives without fanfare. But who are the people and ships making this possible?

Seafarers—deckhands, engineers, cooks, officers—navigate these cargoes through storms and chokepoints. When crises strike, like pirate attacks or wars, they hit first. Today, as the Middle East boils and the Strait of Hormuz turns deadly, these unsung supply chain heroes face missiles and drones, their sacrifices rippling into every corner of global trade.

Every day, hundreds of ships carrying oil, gas, fertilisers, cars and containerised goods pass through the narrow waters of the Strait of Hormuz—a maritime corridor so critical that a disruption here can ripple across global supply chains within hours. Tankers bound for Asia’s refineries, container ships supplying factories in India and Southeast Asia, and LNG carriers leaving Gulf export terminals all converge at this strategic chokepoint between Iran and Oman.

But in recent weeks, the passage has become one of the most dangerous shipping lanes in the world. Missile strikes, drone attacks and explosive boats have targeted commercial vessels transiting the corridor, damaging ships and killing crew members. At least 18 vessels have been attacked in the region in recent incidents, with multiple fatalities reported among merchant seafarers navigating the strait.

For the global economy, the consequences extend far beyond the Gulf. The Strait of Hormuz handles roughly a third of the world’s seaborne crude oil trade and a significant share of liquefied natural gas exports. Any disruption here can send oil prices surging, choke shipping routes and destabilise supply chains stretching from Asian factories to European fuel markets.

Yet behind the market volatility and shipping data are the seafarers who continue to sail through the corridor, often with little protection, ensuring that cargo keeps moving even as geopolitical tensions escalate around them.

As the crisis unfolds, the Strait of Hormuz is once again exposing one of the most fragile truths of global trade: the entire system depends on a narrow stretch of water, and the people willing to cross it.

A narrow passage with global importance
The Strait of Hormuz lies between Iran to the north and Oman to the south. At its narrowest point, the strait is roughly 33 kilometres wide, with shipping lanes in each direction separated by only a few kilometres.

Despite its relatively small size, the strait functions as a critical gateway connecting the Persian Gulf to the Gulf of Oman, Arabian Sea and the wider Indian Ocean. Every vessel leaving major Gulf export terminals must pass through this passage before entering global maritime trade routes.

Ports in Saudi Arabia, the United Arab Emirates, Qatar, Kuwait and Iraq depend on this route to ship energy resources and goods to international markets.

The scale of trade moving through the corridor is enormous.

According to a study by energy consultancy Kpler, roughly 13 million barrels of crude oil per day passed through the Strait of Hormuz in 2025, accounting for about 31% of global seaborne crude trade. In addition, around 20% of the world’s liquefied natural gas exports, primarily from Qatar, transit the strait.

Container vessels, bulk carriers and general cargo ships also use the corridor to connect Gulf ports with markets in Asia, Europe and Africa.

Typical routes see tankers leaving Gulf export terminals before heading east across the Arabian Sea toward India, China, Japan and Southeast Asia, or westward toward the Gulf of Aden, the Red Sea and the Mediterranean, linking Middle Eastern energy supplies with European markets.

Given the concentration of trade flows through this narrow channel, any disruption can quickly cascade through global supply chains.

Escalating attacks on commercial shipping
Recent weeks have seen a sharp increase in attacks on commercial vessels operating in or near the Strait of Hormuz.

According to maritime authorities and reports compiled by the International Maritime Organization, at least 18 vessels have been attacked across the region in recent incidents, with eight confirmed seafarer fatalities and several crew members still missing.

One of the most severe incidents occurred on 6 March when the UAE-flagged tug Mussafah 2 was struck while assisting a commercial vessel in the strait. The 26-metre tug, operated by Abu Dhabi Ports, sustained a direct hit that killed four crew members and seriously injured three others.

In another incident, the tanker Safesea Vishnu was targeted near Iraq’s Umm Qasr port by an explosive-laden craft. The attack caused a fire onboard, killing one Indian crew member, although 38 other seafarers were rescued.

