Commercial seafarers are refusing to cross the Strait of Hormuz as attacks, naval blockades and uncertain passage conditions put crews and energy shipments at growing risk. The crisis has sharply reduced maritime traffic through one of the world’s most important energy corridors, with serious consequences for shipping companies, sailors and regional trade.
The account, reported on 22 October 2026, centres on the Al Ruwais, a 314-metre liquefied natural gas carrier flying the Bahamian flag. The UAE-owned vessel has remained off Pakistan for weeks after its 34-member crew declined to attempt the crossing. The dispute highlights how individual seafarers are increasingly challenging commercial pressure to enter designated war-risk areas.
Why crews are refusing the crossing
A crew member told Euronews that the vessel’s sailors did not believe the potential commercial benefit justified the danger. Under maritime rules described in the report, a seafarer may refuse to enter an area designated as warlike. In practice, that means a single objection can prevent a ship from proceeding when the crew’s safety is at stake.
The decision has created a difficult balance for shipping operators. Owners face pressure to maintain deliveries, while crews must weigh their contractual obligations against the possibility of attack, fire, collision, loss of power or capture.
Some companies have attempted to compensate sailors who agree to transit. Reported incentives include:
- Monthly payments of up to $100,000 for captains on some vessels.
- Risk bonuses of up to $50,000.
- Additional payments for ordinary crew members, sometimes reaching $10,000.
- Substantial wage increases for workers accepting assignments in high-risk waters.
The pay differences have also prompted concerns about fairness. One sailor argued that risk compensation should not imply that the life of a captain is worth more than that of a deckhand.
Traffic through the Strait of Hormuz has collapsed
The Strait of Hormuz connects the Persian Gulf with the Gulf of Oman and the wider Indian Ocean. It is a critical route for energy shipping, including oil and liquefied natural gas. Before the war began, more than 125 vessels reportedly passed through the strait each day. Ship-tracking data cited in the report put current traffic at fewer than 10 to 12 vessels daily, representing a decline of more than 90%.
The reduction follows the introduction of two concurrent naval blockades after the outbreak of war between Iran and a US-Israeli coalition in late February. The southern corridor near Oman is patrolled by US forces, while the northern route runs through waters controlled by Iran.
The Islamic Revolutionary Guard Corps Navy has warned that vessels using routes it considers unauthorised could face what it calls “punitive action”. That uncertainty has left ship operators with no route that crews regard as reliably safe.
Attacks and concealment measures
According to the report, incidents recorded by UK Maritime Trade Operations have involved fires, sinkings and power failures affecting tankers and LNG carriers. Drone attacks, sea mines and unidentified projectiles have further increased the risks facing commercial shipping.
Some vessels attempting the crossing have reportedly switched off automatic identification system transponders, extinguished navigation lights and reduced radio communications. Those measures may make a ship harder to identify, but they can also complicate rescue operations and increase the risk of collision.
Iranian seafarers face sanctions and rising danger
The risks are not limited to foreign-flagged vessels. An Iranian maritime manager identified in the report as Hamed said that approximately 95 people working in commercial, fishing, passenger, tugboat and offshore-support roles had died since the war began. The report noted that official casualty figures had not been released.
Iranian maritime workers are also dealing with restrictions linked to sanctions and port access. Hamed said that around 60% of Iranian vessels were sanctioned or barred from calling at ports in countries including India, Pakistan, the United Arab Emirates, Oman, Kuwait and Iraq. He also said that many southern seafarers had refused new assignments.
Some workers have moved to the Caspian Sea, where demand has increased because of grain imports from the north. In southern Iran, reported wage increases range from 30% to 100%, reflecting the difficulty of recruiting crews for dangerous routes.
Hamed estimated that about 35,000 Iranian seafarers remained active across roughly 2,000 vessels in southern waters, carrying essential supplies such as wheat, corn and medicine. He warned that a further deterioration could lead authorities to close the area completely and evacuate coastal facilities.
What the shipping disruption means for Europe
The Strait of Hormuz crisis is not only a regional maritime-security issue. Any prolonged disruption could affect global energy supply chains, insurance premiums, freight costs and delivery schedules. European importers and energy companies may face higher logistical costs if vessels must wait offshore, take longer routes or operate under exceptional security arrangements.
However, the available information does not establish a specific impact on European consumer prices or energy supplies. The immediate confirmed effect is the collapse in vessel movements and the increased danger faced by crews.
For European shipping interests, the situation raises several practical questions:
- Will insurers continue covering voyages through the strait?
- Can operators recruit crews willing to enter the area?
- Will naval forces provide clearer rules or safe-passage arrangements?
- Could extended delays affect LNG and other energy deliveries?
- What protections are available to seafarers who refuse a war-risk assignment?
What happens next
The shipping crisis will depend on whether the naval blockades are lifted, security guarantees are established and commercial vessels can again operate with predictable rules. Until then, companies may continue to face a choice between delayed voyages and expensive risk payments, while seafarers retain the right to prioritise their safety.
The central issue is clear: the Strait of Hormuz cannot function normally while crews believe that every available route exposes them to attack or detention. Any recovery in traffic will require more than commercial incentives. It will require credible maritime-security arrangements and protection for the people operating the ships.
Conclusion
The Strait of Hormuz crisis has turned a vital commercial passage into a high-risk working environment. With traffic down by more than 90% and seafarers refusing voyages they consider unsafe, the disruption is already affecting the structure of regional shipping. The immediate takeaway is that restoring energy flows will depend on verifiable safety measures for crews, not simply higher wages or pressure from vessel owners.