29-7-2024 (SINGAPORE) A recent maritime incident off the coast of Singapore has shed light on the clandestine world of ‘dark ships’, vessels that operate in the shadows of international shipping regulations. The collision between the Singapore-flagged tanker Hafnia Nile and the Sao Tome and Principe-flagged tanker Ceres I has not only raised concerns about maritime safety but also exposed the complex web of illicit shipping practices.
On a fateful day in early July, approximately 55km northeast of Pedra Branca island, the two tankers collided, resulting in a fire aboard both vessels. While the Singapore Navy and Air Force swiftly responded to the emergency, evacuating crew members and providing immediate assistance, the aftermath of the incident took an unexpected turn when the Ceres I mysteriously fled the scene.
The Hafnia Nile, en route to Kashima, Japan, was carrying a cargo of highly flammable naphtha. In contrast, the Ceres I’s cargo and destination remain shrouded in mystery, fueling speculation about its true nature and purpose.
Emeritus Professor Robert Beckman from the National University of Singapore’s law faculty suggests that AIS (Automatic Identification System) spoofing may have contributed to the collision. This practice involves the deliberate manipulation of a ship’s tracking data to disguise its actual location, a tactic commonly employed by vessels engaged in illicit activities.
Maritime experts have identified the Ceres I as a potential ‘dark ship’, part of a growing fleet that operates outside the bounds of international law. These vessels are often used to transport oil from countries under global sanctions, employing a range of deceptive practices to evade detection and regulation.
The Ceres I’s history of changing flags multiple times – from Honduras to Panama, Liberia, Marshall Islands, and now Sao Tome and Principe – is a hallmark of dark fleet operations. This practice, known as using ‘flags of convenience’, allows shipowners to remain legally anonymous and avoid scrutiny.
The incident has raised alarming questions about the safety implications of dark ships. Viktor Katona, lead crude analyst at Kpler, emphasised the potential for catastrophe, particularly when such vessels carry hazardous materials like naphtha. The collision resulted in an oil spill covering five square nautical miles, highlighting the environmental risks posed by these unregulated operations.
Moreover, the advanced age of many dark ships – with the Ceres I being 23 years old – increases the likelihood of accidents due to poor maintenance and outdated equipment.
International authorities are grappling with how to address this growing problem. The International Maritime Organization (IMO) has urged member states to take action against the illegal operations of the dark fleet. However, the challenge lies in enforcing regulations on vessels that deliberately operate outside the law.
Professor Beckman advocates for stricter legislation, suggesting that oil tankers should only be registered in states capable of ensuring full compliance with IMO conventions. This approach would encompass safety of navigation, pollution prevention, and regular inspections.
