News
Sanctioned Russian LNG Tanker Arctic Metagaz Sinks in Mediterranean After Explosions; Moscow Blames Ukrainian Naval Drones
Sanctioned Russian LNG Tanker Arctic Metagaz Sinks in Mediterranean After Explosions; Moscow Blames Ukrainian Naval Drones
By Oghenewoke Onoriode | Waterways News Correspondent | March 7, 2026
A sanctioned Russian liquefied natural gas (LNG) tanker has sunk in the central Mediterranean Sea following a series of violent explosions and a massive fire, in what Moscow has described as a deliberate naval drone attack by Ukraine — a claim Kyiv has neither confirmed nor denied.
The Arctic Metagaz experienced sudden explosions followed by a massive fire, which ultimately led to its complete sinking on Tuesday night. The wreckage settled in the maritime area between Libya and Malta, approximately 130 nautical miles — or 240 kilometres — north of the Libyan port of Sirte.
Crew Rescued by Omani Tanker
After the first alert was issued, Malta issued an urgent maritime alert and dispatched a King Air aircraft of the Armed Forces of Malta, which located the ship and subsequently a lifeboat with crew members on board. At the request of the Libyan coordination centre, Malta requested the Omani-flagged oil tanker, located approximately 33 nautical miles away, to provide assistance. The vessel recovered all 30 crew members, who were subsequently provided medical care in Libya. All crew members were Russian nationals.
Two individuals who sustained burns are receiving medical assistance in cooperation with the coastal state. Russian diplomatic missions in the region continue to monitor the situation.
What Was the Ship Carrying?
Libyan officials said the vessel was carrying approximately 62,000 tonnes of LNG and warned ships to avoid the site and report any pollution.
Russia stated the ship was headed to Egypt’s Port Said. However, Egypt’s petroleum ministry said the tanker was not scheduled to dock at any Egyptian port and was not listed under any contracts to supply or receive LNG cargoes in the country, countering earlier speculation that it might have been en route to Port Said. Libya’s National Oil Corporation equally distanced itself from the incident, stating the vessel had no connection to its operations.
On February 18, the Arctic Metagaz loaded LNG at Russia’s sanctioned Saam floating storage unit, then travelled around Britain and Spain to enter the Mediterranean.
Russia Points Finger at Ukraine
Russia’s transport ministry alleged the attack was carried out by “uncrewed sea drones” launched from the Libyan coast and denounced the incident as “an act of international terrorism and maritime piracy,” saying the vessel had been carrying LNG cleared under international rules. President Vladimir Putin told state television, “This is a terrorist attack.”
Ukraine has not publicly commented on the allegations. No independent investigation has yet confirmed the cause of the explosions or established responsibility.
A Shadow Fleet Vessel Under Western Sanctions
The 277-metre-long Arctic Metagaz is subject to sanctions by the United States and the United Kingdom for transporting liquefied natural gas from Russian terminals in the Arctic. The vessel is also sanctioned by the European Union.
Tracking data showed the Arctic Metagaz disabled its Automatic Identification System (AIS) on the evening of March 2 after exiting Malta’s exclusive economic zone — a tactic commonly associated with vessels attempting to evade sanctions enforcement.
If confirmed, the destruction of the Arctic Metagaz could mark the first known instance of an LNG carrier being destroyed in a conflict-related attack. While oil tankers have been damaged in recent Mediterranean blasts, LNG carriers have historically avoided direct strikes, given the heightened safety and environmental risks involved.
Environmental Assessment: Authorities Say Risk is Limited
Authorities said environmental damage was unlikely, as the vessel was believed to be carrying LNG rather than crude oil. Unlike crude oil, which spreads across the water surface and persists in the marine environment, LNG — liquefied natural gas — rapidly evaporates upon contact with warmer water rather than pooling as a persistent pollutant. An industry source suggested that environmental damage would likely be limited to the ship’s onboard fuel oil rather than its LNG cargo.
Although LNG tankers carry less oil than typical crude carriers, authorities in the region continue to monitor the site for potential gas release or secondary impacts on marine ecosystems. Libya’s maritime authority has warned vessels to steer clear of the area and report any signs of pollution.
Wider Impact on Russia’s Energy Exports
The loss of the vessel could have outsized consequences for Russia’s efforts to sustain exports from Arctic LNG 2, which relies on a small group of ageing LNG carriers operating outside Western sanctions. Russia has roughly a dozen such ships available for the project — already too few to carry its full production capacity.