Several additional ships have been struck or damaged in the escalating violence.

The Skylight MKDom, a bulk carrier transporting industrial raw materials, was attacked while transiting the Gulf shipping lanes, resulting in the death of one crew member.

Another vessel, the St Imperative March, sustained damage during an attack while carrying general cargo across the Gulf corridor. One seafarer onboard the ship was killed.

The Hercules Star, a tanker transporting petroleum products through the region, also reported an attack that resulted in the death of one crew member.

Authorities have also reported an incident involving the Thai-flagged container vessel Mayuree Naree Bangkok, where three crew members were initially reported missing after an attack caused a fire in the engine room.

Earlier strikes off the coast of Oman injured several crew members on a commercial vessel, highlighting the widening risk area across Gulf shipping routes.

Responding to the escalating violence, Arsenio Dominguez, Secretary-General of the International Maritime Organization, described the attacks as “alarming and deeply saddening”, stating that the loss of life among seafarers was “wholly unacceptable.”

Seafarers navigating high-risk waters
For the roughly 20,000 seafarers currently working aboard vessels operating in the Gulf region, daily life has become increasingly dangerous.

Ships now routinely implement heightened security protocols when transiting the strait, including radio silence, night-time navigation blackouts and emergency drills designed to prepare crews for potential attacks.

Many vessels also rely on “citadel” rooms—protected compartments inside ships where crew members can shelter in the event of an attack.

Despite these measures, merchant vessels remain vulnerable because they lack the defensive capabilities of naval ships.

For crews aboard tankers, container ships and bulk carriers, the crisis has turned routine commercial voyages into high-risk missions.

Families of seafarers, meanwhile, follow developments closely as attacks continue to occur in the region.

Shipping routes and supply chains disrupted
The escalating violence has already begun to disrupt maritime trade flows.

Alan Murphy, CEO of Sea-Intelligence, stated in an official post that when realistic vessel delay buffers are included, container capacity effectively trapped in the region could reach 204,159 TEU, about 48,085 TEU more than baseline estimates. This, he noted, shows how existing shipping delays can amplify geopolitical disruptions.

Murphy added that a prolonged closure of the Strait of Hormuz would force vessels to abandon scheduled rotations and divert cargo to hubs such as Port of Salalah, Port of Colombo and Port of Singapore, increasing congestion and delays. Because the Persian Gulf is a net-import region, trapping more than 200,000 TEU could also reduce the supply of empty containers returning to Asian export hubs, risking equipment shortages across the Far East.

On the other hand, a study by project44 found that average daily ocean freight diversions have surged by more than 360%, rising from 218 diversions per day to more than 1,010.

On 5 March alone, the industry recorded 2,363 vessel rerouting events within a single 24-hour period, marking the highest level of diversion activity in the region.

Shipping companies have been adjusting schedules and rerouting vessels toward alternative regional hubs.

Ports such as Jebel Ali Port in Dubai, Port of Abu Dhabi and Hamad Port in Qatar are seeing significant volumes of diverted cargo as operators attempt to manage risk.

Other regional ports, including Port of Sohar in Oman and transshipment hubs such as Port of Colombo and Port of Singapore, are also absorbing redirected vessel traffic.

The shift in vessel movements is placing additional strain on port infrastructure and logistics networks across the region.

Indian ports feeling the impact
The effects of these diversions are already visible in South Asia.

India’s major container gateways are experiencing increasing congestion as rerouted cargo flows into the region.

Arrival delays at Mundra Port could reach 49 days, according to supply chain analytics, while departure delays at Navi Mumbai Port have surged 118%.

The congestion reflects the accumulation of vessels diverted away from Gulf routes combined with schedule disruptions across shipping lines.

For India, the crisis is particularly significant due to the country’s deep trade and energy connections with the Middle East.

