Kuwaiti Tanker Struck in Strait of Hormuz, IMO Tally Hits 86

Another Tanker Hit as Hormuz Tensions Persist

A new attack has been confirmed in the Strait of Hormuz, with a Kuwaiti-flagged tanker struck after nearly a week without incident. According to a report by The Maritime Executive, the strike happened shortly after Donald Trump rebuffed mediated overtures from Iran, while IRGC commanders continue to insist they hold operational control over transits through the Strait.

The IMO has identified the vessel involved as the Al Funtas, a 316,648 dwt tanker built in 2014 and operated by Kuwait Oil Tankers. Notably, the ship was not listed on the Iranian-run “non-compliant list” issued by the so-called Persian Gulf Strait Authority (PGSA) — though Tehran has separately threatened Kuwaiti tanker operations and named other vessels from the same fleet.

Delayed Reporting Raises Concerns

The Al Funtas was transiting “dark” at the time of the attack and did not report the incident directly to UK Marine Trade Operations or the Maritime Security Centre - Horn of Africa (MSCIO). Instead, security services learned of the strike late and via a third party, with the incident reportedly occurring on the evening of September 28. A fire broke out but was extinguished, and the tanker was able to continue underway. The extent of the damage remains unclear.

Incident Count Climbs to 86

This latest strike follows a cluster of at least four vessel attacks reported just a week earlier. The IMO now places the confirmed total of incidents in the Persian Gulf region at 86, with a confirmed death toll of 24 — though additional casualty reports continue to surface. Indian media has reported the deaths of two seafarers aboard the tanker El Gaia last week, even though the IMO still lists them as missing. The organization has also recorded a separate fatality aboard the Cape Dao on September 23.

Competing Claims Over Control of the Strait

Iran claimed it turned back 19 tankers over the preceding Friday and Saturday, asserting that authority over the waterway is divided between its regular Army Navy and the IRGC Navy. U.S. officials have disputed Iran’s claim of control and maintain that Iran’s navy has effectively been neutralized, yet attacks involving drones and missiles have continued regardless. Meanwhile, the PGSA has expanded its non-compliant vessel list and is now extending threats to charterers who route ships through the Strait, having earlier warned insurers, P&I clubs, and classification societies against servicing listed tankers.

What This Means for Owners and Charterers

The fact that the Al Funtas was not even on Iran’s published target list — yet was struck anyway — underscores a troubling reality for operators transiting Hormuz: formal compliance with the PGSA’s demands offers no guaranteed protection. For ship owners and managers, this raises hard operational questions about transit reporting protocols. The decision to run “dark” and the delay in relaying the attack to recognized maritime security centers likely slowed the broader situational picture available to other vessels in the area. Technical superintendents and charterers should treat this as a reminder that post-incident condition surveys and structural assessments are becoming an increasingly routine necessity for vessels transiting high-risk corridors, even when damage initially appears contained. With fire damage, hull stress, and machinery shock all possible after an attack, prompt independent inspection can be critical to verifying seaworthiness before a vessel resumes full commercial service, and to supporting any subsequent insurance or P&I claims. As the confirmed incident count continues to climb and casualty figures remain in flux, the gap between official reporting channels and on-the-ground reality in the Strait appears to be widening — a dynamic that makes independent verification and documentation more valuable, not less.

Reviewed by Ibrahim Halil Ceylan, Marine Surveyor at Apeks Marine.