The LNG carrier Arctic Vostok, which was sailing westbound across the eastern Indian Ocean when the blast occurred, began heading south-southwest — a course suggesting it is preparing to bypass the Suez Canal and instead sail around the Cape of Good Hope. Such a diversion would add thousands of nautical miles to the voyage and significantly increase operational costs.
A Conflict Expanding Into Mediterranean Waters
This incident represents a significant development in the Russia-Ukraine conflict, with the Mediterranean — a waterway of strategic and economic importance to Africa and the broader region — increasingly drawn into its orbit. North African nations, including Libya, Tunisia, Algeria, and Egypt, whose populations depend on the sea for commerce and livelihoods, have cause to monitor developments closely.
International investigators have yet to independently verify the cause of the Arctic Metagaz explosions. Waterways News will continue to follow this developing story.
© 2026 Waterways News | waterwaysnews.ng
Blue Economy
MAERSK Vessel Grounds at Onne, Chokes Bonny Channel as Port Harcourt Traffic Grinds to Halt
MAERSK Vessel Grounds at Onne, Chokes Bonny Channel as Port Harcourt Traffic Grinds to Halt
MV Maersk Valparaiso stuck in mud with 717 containers aboard; NPA, NIMASA alerted as Bonny Anchorage congestion deepens
By ThankGod Miller | Waterways News Correspondent | Onne/Port Harcourt | Thursday, May 21, 2026
A serious navigational incident at Onne Port has brought vessel traffic across the eastern corridor to a standstill, after the Maersk container vessel MV Maersk Valparaiso (Voyage 621S) collided with a barge on the Bonny Channel on Tuesday, subsequently running aground and blocking the waterway.
The vessel, laden with an estimated 717 containers, is reported to have taken a wrong channel while manoeuvring toward Berth 4 at Onne after passing Bonny. The resulting grounding has lodged the ship firmly in the mud, rendering it immovable by normal tidal action — frustrating early hopes among those involved that the situation would self-correct.
The development effectively sealed off both Onne Port and Port Harcourt Port from seaward access, with vessels that have completed cargo discharge unable to depart and inbound ships unable to proceed to berth. Congestion at Bonny Anchorage has since been mounting.
Incident Concealed for Three Days
Particularly alarming to industry observers is the revelation that the incident occurred approximately three days before it became publicly known. The Shipping Trade Practitioners Association of Nigeria (STPAN) confirmed to Waterways News that those initially involved withheld the information, banking on tidal conditions to free the vessel without intervention.
“This incident happened three days ago but it was only made known yesterday. When it happened three days ago, they thought the tide would help the vessel to move, but the vessel is already stuck in the mud and it cannot move,” said Dr. Babalola Olatunde, STPAN’s spokesman.
The delay in disclosure has drawn implicit criticism, as the blockage has had cascading consequences across multiple terminals. Dr. Olatunde cited the case of MV Jamal Topic at Berth 2, Port Harcourt Port, which completed discharge but has been unable to sail due to the channel obstruction.
MWUN: Wrong Channel Was Taken
The President-General of the Maritime Workers Union of Nigeria (MWUN), Comrade Francis Bunu Abi, confirmed the grounding and pointed to navigational error as the root cause. According to him, the Maersk Valparaiso deviated from the established vessel channel while approaching Onne.
“They said the vessel actually took a wrong channel, not the normal channel other vessels were taking,” Comrade Abi stated.
The Nigerian Ports Authority (NPA) and the Nigerian Maritime Administration and Safety Agency (NIMASA) have both been notified and are expected to coordinate the emergency response, which is likely to require specialised salvage operations to refloat the grounded vessel and reopen the channel.
Nigeria Watch
The Onne grounding is a sharp reminder of the navigational vulnerabilities embedded in Nigeria’s southern port approach channels — and of the risks that attend any delay in incident disclosure.
The Bonny Channel, which serves both Onne Port and Port Harcourt Port, is among the most commercially critical waterways in the country, handling a substantial share of Nigeria’s petroleum-related imports, containerised cargo, and bulk commodities. Any protracted blockage carries severe consequences: demurrage costs for vessel operators, supply chain disruption for terminal users, and revenue losses for the NPA and government.
The three-day silence before the incident was made public is troubling. It suggests that the instinct of those involved was to manage the situation discreetly — a posture that, in the end, compounded the problem by delaying the mobilisation of appropriate salvage resources. NIMASA’s mandate over maritime safety and casualty investigation should include a close examination of how the notification failure occurred and who bears responsibility.