Energy markets under pressure
The disruption around the Strait of Hormuz is already sending tremors through global energy markets. Because the narrow waterway carries a substantial share of the world’s seaborne oil exports, even the threat of disruption can trigger sharp price volatility. Analysts warn that a prolonged blockade could push crude prices beyond $100 per barrel, amplifying inflationary pressure across fuel-importing economies.

Asia is expected to bear the brunt of the shock due to its heavy dependence on Middle Eastern energy supplies. Countries such as India, Pakistan and Bangladesh rely significantly on liquefied natural gas shipments from Gulf producers. According to energy analytics firm Kpler, Qatar and the United Arab Emirates account for 99% of Pakistan’s LNG imports, 72% of Bangladesh’s and about 53% of India’s. India also sources roughly 60% of its crude oil imports from the Middle East, meaning a sustained disruption in the strait would sharply increase both import costs and fiscal pressure on energy subsidies.

Even countries with stronger strategic reserves, including China, Japan and South Korea, could face rising fuel prices and supply uncertainty if the crisis persists.

India moves to secure energy flows
Against this backdrop, three Indian-flagged LPG tankers have transited the Strait of Hormuz, and two of them have reached India safely. The first LPG vessel to reach India amid the ongoing conflict in Middle East is Shivalik, carrying 46,000 metric tonnes of LPG. It was followed by Nanda Devi, carrying 46,000 metric tonnes of LPG. Another India-flagged vessel, Jag Laadki, carrying around 81,000 tonnes of crude oil is also expected to reach today.

Moreover, the authorities are also working to secure passage for around 20 Indian vessels, many carrying hydrocarbon cargo, currently positioned in the Persian Gulf. With tensions escalating following the blockade of the strait, the Indian Navy has deployed multiple warships to the Gulf region to escort merchant vessels transporting fuel cargoes to India.

The Ministry of Petroleum and Natural Gas said India imports roughly 60% of its liquefied petroleum gas consumption, with about 90% of those imports typically transiting the Strait of Hormuz, making the disruption particularly sensitive for domestic supply chains. To mitigate risks, the government has instructed refineries and petrochemical complexes to maximise LPG production by diverting propane, butane and related streams to the LPG pool. These measures have already increased domestic LPG output by around 25%, with the entire production being prioritised for household consumers and critical sectors such as hospitals and educational institutions.

At the same time, authorities are accelerating supply diversification. India is securing additional LPG cargoes from countries including the United States, Norway, Canada and Russia, while crude sourcing from routes outside the Strait of Hormuz has increased to about 70% of total imports, compared with roughly 55% previously. Officials say domestic LPG availability remains stable, with the delivery cycle averaging about 2.5 days, although temporary demand-management measures—such as extending the minimum booking interval and prioritising essential users—have been introduced to prevent panic buying and ensure uninterrupted supplies.

Fertilisers and food security at risk
Beyond energy, the disruption could also affect global food supply chains.

The Strait of Hormuz is a major export route for fertilisers produced in the Gulf region, particularly urea and ammonia.

These products are shipped to agricultural markets across Asia, Africa and Latin America, where they are essential for crop production.

Delays or blockages in fertiliser shipments could disrupt planting cycles in major agricultural economies such as Brazil, India and Indonesia.

Higher fertiliser costs would likely translate into rising food prices, particularly in import-dependent countries already facing economic pressure.

The human backbone of global trade
While the economic consequences of the Strait of Hormuz crisis are significant, the most immediate impact is being felt by the seafarers navigating these waters.

Their vessels carry billions of dollars in cargo every day, keeping global supply chains functioning despite growing geopolitical risks.

Yet the recent attacks highlight the vulnerability of merchant ships and their crews when tensions escalate at sea.

As the crisis unfolds, the Strait of Hormuz serves as a stark reminder that the global trading system ultimately depends on the courage and resilience of the people who operate the ships connecting markets around the world.

For these seafarers, every voyage through one of the world’s most strategic maritime chokepoints now carries risks far beyond the ordinary hazards of life at sea.