Iran has officially formalized control over maritime traffic in the Strait of Hormuz with the establishment of the Persian Gulf Strait Authority (PGSA). The new government agency, born in the midst of regional tensions, will be tasked with screening every transit and collecting tolls from commercial vessels navigating what is considered one of the world’s main energy “chokepoints.”
According to reports from Lloyd’s List, the PGSA has already introduced a protocol requiring shipowners to obtain prior transit authorization. Application forms require the disclosure of sensitive data, including the vessel’s ownership records, details of insurance coverage, crew particulars, and the planned route.
Tehran’s move marks an attempt to institutionalize its sovereignty over the sea lane, positioning the PGSA as the only entity legitimately authorized to grant navigation clearance.
For shipping giants, the new Iranian regulation translates into an immediate increase in operational costs and a bureaucratic paralysis that threatens a vital artery, responsible for the transit of one-fifth of the world’s crude oil. But the most critical obstacle is geopolitical in nature: according to reports from the specialized outlet Splash247, Washington has already hardened its position, threatening financial sanctions and exclusion from markets for anyone paying tolls into Tehran’s coffers.
Shipping companies now face a dilemma: complying with the demands of the new Iranian authority to ensure smooth transits effectively triggers economic retaliation from the United States. This is not a remote hypothesis: the monitoring capability of American electronic intelligence over international financial flows makes it nearly impossible to conceal any payments, exposing carriers to unprecedented risks in an already deeply unstable area.
According to several analysts, the strategic risk in the Strait of Hormuz now extends well beyond individual attacks on ships but strikes at the heart of global logistics. The CEO of Vespucci Maritime, Lars Jensen, emphasizes how Tehran has effectively extended its “control zone” to the point of brushing against vital hubs of the United Arab Emirates such as Fujairah, Khor Fakkan, and Ras Al-Khaimah. The repercussions for trade between the Gulf and international markets could be severe.
“These ports are not simply access points for the United Arab Emirates, but constitute the true backbone of transshipments for the entire Persian Gulf,” says Akhil Nair, logistics and transport expert, who adds: “If these hubs were to fall under the control zone claimed by Iran, the damage would not be limited to a few ships at anchor, but the entire network of feeder connections that supplies the eastern coast of Saudi Arabia, Bahrain, Qatar, and Iraq would be shaken.”
The underlying truth is that after 900 days of crisis in the Red Sea and over two months of instability at Hormuz, the scenario has radically changed. The resilience of world trade is taking a new path: abandoning total dependence on maritime routes in favor of hybrid logistics models.
To survive the instability of maritime bottlenecks, major trading powers are accelerating the integration of ports, land corridors and diversified routing infrastructure, seeking concrete alternatives to the seas under siege.
MSC has done this with the new landbridge service between Europe and the Middle East, CMA CGM has done it with its agreement with Ad Ports to transform the Emirati port of Khalifa into an intermodal hub. The broader goal is to create a more flexible system in which goods can be routed through multiple port and inland gateways, reducing congestion risks and improving overall efficiency. But many are wondering whether such strategies can truly lead to a new normalization of transport dynamics.
The PGSA announcement comes, moreover, just as leaks are emerging about a possible imminent agreement between the United States and Iran to end hostilities. According to several diplomatic sources cited by Axios, the parties would be close to a framework agreement that would provide for the mutual removal of navigation restrictions in the Strait, re-establishing the free movement of goods in exchange for concessions on sanctions and the nuclear program.
In short, uncertainty reigns supreme, especially considering that there are still 150 oil tankers and product tankers trapped in the Area. With direct repercussions also on the crews, whose morale has now sunk.
This is certified by the latest quarterly happiness survey conducted by the non-profit organization The Mission To Seafarers. The report, referring to the first quarter, measures the happiness of maritime workers taking into account parameters such as salary, health, food quality, shore leave, workloads and social interaction.
The analysis shows a clear gap between the data collected before and after the start of Operation Epic Fury in the Persian Gulf and the consequent total cessation of transits through the Strait of Hormuz.
Looking at the data for the first quarter of 2026, the global seafarer happiness index was positive and showed a growing trend at /10 before the start of the conflict. Within five weeks of the start of hostilities, this figure dropped to /10, a decrease of 0.34 points or 4.6%.
Crews left stranded have reported critical shortages of essential goods, with some forced to boil seawater to drink and to ration food to a single daily meal. Even seafarers operating outside the immediate war zone have reported high levels of stress and fear, describing a pervasive sense of uncertainty.
“The first quarter data tells two very different stories. The early signs were encouraging, well-being was improving and there were reasons for cautious optimism. But the outbreak of the conflict in the Gulf changed everything, and the speed of this deterioration should alarm us all,” said the director of The Mission to Seafarers, Ben Baley.
