# Oil Shipments Rise in Hormuz Although Questions Grow Over Iran’s Transit Terms
The 0400-0800 watch on a fully laden VLCC (Very Large Crude Carrier) approaching the Strait of Hormuz is no longer a routine transition from darkness to dawn. As the Third Officer adjusts the radar gain to filter out sea clutter, the silhouette of an Iranian Revolutionary Guard Corps (IRGC) fast attack craft appears on the starboard bow, shadowing the vessel just outside the Traffic Separation Scheme (TSS). The VHF Ch-16 crackles with a heavy accent requesting the ship’s cargo manifest and destination. This is the daily reality for thousands of Indian seafarers navigating the world’s most volatile maritime chokepoint. Despite the rising geopolitical friction, oil exports through the Strait have surged to meet global demand, but this volume comes with a caveat: Iran is increasingly asserting its own interpretation of "transit terms," creating a legal and safety minefield for the bridge team.
The Paradox of Volume and Vulnerability
Current market data for 2025 shows that crude oil and condensate flows through the Strait of Hormuz have climbed back toward 20 million barrels per day. For Indian officers and ratings, this means more frequent rotations on the "Gulf run." Companies like Synergy Marine, Anglo Eastern, and Fleet Management continue to man these high-exposure routes because the world’s energy security depends on them. However, the rise in shipments has been met with an aggressive shift in how coastal states monitor the waterway.
Iran has recently floated "revised transit terms" that challenge the traditional definition of Innocent Passage and Transit Passage under the United Nations Convention on the Law of the Sea (UNCLOS). For a Master or a Navigator, this isn't just a diplomatic debate; it affects how you handle your VHF communications, how you log your positions, and how you respond to "boarding requests" that may not follow international protocol. The risk of vessel seizure—often cited as a response to sanctions or "environmental violations"—is at an all-time high, even as the number of hulls in the water increases.
Tactical Navigation and the "Transit Terms" Trap
When Iran refers to "transit terms," they are often looking for any technicality to justify a boarding or an inspection. As a senior officer, your first line of defense is a flawless Passage Plan. In the current climate, any deviation from the TSS (Traffic Separation Scheme) is viewed as a provocation or a weakness.
1. Strict Adherence to the TSS: Ensure your ECDIS is updated with the latest Temporary and Preliminary (T&P) Notices to Mariners. If you are forced to deviate due to traffic or a fishing fleet, document the reason immediately in the Bridge Log Book and notify UKMTO (United Kingdom Maritime Trade Operations).
2. VHF Discipline: When challenged by Iranian naval units, keep responses "short, professional, and factual." Do not volunteer information regarding the owner’s nationality or the specific refinery destination unless absolutely required by a legitimate authority. Refer to your vessel’s Security Level (as per the ISPS Code) and state that you are exercising the right of transit passage.
3. AIS Management: While there is a temptation to "go dark" by switching off the AIS (Automatic Identification System), this is a double-edged sword. While it might hide you from some actors, it makes you a target for others and violates SOLAS regulations. Only switch off AIS in the Strait if the Master determines there is an imminent security threat, and always log the decision.
Hardening the Vessel: Practical Security for Indian Ratings
For the Bosun and the ratings on deck, the rise in shipments means heightened Ship Security Plan (SSP) implementation. We are no longer just looking for pirates; we are looking for state-sponsored boarding parties.
BMP5 (Best Management Practices) remains the gold standard, but it must be adapted for the Strait of Hormuz. Ensure that all emergency escape trunks are clear and that the citadel is fully provisioned with water, medical kits, and functioning communication equipment. The SSAS (Ship Security Alert System) buttons must be tested before entering the High-Risk Area (HRA).
An often-overlooked aspect is the "Low Profile" approach. Ensure that no unnecessary equipment is hanging over the side, and keep the deck lighting at a level that provides security without making the vessel a beacon for miles. If an Iranian helicopter or fast boat approaches, the crew should be trained to retreat to a secure location (the bridge or citadel) as per the Master’s orders, rather than gathering on the wings to take photos.
The Indian Context: DGS Mandates and Naval Support
Indian seafarers have a unique layer of protection and responsibility. The Directorate General of Shipping (DGS) in Mumbai has issued several circulars regarding transit through the Persian Gulf and the Gulf of Oman. It is mandatory for Indian-flagged vessels and Indian seafarers on foreign flags to remain in contact with the Information Fusion Centre – Indian Ocean Region (IFC-IOR).
The Indian Navy’s Operation Sankalp continues to provide a presence in the region. If you are on an Indian-flagged vessel, or even if you are an Indian national on a foreign-flagged ship, you can reach out to Indian naval assets in the vicinity if you feel threatened.
From a certification standpoint, ensure your STCW Security Training for Seafarers with Designated Security Duties (STSDSD) is up to date. If you are due for a CDC renewal or need to update your INDoS records, do not wait until the last minute. The MMD (Mercantile Marine Department) Mumbai and MMD Chennai have been streamlining these processes, but a sudden change in the security situation could lead to a rush of seafarers wanting to move to "safer" coastal trades, causing a backlog.
Legal Safeguards and Your Rights
As the volume of oil shipments rises, so does the pressure from charterers to "keep the schedule." However, your safety and the ship's safety come first. Under the Maritime Labour Convention (MLC), seafarers have specific rights when entering a warlike or high-risk zone.
Before you sign on for a Gulf-bound tanker, check the War Risk clauses in your contract. Most reputable companies (like MOL or Bernhard Schulte) will provide additional "danger pay" for the duration of the transit. Furthermore, if a zone is officially declared a "Warlike Operations Area" by the IBF (International Bargaining Forum), you may have the right to refuse to enter the area and be repatriated at the company's expense.
Documentation is your best friend. If you are asked to perform a ship-to-ship (STS) transfer of "blended" oil that you suspect might be of Iranian origin (violating sanctions), report it through your company’s whistleblowing channel. The P&I Clubs are very strict about this; if the ship is found to be carrying sanctioned cargo under false pretenses, the insurance becomes void, leaving you and the crew in a legal limbo in a foreign port.
Your Next Step
Navigating the Strait of Hormuz in 2025 requires more than just technical skill; it requires a deep understanding of the evolving geopolitical landscape. To stay ahead, use the SailrAI tool on Sailrnetwork to get real-time summaries of the latest DGS circulars and UKMTO alerts. If you are preparing for your Phase 1 or Phase 2 exams at MMD, check our exam prep module for the latest questions on the ISPS Code and UNCLOS transit rights. For Chief Engineers and Seconds, our CII Calculator can help you manage the efficiency of your transit, while SailrQ allows you to connect with other senior officers currently in the Gulf to get first-hand reports on transit conditions. Stay sharp, keep your INDoS updated, and always maintain a sharp lookout.