India’s Minister of Ports, Shipping and Waterways and the Ministry of External Affairs have now named MSV Al Jusufi as an Indian-flagged commercial vessel struck near the Omani coast on 2 November, with one Indian seafarer dead and 13 others rescued. The working primary retrieved this run is the minister’s 3 November statement: on 2 November the Indian MSV Al Jusufi, carrying 14 Indian seafarers, was struck by an unidentified aerial object while navigating near the coast of Oman; 13 crew members safely evacuated and were rescued by the Omani Coast Guard; one seafarer, Gandhar Nahim Ajij from Gujarat, succumbed to his injuries; the ministry and the Indian Embassy in Oman are in contact with local authorities to assist the 13 survivors and to repatriate both the surviving crew and the mortal remains. The Ministry of External Affairs, in a separate 3 November statement, condemns the attack on a commercial vessel MSV Al Jusufi near Limah, Oman, “yesterday evening”; of the 14 Indian nationals on board, 13 have been rescued while one Indian national lost his life after sustaining injuries; the embassy in Oman is coordinating with Omani authorities for early repatriation of the rescued nationals and the mortal remains. That is Tuesday afternoon’s working primary. It is a named Indian-flag mechanised sailing vessel, a named fatality, a Limah tag on the MEA tape, and an Omani Coast Guard rescue. It is not a UKMTO PDF naming, not a rewrite of last night’s dedicated Warning 193-26, and not a conversion of last night’s dedicated NAVAREA IX 425/26 Selat Storm wreck onto this hull.
The count is an Indian government product. It is not Warning 194-26 — UKMTO’s public board still ends at 193-26. It is not Update 111. It is not this morning’s dedicated IMO 125-count. IMO’s highlighted-incidents board, as at 2 November, still prints 125 confirmed incidents and 24 confirmed seafarer fatalities and does not print Al Jusufi. Masters who brief Tuesday afternoon as UKMTO finally naming last night’s unnamed Lima hole, as a completed 193-26 PDF revision, as a 425/26 tug conversion, or as IMO moving the fatality line to 25 will have misread the instrument.
What the minister and the MEA actually printed
The minister’s public statement is short and is the first working primary. On 2 November. Indian MSV Al Jusufi. 14 Indian seafarers. Struck by an unidentified aerial object while navigating near the coast of Oman. 13 crew members safely evacuated and rescued by the Omani Coast Guard. One seafarer, Gandhar Nahim Ajij from Gujarat, succumbed to his injuries. Ministry and Indian Embassy in Oman in contact with local authorities for immediate assistance to the 13 survivors and for swift repatriation of the surviving crew and the mortal remains. Stay with that wording. The minister printed neither a latitude and longitude, a UKMTO number, an IMO number, a flag-state casualty circular number, a cargo grade, a fire line, a sinking line, a keep-clear radius, an attacker, nor a next-port of the hull after the hit. Do not invent them on this statement.
The MEA statement is the second working primary, not a second incident. It names the same hull, MSV Al Jusufi. It places the attack near Limah, Oman, “yesterday evening” from a 3 November statement — that is the evening of 2 November, not last night’s 1 November 2020 UTC Lima clock. It prints 14 Indian nationals on board, 13 rescued, one dead after injuries, embassy coordination for repatriation, a condemnation, and a call for de-escalation and for free and unimpeded navigation through the region’s international waterways in keeping with international law. The MEA printed Limah. It did not print Lima. It did not print 9 nautical miles northeast. It did not print a starboard-side hole. It did not print “vessel and crew safe.” Hold Limah as the MEA printed it. Do not promote UKMTO’s Lima footer from dedicated 193-26 onto this hull.
