UK MAIB has published an interim investigation report on the vessel collision between the tanker Stena Immaculate and containership Solong, finding that neither of the vessels had a dedicated lookout on the bridge.
The incident
On 27 February 2025, the USA registered oil/chemical tanker Stena Immaculate departed Agioi Theodoroi, Greece with a cargo of 220,204.5 barrels of aviation fuel on board. The tanker was bound for Killingholme, England, and was expected to berth on 11 March 2025. The Portugal registered containership Solong was engaged in fixed trade in the North Sea, sailing between Rotterdam, Grangemouth and Hull. On 10 March 2025, its containerised cargo included various products including some designated as dangerous goods.
Factual information
As Stena Immaculate approached the Humber Estuary on 9 March 2025, the officer of the watch contacted Associate British Ports (ABP) Vessel Traffic Services Humber and was advised to proceed to anchor at a position 5 miles to the north of the Humber light float and 2 miles clear of any pipeline. At about 18302, Stena Immaculate’s master manoeuvred the vessel as directed to a position north of ABP Humber’s area of responsibility where it anchored. There were eight other vessels anchored in the same area.
By 2000 on 9 March 2025, Solong had departed Grangemouth, Scotland, disembarked the pilot and commenced its passage to Rotterdam, the Netherlands. Solong’s planned passage followed a route the vessel had used in the past. The master remained on watch until shortly before 2300, then handed the watch over to the second officer (2/O) and retired to bed.
Shortly before midnight, Stena Immaculate’s 2/O took over the anchor watch at the start of a 12-hour duty period.
At approximately 0130 on 10 March 2025, Solong passed the Longstone Lighthouse off the north-east coast of England and altered course onto a heading of approximately 150°. Solong maintained this course except for a slight deviation at 0345.
At 0700, Solong’s master returned to the bridge and took over the watch as the lone watchkeeper.
The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0nm. Neither Solong nor Stena Immaculate had a dedicated lookout on the bridge.
At 0947, Solong collided with the anchored Stena Immaculate’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts). Able seaman Mark Pernia, one of Solong’s crew, was reported to be in the forecastle area at the time of the collision.
Consequences
The collision breached Stena Immaculate’s No.7 port cargo tank, releasing aviation fuel into the sea and onto the bow of Solong. The aviation fuel was ignited by the heat generated by the force of the collision and the resulting fire ignited the contents of containers carried on board Solong.
The crews of both Solong and Stena Immaculate took immediate action to address the evolving situation. Attempts by Stena Immaculate’s crew to fight the fire, and for Solong’s crew to locate the missing able seaman were hampered by the severity of the fire. Both Stena Immaculate and Solong’s crew abandoned to lifeboats and were subsequently recovered by the efforts of local boats and emergency responders, coordinated by His Majesty’s Coastguard.
Able seaman Mark Pernia has not been found and is believed to have died in the accident.
Ongoing action
Both Solong and Stena Immaculate are currently undergoing salvage operations and an evaluation of the nature and extent of pollution from both vessels is in progress.
The MAIB’s investigation into the accident is ongoing. The investigation will encompass the navigation and watchkeeping practices on board both vessels; manning and fatigue management; the condition and maintenance of the vessels involved; the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary; and the environmental conditions at the time.
