Informed source says Northern and southern corridors of the Strait of Hormuz will be eliminated, Fars reports

• An informed source in the Foreign Ministry told Fars: According to the framework of the negotiations between Iran and Oman, the entry to the Strait of Hormuz is to be carried out through the northern corridor of the strait near the Iranian coast, and the exit of ships will be through the southern corridor near the Oman coast.
• After the specified deadline, the passage of ships through both the northern and southern corridors will be stopped and all traffic will take place through the middle corridor, with the difference that the entry of ships will be managed by Iran and the exit will be jointly managed by Iran and Oman.
• The determined fees for ships to pass through the strait will be determined in the form of various service prices.
• The news that Iran and Oman disagree on the percentage of the value of ships' cargo [a tariff of 7 or 3 percent of the cargo value] as payment is not true, and the receipts from ships are a function of many variables from Including the amount of services we can provide.
• Insurance, refueling, environmental costs and such are among the services that ships must pay for.

The framing matters here: on its face this describes a re-routing and fee structure for Strait of Hormuz transit, with Iran and Oman managing inbound and outbound flows respectively, rather than a closure, though Fars-sourced 'informed source' copy of this kind has historically blurred the two and headline risk in the strait has tended to reprice crude before the substance is clear. Episodes in which the strait's traffic regime has been questioned have followed a familiar sequence: prompt Brent strength and a widening of the prompt spread, a jump in VLCC rates and war-risk insurance premia on Gulf loadings, and gas reacting where Qatari LNG transit is implicated, with the moves fading where passage continues uninterrupted. The distinction worth drawing is between administrative management of shipping lanes, which is consistent with the existing traffic separation scheme and Omani coordination, and any de facto toll or interdiction authority, which is the version that has historically drawn a response from Gulf producers and the US naval presence in the region. The fee description, insurance, refuelling, environmental services, reads as port-style dues rather than the cargo-value tariff that was floated and denied, which is the less disruptive variant. Worth watching is whether Oman confirms its side of the arrangement, how shipowners and P&I clubs treat the fee schedule, and any guidance from the large Gulf crude exporters on routing, since those are the tells that have separated transient scares from sustained supply premia in past strait episodes.