Since Israel’s airstrikes on Iran on June 13, 2025, the Israeli-Iranian situation has escalated and spilled over into the Persian Gulf, the Gulf of Oman and the Strait of Hormuz. Despite reports of a ceasefire agreement between the United States, Israel and Iran, this is not yet a reliable basis for reducing the security of ships. Iran’s uncertain statements and ongoing attacks highlight the instability of the current situation, with potential geopolitical tensions remaining unresolved. At the same time, the threat of the Houthis remains, electronic interference and strategic vulnerabilities in key chokenecks such as the Strait of Hormuz further highlight the ongoing shipping risks, and the shipping industry should remain highly vigilant. The association has also recently received risk consultations from many members, specially compiled professional assessment and analysis reports in the industry, and put forward safety tips for the current situation for members’ reference.
1. RiskIntelligence assessment 252025
In response to the U.S. attack on Iran’s nuclear facilities, Iran’s parliament voted on whether to block the Strait of Hormuz on June 22. The results of the vote must also be submitted to the Iranian National Security Council for a second vote, and the result of the second vote is not absolute. So far, Iran has not clarified in what form it will block the strait.
RI analysis predicts that a complete blockade of the strait by Iran is unlikely, and it is likely to pass through a semi-blockade, that is, allowing the passage of ships of designated flag states and partners.
Some of the latest signs that Iran is inclined to target US, British, French and German warships in the Persian Gulf.
In response to Israeli airstrikes on Iran, Iran has relatively limited options for retaliation. The impact of the current maritime situation is still relatively limited, but there is a significant risk of expanding the scope of maritime conflicts. It is worth noting that Israel has launched attacks on some targets in the Iranian port city of Abbas.
Under the current situation, the Persian Gulf and the Gulf of Oman are extremely risky and difficult to predict that may affect the navigation of merchant ships, including direct attacks on merchant ships or seizures of ships, especially those associated with Israel.
2. JMIC Warning Notice 013
As of June 24, 2025, the strategic situation in the Strait of Hormuz and the wider Middle East remains unclear. According to statistics on June 23, commercial maritime traffic through the Strait of Hormuz has decreased, but it has not yet had a significant impact on commercial shipping. Despite reports that the United States, Israel and Iran have reached a ceasefire agreement, JMIC learned:
After the ceasefire was declared, Iran continued to fire missiles at Israel, and Israel also launched attacks on Tehran.
Electronic interference over a wider range of areas across the region continues to be at high levels, particularly on the Global Navigation Satellite System (GPS).
The threat of closure of the Strait of Hormuz remains unclear.
3. Windward Data 19/06
According to Windward statistics, between June 15 and 18, an average of about 972 ships were interfered with by their global positioning system (GPS) every day. Among them, the interference peaked on the 17th, affecting a total of about 1,155 ships.
Of the approximately 900 ships affected by GPS signal interference on the 18th, at least 120 were tankers with a carrying capacity of more than 10,000 tons, including 27 VLCCs and 24 container ships.
In addition, between June 13 and 15, the signals of the Automatic Identification System (AIS) of about 1,000 ships were mismanipulated.
Windward identified three well-defined areas of GPS interference, namely:
1) within Qatar’s territorial waters;
2) international waters between the ports of Iraq and Kuwait and towards the Strait of Hormuz;
3) In the diversion navigation area used by ships when crossing the Strait of Hormuz.
According to feedback, the redirection of the ship’s AIS signal was in the area near Asaluyeh and Bandar Abbas in Iran, as well as in the coastal waters of Oman. Some ships will also have their signals redirected near Dubai when crossing the Strait of Hormuz.
4. Suggestions of the association
Based on the analysis of the current situation in Israel and Iran by the above three organizations, combined with the guidance of industry institutions on the safe navigation of ships under geopolitical conflicts, the association recommends the following:
The vessel strictly adheres to the technical guidance of BMP-MS and industry authorities.
Members and ships should pay close attention to aviation warning information released by authorities and officials.
Members should maintain close contact with the war insurance insurer and pay special attention to whether there are restrictive clauses in the war insurance arranged by the charterer.
Members should conduct specific and detailed risk assessments for voyages passing through the Persian Gulf, Gulf of Oman, Strait of Hormuz and the Red Sea.
Members should have clear contingency plans, including voyage changes, shore-based response, crew protection, insurance and communications.
Ships should strengthen their duty, remember not to blindly rely on ECDIS and Radar to avoid, but to combine all means to look out and avoid.
The captain and driver should carefully use the combination of AIS and VHF to coordinate and avoid the incoming ship, and do not easily make avoidance actions that deviate from the collision avoidance rules, so as to avoid AIS signal deviation, target identification error, and collision accidents.
The captain and driver should pay close attention to GPS and ECDIS alerts, and the captain should organize the study of the ECDIS user manual, be able to rely on ECDIS auxiliary position sources to assist in navigation and positioning, and use radar and land beacon positioning to ensure navigation safety.
