Maritime Circle Focus, June 21 news. Based on multiple maritime sources from June 20, the geopolitical situation in the Strait of Hormuz presents a fragmented landscape: Iran issued a waterway blockade declaration while simultaneously resuming crude oil exports; the U.S. military maintains all-domain presence to ensure unimpeded passage, and maritime agencies updated navigation regulations for the southern route off Oman. Affected by multiple factors, the oil tanker market in the Persian Gulf shows clear divergence, and shipowners need to closely monitor navigation risks and the pace of crude oil outbound shipments.
On June 20, the Iranian military announced the blockade of the Strait of Hormuz as a countermeasure to the escalation of the conflict in Lebanon, requiring all transiting vessels to apply for Iranian transit permits in advance. Contradictorily, Iran simultaneously dispatched a delegation to Switzerland for U.S.-Iran peace negotiations. Senior U.S. officials postponed visits, and while expressing support for ceasefire talks, denied that the waterway was actually blocked, stating that no substantive blockade actions were observed. The Lebanon-Israel conflict, coupled with diverging positions between the two sides, has heightened market concerns over the long-term stability of navigation through the strait.
In response to Iran’s blockade declaration, the U.S. Central Command responded on June 20 that the strait is not under Iran’s unilateral control and shipping transit has not been interrupted. The U.S. military conducts routine patrols throughout the strait area to ensure the global energy artery remains open. Adjustments have been made to U.S. navigation guidance; the previous recommendation for vessels to turn off positioning systems and sail silently has been revoked, and supporting maritime agencies have simultaneously relaxed restrictions on the southern route.
The Joint Maritime Information Center (JMIC) issued new navigation regulations for the southern route off Oman on June 20, which has become the preferred channel for shipowners:
Vessels may keep AIS, radar, and navigation lights activated throughout the voyage, and may use VHF communications normally;
Vessels navigating the southern route along the Omani side do not need to report in advance to the U.S. Maritime Coordination Cell and may transit directly;
Crew members may voluntarily contact the U.S. military for waterway safety intelligence, with no mandatory requirement.
The notice also includes a risk warning: there are residual mine hazards in the strait waters. On June 19, the Pakistan Hydrographic Office reported mines discovered off the coast of Oman, and the risk of waterway congestion continues to rise; mines were laid in the central waters of the strait during wartime, and most conservative shipowners only choose the southern route.
Satellite image of Iran’s Kharg Island oil terminal taken on February 25, 2026 (from the internet)
Starting June 20, the Kharg Island terminal in Iran resumed large-scale oil loading, with three VLCCs berthing for operations, each carrying approximately 2 million barrels. Satellite data shows that multiple empty tankers have recently crossed the strait and arrived at the port, and backlogged anchored tankers are gradually being shipped out. Kharg Island handles 90% of Iran’s crude oil exports; the resumption of production will increase crude oil circulation and may exert short-term pressure on international oil prices. Market capacity shows significant divergence: most shipowners avoid the northern route of Iran, while a large number of vessels congregate on the southern route, causing congestion; Iran has simultaneously activated the Chabahar port to divert crude oil exports, reducing reliance on strait transportation.
