Recent Trades & A Few Thoughts… Would love to get some feedback from the physic guys on my half baked thesis. Our desk is hopelessly split on this right now, and frankly i'm losing the plot.
Quick recap of my recent trades for context. As many of you know, I printed solid gains in precious and crypto over the summer, but got completely butchered on the long duration trade in September.
Trump and Bessent just sat on the sidelines watching as spectators, and my entire thesis collapsed right along with "that goddamn house." Swallowing my disgust, I bought bonds for the first time in five years—only to prove the age old market adage that "just bc something looks cheap doesn't make it good". Zero excuses on my end.
Then in late September, watching several late followers jump on the bandwagon way after the fact regarding the uptick in Hormuz transit, I started bidding crude. I fully topped up my position on October 2nd following "Macaron’s" SPR release announcement:
x.com/CRUDEOIL231/status/210…
Right now i'm locking in some profits and rolling the book. Took off most of my Dec Brent calls that I’d been sitting on for months, and took profit on prompt WTI futures added in late September before rolling them over.
On Tuesday, seeing the Brent-WTI spread invert, I initiated shorts across a few tanker names. Since it was purely tactical, I covered a portion today. Here’s my working thesis on the WTI rally and the pullback in tanker freight:
1) Tankers are trickling out of the Middle East toward the Atlantic, which cools down freight rates. As the freight drag weighing on Americas and WAF physic diffs eases up, Atlantic barrels stage a broad rebound.
In Brent, as WTI Midland cargoes clear the North Sea Platts Window, the super tightening in Dated Brent begins to unwind. Given that the NSea Nov loading program doesn’t look particularly tight, physic diffs should soften into late October/early November.
This in turn starts supporting refinery margins, which had been crushed by exorbitant physic diffs and freight (quick reminder: real refinery margins factoring in landed costs are far uglier than headline cracks suggest—diesel crack is basically the only thing keeping the lights on).
Why are tankers ballasting back to the Atlantic, even in small numbers? Two lines of thought:
1-1) Iran is stepping up attacks in the Strait, and the US midterms are right around the corner.
Liftings could theoretically be down, though recent NOC tender activity out of the Gulf suggests otherwise. If that's the case, shipowners may finally be pricing in physical kinetic threats and shying away from the Middle East.
Rather than risk a vessel in this high margin tape, they might opt for longer haul Atlantic voyages—less lucrative than Gulf runs, but still plenty profitable on a risk adjusted basis.
1-2) STS capacity is redlining.
Putting the Gulf of Oman aside, Hormuz shuttle tanker capacity is strictly finite, and Saudi tapping into this network has triggered a severe bottleneck.
Transshipments are dragging out—some vessels are now chalking up over five separate STS legs just to hit their final discharge port. With demurrage stacking up and voyages turning into logistical deadweight, owners may simply be bypassing the Middle East altogether and rerouting to the Atlantic.
2) I personally doubt it, but freight rates themselves could just be peaking. Looking at the blown out spread between LR2 and MR earnings, clean-dirty switching looks pretty aggressive right now.
Coupled with that switching, rumors of Washington weighing sanctions relief on Russian-linked crude tankers might be dragging freight down.
That said even if sanctions are lifted tomorrow, it’s not like the entire ghost fleet immediately resumes mainstream service—many are already moving Urals anyway, so the marginal supply impact should be negligible.
Besides this peak-freight angle directly contradicts the oil glut bros preaching "more flows, more cargo"—after all tanker demand is a direct function of crude supply. I’m no shipping specialist, so I’ll leave that to the shipping desks to judge.
Bottom line: I’m leaning toward case 1-1, but the tape needs to validate it.
Over the next 2–3 weeks, we need empirical confirmation that loadings or transits out of the Middle East are actually taking a hit. If recent Iranian strikes knock even 2–3 mb/d out of Hormuz flows, this whole puzzle snaps right into place.
Either way here is the net effect as I see it:
- Prevents refinery run cuts
- US commercial crude draws and a bid back into the WTI structure
- Dated Brent softens
- Headline crack spreads compress, but realized refinery netbacks might actually bounce, with crude quality mismatches eventually forcing diesel cracks higher again.
- Crude starts clawing back the margin share previously monopolized by diesel and freight
What else am I missing here? Head's spinning from all the moving parts, so fire away with your thoughts.
#oott #iran
Now sell side research is completely losing its mind over the transit uptick.
Obviously i've been watching the Kpler and Vortexa prints, but take someone like
@LVision_Trading , whom I've been following lately—a single independent tracker mapped out the entire volume rebound flawlessly weeks ago.
Kind of wild how it only magically became the topic du jour this week isn't it? What i actually wanted to see was whether this run rate is structurally sustainable or already putting in a local top, but crickets on that front.
Between hard bottlenecks on shuttling capacity, Tehran’s clear incentive to knock Trump down a peg while he’s taking victory laps over transit numbers, and this feeling like a textbook sentiment meme top—the urge to aggressively fade this consensus is getting overwhelming. Just saying.
#oott #iran