US CENTCOM says forces have redirected 75 commercial vessels, disabled 3 and boarded 2 to ensure compliance with Iran blockade

Active interdiction of commercial shipping marks an escalation from sanctions enforcement on paper to physical enforcement at sea, a step that in past episodes has transmitted into crude primarily through freight and insurance rather than through lost barrels alone. War-risk premia on Gulf transits and time-charter rates for tankers willing to run the route have historically repriced faster and more durably than the flat price, which tends to carry a geopolitical premium only while the threat to flows is live and to bleed it back once passages resume. The distinction worth drawing is between vessels redirected or boarded, which raises friction and cost, and vessels disabled, which removes tonnage from the effective fleet and tightens the supply of available hulls; this report contains both. The actors on the receiving end are typically flag registries, P&I clubs, and the opaque fleet that has carried sanctioned Iranian barrels in prior enforcement cycles, and that fleet's response, whether it reroutes, goes dark, or idles, has been the swing variable in how much Iranian supply actually leaves the market. Worth watching are any retaliatory harassment of shipping in or near the Strait, the reaction of Gulf producers whose own barrels transit the same water, and whether the interdiction tempo is sustained or proves to be a single sweep. Prior blockade and interdiction campaigns suggest the first days set the insurance baseline that the market then trades off for weeks.