The Hafnia-Shannon: Crew Feedback and Vessel Data

A thorough investigation into the allision involving the 'Hafnia Nile', now known as 'Hafnia Shannon', and the anchored VLCC 'Ceres I' (IMO: 9229439) has unveiled a disturbing sequence of events that transformed minor breakdowns into a major maritime calamity. Occurring around 6:02 a.m. on July 19, 2024, in the South China Sea, the incident resulted in raging fires on both vessels and led to the loss of cargo and fuel, tragically claiming one crew member's life and injuring two others. According to the final report released on December 28, 2025, by Singapore's Transport Safety Investigation Bureau, the accident has been classified as a “very serious marine casualty.” The analysis pinpointed several factors contributing to the disaster, including crew fatigue, non-functional safety systems, and insufficient watchkeeping measures. The officer on watch aboard the 'Hafnia Nile' had only recently arrived on board, having flown overnight from Colombo, and had joined the ship at noon just hours before taking over the midnight-to-6 a.m. surveillance. Unfortunately, he managed less than two hours of uninterrupted rest over a grueling 38.5-hour period, with even that brief respite interrupted by an unexpected fire alarm test. By the time the allision took place, he was likely severely fatigued, which the report suggested could have impacted his performance and situational awareness. Compounding the issue, both radars on the 'Hafnia Nile' had their collision-avoidance alarms either disabled or silenced. This crucial failure deprived the bridge team of essential alerts that could have signaled impending danger as the ship approached the 'Ceres I' and another nearby vessel. At a critical juncture, the officer of the watch temporarily left the wheelhouse to attend to paperwork, leaving just an able seafarer at the helm as they navigated a narrow passage of merely 0.7 nautical miles between the anchored tanker and another vessel. Although the 'Ceres I' crew saw the 'Hafnia Nile' from more than six nautical miles away and deemed the risk low, they failed to effectively communicate using VHF radio, instead resorting to flashing lights and sounding the horn as the gap closed. The 'Ceres I’'s safety management protocols did not sufficiently clarify needed precautions for such close-quarter situations while anchored. In July 2025, Singaporean authorities charged two crew members from the 'Hafnia Nile' under the Merchant Shipping Act, citing the officer in charge for neglecting risk assessment and situational awareness. The lookout reportedly noticed the approaching vessels but did not relay this information. In response to the incident, the operating company of the tanker revamped its safety protocols, enforcing rest periods in hotels for navigation watchkeepers before boarding, prohibiting administrative tasks on the bridge without maintaining a proper lookout, and instituting random bridge audits throughout 2025. Singapore also issued three formal safety recommendations: ensure radar alarms remain operational, enhance bridge manning standards, and provide clearer directives for communication during close-quarter situations. At the time of the collision, the 'Ceres I' was under suspicion for transporting sanctioned Iranian oil, and in December 2024, the USA placed sanctions on the vessel as part of a wide-ranging initiative against entities involved in Iranian oil transport. This followed allegations by the Office of Foreign Assets Control (OFAC) regarding a major ship-to-ship transfer of nearly 300,000 metric tons of Iranian crude oil near Singapore in January 2024.

In a significant legal development, two crew members have been charged in a Singaporean court on July 2, 2025, due to their involvement in a tragic maritime collision. The incident occurred on July 19, 2024, when the vessel 'Hafnia Nile', currently operating as 'Hafnia Shannon', collided with the 'Ceres 1'. This accident resulted in one fatality and left another individual severely injured. The accused, Soosai Antony Vainer, 35, and 40-year-old Wickramage Viraj Amila Shavinda Perera from Sri Lanka, served on the 'Hafnia Nile'. Perera held the position of officer in charge of the navigational watch, while Vainer was performing the duty lookout role. Reports indicate that Vainer noticed the 'Hafnia Nile' approaching the 'Ceres 1' dangerously close but failed to alert Perera. Instead of maintaining protocol, Vainer independently maneuvered the vessel without orders, neglecting to keep a vigilant lookout. The resulting collision with the 'Ceres 1' has prompted the Maritime and Port Authority of Singapore to initiate prosecution. Should they be found guilty, both sailors face potential penalties of up to two years in prison, fines reaching SGD 50,000, or both.

The offloading process for the naphtha cargo aboard the 'Hafnia Nile' is currently ongoing. This operation is under the jurisdiction of Malaysian authorities, who are conducting an investigation into the circumstances surrounding the incident, with oversight from Singapore, the flag state of the tanker. Some of the naphtha, which is owned by Cespa and was en route to Japan, is recoverable. Offloading is anticipated to be completed in the upcoming days, facilitated by Malaysian officials. An unnamed tanker has been arranged to take on the naphtha. The 'Hafnia Nile' was navigating near the eastern regions of the Singapore Strait when it reportedly collided with the anchored tanker 'Ceres I'. After the offloading phase, it is expected that 'Hafnia Nile' will be allowed to head to a shipyard for necessary repairs. Investigators are treating the incident as an allision and are scrutinizing the conditions surrounding the ‘Ceres I’, including whether it was accurately broadcasting its AIS signal at the time of the collision, as well as its anchored status. The vessel 'Ceres I' is also under scrutiny due to its alleged connections with operations linked to concealing Iranian oil and its notorious location known for illicit ship-to-ship transfers. Furthermore, there are reports suggesting the 'Hafnia Nile' has a history of transmitting false AIS location signals and going dark. The ownership of the tanker remains ambiguous, with indications pointing to a shell company in Hong Kong that has yet to issue any statements following the incident.

In light of ongoing inquiries into various allegations concerning the vessel 'Ceres I', the primary focus remains on ensuring the safety of all associated tankers, particularly the 'Hafnia Nile'. Authorities from Malaysia and Singapore are collaborating closely to address the situation effectively. Preliminary investigations have found no evidence of an oil spill, but a thin film of oil has been noticed, likely resulting from the 'Hafnia Nile'. To mitigate potential environmental damage, salvors have strategically deployed an oil containment barrier around the 'Hafnia Nile'. Fortunately, the 'Ceres I' is reported to have had no oil discharge. The courageous crew of the 'Hafnia Nile', consisting of 22 members, was successfully rescued by the Republic of Singapore Navy’s RSS 'Supreme'. Meanwhile, the crew aboard the 'Ceres I' remains on the unladen vessel, which is en route to Langshan. Post-incident assessments have labeled the 'Ceres I' as a “serial phony”, a term referring to vessels that manipulate AIS data to conceal their true positions. Notably, the 'Ceres I' was implicated in discharging Iranian heavy crude off the U.S. East Coast around June, in a region notorious for the storage and transfer of sanctioned oil from Iranian, Venezuelan, and Russian sources destined for China.