A Directorate of Maritime Administration report, held as official Indian colour on the same clock and not as a UKMTO or IMO print, adds three operational facts the minister’s short statement does not carry. All 14 crew members abandoned the vessel in a liferaft after it was struck. Ajij was being taken to a hospital at Khasab Port in Oman when he died. The vessel had departed Hamriyah Port in the UAE on 31 October at 10.11 a.m. for Porbandar in Gujarat. The same report identifies the deceased as a resident of Salaya, Devbhumi Dwarka, in Gujarat. Those extras are a DMA report, not a UKMTO PDF, not an IMO row, and not a NAVAREA wreck symbol. Do not promote the 10.11 a.m. Hamriyah departure, the liferaft, or the Khasab hospital onto Warning 193-26. Do not invent a UTC conversion of “4 p.m.” onto the minister’s statement; wire copy that attaches a 4 p.m. Monday clock to the minister is industry colour unless a later official statement prints that clock.
The vessel type is the first briefing fact. The official designation on both Indian statements is MSV Al Jusufi — a mechanised sailing vessel, the working Indian term for a traditional wooden-hulled cargo dhow, not a tanker, not a tug, not an LNG carrier, and not a VLCC. Wire copy that recast the hull as a tanker has over-read the instrument. Do not promote a tanker type onto the minister’s statement. Do not invent an IMO number. Neither the minister nor the MEA printed one. Open-register colour on MSVs is thin; treat any later class or AIS particular as colour until a flag circular, UKMTO PDF, JMIC note or IMO row prints it.
What this is not
This is not last night’s dedicated Warning 193-26, and it is not a UKMTO PDF naming. Official UKMTO Warning 193-26 remains an unnamed Attack: incident 1 November 2026, 2020 UTC, source Master, 9 nautical miles northeast of Lima, Oman; vessel struck by an unknown projectile causing a hole on the starboard side; vessel and crew safe; no environmental impact reported. That PDF names neither Al Jusufi, an MSV, a fatality, a liferaft, Khasab hospital, nor a 2 November clock. The crew-status language conflicts. 193-26 prints vessel and crew safe on a 1 November 2020 UTC clock. Tuesday’s Indian statements print one dead and 13 rescued on a 2 November Limah clock. Do not collapse Al Jusufi onto 193-26 because both sit off the Musandam face and because Limah and Lima are neighbouring spellings. Last night’s dedicated file already held Limah as the IMO spelling on Leonora Kosan and Lima as the UKMTO footer on 193-26. Keep that split. Official MSCIO Alert 166/26 remains wrap on dedicated 193-26; MSCIO prints Strait of Hormuz against the same 2020 UTC hole and still prints vessel and crew safe. Do not promote MSCIO’s Strait tag, or 166/26’s safe line, onto Al Jusufi.
This is not last night’s dedicated NAVAREA IX 425/26, and it is not Selat Storm. 425/26 remains a named tug wreck: tug boat Selat Storm reported involved in a security incident and sunk in 26-22.55N 056-20.47E, approximately 0.6 nautical miles west of Jazirat Um Al Ghanam. That notice names a tug, a sunk line and a plot. It does not name Al Jusufi, an MSV, a fatality, or Limah. Do not convert a 2 November Indian MSV onto a 2 November Omani-island tug wreck because both sit in Musandam reporting. Industry colour that named Selat Storm as Panama, IMO 9266657, remains colour on 425/26. It is not this hull.
This is not dedicated Warning 181-26 / IMO’s Leonora Kosan row. Leonora Kosan remains 9390953, 23 October, 6 nautical miles northeast of Limah, Oman, damaged, no pollution — Saturday’s 121-count print, not a 2 November MSV. Do not collapse Al Jusufi onto Leonora Kosan because MEA printed Limah. A 23 October LPG damage row is not a 2 November MSV fatality.
This is not this morning’s dedicated IMO 125-count, and it is not a fatality-line move. IMO still prints 125 confirmed incidents and 24 confirmed seafarer fatalities as at 2 November, with Al Mayeda and RITI as this morning’s new named rows. Al Jusufi is not on that sheet. Do not invent a 126th confirmed incident. Do not invent a 25th IMO fatality. Do not treat India’s named dead seafarer as a silent edit of IMO’s 24. Those are different counters. JMIC Update 110, ICOD 011300 UTC 1 November, 167 incidents, remains the last numbered public periodic note and sits before this 2 November clock. There is no Update 111 this run. Unused 186-26 remains unused as a UKMTO PDF naming. Dedicated 191-26 and 192-26 remain those unnamed Attacks. Do not promote Al Jusufi onto any of those PDFs.
