Iran Used Limpet Mine Placed On Ship’s Hull In Latest Strait Of Hormuz Attack: Report

The Louise 1 was attacked while transiting the Strait of Hormuz. A small boat approached the tanker and placed two explosive devices on its hull above the waterline. The blast started a fire in the engine room. UKMTO reported the incident, while the Financial Times attributed the attack to Iranians using limpet mines.

The devices were attached rather than launched from a distance. That method lets attackers approach a ship, place explosives, and leave before detonation. The incident was especially notable because it was described as the first attack of this kind since June 2019, when a Japanese and a Norwegian ship were hit with limpets.

The attack showed that small craft can still threaten large commercial vessels despite heavy security. It also exposed the difficulty of protecting ships in crowded shipping lanes. The article says the incident was the first indication that limpets had been successfully used during the current IRGC strike wave.

A limpet mine is an explosive charge made to attach directly to a vessel’s hull. Its name comes from the way it clings to a surface, like a limpet shell. The article identifies the devices placed on Louise 1 as limpet mines, but it does not specify their exact attachment system or trigger.

In general, an attacker can use a small boat or divers to reach the hull. Magnets, clamps, or other gripping devices can hold the charge against the metal surface. A timer or remote trigger may then allow the attacker to leave. Placement above the waterline can damage the ship’s outer structure, machinery, or nearby compartments.

This method matters because it does not require a large attacking force. The article says a small craft approached, deployed two devices, and withdrew. That ability creates a serious security concern in congested waters, where many ships and boats operate close together.

Protecting large ships is difficult because the Strait of Hormuz combines narrow, busy waters with complex coastal geography. Tankers must use established transit routes, while small boats can move nearby. Security forces must distinguish ordinary maritime traffic from a possible attacker without disrupting shipping.

The Louise 1 incident illustrates the problem. A small boat approached the tanker, placed two explosive devices above the waterline, and withdrew. A large ship has a long hull and many vulnerable areas. Crews and patrol forces cannot easily observe every section at all times, especially when traffic is dense.

The article says this presents a significant security concern despite a heavy CENTCOM presence. U.S. forces reported clearing primary routes of sea mines and maintaining patrols, including uncrewed surface vessels. Yet October recorded the highest number of ship attacks on record, showing that surveillance and escorts have not eliminated the danger.

The article reports 28 confirmed and reported attacks in the Strait of Hormuz and surrounding waterways during October. Noam Raydan, a senior fellow at the Washington Institute for Near East Policy, recorded those incidents on an interactive shipping map. He also counted 113 attacks since the U.S.-Israeli war with Iran began on February 28.

These figures measure reported attacks, not necessarily identical events or successful strikes. They include the Strait and nearby waterways, rather than only one precisely defined channel. Still, the scale provides a clear signal of repeated danger for ships, crews, insurers, and energy traders.

The number matters because October was described as the highest-attack month on record. More incidents can force ships to accept greater risk, delay voyages, or pay more for protection and insurance. The article links the attacks with pressure on the global economy and Brent crude rising above $117 per barrel.

The Strait of Hormuz is important because it is a primary transit route for oil shipments from the Gulf region. The article says the global economy relies heavily on fossil fuel from that region. It also reports that Gulf partners exported more than 1.5 billion barrels of crude with assistance during the period described.

A narrow maritime route concentrates a large amount of energy traffic. When ships can pass safely, tankers carry crude toward international markets. When the route becomes dangerous, attacks, mines, or fears of further violence can disrupt movements and make each voyage more expensive. The article does not quantify the Strait’s exact share of global oil supply.

Its importance is visible in market reactions. Brent crude topped $117 per barrel, the highest level in more than four years, according to the article. Continued attacks could put further pressure on fuel costs, importing countries, businesses, and households far beyond the Gulf.

If the Strait became too dangerous, oil exporters and ship operators could combine several alternatives. Pipelines can move crude to ports outside the threatened waterway. Tankers can also take longer routes around other coastlines, while rail and road transport can handle limited volumes. These options are general energy and transport strategies, not alternatives named in the article.

Each method has a different mechanism. A pipeline bypasses the maritime chokepoint but requires suitable capacity and terminals. A longer sea route keeps tankers in operation but adds time, fuel use, and security exposure. Rail or trucks can serve smaller flows, but their capacity is far below that of large tankers.

The article instead describes efforts to keep the Strait open. CENTCOM said U.S. forces cleared primary transit routes of sea mines and remained present. That response suggests rerouting would be difficult and costly. Exporters would likely need several methods at once if threats made normal passage unreliable.

A narrow waterway can affect distant economies because oil markets connect producers, ships, refineries, businesses, and consumers. Attacks make voyages less predictable and may interrupt or slow deliveries. Even the fear of disruption can make buyers and traders pay more for available crude and transport.

The article describes several pressure points. Louise 1 was attacked in the Strait, while October saw 28 confirmed and reported attacks in the Strait and surrounding waterways. Ongoing Houthi attacks on Saudi Arabia’s oil infrastructure added to the strain. These events can increase security expenses, insurance costs, and the risk premium built into oil prices.

The reported result was a major market reaction. Brent crude topped $117 per barrel, its highest level in more than four years. Higher crude prices can raise costs for gasoline, diesel, shipping, manufacturing, and food. The article also says American oil companies earned more than $130 billion in profit during the period described.