The Al Hamra, operated by ADNOC Logistics & Services, was tracked leaving the Gulf with a cargo headed towards western India after weeks of restricted tanker movements through the narrow waterway. The vessel had stopped transmitting its position around April 19, when it was empty and near the eastern entrance of Hormuz, before reappearing with indications that it had loaded and moved through the passage.
The shipment is significant because it points to a cautious reopening of Gulf energy trade for selected cargoes, even as shipping remains constrained by security checks, insurance costs and uncertainty over whether the waterway can return to normal operations. The Strait of Hormuz links the Persian Gulf with the Gulf of Oman and the Arabian Sea, making it the most sensitive maritime route for Gulf oil and gas exports to Asia.
For India, the transit offers limited relief after weeks of pressure on energy logistics. The country relies heavily on imported LNG to supply fertiliser plants, city gas networks, refineries, power producers and industrial users. Western India, where several import terminals are located, is a critical landing point for Gulf cargoes because of its proximity to major gas-consuming states and pipeline networks.
The war that began on February 28 led to a sharp fall in tanker traffic through Hormuz, leaving ships idle inside the Gulf and forcing buyers to consider alternative cargoes from outside the region. LNG, crude oil and liquefied petroleum gas flows were all affected, with importers seeking supplies from the United States, Africa and Southeast Asia where available. The disruption came at a sensitive time for Asian buyers, with summer demand rising and spot cargoes becoming more costly.
Around one-fifth of global LNG trade passes through Hormuz in normal conditions. Qatar is the dominant LNG exporter through the route, while the UAE also ships cargoes from its Das Island facility. Asia receives the overwhelming share of Hormuz-linked LNG, with China, India and South Korea among the leading destinations. Any sustained restriction therefore has an immediate effect on Asian gas pricing and supply planning.
India’s LNG import system has expanded over the past decade, but dependence on seaborne supply remains a strategic vulnerability. The country has operational terminals at Dahej, Hazira, Dabhol, Kochi, Ennore, Mundra and Dhamra, with combined capacity of nearly 48 million tonnes a year. Dahej in Gujarat remains the most important facility, serving fertiliser units, refineries, power plants and city gas distributors across northern and western markets.
The Al Hamra movement follows earlier signs that limited LNG traffic had resumed through the chokepoint. The Mubaraz, another LNG tanker linked to the UAE, crossed out of the Gulf in late April after weeks of inactivity, becoming the first loaded LNG shipment to exit Hormuz since the conflict began. A second ADNOC-linked LNG tanker followed in early May, showing that Gulf suppliers were testing the scope for controlled departures.
Shipping executives and energy traders remain cautious, however. Vessel owners are facing higher war-risk premiums, tighter routing decisions and uncertainty over whether transponders should remain active in conflict-sensitive waters. Some tankers have switched off tracking systems for security reasons, making it harder for buyers and market participants to confirm loading and transit details in real time.
India has also been dealing with pressure in LPG supply, a politically sensitive segment because of household cooking fuel demand. Several LPG cargoes linked to India were stranded or delayed after the Hormuz disruption, prompting authorities to prioritise the return of ships already inside the Gulf before sending more vessels into the area. That approach reflects a broader effort to balance energy security with crew safety and insurance exposure.
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