The Strait of Hormuz remains a critical, contested bottleneck for global trade, where commercial vessels are increasingly relying on “dark” transits to bypass blockades. According to marine intelligence firm Windward, over 80 commercial ships exited the Persian Gulf in the five weeks following a US-Iran ceasefire. While traffic remains below pre-war levels of 140 daily crossings, ships are navigating via informal diplomatic agreements or US-supported corridors to avoid regional volatility.
How are ships bypassing the Strait of Hormuz blockade?
Vessels are currently utilizing two primary corridors to exit the Persian Gulf: a northern route favored by Iranian authorities and a southern path aligned with US operations. According to International Crisis Group analyst Christopher Newton, the northern corridor—often called the “tollbooth route”—swings north of Larak Island. Vessels taking this path are likely operating with the approval of the Islamic Revolutionary Guard Corps (IRGC), which manages the Persian Gulf Strait Authority (PGSA).
Conversely, the southern corridor involves ships hugging the Omani coast. Analysts note this is viewed as a safer alternative, as US forces believe this area has a lower density of mines. While the US previously proposed “Project Freedom” to guide ships through the region, the initiative was halted shortly after its announcement. Today, some shipowners are opting to pay fees—reportedly reaching $200,000 per transit—to avoid the risks of drones and missiles, a trade-off Greek shipping mogul Evangelos Marinakis recently described as preferable to a total closure of the straits.
Marine intelligence organizations utilize different metrics to track traffic. While Windward observed 80 ships exiting over five weeks, Kpler recorded 264 vessel exits between the start of the ceasefire and early June, highlighting the complexity of monitoring “dark” fleet activity.
Why are vessels sailing with transponders turned off?
Many commercial vessels are choosing to go “dark”—disabling their Automatic Identification System (AIS) transponders—to evade secondary sanctions and security threats. According to Windward analyst Michelle Bockmann, most of these dark transits occur with the tacit knowledge and permission of Iran, facilitated by diplomatic negotiations. By turning off tracking signals, ships can load cargo and transit the region without leaving a clear digital trail that could trigger international sanctions or reveal they have paid administrative fees to the IRGC.
However, not all dark transits are sanctioned by Tehran. Ms. Bockmann noted that a small cohort of ships, including some with perceived US or Israeli ties, have likely exited the strait with their AIS off without obtaining formal permission from the IRGC.
What is the current state of Iran’s “tollbooth” system?
Iran is attempting to formalize its control over the waterway through the PGSA, which provides GPS coordinates and standardized procedures for vessels seeking passage. According to Washington Institute senior fellow Farzin Nadimi, while the IRGC has spent over a decade conducting military drills to seize the strait, the current political arrangement with Oman remains a “makeshift” effort rather than a long-term strategic success. Iranian officials, including envoy to Moscow Kazem Jalali, have publicly stated that the strait will remain open but under “new conditions” involving service fees.
Despite these efforts, sanctions remain a major barrier to international compliance. Obsidian Risk Advisors specialist Brett Erickson explains that the involvement of sanctioned individuals or entities in the PGSA makes it difficult for many global shipping firms to engage with the system legally. Meanwhile, analysts observe that empty Iranian tankers continue to slip through the US blockade in the Gulf of Oman, allowing Iran to maintain offshore oil storage despite the ongoing naval standoff.
Frequently Asked Questions
- Are ships still paying tolls to cross the Strait of Hormuz?
While the regime characterizes these as “environmental” or “service” fees, reports indicate that shipowners are paying for safe passage to avoid security risks, with some estimates reaching $200,000 per transit. - Is the US still guiding ships through the region?
While the “Project Freedom” initiative was halted, the New York Times reported that US Central Command has assisted approximately 70 commercial ships through the waterway. - Why does Iran want to control the strait?
Experts argue that the move is less about revenue and more about projecting power, as the strait handles 20% of the world’s oil and gas trade and one-third of the global fertilizer supply.
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