Ship attack reports near Hormuz reach record high as oil exports slow

The Strait of Hormuz is the narrow waterway through which oil shipments from Gulf Arab states travel toward wider international markets. It matters because so much energy cargo uses this route. Any disruption can slow exports and make tanker journeys more difficult.

The article reports that about 17 million barrels of oil per day passed through the strait before the war. Shipments reached 15 million barrels per day at the end of September, then fell to 12.6 million on 13 October. These figures show how closely oil movement depends on safe passage.

Attacks have made the route more dangerous. The United States has increased the number of tankers it shepherds through the southern strait, while Gulf exporters use shuttle tankers near Oman’s coast. Iran says that route is unauthorised and demands ships use a path closer to its shore. Continued attacks could further reduce flows.

Twelve vessels reported attacks between 5 and 11 October. BBC Verify’s analysis of UK Maritime Trade Operations reports identified this as the highest weekly number since the US-Israeli war with Iran began. The figure shows that attacks were intensifying rather than remaining isolated incidents.

The previous week had 10 ships reporting attacks, so the latest total increased by two. Six vessels were attacked on the Sunday alone, the highest one-day total recorded. The article notes that the timeline is approximate because some reports give the attack date, while others give the reporting date.

Attacks continued after that record week. Four were reported during the following week, and the container ship GFS Pride sank after being hit by an unknown projectile on Tuesday. Twenty-one crew members were safely evacuated. The rising totals coincided with slowing oil shipments through the strait.

Before the war, about 17 million barrels of oil per day passed through the Strait of Hormuz. This is the article’s pre-war baseline. The volume shows why even partial disruption matters: the strait is a major route for oil leaving the Middle East.

Shipments recovered toward 15 million barrels per day at the end of September, helped by assisted transits. By 13 October, however, flows had fallen to about 12.6 million barrels per day, according to Kpler. That was a drop of roughly 2.4 million barrels per day from the end-September figure and about 4.4 million below the pre-war baseline.

The slowdown came as attacks increased. The article says Iranian exports had completely stalled because of a US blockade of Iranian ports and ships. Other Gulf exports continued, often through shuttle tankers, but the expanding danger and Iran’s objections threatened to restrict those flows further.

Experts cited in the article say Iran is attacking ships to assert greater control over the Strait of Hormuz. The attacks also aim to stop vessels from using routes Iran rejects and to discourage other ships from entering the waterway. Martin Kelly described this as an evolved strategy.

The pressure increased after assisted transits helped oil flows return toward pre-war levels in September. The United States was shepherding more tankers through the southern part of the strait. Gulf exporters were also using shuttle tankers near Oman’s coastline. Iran calls that route unauthorised and insists vessels travel closer to its own shore.

Kelly said Iran was carrying out near-daily or multiple attacks to stop ships and deter others. He also said the attacks were spreading beyond the strait, including toward Gulf Arab coastlines and the Gulf of Oman. The IRGC said strikes would not be limited to the strait.

The United States and regional partners are helping commercial ships by coordinating protection as they pass through the Strait of Hormuz. US Navy data shows that assisted transits increased sharply in October. This support is intended to keep commercial traffic moving despite reported strikes.

The US military has increased the number of tankers it shepherds through the southern part of the strait. Central Command said commercial traffic continued to flow with coordinated protection from US forces and regional partners. During the first 10 days of October, the number of assisted vessels was 85% higher than during the same period in August.

These escorts helped drive oil flows back toward pre-war levels in September. However, protection has not ended the attacks. Twelve vessels reported attacks in the week from 5 to 11 October, while oil shipments later slowed to 12.6 million barrels per day on 13 October.

The tanker shuttle system is a way of moving Gulf oil in stages. Smaller tankers load cargo, pass through the Strait of Hormuz, and then transfer that cargo to larger tankers in the Gulf of Oman. This arrangement lets exports continue while using a specific route.

Most recent oil shipments from Gulf Arab states have used shuttle tankers sailing close to Oman’s coastline. After crossing the strait, they transfer their cargo to larger vessels. Assisted transits, including protected movements, helped oil flows recover toward pre-war levels in September. The system therefore supports repeated tanker movements through a dangerous passage.

Its effectiveness is limited by Iran’s opposition. Iran calls the Oman-side route unauthorised and demands that ships travel closer to Iran’s coast. Experts say Iran has responded with more attacks on ships near Gulf Arab states and in the Gulf of Oman. Oil flows later slowed to 12.6 million barrels per day.

A dangerous chokepoint can delay or reduce oil shipments because tanker owners face attacks, reroute vessels, or need protection. That can tighten the amount of oil reaching markets. The article records this effect through falling flows, but it does not give a global oil-price figure.

Through the Strait of Hormuz, shipments fell from 15 million barrels per day at the end of September to about 12.6 million on 13 October. The pre-war baseline was about 17 million barrels per day. Attacks, including one that sank GFS Pride, made passage riskier. Shuttle tankers and assisted transits helped, but did not prevent the decline.

In general, reduced supply through a major oil route can put upward pressure on prices, especially if buyers fear further disruption. The article does not state that prices rose, so that consequence cannot be confirmed here. It does show that continued attacks threaten oil flows and may increase pressure for more protection or alternative routes.