Rafael Muñoz Abad, a maritime analyst at the CISDE International Campus, writes for Splash today on the lessons not learnt from the Prestige tanker disaster in 2002. Spain is one of the European Union countries most exposed to the phenomenon of the so-called ‘ghost fleet’, or ‘dark fleet’. This is the case at three key points along its extensive coastline. It receives all traffic coming from the north in the Finisterre traffic separation scheme, and this continues all the way down through the Strait of Gibraltar, as well as in the Canary Islands, to the west of Western Sahara. In contrast, its maritime policy does not appear robust in the face of the environmental risk posed by this transit of oil tankers, some of which are particularly dangerous. This is an incomprehensible situation for an economy that depends on sun and beach tourism. The situation is becoming more awkward for the Spanish government in the face of the seizures of ghost tankers – those flying no flag or sailing under false registration – which its French neighbour has carried out. Some of these, to add to the embarrassment, have taken place within Spain’s Exclusive Economic Zone. Even Gibraltar has taken a firmer stance on this issue, deploying Royal Navy units to intercept such vessels. This is an incomprehensible situation for an economy that depends on sun and beach tourism Let us look at some recent examples of what we are saying. In the early hours of January 22, the oil tanker Chariot Tide – believed to be flying a false Mozambican flag and blacklisted under European Union and UK sanctions – got adrift and not under command northwest of Tangier, some 1 mile from the shoals. All this took place amidst a severe gale with rough seas and strong winds. The vessel was en route from Ust-Luga, Russia, carrying some 400,000 barrels of fuel to be unloaded in Tangier. Nothing new, as it is well-known – and much criticised – that Russian fuel enters Morocco, and Spain, via Gibraltar. Far from seizing her, Spain – which has no coast guard and whose navy is not usually deployed for such incidents – resolved the situation in Moroccan waters thanks to its outstanding maritime security agency. On social media, there was mockery, as well as criticism, regarding Spain’s inconsistent attitude towards a ‘dark fleet’ oil tanker. The reality is that Spain acted correctly, liaising with its neighbouring state and preventing an oil spill. The vessel managed to resolve the breakdown on the night of 29 January, steaming eastwards, initially towards Mersin in Turkey, but it appears her final destination will be Port Said in Egypt. Places where no one will be making a fuss over administrative formalities. Spain withdrew its SAR unit, and someone in Madrid must have breathed a sigh of relief, as the incident and its potential consequences would have been more tense than they might appear. Meanwhile, the international maritime press pointed the finger at Spain, highlighting how the ‘zombie tanker’ was being herded around the Mediterranean rather than seized, as the French navy did a few days ago with the similarly ghostly oil tanker Grinch, flying a false Comoros flag. But the show had only just begun. Every day, an average of three or four oil tankers carrying Russian crude pass through the Strait of Gibraltar, coming from Russian ports on the Baltic Sea and bound for Port Said. Occasionally, a stateless vessel slips through. These are the worst members of the shadow fleet. On March 19, the