PRIZE AND BOOTY.

Maritime law features all sorts of interesting terminology.  The most familiar pairing might be flotsam and jetsam.  At law, how that stuff wound up in the water (loosely, floated off as opposed to jettisoned) determines who has the right to retrieve it.

Now contemplate, with or without a dead-man's chest and a bottle of rum, prize and booty.

Prize law is the body of maritime law and the law of armed conflict that applies to captured neutral or enemy merchant vessels. Prize law applies to civilian merchant vessels, distinct from enemy warships or aircraft, which automatically become booty of war when captured. Prize law only applies during armed conflict, making it distinct from routine maritime interdictions or sanctions enforcement, which can occur outside armed conflict and are not necessarily belligerent acts. Eight specific grounds make a neutral state’s vessel capturable, including breaching a blockade, carrying contraband, and resisting visit and search. Contraband consists of goods destined for an enemy of a belligerent and susceptible to use in armed conflict, a definition that was has not been broadly applied since World War II. According to U.S. policy, a blockading state has the right to stop vessels bound to or from blockaded ports anywhere on the high seas and apply prize law. Although the U.S. has recently interdicted other Iran-linked vessels outside the Strait of Hormuz, the U.S. has invoked maritime interdiction and sanctions enforcement for those interdictions, not for blockade violations.

The law has developed over the years and it isn't as simple as putting Marines on the bridge and steering a course for a friendly port.

Once vessels are captured, they can be escorted to a port under belligerent jurisdiction for inspection and adjudication by a prize court. That court would determine whether the capture was lawful. If so, the court may condemn the vessel and cargo as prize, and award title to the capturing state.

Meanwhile, back at the Strait of Hormuz, a few ships might be moving, but free movement by ships from or for Gulf Arab ports isn't happening.

Maritime activity across the Strait of Hormuz and adjacent corridors is showing early signs of recovery, but under sustained enforcement pressure and continued sanctions-driven disruption.

Transit volumes rebounded on April 25 following several days of suppressed movement, with all crossings conducted under full AIS visibility. At the same time, U.S. enforcement activity expanded beyond the Gulf, highlighted by the interception of a sanctioned LPG tanker in the Arabian Sea.

Iranian export infrastructure continues to operate under strain. Kharg Island shows active loading alongside a growing anchorage queue, indicating throughput pressure rather than a full recovery in export flow.

Across the system, vessel behavior reflects a controlled reopening environment, where movement is resuming, but under active monitoring, enforcement risk, and persistent sanctions pressure.

The article notes increased open and clandestine transit of the strait, without disaggregating Gulf Arab traffic that enjoys freedom of transit once clear of the area from Iranian traffic subject to U. S. enforcement anywhere at sea.

As far as effects on the price of gasoline, Stephen "Vodka Pundit" Green notes,  "Sure, nobody likes paying four bucks for gas, although $5 gas under Joe Biden would be $5.75 in today's dollars. But as Robin Brooks noted this weekend on Substack, 'the current physical shortage of oil was entirely predictable and got priced long ago.'"

We'll take stock of the motor fuel prices another day.