For those who can be fuzzy on global geography, like me, it’s perhaps useful to say that the Persian Gulf is a body of water bordered by eight countries: Bahrain, Iran, Iraq, Kuwait, Qatar, Saudi Arabia, the United Arab Emirates (UAE), and Oman. These countries include some of the world’s most prominent oil exporters, who have shipping ports for their oil on the Persian Gulf. However, oil tankers leaving the Persian Gulf (and headed for the Arabian Sea, the Indian Ocean, and destinations around the world) need to travel through the Strait of Hormuz, a channel that is about 100 miles long, but with shipping lanes for big oil tankers that at the narrowest point are only about two miles wide in each direction. The chokepoint is bordered by Iran to north and UAE and Oman to the south.
Chokepoints can cause problems, and not just because of armed conflict. Some readers may remember that five years ago in 2021, a container ship called Ever Given ran aground and shut down traffic through the Suez Canal for six days. Now the Strait of Hormuz is giving the world a lesson about how supply shocks affect oil prices.
About 90% of international freight trade moves over the oceans. What are some other main chokepoints for global ocean shipping? Stephan Maurer, Luke Heath Milsom, and Ferdinand Rauch offer insights in “The fragility of the global trading system” (London School of Economics Centre for Economic Performance, Discussion Paper 2186, May 2026). A readable short overview of the paper is available at the blog of the LSE Business Review. In the overview, Maurer, Milsom and Rauch write:
[W]e measured sea routes between 455 ports with a statistical trade model that lets us simulate what would happen if a major route closed, or if a new one opened. We simulate shutting three shipping lanes: the Panama Canal (which connects the Caribbean Sea with the Pacific Ocean), the Suez Canal (between the Red Sea and the Mediterranean Sea) and the Strait of Malacca (between the Indian Ocean and the South China Sea). We also looked at opening two new routes: a year-round Northwest Passage (connecting the Atlantic and Pacific oceans through the Arctic north of Canada) and a proposed canal across Thailand’s Kra Isthmus. (This scheme would lower the distance for many shipment routes between China or Japan and Europe, although the Thai government is reported to be considering a land-bridge project instead of a canal.)
As geography suggests, the Panama Canal is most important for the US economy, because the alternative is that some shipping would instead need to travel around the southern tip of South American. The Suez Canal is important for European trade, because otherwise shipping would need to be re-routed around the southern tip of Africa. (Although Suez is most important of all to the economy of Egypt; the authors estimate that a closure of Suez would reduce the total GDP of Egypt by 8%.) The Strait of Malacca (between Malaysia and Indonesia, with Singapore at its southern end where a key channel is only about two miles wide) is most important for China’s international shipping trade. Otherwise, shipping between China and India, Africa, the Middle East, and Europe would need to be rerouted further to the east through an alternative passage like the Sunda Strait (between the Indonesian islands of Sumatra and Java, but also shallow and narrow for some large modern ships) or the Makassar Straight (between the Indonesian islands of Borneo and Sulawesi, a longer detour but also deeper water).
The authors also look at the possibilities from opening two new trade routes. If ships could pass freely though a Northwest Passage, it would be possible to move trade between the Atlantic and Pacific Oceans without either going through the Panama Canal or around the southern tip of South America. A proposed canal in Thailand across the Kra Isthmus would potentially be quicker than the Strait of Malacca or its alternatives–but would also be a huge infrastructure project.
In a global economy with near-instantaneous communication and rapid air travel, it can sometimes feel as if the details of geography, like chokepoints for ocean shipping, don’t matter all that much. Which is true enough–until they do.






