Vessel Transits Vs Vessel Count Inside Hormuz in International Shipping News 14/03/2026 As tensions in the Middle East persist, concerns continue to grow over the risk of prolonged disruption to maritime trade. Attention is increasingly focused on signs of safe passage through the Strait of Hormuz, particularly as the United States continues to challenge vessel transits in the area. Recent data indicate a sharp decline in West-to-East bulk carrier movements through the strait. The average weekly transit count fell from seven vessels on February 26 to just one by the end of the previous week, although the figure now appears to be trending slightly higher at around two vessels. Around 240 bulk carriers, with a deadweight tonnage (DWT) above 25,000, remain stranded in the Strait of Hormuz, based on vessels currently detectable via AIS tracking. The actual number may be higher, as some vessels may not be transmitting AIS signals. So far, around 36 bulk carriers have transited the strait, leaving more than 80% of vessels still inside the waterway. Among the vessels that successfully transited, several Chinese-linked ships were identified, which could indicate a potential trend for additional China-affiliated vessels attempting passage. Recent developments follow warnings from Iran indicating that vessels linked to the United States, Israel, and countries involved in recent strikes against Iran are not allowed to pass. Since the onset of escalations, Signal Ocean AIS tracking data indicate Iranian-linked vessels that have passed the Strait, carrying Iranian-origin cargoes, sugar, and gypsum. ● Negar – (~23k DWT), built 1999 (Korea), Rahbaran Omid Darya, East–West (EW). ● Parshad – (~53k DWT), built 2008 (China), Sapid Shipping, sugar, West–East (WE). ● Oura – (~54k DWT), built 2009 (China), Sapid Shipping, sugar, West–East (WE). ● Mahnam – (~75k DWT), built 2001 (Korea), Sapid Shipping, gypsum, West–East (WE). ● Parisan – (~53k DWT), built 2009 (China), Sapid Shipping, sugar, West–East (WE). Separately, the U.S. International Development Finance Corporation, together with American insurers, has reportedly introduced up to $20 billion in war-risk insurance coverage for vessels operating in the region. The initiative is intended to provide reassurance to shipowners and encourage continued transit through the strait despite the heightened risk environment. The escalation has contributed to growing concerns across the maritime sector, including the potential impact on oil prices, uncertainty surrounding bunker fuel availability in the Arabian Gulf, and a severe increase in freight and security risk. At this stage, it remains too early to determine how long these conditions may persist. Current indicators suggest that if the uncertainty continues over the coming weeks, transit patterns could partially gradually adjust, with the average number of weekly passages potentially increasing from the present levels, likely exceeding an average of one vessel per day. One of the folding scenarios could be that more and more Iranian and Chinese-linked vessels will ensure the passage, while vessels trapped inside Hormuz in ballast status will face serious difficulties in managing their safe passage. Freight Market Overview The Baltic Dry Index (BDI) has maintained momentum above the 1,900-point mark, with daily gains on the Capesize and Panamax segments, while downward trends are evidenced in all vessel size segments. Freight Atlantic Capesize | Firmer C3 Tub