Owner and family colour, held separately: a later Indian Express account quoting a relative of the vessel’s owner described a port-side strike near the cabin around 4 p.m. local on 2 November, a fire, an Omani Coast Guard boat from Limah, a cargo of dates on a Hamriyah-to-Porbandar run, and a subsequent sinking. That tape is not on the minister’s statement and not on the MEA statement. Do not promote a fire, a sinking, a dates cargo, a port-side hit, or a 4 p.m. local clock onto the official Indian lines unless a later ministry, DMA, UKMTO, JMIC, IMO or NAVAREA product prints them. Age figures in wire copy disagree; the minister identified the seafarer by name and state and did not print an age. Do not invent one.
Operational implications
For a master already shaping a Musandam, Limah, Khasab, Lima or Strait of Hormuz transit, Tuesday afternoon is a named Indian MSV with a fatality and an Omani Coast Guard rescue on 2 November, on top of last night’s unnamed 193-26 hole 9 nautical miles northeast of Lima on 1 November, on top of last night’s named Selat Storm wreck 0.6 nautical miles west of Um Al Ghanam, and on top of the standing dedicated 417/26 Quba wreck and 420/26 RITI fire-and-anchor. Those are four different products. A passage plan that treats Tuesday’s Indian naming as the missing hull on 193-26 has merged a 2 November fatality onto a 1 November “crew safe” PDF. A passage plan that drops 193-26 because “that was Al Jusufi” has deleted an unnamed hole that UKMTO has not withdrawn. Keep both in the master’s pack until a UKMTO PDF, flag circular, JMIC note, IMO row or NAVAREA prints Al Jusufi against the 2020 UTC 1 November clock — or prints a later numbered warning against the 2 November Limah clock.
The missing plot is the practical navigation problem. The minister printed “near the coast of Oman.” The MEA printed “near Limah, Oman.” Neither printed a latitude and longitude, a wreck buoy, a least depth, a keep-clear radius, or a sinking confirmation. DMA colour places the medical outcome at Khasab Port and the last commercial voyage as Hamriyah to Porbandar, which is an outbound Gulf-and-Hormuz geometry, not a completed wreck symbol off Limah. Do not invent a five-cable circle around Limah because 425/26 sits 0.6 nautical miles west of Um Al Ghanam. Do not invent a 9 nautical mile northeast-of-Lima offset because that offset belongs to 193-26. Lookout, AIS, VHF and company night-orders remain the working industry pack; the Indian statements do not reprint BMP-MS and do not order a deviation around a published circle.
The crew line is the welfare and reporting problem, not a completed all-clear. Thirteen rescued by the Omani Coast Guard and one dead after injuries is a SAR and next-of-kin file, not a “vessel and crew safe” line. DPAs with Indian crew still in the Gulf, Gulf of Oman or Hormuz need a written account of who was on board, who has been accounted for in Oman, and who is being repatriated. Charterers and P&I will now ask whether the ship was off Limah on the evening of 2 November, whether it reported, and whether it was following company Hormuz standing orders. They will not be answered by last night’s 193-26 “crew safe” sentence, by this morning’s IMO 24-fatality line, or by a headline that India has now named the Lima hole. Sightings of wreckage, of an unlit hull, of pollution, or of a second MSV in the same water go to UKMTO, MSCIO, the Omani authorities and the company security officer. Logging the minister’s statement is not a substitute for a sighting report.
