How India is getting its ships through the Strait of Hormuz

The crisis began after US-Israeli strikes on Iran on February 28 triggered a wider regional conflict.

In the weeks that followed, Iran moved to tighten control over maritime traffic through the Strait of Hormuz, a route that carries nearly 20 per cent of the world's oil and natural gas supplies.

The disruption sent shockwaves through international energy markets and forced governments and shipping companies to develop new strategies to keep trade moving.

For India, the stakes were particularly high. The country relies heavily on energy imports passing through the Strait, with around 30 per cent of its crude oil imports and roughly 70 per cent of its liquefied petroleum gas (LPG) imports transiting the waterway.

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Yet despite the conflict, India has managed to maintain a steady flow of shipping through the region.

The scale of India's shipping challenge

When hostilities erupted at the end of February, India suddenly found itself confronting a major maritime emergency. Between 36 and 38 Indian-flagged merchant vessels were either trapped within the Gulf region or positioned close to the Strait of Hormuz when maritime restrictions were imposed.

More than 1,100 Indian seafarers were serving aboard those vessels.

Many of the ships were carrying critical cargoes linked to India's energy requirements and commercial supply chains. Others were waiting to transport goods essential for industrial production and domestic consumption.

Since then, India has gradually reduced the number of vessels exposed to the crisis zone.

Government figures indicate that approximately 23 to 25 Indian-flagged vessels have successfully crossed out of the high-risk area since mid-March. As of late May, only 13 Indian-flagged vessels reportedly remained within the Gulf or in the immediate vicinity of the Strait.

The fleet currently consists of five crude oil tankers, one LPG tanker, one chemical or product tanker, three container ships, two bulk carriers and one dredger.

How India is deciding which ships move first

Although the government has acknowledged a structured mechanism for managing vessel movements, officials have avoided revealing the precise details of how clearances are obtained and priorities are established.

Speaking during an inter-ministerial briefing on Friday, Opesh Kumar Sharma, Director at the Ministry of Ports, Shipping and Waterways, confirmed that multiple ministries are involved in determining which ships receive priority for transit.

"In terms of how we coordinate with India, Iran, how do we decide the priority, I would not like to, you know, tell you how we coordinate for obvious reasons," Sharma said.

The official indicated that the process involves coordination across several departments responsible for strategic supplies.

"He added that in terms of priority, it is decided in coordination with MOPNG (Ministry of Petroleum and Natural Gas), Ministry of Fertilisers, and thereafter the coordinated priorities prepared and through which we try and get the ships out."

Indian authorities have repeatedly stressed that maritime movements are being managed through diplomatic channels as well as inter-governmental coordination, but operational specifics have been withheld because of security considerations.

The ships that helped establish India's transit pathway

Among the earliest vessels to demonstrate that transit through the Strait remained possible were the LPG carriers MT Shivalik and MT Nanda Devi.

The MT Shivalik had completed loading operations in Qatar on February 26, only two days before the conflict erupted. When fighting began on February 28, the vessel found itself caught in a rapidly deteriorating security environment.

Instead of immediately attempting passage, the ship was forced to seek temporary shelter. Concerns over missile attacks and drone strikes led to delays while operators assessed the risks.

Eventually, on March 13, the vessel received permission to proceed. The crossing of MT Shivalik and MT Nanda Devi became a significant milestone because it demonstrated that controlled transits could still be carried out despite the conflict.

Together, the two LPG carriers were transporting cargo equivalent to approximately 32.4 lakh domestic cooking gas cylinders each.

Their successful movement helped secure LPG supplies at a time when uncertainty surrounding the Strait was at its highest.

The movement of crude carriers & commercial vessels

Following the success of the early LPG transits, additional Indian-linked ships began making their way through the waterway. Among the most notable movements were several tankers operated by the Shipping Corporation of India (SCI).

These included both a Very Large Crude Carrier (VLCC) and an Aframax-class tanker. The vessels eventually succeeded in exiting the Gulf region and entering the Arabian Sea.

