The Week in Charts: Iran’s ship attacks show strategy of disruption not discrimination | Abu Dhabi emerges as container shipping’s Hormuz shuttle operator
- Iran attacks in July and August had focused on the Gulf State-controlled shuttle tankers successfully accelerating crude exports under US protection
- AD Ports-linked feeder vessels now account for almost all recorded container transits through the Strait of Hormuz, with major global liner operators still largely absent from the waterway
- Saudi-linked VLCC transits through Hormuz hit their highest weekly level since the war began in February
Lloyd’s List’s weekly showing of the data and figures behind our news, analysis and markets coverage
IRAN’s recent attacks on commercial shipping suggest a strategy calibrated less around targeting specific vessels and more around ensuring that no ship transiting the Strait of Hormuz can be considered safe, reported editor-in-chief Richard Meade and senior reporter Ece Göksedef.
Analysis of 93 attacks on commercial vessels since the start of the US-Iran war indicates that while shuttle tankers moving Middle East Gulf crude have featured prominently in recent months, Iran has continued to strike vessels with no obvious connection to those operations, reinforcing uncertainty across the shipping market.
The findings challenge suggestions that Tehran is primarily targeting the US-protected shuttle tanker network established to keep MEG oil exports flowing.
Abu Dhabi emerges as container shipping’s Hormuz shuttle operator
Abu Dhabi is emerging as container shipping’s Hormuz shuttle operator, sustaining a limited but persistent flow of boxship traffic through the strait, while most of the liner industry continues to avoid direct exposure to the conflict zone, reported deputy editor Linton Nightingale.
Data from the Maritime Intelligence Unit at Lloyd’s List Intelligence shows a recent uptick in containership transits has been driven almost entirely by vessels linked to AD Ports Group feeder operations rather than any meaningful return of mainstream liner services. While crossings have recovered from the lowest points of the crisis, volumes remain a fraction of pre-conflict levels and are concentrated among a small group of repeat operators.
The trend suggests that what began as an emergency effort to maintain Middle East Gulf connectivity is evolving into a container equivalent of the shuttle-tanker networks now underpinning MEG crude exports.
Saudi tanker transits through Hormuz hit war-time high after pipeline attack
The number of Saudi-linked crude tanker transits through the Strait of Hormuz have surged to their highest level since the US-Iran-Israel conflict erupted in February, reported APAC editor Cichen Shen and senior maritime intelligence analyst Tomer Raanan.
Preliminary Lloyd’s List Intelligence vessel-tracking data to September 22 shows 19 Saudi-linked very large crude carrier transits through Hormuz during September 14-20, up from five the previous week and the highest weekly total recorded in the 29 complete weeks since the conflict began on February 28.
For months, the kingdom has avoided exporting from the Middle East Gulf, even as its neighbours across the region boosted shipments. That situation has now flipped, with Riyadh moving more barrels through Hormuz again — a process that accelerated after an attack on its East-West Pipeline two weeks ago.
Russia, China and Europe vie for influence as Arctic shipping surges
The race to shape the future of Arctic shipping is accelerating, reported editor-in-chief Richard Meade and maritime intelligence and research director Bridget Diakun.
Vessel movements through Arctic waters have risen 82% over the past three years as conflict disrupts traditional trade corridors, Russia redirects sanctioned energy exports towards Asia and maritime powers seek alternatives to established chokepoints.
Peak Arctic traffic typically arrives in September. Yet analysis by Lloyd’s List’s Maritime Intelligence Unit shows activity has already reached its highest recorded level in four years.
Old bulkers dominate recycling sales amid firm prices
Vintage bulk carriers continue to dominate ship recycling activity, with several 1990s-built handysize and handymax vessels sold for demolition over the past two weeks amid firm recycling prices, reported markets editor Rob Willmington.
Among the reported deals was the sale of 30-year-old handymax Sun Gold (IMO: 9123831). The 45,600 dwt vessel, owned by Vietnam shipowner Hai Phuong, was sold to Bangladeshi recyclers for around $500 per light displacement tonne.
Also, in the handymax segment, Indonesia’s Waruna Group sold the 1997-built Uniorder (IMO: 9145970) to cash buyers, with delivery scheduled at Belawan. The 47,200 dwt vessel achieved $450 per ldt.
