YANGTZE

During the period of the G7 and EU oil embargo and the price-cap policy on russian oil, the tanker is involved in the export of russian oil to third countries from russian ports, including with the AIS signal turned off.
The tanker is certified by the Indian regulator Indian Register of Shipping (IACS).
The vessel is affiliated with the ISM manager - the Indian company Bravo Marine PVT LTD, which manages the security of another shadow fleet tanker LI BAI (IMO 9589750) involved in the export of russian oil.
The tanker is also affiliated with the Indian company Gatik Ship Management as the former commercial and ISM manager of the vessel from December 2022 to April 2023.
Gatik Ship Management is considered to be one of the leading operators of the so-called 'shadow' fleet involved in the transportation of russian crude oil under Western sanctions.
Tankers operated/managed by India's Gatik Ship Management continue to be used by related companies and call at russian ports.
Against the backdrop of sanctions, russia is using a scheme of 'juggling' ships between related companies to conceal oil exports outside the price cap and other restrictions, as well as to hide the real owners of ships, and to ensure unimpeded transportation of fossil fuels by a 'shadow' fleet of outdated oil tankers, creates new companies for these purposes (in the UAE, Hong Kong, India, Turkey, Mauritius, Seychelles, and other jurisdictions) with non-transparent organizational and ownership structures. In order to implement this scheme, technical/commercial management and ship owners are constantly changing, and vessels are renamed with a change of flag, MMSI, call-sign, including for sanctioned vessels. Shadow fleet vessels operate under 'convenient flags', which allows them to conceal their true origin and avoid control by international organizations and insurance companies.
Almost all vessels involved in the transportation of russian oil by the shadow fleet have been certified by the Indian regulator Indian Register of Shipping (IACS) since 2022. The certification of shadow fleet vessels allows the shipowner/operator to insure the vessels, which, in turn, allows the vessels to enter ports and pass through various specific sea routes (straits, canals, etc.).
The 'shadow' fleet, transporting huge volumes of crude oil through heavily trafficked routes through narrow straits close to the coastline, without proper P&I insurance, with automatic identification systems disabled, threatens an environmental disaster with significant economic costs to be borne by the affected coastal countries and/or the international community. The recent incidents off Malaysia only underscore the need for swift action to curb the potentially devastating impact of the growing 'shadow fleet'. 'Shadow' tankers have already been involved in 50 incidents from the Danish Straits to Malaysia since russia's full-scale invasion of Ukraine.
According to CREA, from January to August 2024, the number of shadow tankers crossing the Danish Straits in Europe increased by 277% compared to the same period in 2022, with 64% of the 46 million tons of russian marine oil transported through the Danish Straits being transported by shadow tankers. In the same period, the number of shadow tankers in the Straits of Dover and Gibraltar increased by 355% compared to 2022, transporting 67% of the 37 million tons of oil through the straits. The Suez Canal experienced a staggering 649% increase in shadow tanker traffic, with 69% of the 52 million tons of russian crude oil passing through it being transported by these vessels.
According to the CREA data for October 2024, russia's revenues from crude oil exported by sea amounted to 210 million euros per day, 83% of the total volume of russian marine crude oil was transported by 'shadow' tankers, while tankers owned or insured in countries that impose price restrictions accounted for 17% of the total value of russian oil exported in October.
'Shadow fleet' of the russian federation continues to provide multibillion-dollar revenues for the kremlin bypassing sanctions, disguising its activities under the flags of third countries, using complex schemes to conceal owners, and poses significant threats to environmental safety with significant economic costs for coastal countries and/or the international community due to the outdated and inadequate insurance of shadow fleet tankers.

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Jurong Island (Singapore), Ningbo (PRC), Sidi Kerir (Kurayr) (Egypt), Ust-Luga (russia), Kozmino (russia), Primorsk (russia), Vadinar (India), Jamnagar Terminal (India), St Petersburg (russia)