A plume of smoke billowed into the North Sea sky last March, marking the scene of a devastating collision between two cargo ships – the MV Solong and the MV Stena Immaculate. The aftermath would lead to a trial, accusations of negligence, and the heartbreaking loss of a crew member.
Captain Vladimir Motin, 59, now stands accused of manslaughter in connection with the “entirely avoidable” death of Mark Angelo Pernia, a member of his crew. The prosecution argues that a series of critical errors led to the tragedy, errors that could have been prevented with proper vigilance and timely action.
Evidence presented to the court reveals that the Solong, traveling at 16 knots on autopilot, detected the Stena Immaculate at least nine nautical miles away. The Stena Immaculate was directly in the path of the approaching vessel, a clear and present danger that should have triggered immediate response.
As the Solong closed the distance, reducing the gap to three nautical miles, Captain Motin reportedly gained visual contact with the Stena Immaculate. This was a crucial moment, a point of no return rapidly approaching, yet a critical delay would prove fatal.
According to the prosecution, Motin attempted to disengage the autopilot when the ships were just one nautical mile apart, intending to manually steer the Solong clear of a collision. He aimed to pass safely behind the Stena Immaculate, but the attempt failed. The Solong remained on its course, hurtling towards disaster.
The question now facing the jury is whether waiting until such a dangerously close proximity to attempt a course correction was reasonable. Why did Motin delay action, and what could he have done differently when the Stena Immaculate was first detected miles away?
Mark Angelo Pernia was working on the bow of the Solong when the inevitable happened. He was thrown overboard during the impact, disappearing into the cold, unforgiving sea. Despite extensive searches, his body has never been recovered, leaving his family and colleagues in perpetual grief.
The collision itself ignited a massive fire. The Stena Immaculate was carrying over 220,000 barrels of aviation fuel, which spilled into the water and quickly engulfed both vessels in flames. The Solong’s crew desperately searched for Pernia, but the raging fire prevented access to critical areas of the ship.
Captain Motin abandoned the bridge, descending via an external ladder and ultimately leaving the ship on a lifeboat with the remaining crew. They were later rescued and brought ashore, leaving behind a scene of devastation and a lingering question of responsibility.
The Solong, a 130-meter vessel carrying alcoholic spirits and hazardous materials, had departed from Grangemouth, Scotland, bound for Rotterdam. The Stena Immaculate, significantly larger at 183.2 meters, was transporting jet fuel from Greece to the UK. The collision wasn’t simply a maritime accident; it was a confluence of factors that culminated in a tragic loss of life.
Motin, originally from St. Petersburg, has pleaded not guilty to manslaughter. The Old Bailey trial continues, with the jury tasked with determining whether his actions – or inaction – led to the death of Mark Angelo Pernia and the catastrophic collision in the North Sea.
