The head of the United Nations’ global shipping watchdog has warned that any attempt by Iran to charge tolls for vessels transiting the Strait of Hormuz would be illegal under international law and must be rejected by the global community.
Arsenio Dominguez, the secretary-general of the International Maritime Organization (IMO), stated that the introduction of such payments would create a dangerous precedent that could severely destabilize global shipping. The warning comes as Iranian authorities have demanded the right to impose tolls on ships passing through the critical waterway, even after the conclusion of current hostilities.
The dispute over maritime access is unfolding against a backdrop of extreme volatility. Despite a recently announced two-week ceasefire between the U.S. And Iran, the strait—a vital artery for the world’s oil and natural gas exports—remains effectively blocked, crippling energy flows from the Gulf.
The tension is further complicated by political maneuvering in Washington. U.S. President Donald Trump has floated the idea of a “joint venture” between the U.S. And Tehran to collect transit payments, a proposal that stands in direct opposition to the IMO’s stance on the legality of such charges.
Legal Precedents and the Risk to Global Trade
In a detailed interview with Al Jazeera, Dominguez was explicit about the legal standing of the waterway. “Countries do not have the right to introduce tools or payments or charges on these straits,” he said. “Any introduction of tolls is something that is against international law.”
The IMO chief urged shipping companies and nations to resist these demands, noting that following such a precedent would be “very detrimental for global shipping.” According to Dominguez, the existing framework is sufficient; he pointed to the 1968 traffic separation agreement between Iran and Oman, which manages the north and south-bound shipping lanes, as a system that functioned effectively before the current conflict.
The impact of the current blockade is stark. Data from S&P Global indicates that only 22 ships with active automatic identification systems exited the strait between the start of the truce and last Friday. This is a precipitous drop from the average of approximately 135 daily transits recorded before the war began.
Diplomatic Deadlock in Islamabad
The maritime crisis is inextricably linked to the broader diplomatic failure between Washington and Tehran. Marathon ceasefire talks held in Pakistan recently concluded without an agreement, leaving the future of the region’s stability in doubt.
U.S. Vice President JD Vance announced that the American delegation departed Islamabad after presenting their “final and best offer.” Vance stated that Tehran had failed to accept key U.S. Terms, most notably a commitment that Iran would not pursue nuclear weapons.
Conversely, Iran’s Press TV characterized the U.S. Demands as “excessive,” citing the status of the Strait of Hormuz and the country’s nuclear program as the primary points of contention that prevented a breakthrough.
Military Escalation and Mine Clearing
Whereas diplomats struggled in Pakistan, military activity continued in the waterway. The U.S. Military reported on Saturday that it had sailed two warships through the strait specifically to clear Iranian mines. This operation was denied by Iranian authorities.
The Pentagon’s move followed assertions from President Trump that the strait would reopen “fairly soon,” regardless of whether Tehran cooperated. However, the IMO maintains that the only fundamental solution to the blockage is a comprehensive end to the war.
The Human Cost of the Blockade
Beyond the macroeconomic implications of crippled oil exports, Dominguez highlighted a mounting humanitarian crisis. Approximately 20,000 seafarers are currently stranded in the Gulf due to the effective blockade.
“That is my biggest concern, and the longer this goes, the more detrimental it is for them,” Dominguez said. He emphasized that while the global economy will inevitably suffer, the immediate priority must be the safety and wellbeing of the “innocent people in shipping.”
The following table summarizes the current state of transit and the primary points of contention regarding the Strait of Hormuz:
| Metric/Issue | Pre-War Status | Current Status (Truce Period) |
|---|---|---|
| Daily Ship Transits | ~135 ships | 22 ships (S&P Global data) |
| Legal Framework | 1968 Iran-Oman Agreement | Disputed; Iran seeking toll rights |
| Security Status | Open Transit | Reported mine hazards; US clearing ops |
| Humanitarian Impact | Normal Operations | ~20,000 seafarers stranded |
What Happens Next
The immediate focus now shifts to whether the “final offer” presented by the U.S. Delegation in Islamabad will be reconsidered by Iranian leadership or if the breakdown in talks will lead to a formal expiration of the fragile ceasefire. The international community will also be watching to see if any shipping entities begin to comply with Iranian demands for tolls, which the IMO has warned would set a detrimental global precedent.
The next critical checkpoint will be the official expiration of the two-week ceasefire period, at which point the U.S. And Iran must either announce a renewed truce or face a return to open hostilities in the Gulf.
We invite our readers to share their perspectives on the impact of these maritime disputes in the comments below.
