Attacks on commercial shipping in and around the Strait of Hormuz have reached their highest weekly level since the US-Israeli war with Iran began, raising fresh concerns over maritime security and the movement of energy supplies through one of the world’s most critical shipping corridors.

Attacks on commercial shipping in and around the Strait of Hormuz have reached their highest weekly level since the US-Israeli war with Iran began, raising concerns over maritime security and the movement of energy supplies through one of the world’s most important shipping corridors.

Twelve vessels were reported attacked between 5 and 11 October, according to UK Maritime Trade Operations (UKMTO) incident data, exceeding the 10 recorded during the previous week. Six vessels were reportedly targeted on 11 October alone, marking the highest number of attacks recorded in a single day during the period.

A further series of incidents followed, including eight projectile attacks in the Strait of Hormuz on 11 and 13 October, according to the Joint Maritime Information Center’s (JMIC) assessment dated 15 October.

Eight attacks reported in the Strait of Hormuz

The JMIC assessment recorded four attacks on 11 October and four on 13 October. The incidents involved four tankers and four container ships, although one vessel’s identity remains undisclosed in the available incident reporting. The seven identified vessels were Al Maqam, DP World Kaveri, Kition M, Ever Vict, GFS Pride, GFS Giselle and Al Saadiyat.

Among the vessels targeted were two Singapore-registered containerships, GFS Pride and GFS Giselle, which were struck by unidentified projectiles.

The GFS Pride sustained damage and caught fire before sinking. All 21 crew members were safely evacuated, with no injuries reported. The GFS Giselle sustained hull damage but reached a safe anchorage under its own propulsion. All 22 crew members were reported safe.

US Central Command (CENTCOM) said the GFS Pride was struck by an Iranian Revolutionary Guard Corps (IRGC) projectile, rejecting Tehran’s claim that the ship had hit a naval mine while using an unauthorised route. The JMIC assessment said there was no substantiation for the mine claim, while CENTCOM maintained that the main commercial shipping routes through the strait remained clear of mines.

The incident highlights the growing risks facing merchant vessels as attacks, surveillance activity and radio challenges from Iranian forces continue. JMIC reported unmanned aerial vehicle overflights, targeted monitoring of commercial ships and occasional VHF radio hailing by the IRGC.

It assessed the threat to merchant shipping as severe, advising vessels to transit with caution and report attacks or suspicious activity to UKMTO without delay.

Commercial traffic and oil shipments remain under pressure

Despite the deteriorating security environment, commercial vessels continue to transit the Strait of Hormuz, although traffic remains below normal levels. JMIC reported that independent vessel-tracking data showed single-digit numbers of ships transiting in each direction.

Separately, US Naval Cooperation and Guidance for Shipping (NCAGS) data indicated that US-assisted traffic averaged approximately 30 vessel transits per day over the preceding 96 hours. These figures reflect different measures of traffic and should not be directly compared.

The increase in attacks has coincided with a slowdown in oil shipments through the waterway. Data from maritime intelligence firm Kpler showed that approximately 12.6 million barrels of oil per day passed through the strait on 13 October, down from around 15 million barrels per day at the end of September and below the pre-war baseline of approximately 17 million barrels per day.

The decline follows signs of recovery in oil exports during September, but renewed attacks have added uncertainty for shipowners, charterers and energy traders reliant on uninterrupted flows from Gulf producers. Any sustained disruption to the strait carries wider implications for energy markets, given its importance to global oil shipments.

Shuttle operations and disputed transit routes

To maintain exports, operators have increasingly relied on a shuttle system in which smaller tankers carry oil through the Strait of Hormuz before transferring cargo to larger vessels in the Gulf of Oman.

These shuttle vessels typically use a route close to Oman’s coastline. Iran has described this route as unauthorised and called for ships to use an alternative passage closer to its own coast, creating further uncertainty for operators navigating the waterway.

The dispute over transit routes adds to the operational challenges facing tanker owners and charterers, who must account for security risks alongside voyage schedules, insurance considerations and the availability of onward transport.

Threats extend into the Gulf of Oman

The risk to commercial shipping extends beyond the Strait of Hormuz. JMIC reported an attack involving the tanker Petro Dolphin near Sohar anchorage in Oman. The status of the bulk carrier Cape Dao also remained disputed in the assessment, which stated that the vessel was not considered sunk, despite earlier reports to that effect.

Military activity associated with US blockade enforcement has added another layer of complexity. CENTCOM figures published on 10–11 October indicated that 135 commercial vessels had been redirected and four disabled during enforcement operations.

On 14 October, CENTCOM also reported that US forces had destroyed an Iranian-affiliated dhow that it said had been monitoring US Navy ships in the Gulf of Oman on 6 October. The crew had been removed before the strike.

These developments underline the broader security risks facing vessels operating across the Gulf and adjacent waters, where commercial shipping is exposed to both direct attacks and military activity.

Shipowners face heightened security risks

For shipowners and operators, the rise in attacks is complicating voyage planning and risk management. JMIC has advised vessels to exercise caution, respond promptly to military communications and report suspicious activity to UKMTO. Ships have also been advised to keep their Automatic Identification System (AIS) switched on unless security considerations prevent them from doing so.

With attacks continuing and oil shipments still below pre-war levels, the outlook for commercial shipping through the Strait of Hormuz remains uncertain.

Although vessels continue to transit, the growing number of incidents is increasing risks to crews, ships and cargoes, placing further pressure on operators navigating one of the world’s most strategically important maritime chokepoints.