Gujarat sailor, 25, dead after Indian ship carrying dates struck in Oman waters

Al Jusufi, an Indian-flagged Mechanised Sailing Vessel, was struck by an unidentified aerial object near Oman on November 2. It carried 14 Indian seafarers and 950 metric tonnes of dates bound for Porbandar. The attack killed 25-year-old sailor Nahim Ajij Gandhar from Gujarat.

The projectile hit the vessel’s port side near the cabin. Gandhar, who was at the steering wheel, suffered injuries to his left leg and shoulder. The crew contacted people on land, who alerted the Oman Coast Guard. A rescue boat from Limah evacuated all 14 sailors.

Gandhar remained conscious but died while being placed in an ambulance. The other 13 sailors survived. A fire broke out after the strike, and Al Jusufi sank off Oman’s coast. Indian authorities and the Indian Embassy in Oman are helping survivors and arranging repatriation, while the deceased sailor’s remains are to be returned.

A Mechanised Sailing Vessel is a traditional cargo ship with a wooden hull and mechanical propulsion. The article describes these vessels as wooden-hulled composite ships. They carry goods between ports and can hold roughly 200 to 3,000 metric tonnes. Al Jusufi was one such vessel.

Unlike a modern steel cargo ship, it has a wooden composite structure and is generally smaller. Al Jusufi was 14 years old and had an average vessel value of about Rs 50 lakh, according to the article’s description of such ships. It carried dates from the UAE to Gujarat. The article does not detail its engine or sailing equipment, so the precise technical difference is not given.

The vessel type matters because it supports trade while facing particular risks. Sumbhaniya said insurance companies have stopped covering wooden sailing vessels for years. After the strike, Al Jusufi caught fire and sank, creating a major loss for its owner.

Al Jusufi carried 14 Indian crew members and 950 metric tonnes of dates. It left Hamriyah port in the UAE on October 31, bound for Porbandar in Gujarat. These figures show that a relatively small vessel can move a substantial food cargo across national waters.

The article gives two different financial measures. Sumbhaniya estimated the owner’s loss after the vessel sank at approximately Rs 1 crore. It also says Mechanised Sailing Vessels cost Rs 50 lakh on average. The article does not state the market value of the dates, so the total economic value of the voyage cannot be calculated from the available figures.

The human cost was greater than the financial estimate. One of the 14 sailors, Nahim Ajij Gandhar, died. Thirteen survived and were rescued by the Oman Coast Guard. The ship’s loss also disrupted the cargo movement and created repatriation and assistance needs for the crew.

Al Jusufi entered Omani waters because it was sailing from Hamriyah port in the UAE to Porbandar with a cargo of dates. It left on October 31, crossed the Strait of Hormuz, and was navigating near Oman with the shoreline visible when it was struck. The article gives this route as the immediate reason for its presence there.

The region matters because ships use its international waterways to move goods between countries. The Strait of Hormuz connects the Gulf area with waters beyond it, while Oman’s coast lies along the route used by vessels leaving the strait. The article specifically links attacks in the region to threats against free navigation and commerce.

The conflict has made this route more dangerous. Sumbhaniya said four Gujarat-based vessels had suffered attacks in Omani waters since the conflict began. India has called for de-escalation, diplomatic negotiations, and restored safe, unimpeded movement through regional waterways.

When commercial vessels are attacked, the first consequence is danger to people. Gandhar died after Al Jusufi was struck, while 13 sailors needed rescue and later repatriation assistance. The vessel caught fire and sank, so its cargo movement was interrupted and the owner lost the ship.

Food supplies can be delayed, damaged, or lost when a cargo ship is destroyed. In this case, 950 metric tonnes of dates were being transported from the UAE to Porbandar. The article does not state whether the dates were recovered or how much food was lost. It does state that the vessel’s owner estimated the overall loss at approximately Rs 1 crore.

Attacks also raise financial risks for cargo owners and operators. Sumbhaniya said insurers have stopped covering wooden sailing vessels for years. As a result, the cargo sender and receiver bear responsibility. Continued attacks could make this kind of trade harder and more expensive, although the article gives no exact new freight cost.

The Oman Coast Guard had the immediate rescue role. After receiving the vessel’s location, it sent a boat from Limah and brought all 14 sailors to land. Omani local authorities were also involved in handling the incident, although the article does not name a specific investigative body or describe an investigation’s findings.

India’s Ministry of Ports, Shipping and Waterways publicly reported the death. The Ministry and the Indian Embassy in Oman are coordinating assistance for the 13 survivors and arranging repatriation for them and the deceased sailor’s remains. The Ministry of External Affairs condemned the attack and said the embassy was closely monitoring the situation.

The Indian Sailing Vessels Association also requested government intervention and consular help. It sought early repatriation, necessary formalities, and assistance for Gandhar’s family. The article identifies these organisations’ roles, but it does not say which authority will determine who launched the projectile or assign responsibility.

International waterways allow ships to carry goods between countries, but they depend on safe passage. Al Jusufi used the route from the UAE toward India and crossed the Strait of Hormuz before entering Omani waters. The Ministry of External Affairs said free and unimpeded navigation and commerce must be restored under international law.

Shipping insurance normally helps distribute the financial risk of accidents and attacks. Here, Sumbhaniya said insurance companies had stopped covering wooden sailing vessels for years. That leaves cargo senders and receivers responsible for the cargo, while the owner faces the vessel’s loss. The article does not explain specific maritime-law procedures or insurance terms.

These systems matter because interruptions affect people as well as trade. Gandhar died, 13 sailors required assistance, and 950 metric tonnes of dates were caught in the incident. India called for de-escalation and diplomacy. Restoring safe navigation would help vessels, crews, and commerce move more reliably through the region.