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GHOST TANKER ON THE RUN: How U.S. Navy SEALs Hunted Down the Marinera Across the Atlantic — And What It Means for Nigeria
GHOST TANKER ON THE RUN: How U.S. Navy SEALs Hunted Down the Marinera Across the Atlantic — And What It Means for Nigeria
A Weeks-Long High Seas Chase, a Daring Pre-Dawn Boarding, and a Bold New Era of Global Oil Sanctions Enforcement
By Oghenewoke Osaweren, Research Reporter | WaterwaysNews.ng | March 25, 2026
In the early morning darkness of January 7, 2026, United States Navy SEALs descended from military helicopters onto the deck of a rust-streaked oil tanker cutting through the frigid North Atlantic — roughly 190 miles off the coast of Iceland. The dramatic boarding was the culmination of a weeks-long maritime chase that had gripped global shipping circles, strained U.S.-Russia diplomatic relations, and pulled the shadowy world of illicit oil trafficking into the full glare of international scrutiny.
The vessel — originally named the Bella 1, hastily renamed the Marinera mid-voyage in a desperate bid to escape American jurisdiction — had spent months ferrying sanctioned crude oil for Venezuela, Iran, and Russia. It routinely switched off its tracking transponders and painted over its hull markings to evade detection. On that January morning, north of Iceland, its luck ran out.
A Tanker Born in the Shadows
The Bella 1 had a deeply troubled history long before it became the centrepiece of an international crisis. U.S. authorities classify vessels like it as part of a “shadow fleet” — a network of aging, poorly maintained tankers used by sanctioned nations to move crude oil in defiance of international restrictions.
Analysis of Automatic Identification System (AIS) tracking data showed the Bella 1 first departing Iran’s exclusive economic zone in February 2025, sailing through the Strait of Malacca before heading toward South America. The vessel went completely dark between legs of its journey — switching off its AIS transponder off the coast of Sri Lanka on March 24, 2025, only to reappear in Iranian waters on July 1, 2025. During that blackout period, analysts recorded 379 AIS “pings” while the ship lingered in Iranian coastal waters, with its transmitter switched off no fewer than 17 times — a pattern strongly consistent with clandestine ship-to-ship oil transfers designed to disguise the cargo’s origin.
The U.S. Treasury Department sanctioned the Bella 1 in June 2024, citing its role in transporting illicit oil for companies linked to Hezbollah, the Iran-backed Lebanese militant organisation. The designation cut the tanker off from the international financial system — but did not stop it from sailing.
December 2025: The Caribbean Standoff
By late 2025, the Bella 1 had joined a growing fleet of sanctioned tankers quietly loading crude at Venezuelan state oil terminals. The U.S. under President Donald Trump — who had returned to the White House in January 2025 — had adopted an aggressive posture toward Venezuelan President Nicolás Maduro’s government, reimposing sweeping sanctions and pressing allies to sever economic ties with Caracas.
On December 10, 2025, Washington made its first move, seizing a tanker called the Skipper in the Caribbean Sea. A week later, the U.S. formally announced a maritime blockade — declaring its intention to intercept all sanctioned tankers moving oil to and from Venezuela, anywhere on the world’s oceans.
The Bella 1, then sailing under a Guyanese flag, was named a priority target. When the U.S. Coast Guard cutter USCGC Munro attempted to board her in Caribbean waters, the crew refused. Rather than comply, the vessel made an abrupt turn away from Venezuelan waters — and ran for the open Atlantic.
The chase was on.
Flags, Names, and Disguises Across the Atlantic
What followed over the next three weeks captivated maritime observers worldwide. AIS data showed the vessel zigzagging across the Atlantic, taking evasive courses and intermittently going dark. Analysts flagged a particularly suspicious seven-hour window on December 9, 2025, during which the tanker’s AIS vanished mid-ocean, only for the ship to reappear barely one nautical mile from where it had disappeared.
More dramatically, the crew physically transformed the vessel’s identity at sea — reportedly painting a Russian flag onto the hull. By December 24, maritime registries showed the ship sailing under a new name, the Marinera, and a new flag: Russia’s. Moscow’s Maritime Register of Shipping confirmed a “temporary permission” had been granted for the vessel to sail under the Russian state flag, registered out of Sochi on the Black Sea.
Russia simultaneously submitted a formal diplomatic note demanding Washington cease its pursuit — a significant escalation signalling that Moscow viewed the chase as a direct challenge to its sovereign authority over ships flying its flag.
The legal stakes were considerable. Under the United Nations Convention on the Law of the Sea (UNCLOS), a vessel is treated as the sovereign territory of the state whose flag it flies, making any unauthorised boarding a potential act of aggression. The U.S. countered that the rapid flag change was illegitimate — international law prohibits mid-voyage flag switches without a genuine transfer of ownership, a requirement Russia’s last-minute registration almost certainly did not meet. White House Press Secretary Karoline Leavitt told reporters the Marinera had been “deemed stateless” after flying what Washington considered a false flag, and that a U.S. federal court had already issued a judicial seizure warrant.
Russia Deploys a Submarine
As the Marinera neared the strategically critical passage between Iceland and Scotland, intelligence reports surfaced that Russia had dispatched a submarine and a naval surface vessel to escort the tanker — an extraordinary show of military force in support of what Moscow maintained was an ordinary civilian merchant ship.
The United States had quietly pre-positioned its own forces. Navy SEALs and personnel from the elite 160th Special Operations Aviation Regiment — the “Night Stalkers” — had been moved to bases in Scotland. The U.S. Air Force deployed a Boeing P-8 Poseidon maritime patrol aircraft, a Lockheed AC-130J gunship, and a Pilatus U-28A Draco surveillance aircraft. Britain contributed Royal Air Force surveillance planes and the Royal Fleet Auxiliary vessel RFA Tideforce.
