Today is May 10, 2026. The Strait of Hormuz has been effectively closed for 71 days. A deal is apparently being drafted. So let me answer the question that every logistics executive, every procurement director, and every board member should be asking right now: if a deal is signed tomorrow, what actually happens, and when?

Today is May 10, 2026. The Strait of Hormuz has been effectively closed for 71 days. A deal is apparently being drafted. So let me answer the question that every logistics executive, every procurement director, and every board member should be asking right now: if a deal is signed tomorrow, what actually happens, and when?

Because the reopening of the Strait will not be an event. It will be a process. And the process will be slower, more complicated, and more expensive than the market is currently pricing.

The vessel backlog alone will take 8 to 12 weeks to clear, according to the IEA. There are 1,550+ commercial vessels in and around the Gulf right now. They cannot all move simultaneously. The Strait's navigable lanes are two miles wide. Priority will be given to oil tankers and LNG carriers — the energy cargo the world is running out of first. Container ships, bulk carriers, and specialist cargo will queue behind them. If you are waiting for a container from a Gulf manufacturer, 'the Strait is open' is not the same as 'your cargo is moving.'

The operating context

Insurance will not normalize on the day of signing. War risk premiums respond to verified threat removal, not diplomatic announcements. The Lloyd's Joint War Committee will need to see sustained traffic, no attacks, and Iranian naval vessels standing down before it reclassifies the region. Based on precedent — the Red Sea crisis, the 2019 Gulf tanker attacks — expect a minimum of 4 to 6 weeks of clean operational data before premiums begin declining meaningfully. Full normalization will take 3 to 6 months.

The Cape of Good Hope reroute is now embedded in carrier summer schedules. Maersk, CMA CGM, Hapag-Lloyd, and MSC have all published schedules through September based on continued Strait closure. Reversing those schedules requires renegotiating port call sequences, fuel contracts, crew assignments, and slot allocations across entire alliance networks. The first carriers will begin repositioning on the Suez route approximately 6 to 8 weeks after a credible reopening signal. You will not see normal Asia-Europe transit times before Q4 at the earliest.

Now the harder question: what has permanently changed?

What changes the decision

Three things will not go back to where they were, regardless of when the deal is signed.

First: the insurance architecture for Hormuz transit has been fundamentally repriced. The pre-war assumption — that the Strait was a theoretical risk rather than an operational one — has been destroyed. Even after premiums normalize, the baseline war risk rate for Gulf transits will be structurally higher than the pre-February 2026 level. This is a permanent cost increase for every ton of cargo that moves through the Gulf.

Second: the Cape of Good Hope route has been operationally validated at scale. Carriers have invested in it, ports along it have expanded, and supply chains have been redesigned around it. Some of that volume will not return to the Suez-Hormuz corridor even after it reopens. The geographical diversification of global trade routing — which was discussed theoretically for decades — has now happened in practice.

The practical implication

Third: the political risk premium on Gulf-origin supply chains has been permanently repriced. Every company that sources petrochemicals, fertilizers, energy products, or manufactured goods through the Gulf is now running scenario planning for a second closure. That changes procurement strategy, inventory policy, and supplier diversification for years.

Here is my 90-day forecast. A deal is signed in the next 7 to 14 days — the momentum is real and both sides have financial incentives to close. The IRGC stands down its checkpoint regime within 48 hours of signing. The first commercial convoys move through within a week. Oil falls 15 to 20% on the announcement — the relief rally will be sharp and fast. Insurance begins declining in week 3 or 4. The vessel backlog clears by late July. Normal shipping economics on key lanes resume in Q4 2026. Brent crude averages $76 to $86 per barrel in 2027, according to EIA and World Bank projections — elevated versus 2025, but manageable.

What I am watching: whether the Iranian naval checkpoint regime actually stands down, or whether the IRGC uses 'new procedures' as a mechanism to maintain de facto control of the Strait under a political cover of peace. That distinction will determine whether this is a real reopening or a managed chokepoint with a diplomatic label.

The practical implication

The world has permanently learned something about the Hormuz chokepoint that it will not unlearn. The systems built to manage it will never be the same.

Predictive Intelligence. Human Insight. — Lars P.S. The EIA's April 7 forecast: Brent averaging $115/b in Q2 2026, falling to $88/b in Q4, then $76/b in 2027. The World Bank's baseline: $86/b for full-year 2026, $70/b in 2027 — assuming the acute phase ends in May. Both forecasts assume the Strait does not fully normalize until late 2026. Build that into your contracts. The market will be pricing the deal. Your operations need to be pricing the recovery timeline.