Strait of Hormuz Closure Leads to Global Energy Crisis
Oil tankers and gas tankers were affected by the closure of the Strait of Hormuz, leading to a global energy crisis stemming from the war in the Middle East.
Since the beginning of the conflict involving the United States, Israel, and Iran on February 28, 2026, oil tanker traffic through the world’s most critical oil shipping choke point has collapsed, dropping by more than 90%.
Shadow Fleet Continues to Operate
As of March 6, more than 400 tankers were stranded in the Persian Gulf, without permission from their owners to move. However, some vessels are still transiting the strait. Most of the ships still moving are those that operate outside the rules.
In maritime circles, these vessels are called the “shadow fleet.” They are vessels that ignore international restrictions on trade with certain countries, violate anti-pollution regulations, smuggle unauthorized goods or don‘t want their cargo or activities too closely monitored.
Oceans Run on Trust
The tracking of ships is voluntary. The International Convention for the Safety of Life at Sea – signed by 167 countries – requires almost every commercial vessel to carry a radio transponder that broadcasts the ship’s identity, position, speed, and heading to port authorities, coast guards, and commercial tracking networks.
That international agreement, which is enforced by individual countries, requires ships to leave the transponders on and active. But there is no physical mechanism preventing a crew from switching it off or broadcasting a false position. When a vessel turns off its transponder and goes dark, it doesn’t trigger an alarm at some global maritime headquarters. There is no such headquarters. The ship simply disappears from the map. Every map.
National Jurisdiction: A Matter of Preference
National jurisdiction is a matter of preference, not law. Every vessel sails under the flag of a nation, and that nation is theoretically responsible for regulating and inspecting it. But in practice, a ship’s registration in a particular country is a commercial transaction. Many law-abiding shipping companies make this business decision, but this system leaves an opening for those who seek to skirt the rules.
A ship owned by a shell company in the United Arab Emirates can register under the flag of Cameroon, Palau, or Liberia, or any country that may lack the resources or the incentive to conduct real inspections. Even landlocked Mongolia has a registry of oceangoing ships flying its flag.
Insurance: The Closest Thing to Enforcement
When a vessel comes under scrutiny from port inspectors or coast guards, it can simply reregister under a different flag. Some registries even offer online registration. If the new registration is fraudulent or the registry doesn’t actually exist, the vessel effectively becomes stateless.
Then there is insurance, which is the closest thing the maritime system has to a real enforcement mechanism. Mainstream insurers, mostly based in London, require vessels to meet safety standards, carry proper documentation, and comply with international trade sanctions. A ship without insurance coverage cannot easily enter major ports or secure cargo.
Original Article: The shadow fleet and illegal oil are still moving through the Strait of Hormuz — Aol