Keep the dedicated files on their own lines. 193-26 remains last night’s unnamed Lima hole, crew safe. 425/26 remains Selat Storm sunk. 191-26 remains Sunday night’s Hormuz Mayday-relay Attack. 192-26 remains Monday morning’s Khafji tanker Attack. 417/26 remains Quba. 420/26 remains RITI. This morning’s IMO 125-count remains Al Mayeda and RITI as the new named rows, 24 dead, as at 2 November. Update 110 remains ICOD 011300 UTC 1 November. Do not recast 3 November afternoon as Update 111, as 194-26, as a 193-26 naming, or as IMO moving the fatality line.
What Operators Should Note
- Log the Indian naming as a 2 November MSV fatality, not as a 193-26 PDF naming. Minister of Ports, Shipping and Waterways, 3 November 2026: MSV Al Jusufi, 14 Indian seafarers, unidentified aerial object, near the coast of Oman, 2 November; 13 evacuated and rescued by the Omani Coast Guard; Gandhar Nahim Ajij from Gujarat dead from injuries; embassy assisting repatriation. MEA: commercial vessel MSV Al Jusufi, near Limah, Oman, evening of 2 November; 14 Indian nationals; 13 rescued; one dead after injuries. Neither statement printed a lat/long, IMO number, UKMTO number, fire, sinking, cargo, attacker, or keep-clear. This is not 193-26, not 425/26, not 181-26 / Leonora Kosan, and not this morning’s IMO 125-count.
- Hold Limah on the MEA tape and Lima on 193-26. MEA printed Limah. UKMTO 193-26 printed Lima, Oman, 9 nautical miles northeast, 2020 UTC 1 November, hole starboard, vessel and crew safe. Those clocks, crew lines and object classes do not match. Do not collapse Al Jusufi onto 193-26 because the spellings neighbour each other. Official MSCIO 166/26 remains wrap on 193-26. Do not promote MSCIO’s Strait of Hormuz tag onto the Indian statements.
- Hold the DMA extras as official Indian colour, not as a wreck symbol. Directorate of Maritime Administration report: all 14 abandoned in a liferaft; Ajij died while being taken to hospital at Khasab Port; departed Hamriyah, UAE, 31 October 10.11 a.m. for Porbandar. That is a voyage and a medical outcome, not a NAVAREA wreck, not a UKMTO plot, and not an IMO row. Do not invent a keep-clear around Khasab or Limah from this report.
- Keep owner and wire colour off the official lines. Port-side cabin hit, fire, sinking, dates cargo, 4 p.m. local, and conflicting ages are not on the minister’s statement and not on the MEA statement. Do not promote a tanker type onto an MSV. Do not invent an IMO number. Watch a later UKMTO PDF, flag circular, JMIC note, IMO row or NAVAREA that prints Al Jusufi against a clock and a plot.
- Do not move IMO’s 24 or UKMTO’s 193-26. IMO highlighted-incidents board remains 125 confirmed / 24 dead as at 2 November, Al Mayeda and RITI on this morning’s dedicated increment, Al Jusufi unnamed. UKMTO still ends at 193-26. NAVAREA IX still ends at 426/26. Update 110 remains the last numbered public periodic note. No 194-26, no Update 111, no IMO 126 this run.
- Treat the missing plot, radius and environmental line as open damage lines. Passage plans for Limah, Khasab, Lima and Hormuz still carry dedicated 193-26, 425/26, 417/26 and 420/26 as separate products. Sightings go to UKMTO, MSCIO, Omani authorities and the CSO. Watch a UKMTO PDF that names Al Jusufi, a NAVAREA that plots a wreck or a keep-clear, or an IMO row that moves the 125/24 sheet — not a headline that Tuesday’s Indian naming closed last night’s Lima hole.
Regulas Shipping will keep lining the Indian MSV Al Jusufi statements against last night’s dedicated Warning 193-26 and against last night’s dedicated 425/26 so operators can treat Tuesday afternoon’s tape as a named 2 November Limah fatality, not as a completed UKMTO naming, a Selat Storm conversion, or a silent IMO fatality-count move.