For port users, freight forwarders, and vessel operators with cargo interests at Onne and Port Harcourt, the immediate concern is the timeline for channel clearance. Waterways News will continue to monitor developments and report updates as the salvage operation progresses
Editor's Choice
Nigerian Navy, UAE Forge Stronger Security Pact to Defend Gulf of Guinea Trade Routes
Nigerian Navy, UAE Forge Stronger Security Pact to Defend Gulf of Guinea Trade Routes
By Ighoyota Onaibre Waterways News Correspondent Lagos, May 20, 2026
The Nigerian Navy has taken a significant step to reinforce maritime security across the Gulf of Guinea, deepening its strategic alliance with the United Arab Emirates in a wide-ranging engagement centred on joint operations, naval technology transfer, and the fight against crude oil theft and piracy.
Chief of the Naval Staff, Vice Admiral Idi Abbas, held high-level talks with UAE Ambassador to Nigeria, Saylem Saeed Alshamsi, with discussions covering expanded cooperation in maritime surveillance, indigenous shipbuilding, fleet modernisation, and coordinated action against sea robbery and hydrocarbon theft threatening Nigeria’s offshore waters.
Operation DELTA SENTINEL Draws UAE Praise
The UAE envoy used the occasion to commend the Nigerian Navy’s recent operational record, citing in particular the achievements of Operation DELTA SENTINEL, under which substantial volumes of stolen crude oil and refined petroleum products have been intercepted and seized.
The ambassador described the Navy’s sustained performance in securing regional waters and protecting critical maritime infrastructure as commendable, a diplomatic acknowledgement that carries weight at a time when Nigeria’s piracy-free streak in the Gulf of Guinea has begun to translate into measurable reductions in shipping insurance premiums for vessels trading Nigerian ports.
NNS KADA: Symbol of a Deepening Defence Partnership
Vice Admiral Abbas drew attention to the construction of the Nigerian naval vessel NNS KADA at the Sharjah shipyard in the UAE as a tangible expression of the growing defence and industrial relationship between both nations. He noted that the collaboration, if deepened, would accelerate the development of indigenous shipbuilding capacity, improve the operational readiness of the Nigerian fleet, and extend the reach of naval patrols across the broader Gulf of Guinea maritime zone.
The naval vessel’s construction in the UAE underscores the direction Nigeria is taking in seeking Gulf state partnerships to bridge capability gaps in its maritime security architecture — a strategic pivot with implications for how Nigeria polices its Exclusive Economic Zone and protects crude oil export infrastructure.
Nigeria Watch: What this means for port stakeholders, shipowners and freight operators
For cargo owners, shipowners and freight forwarders trading through Nigerian ports — from Apapa and Tin Can Island to the eastern terminals at Onne and Calabar — the Nigeria-UAE naval partnership signals continued commitment to securing the sea lanes on which their supply chains depend.
The Gulf of Guinea has historically been among the world’s most volatile maritime zones, with armed robbery at anchor, product tanker hijackings and crude oil bunkering costing Nigeria billions of dollars annually in lost revenues and elevated risk premiums. The Navy’s engagement with the UAE — a country with significant shipbuilding industrial base and Gulf maritime experience — points to a longer-term effort to rebuild fleet capacity and upgrade surveillance technology.
Crucially, any reduction in security incidents directly feeds into war risk and piracy insurance assessments applied to vessels calling Nigerian ports. NIMASA has already flagged the link between the Navy’s piracy-free run and falling insurance costs for Nigerian-bound vessels. Sustaining and extending that record — with UAE technical and operational support — remains central to the case for Nigeria as a competitive, lower-risk port destination in West Africa. Terminal operators and port investors tracking the security environment should regard this bilateral engagement as a positive medium-term signal.
Blue Economy
Lagos Governorship Aspirant Jim-Kamal Targets State Control of Territorial Waters, Challenges Federal Revenue Model
Lagos Governorship Aspirant Jim-Kamal Targets State Control of Territorial Waters, Challenges Federal Revenue Model
APC contender vows to claim Lagos share of vessel-generated earnings, challenge Hyson Nigeria’s dollar revenue monopoly
By Okeoghene Onoriobe | Waterways News Correspondent
A Lagos governorship aspirant on the platform of the All Progressives Congress (APC), Otunba Lanre Jim-Kamal, has unveiled a sweeping maritime governance agenda anchored on reclaiming state authority over Lagos territorial waters and redirecting billions in vessel-generated revenues currently flowing exclusively to the Federal Government.
Speaking at a press conference in Lagos on Monday, Jim-Kamal laid out proposals that, if enacted, would significantly alter the revenue-sharing architecture governing maritime operations along Nigeria’s busiest coastal corridor — with implications for port operators, terminal concessionaires, shipowners, and the broader blue economy ecosystem in the southwest.
