Maritime security update: Gulf Region / Strait of Hormuz and Red Sea in Marine Insurance P&I Club News 03/03/2026 The maritime risk picture has escalated markedly. The Joint Maritime Information Center (JMIC) now assesses the regional maritime threat as CRITICAL (an attack is almost inevitable) after confirmed missile/projectile strikes on multiple merchant vessels in the Gulf of Oman/Strait of Hormuz approaches within the past 24 hours. The UKMTO continues to describe the wider area as highly volatile, warning of sustained GNSS/AIS/VHF interference and noting that VHF claims of a “closure” of the Strait are unverified and not legally binding. In parallel, the U.S. MARAD Maritime Alert 2026001A advises vessels to avoid the region where possible and to maintain at least 30 nm separation from US naval units while remaining in contact with NCAGS and monitoring UKMTO/JMIC outputs. Flagstate postures have also tightened. The Norwegian Maritime Authority has raised MARSEC/ISPS Level 3 for Norwegianflagged vessels in the Persian Gulf, Strait of Hormuz and Gulf of Oman, signalling a probable or imminent security incident that requires further, specific protective measures under the ISPS Code. Beyond Hormuz, Lloyd’s List reports the US Navy has established a broad maritime warning zone and cautions that Houthi retaliation in the Red Sea/Bab alMandab cannot be excluded; the EU’s EUNAVFOR ASPIDES mission remains on heightened readiness. Taken together, there is a credible risk of dualtheatre disruption (Hormuz and Red Sea/BaM) if these trends coincide. Current situation: Strait of Hormuz, Gulf of Oman and adjacent waters JMIC confirms three separate vessel attacks in the last 24 hours: SKYLIGHT (IMO 9330020) was hit 5 nm north of Khasab with the crew evacuated and four injuries reported; MKD VYOM (IMO 9284386) sustained a projectile strike above the waterline with the fire subsequently controlled; SEA LA DONNA (IMO 9380532) reported an attack now under investigation. JMIC adds that no sea mines have been detected, and it has identified no specific targeting rationale that would distinguish these ships from other commercial traffic. Although many ships have received VHF hails asserting that the Strait is closed, there is no formal legal closure: JMIC notes no NAVAREA warning, no IMO Maritime Safety Information broadcast, and no charted exclusion zone. The observed slowdown is a function of operator risk response rather than a promulgated suspension of transit passage. Even so, the throughput reduction is material: against a historic daily average of roughly 138 vessels, the most recent 24hour count is around 110. Portside and coastal impacts underline the breadth of exposure. Jebel Ali recorded a debrisrelated berth fire following an aerial interception, and anchorage density has increased at both approaches to the Strait; JMIC warns that clustering raises secondary risks – restricted manoeuvring space, anchor dragging, and collision exposure. Electronic warfare effects amplify those hazards: GNSS interference, AIS anomalies, and congested/contradictory VHF are widespread across the Gulf, the Gulf of Oman and Hormuz approaches. Commercial operators are adapting quickly. HapagLloyd has suspended all transits of the Strait of Hormuz, while CMA CGM has ordered vessels inside or bound for the Gulf to proceed to shelter pending reassessment. On the financing side, JMIC reports a warrisk market escalation, including Notices of Cancellation with buyback o