A broader list of Indian-linked vessels that have crossed the Strait since the outbreak of hostilities includes Shivalik, Nanda Devi, Jag Laadki, Pine Gas, Jag Vasant, BW Tyr, BW Elm and Green Sanvi.

The latest high-profile transit involved Nissos Keros, a crude oil tanker carrying approximately 270,000 metric tonnes of crude oil intended for India.

The vessel successfully navigated the Strait during the night of May 25 and May 26. Officials confirmed that the tanker is expected to arrive at Visakhapatnam on June 3.

Although the vessel sails under the Marshall Islands flag and is operated with an international crew, its cargo is destined for India's energy sector, making the voyage particularly significant amid continuing uncertainty in the region.

Diplomatic arrangements and maritime access

India's ability to keep vessels moving through the Strait has relied heavily on diplomatic engagement.

According to information released during the crisis, Iranian Foreign Minister Abbas Araghchi announced on March 26 that India was among a limited group of countries whose commercial vessels would continue receiving transit permissions despite the broader restrictions imposed on maritime traffic.

The announcement placed India alongside China, Russia, Iraq and Pakistan among the countries granted such access.

While Indian officials have avoided discussing the details of those arrangements, the diplomatic component appears to have played a crucial role in enabling ships to continue operating through one of the world's most sensitive maritime corridors.

Rather than utilising the standard, centralised international shipping lanes, Indian vessels utilise the "Safe Shipping Corridor" indicated in the northern sector.

Once clear of the immediate chokepoint and entering the Gulf of Oman, the vessels transition out of Iranian jurisdiction. At a pre-arranged coordinate, they are met by a task force of over five frontline Indian Navy warships comprising destroyers and frigates deployed under Operation Sankalp.

The dangers faced by Indian seafarers

Although Indian-flagged vessels have avoided direct attacks, the conflict has nevertheless claimed Indian lives. During the opening days of the crisis, Indian sailors serving aboard foreign-flagged ships became casualties of the violence.

On March 1, the tanker Skylight was struck north of Khasab, Oman. The vessel, which had previously been sanctioned by the US Treasury for links to Iranian trade, was hit by an unidentified projectile. Two Indian crew members were killed.

The same day, another vessel, MKD VYOM, was reportedly targeted by an explosive drone boat. The attack triggered a major fire in the engine room, resulting in the death of one Indian sailor.

Public ship-tracking and security concerns

Modern maritime traffic can often be monitored through subscription-based services that rely on Automatic Identification System (AIS) signals transmitted by vessels.

During the briefing, officials were asked whether such information could compromise operational security.

"With respect to ship data tracker, these are commercial applications. I believe people can take subscription and it's open to all," Sharma said.

He also addressed concerns about the possibility of misuse. "It's very difficult to answer that. Any data which is public domain can be used either way by the person. It depends on his intention. But as of now, the data is helping us and you also to track the ships."

While tracking platforms assist governments, journalists and commercial operators in monitoring vessel movements, the same information can potentially be used by hostile actors.

Even as India continues moving ships through the Strait, conditions in the region remain unstable. Many international operators still classify the area as a high-risk zone.

Marine insurers withdrew standard war-risk coverage during the conflict, forcing shipping companies to seek alternative protection or rely on government-backed guarantees.

Several foreign vessels have reportedly attempted "dark transits," switching off AIS signals to reduce their visibility while crossing sensitive waters.

Ceasefire talks offer cautious hope

On May 28, negotiators from the United States and Iran reportedly reached a tentative understanding in Oman concerning a 60-day humanitarian and commercial ceasefire framework.

The proposed arrangement could eventually facilitate a broader reopening of the Strait to normal commercial traffic. However, officials and state media have cautioned that the agreement remains under review and has not yet been fully implemented.

As a result, shipping companies and governments continue to plan on the basis that risks remain present.

For India, the focus remains on ensuring that vessels carrying critical cargo can continue moving safely while avoiding disruptions to energy supplies.

With inputs from agencies