Clipping The Ticket; Solving Hormuz, In Context

Friday, 8 May 2026, 3:51 pm
Opinion: Keith Rankin

Note the following from An Economic Model for Securing Hormuz, 30 April 2026 for Project Syndicate, by three British-based emeritus professors of economics. Or see The Strait of Hormuz, Towards a Long-Lasting Solution 18 April 2026, CESifo Working Papers.

The authors say: "The need for solutions that rely less on coercion and more on aligning economic incentives with America and Iran’s shared interest in keeping the Strait open. That may mean institutionalizing today’s emerging arrangement, by which Iran, in coordination with the Gulf states, guarantees safe transit for a fee. Such a system would resemble the agreement under the Montreux Convention that governs passage through the Turkish-controlled Bosphorus and Dardanelles Straits. An Iranian toll based on Turkey’s current transit fee of $5.83 per net ton would be about $0.58 per oil barrel—small enough, relative to the value of the goods, that shipping firms would not balk at the expense or seek alternative routes. … such a toll would generate $4.3 billion annually, an amount large enough to create significant incentives for Iran to facilitate and ensure safe passage."

Such an arrangement is described as a "service-based toll system", and is arguably more efficient and stable than any alternative arrangements.

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Clearly such 'service-based' systems are used in the Panama and Suez Canals. The service component of canal maintenance is obvious, and of course in the Panama case there is a substantial resource cost in terms of water required to run the locks. Yet in both cases the fees charged include substantial 'rent' or 'royalty' components. And for the Strait of Hormuz – along with the other examples – a significant service would be that of 'protection' or 'security'.

Such a protection-fee may have the look of 'extortion' about it; but it also has the look of a regular 'property right'; noting that property rights – and fees arising – form the centrepiece of liberal economics. Indeed, as it was, the world economy – and ecology – has been blighted by 'cheap oil'. Every little bit to raise the price of oil – and oil-based products – towards their long-run opportunity costs can only be a good thing.

Under such a commercial regime, we could call the Iranians and Omanis (and whoever else becomes part of the service-consortium) Strait Lords or straitlords (like landlords). Indeed Egypt and Panama are – among other things – Canal Lords.

What would happen if the Strait of Hormuz was blocked by a giant earthquake? Then a pipe, tunnel, road or canal would have to be built. There would be no argument then about a portage fee being charged.

Indeed, there are many landlocked countries in the world. They expect to have to pay something to foreign authorities to access the international marketplace for goods. Ethiopia, with well over 100 million people, depends substantially on the port of Djibouti. Kazakhstan depends on China and Russia. Paraguay depends on access to the Paraná River. Switzerland depends on the Rhine and Rhone. Austria depends on the Danube. These passages all have associated commercial costs.

War and Sport

In the event of wars, Straits are typically the first passages to be blocked. Just think of the Strait of Dover, which connects the English Channel to the North Sea, in World War One and World War Two. The British used mines and submarine nets and guns to keep unauthorised traffic out. The best solution to wartime privations is to not start wars in the first place; and – if they happen anyway – to quickly find a pragmatic economic solution to end the war without creating 'losers'; to end the war through negotiations rather than belligerent 'demands'.

There is only one unreasonably belligerent nation-state in Southwest Asia, and it doesn't have a coastline on the Persian Gulf. The rest of the states in a region – or in the world, especially when a Strait or a Gulf has global significance – can corral such a rogue state, if they choose to do so.

It is to the dismay of the vast majority of the world's population that the rogue state of Israel has been allowed to operate uncorralled, and for so long; Israel with the thoughtless support – the uncritical loyalty – of its distant champion, its Goliath. Principles-based economic pragmatism can rule when rogues are constrained or reformed.

Iran is a proud nation that will play a fair game; it will, if allowed to, play fair and play hard. That's the sporting mantra which reflects, for example, the New Zealand All Blacks.

Conclusion

The emeritus economists conclude: "The Strait of Hormuz is a cornerstone of the global energy system. For many years, the United States effectively managed its security; but this arrangement has become economically inefficient and politically asymmetrical in terms of responsibilities and burden-sharing. A cooperative regional security regime funded by transit charges [my emphasis] offers a promising alternative that would benefit oil exporters, shippers, and consumers."

Yes, such a regime could contain a royalty component as well as a service component; 'clipping the ticket'. Capitalism runs best with rents, but not excess rents, not Goliath rents.

Keith Rankin (keith at rankin dot nz), trained as an economic historian, is a retired lecturer in Economics and Statistics. He lives in Auckland, New Zealand.

Keith Rankin

Political Economist, Scoop Columnist

Keith Rankin taught economics at Unitec in Mt Albert since 1999. An economic historian by training, his research has included an analysis of labour supply in the Great Depression of the 1930s, and has included estimates of New Zealand's GNP going back to the 1850s.

Keith believes that many of the economic issues that beguile us cannot be understood by relying on the orthodox interpretations of our social science disciplines. Keith favours a critical approach that emphasises new perspectives rather than simply opposing those practices and policies that we don't like.

Keith retired in 2020 and lives with his family in Glen Eden, Auckland.