US and Iran trade strikes over Strait of Hormuz. Kuwait suffers infrastructure damage

Strait of Hormuz conflict: what it changes for global shipping

The United States and Iran have traded strikes around the Strait of Hormuz, and Iran has kept traffic through the waterway largely blocked since 28 February 2026. The strikes have damaged infrastructure and military targets on both sides, including a power and desalination plant in Kuwait, and a fragile ceasefire is under threat.

Why the US is targeting southern Iran's civilian infrastructure

The Trump administration has stated that the strikes are aimed at degrading Iran's ability to threaten shipping through the Strait of Hormuz.

This is a vital passage for global energy supplies, and any disruption to this route could have far-reaching consequences for the global economy. <h3>Key Facts About the Conflict</h3> * The US has expanded its airstrike campaign against Iran, targeting bridges, energy infrastructure, and military targets. * Iran has retaliated with attacks on a power and desalination plant in Kuwait, causing damage to critical infrastructure. * The conflict has led to a fragile ceasefire being threatened, with vessels in the Strait of Hormuz at risk of further damage.

* Shipping traffic through the Strait has been largely blocked by Iran since 28 February 2026. <h2>Impact on Global Shipping</h2> The conflict in the Strait of Hormuz has significant implications for global shipping.

The disruption to energy supplies could lead to: * Increased oil prices * Reduced economic growth * Increased costs for shipping companies * Potential shortages of essential goods <h3>What Can Shipping Professionals Do?</h3> * Stay informed about the latest developments in the conflict * Consider alternative routes for shipping * Prepare for potential disruptions to energy supplies * Review and update contingency plans for emergency situations <h2>Conclusion</h2> The conflict in the Strait of Hormuz is a complex and sensitive issue with significant implications for global shipping.

Shipping professionals must stay informed and prepared for potential disruptions to energy supplies. By understanding the key facts about the conflict and taking proactive steps, shipping companies can mitigate the risks and ensure business continuity.

Why there is no sea route around Hormuz

The waterway is about 21 nautical miles wide at its narrowest point. Traffic runs through a separation scheme. There are two lanes, each two miles wide, with a two-mile buffer between them. The lanes lie inside Omani and Iranian territorial waters. A laden tanker leaving the Gulf has no international corridor to fall back on, and the Hormuz geography guide sets out why.

Only two pipelines move Gulf crude past the chokepoint. Saudi Arabia's East-West line runs from the eastern oilfields to Yanbu on the Red Sea. The UAE's Habshan to Fujairah line reaches the Gulf of Oman coast directly. Neither comes close to the volume that normally leaves by sea. Yanbu loadings then face the Bab el-Mandeb question instead.

What transit passage does and does not guarantee

Hormuz is a strait used for international navigation. Under Part III of UNCLOS, ships passing through such a strait have a right of transit passage. The coastal state cannot suspend that right, and it survives the fact that the lanes sit in territorial waters.

The complication is who accepts the rule. Iran signed UNCLOS in 1982 but has not ratified it, and its stated position is that transit passage is owed only to parties. The United States is not a party either, though it treats the navigation provisions as customary law and sails on that basis.

For a master the practical point is narrower. A legal right of passage is not a guarantee of safety. It is also not a defence any underwriter accepts. The routing decision stays with the owner, the charterer and the war risk cover.

What a listed war-risk area costs an owner

The Lloyd's Market Association Joint War Committee publishes the list of areas treated as high risk for hull war cover. An owner entering a listed area has to notify underwriters in advance. An additional premium is then payable, quoted per transit as a percentage of the hull's insured value.

That premium moves within days of an incident. For as long as the strikes continue, it is the number that decides whether a voyage is fixed or cancelled. Charterparties usually carry a war risks clause. It lets the owner refuse a voyage into a dangerous area, or recover the extra premium from charterers.