A cargo ship captain is currently facing trial at the Old Bailey, where he has firmly denied accusations of gross negligence manslaughter following a tragic collision off the East Yorkshire coast. Vladimir Motin, captain of the Solong, was on watch duty when the vessel collided with the US tanker Stena Immaculate on 10 March 2025, an incident that left 38-year-old Mark Angelo Pernia missing and presumed dead.
Captain’s Testimony
During his testimony, Motin asserted that he did not lose consciousness or fall asleep prior to the crash. When questioned by the defence barrister, James Leonard KC, about whether he had left the bridge to use the toilet, the 59-year-old captain from Primorsky, St Petersburg, Russia, maintained, “I never left the bridge at the material time from 08:00.” His consistent denials of having fallen asleep underscored his argument against the charges he faces.
The court was presented with evidence detailing how Motin was utilising various radar systems to monitor the Solong’s navigation before the unfortunate incident occurred. Motin was asked about his decision not to execute a “crash stop” to avert the collision, to which he explained that doing so might have resulted in a more dangerous impact, potentially striking the crew accommodation of the Stena Immaculate rather than its cargo compartments.
Collision Details
On the day of the crash, Motin claimed he did not anticipate an explosion or fire as a result of the collision, reasoning that such occurrences were statistically unlikely. In earlier statements to the police, he indicated that he attempted to manually control the ship’s steering when the Solong was approximately one mile away from the Stena Immaculate, but the autopilot system failed to disengage.
When asked if he had looked at the button while switching to manual mode, Motin replied, “Literally, I done it more than 1,000 times. In reality, you don’t look to the button when you press it.” He recounted that he turned the steering wheel starboard by 20 degrees, but when he saw no immediate response, he increased the rudder angle without success. “I thought I have no rudder at all, it’s not responding, so I have to look around and see why it’s not responding,” he explained to the jury.
Challenges in Navigation
Motin testified that he observed no visual alarms and confirmed that the autopilot light was off. In an effort to rectify the steering issue, he attempted to stop and restart the steering gear, a procedure he had been advised to follow after encountering similar problems with a sister ship. However, Motin reported that his actions yielded no results.
When pressed by Mr Justice Baker about whether he considered slowing down, Motin responded, “I was thinking that I solve the problem soon instead of reversing the engine.” This statement reflects the captain’s focus on managing the immediate technical difficulties rather than initiating evasive measures.
The trial, which continues to unfold, has captured significant attention given the serious implications of the case and the tragic loss of life involved.
Why it Matters
The outcome of this trial not only has profound implications for Captain Motin and the families affected by the crash but also raises critical questions about safety protocols and regulations within the shipping industry. The case highlights the need for stringent operational procedures and accountability measures to prevent similar tragedies in the future. As maritime navigation becomes increasingly complex, ensuring the safety of crew members and vessels remains paramount, underscoring the importance of this trial in shaping industry standards.