Staking Lagos’ Claim to Territorial Waters
At the heart of Jim-Kamal’s maritime agenda is a constitutional argument: that recent legislative and policy shifts have moved waterways governance from an exclusively federal domain to a concurrent one, enabling states with coastlines to assert jurisdictional and commercial rights over their adjacent waters.
“Before now, the control of the waterway was on the exclusive list, basically for the Federal Government, but today, in any state where there is water, it must be shared by the Federal and State governments,” he stated. “We in Lagos State want to control our territorial waters. This is part of the places we intend to generate revenue for this state.”
He pledged to pursue this through structured collaboration with the Federal Ministry of Marine and Blue Economy rather than outright confrontation, describing the approach as strategic synergy designed to formalise Lagos State’s stake in waterway commercialisation.
“Before now, the control of the waterway was on the exclusive list, basically for the Federal Government, but today, in any state where there is water, it must be shared by the Federal and State governments,” he stated. “We in Lagos State want to control our territorial waters. This is part of the places we intend to generate revenue for this state.”
Hyson Nigeria in the Crosshairs
Perhaps the most commercially significant element of Jim-Kamal’s proposals is his declared intention to challenge the operational monopoly of Hyson Nigeria Limited — the body responsible for collecting dollar-denominated levies from crude oil evacuation vessels transiting Nigerian waters.
Under current arrangements, all revenues collected from tankers loading crude within Nigeria’s exclusive economic zone accrue entirely to the Federal Government. Jim-Kamal described this as an inequity that Lagos, as the state within whose territorial domain much of the vessel activity occurs, can no longer afford to accept. “There is a board in Nigeria called Hyson Nigeria Limited. The work of that body is that all vessels coming to Nigeria to take our oil out — it is only the Federal Government that collects revenue from them in dollars,” he said. “One of the first bills I will send to the State Assembly is that we want to control Hyson Limited, because they are coming to our land. Maritime business will thrive seriously under my watch.”
The proposal, if translated into legislation and successfully defended before the courts and the National Assembly, would constitute one of the most consequential challenges to Federal maritime revenue authority in recent years.
$50 Billion Investment Package with Blue Economy Dimension
Jim-Kamal also disclosed that he has secured commitments from international partners to direct a $50 billion foreign investment package into Lagos across multiple sectors, with coastal and waterway infrastructure identified as a priority vehicle for revenue generation and job creation. He gave no further details on the identity of the investment partners or the disbursement timeline.
Beyond maritime, the aspirant outlined a broad social welfare programme encompassing a N150,000 monthly lifetime stipend for citizens aged 60 and above, free education and healthcare, housing support for unemployed youths, and mechanised agriculture schemes — all framed within the revenue headroom that waterway monetisation would, in his projection, create for the state.
APC Primary Dynamics
On the party’s internal race, Jim-Kamal dismissed reports that Deputy Governor Obafemi Hamzat had secured a consensus endorsement from key APC power brokers, insisting that only five of the thirty-member Governor’s Advisory Council (GAC) had backed Hamzat and that media amplification had distorted the picture. He praised President Bola Tinubu as committed to open primaries and urged aspirants to pursue the ticket through legitimate party processes.
Nigeria Watch | What Jim-Kamal’s Maritime Agenda Means for the Sector
For maritime and port sector stakeholders, the Jim-Kamal proposals are worth tracking beyond their electoral context. The question of whether Lagos State can assert a statutory revenue stake in vessel operations within its territorial waters cuts to the unresolved tension at the heart of Nigeria’s maritime federalism debate.
NIWA currently governs inland waterways on a federal mandate, while NIMASA exercises jurisdiction over cabotage, vessel registration, and coastal shipping under national legislation. The establishment of the Federal Ministry of Marine and Blue Economy under the Tinubu administration has, in theory, opened constitutional space for a more layered governance model — though no state has yet tested those boundaries in a commercially meaningful way.
A Lagos State bid to legislate control over Hyson Nigeria Limited — or to compel revenue-sharing from crude evacuation vessel fees — would face formidable legal hurdles, including potential conflict with NIMASA’s enabling statute and Nigeria’s continental shelf legislation. However, the political salience of the argument is itself significant: it signals growing appetite among subnational actors to monetise the blue economy assets within their geographic reach, a trend that terminal operators, port service providers, and offshore logistics firms operating in Lagos waters would do well to monitor. Should any future Lagos administration pursue such a legislative agenda with genuine momentum, it could trigger a renegotiation of the revenue and regulatory frameworks that currently govern maritime commercial activity along the Apapa-Tin Can-Badagry corridor — and reshape the operating environment for every stakeholder along that value chain.
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