Published on April 5, 2026
As 26 Korean-operated vessels continue to wait for passage through the Strait of Hormuz, ships linked to Japan and France have successfully secured their routes, drawing attention to the challenges facing Seoul’s multilateral diplomatic strategy amidst increasing financial pressure on the shipping sector.
The Korean government has emphasized its intention to avoid one-off negotiations concerning individual vessels, opting instead for a coordinated international response. However, critics within the shipping industry express growing alarm over escalating costs stemming from the ongoing delays.
Currently, the vessels operated companies remain on stand strategic waterway. In contrast, vessels affiliated with other nations have begun to find pathways through the strait. Notably, the CMA CGM Kribi, a Malta-flagged container ship, exited Gulf waters on Friday via what Iran designated as a “safe corridor.” Two additional vessels linked to Japan— the Panama-flagged Sohar LNG, managed O.S.K. Lines, and the India-flagged Green Sanvi—also managed to pass through the Strait in recent days.
The disparate outcomes have sparked speculation that they may reflect differences in negotiating leverage between states. However, the Korean government has refuted claims that Japan or France engaged directly with Iran to facilitate these passages. A Japanese government official acknowledged that the Sohar LNG was not heading to Japan and insisted that Tokyo played no role in securing its journey, according to the Asahi Shimbun.
Officials in Seoul have noted that the vessels associated with Japan were registered under flags such as Panama and India and were structured through third-country entities, including joint ventures and local subsidiaries that maintain closer ties with Iran.
The South Korean government believes it is more plausible that the diplomatic influence of nations like Oman and India, which have historically fostered amicable relations with Iran, or the commercial interests related to those vessels played a significant role in their safe passage.
Similar reasoning extends to the French-linked vessel that successfully navigated the strait, with officials suggesting that its operator acquiesced to Iran’s regulations without direct diplomatic intervention from Paris.
Despite the increasing concerns about the length of the standoff, South Korea remains committed to its policy of avoiding one-on-one negotiations with Iran over the vessels. The government fears that doing so could set a detrimental precedent, potentially allowing Iran to exploit the situation to demand substantial fees or impose political conditions, such as publicly endorsing its stance.
Government officials adhere to the rationale that addressing the current crisis in isolation may inadvertently enhance Iran’s bargaining position, which is why they continue to advocate for a collective multinational approach. A coalition of 35 countries is presently coordinating efforts to uphold freedom of navigation without engaging in separate negotiations with Iran.
During a closed-door Cabinet meeting, the issue of potential passage fees in the Strait of Hormuz was raised. National Security Adviser Wi Sung-lac reportedly dismissed the concerns, stating that Iran, having suffered significant military setbacks, was “in no position administratively or physically” to impose such fees, and that the international community would remain opposed to Iran’s aggressive actions.
Wi’s remarks reflect a prevailing sentiment within the government that rushing into bilateral negotiations on Iran’s terms would yield limited benefits. For the 26 Korean vessels that are still waiting, officials believe there is no immediate necessity to pressure for passage.
Nonetheless, as time goes on, the financial strain on shipping companies intensifies. Rising insurance premiums and accumulating hazard pay for seafarers have led to losses reaching up to 140 million won (approximately $92,700) each day per ship. The impact is particularly severe for smaller carriers, which comprise a significant portion of the affected vessels. Industry experts warn that prolonged delays could precipitate a wave of bankruptcies within the sector.
In contrast to certain foreign shipping firms that can leverage relationships with third countries possessing friendlier ties to Iran, Korean vessels, predominantly supported , face challenges under Seoul’s current multilateral strategy.
The Korea Shipowners’ Association has called for increased government support for smaller carriers during an emergency meeting, emphasizing that disruptions to any single vessel can lead to serious repercussions for the company involved.
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