The Marinera appeared to be making for a Russian Arctic port. The Iceland-Scotland passage offered no clean escape.
January 7, 2026: The Seizure
Shortly before dawn, Night Stalker helicopters approached the Marinera through the darkness. SEALs fast-roped onto the deck and within minutes the tanker was under American control. U.S. European Command described the action as a law enforcement operation executed under a federal court warrant for violations of U.S. sanctions law.
Russia’s Transport Ministry confirmed it had lost all contact with the vessel following the boarding, condemning the action as a violation of freedom of navigation. The Russian Foreign Ministry demanded the humane treatment and immediate return of Russian nationals aboard.
U.S. Defence Secretary Pete Hegseth declared: “The blockade of sanctioned and illicit Venezuelan oil remains in FULL EFFECT — anywhere in the world.”
In a striking detail, the Marinera was carrying no oil at all — its holds were entirely empty. Hours after the seizure, U.S. Southern Command announced the simultaneous interception of a second vessel, the M/T Sophia, found in the Caribbean Sea carrying approximately two million barrels of Venezuelan crude.
Aftermath: Scotland, the Crew, and a Captain in Custody
After the seizure, the Marinera was moored on January 13 in the Moray Firth, northeastern Scotland — a port call Scotland’s First Minister said he had received no advance warning of. London explained the stop was for humanitarian purposes: restocking supplies for the crew. Of the 26 crew members aboard, five voluntarily travelled to the United States; the remainder were allowed to return to their home countries. By January 28, Russia confirmed two of its sailors had been released and were en route home following Moscow’s diplomatic intervention.
The ship’s captain — Avtandil Kalandadze, a Georgian national — and his first officer faced a sterner outcome. On January 27, both were transferred to the USCGC Munro and placed in U.S. custody for transport to America to face criminal prosecution. The move immediately triggered a legal challenge: Kalandadze’s wife filed an emergency petition before Edinburgh’s Court of Session, and a Scottish judge issued an interim order prohibiting his removal. The United States proceeded with the transfer regardless — overriding the Scottish court’s ruling, a decision that drew sharp criticism and raised pointed questions about the limits of American unilateral power even within allied jurisdictions.
The Marinera itself was taken to the United States to undergo judicial forfeiture proceedings, through which Washington will seek permanent legal title to the vessel.
Operation Southern Spear: The Bigger Picture
The Marinera seizure formed part of a sweeping campaign called Operation Southern Spear, launched in December 2025 to dismantle Venezuela’s oil export infrastructure. The operation’s most dramatic development came on January 3, 2026, when U.S. forces seized Venezuelan President Nicolás Maduro — a move that sent shockwaves through Latin America and accelerated the flight of tankers from Venezuelan ports. Intelligence sources reported that at least 16 tankers fled Venezuelan waters within 48 hours of Maduro’s capture, many disabling their AIS systems to evade the maritime quarantine.
The scramble proved largely futile. U.S. officials confirmed that 15 of the 16 vessels were already under prior sanctions, and at least six carried a combined estimated cargo of nearly nine million barrels of crude. By March 2026, Venezuela’s crude exports had declined sharply. Secretary of State Marco Rubio described the “tremendous leverage” Washington now held over Venezuela’s oil sector, and the President announced that Caracas had agreed to hand over between 30 and 50 million barrels of sanctioned oil to the U.S. government.
What the Marinera Case Means for Nigeria and West Africa
The Marinera affair carries direct and immediate implications for Nigeria and the broader West African maritime domain.
Nigeria, as Africa’s largest oil producer, operates a significant tanker fleet and has long faced the challenge of distinguishing legitimate commerce from illicit maritime activity in its coastal waters. The U.S. campaign against shadow fleet operators demonstrates that the international community now deploys sophisticated tools — AIS analytics, satellite surveillance, multi-agency intelligence fusion, and cross-border law enforcement coordination — to track and interdict sanctions-evading vessels.
Nigeria’s maritime security authorities — including the Nigerian Maritime Administration and Safety Agency (NIMASA) and the Nigerian Navy — would be well served to study the Marinera case closely and assess how such enforcement architecture could be applied in the Gulf of Guinea, where illicit bunkering, cargo theft, and flag-of-convenience abuse remain persistent threats.
Equally significant are the reputational and legal risks now confronting any Nigerian-linked shipping entity — whether operator, charterer, flag state, or port of call — that facilitates the movement of illicit oil cargoes. As the United States demonstrates its readiness to enforce sanctions far beyond the Western Hemisphere, companies and states that enable shadow fleet operations face the real and growing prospect of secondary sanctions, vessel seizures, and criminal prosecution.
A New Era of High-Seas Enforcement
The seizure of the Marinera marks a genuine turning point in the enforcement of international oil sanctions. For decades, shadow fleet operators exploited the legal complexity of high-seas jurisdiction, the opacity of ship registries, and the reluctance of major powers to conduct overt operations against commercial vessels. The Marinera seizure signals that Washington, under the current administration, is prepared to break those informal conventions — regardless of which flag a vessel is flying or which power is flying it.
An aging, rust-streaked tanker that began its fateful voyage in Iranian waters in early 2025 ended it at the foot of a Navy SEAL fast-rope line in the freezing North Atlantic, watched by submarines, warplanes, and a global audience.
As of March 2026, the Marinera remains in U.S. custody pending judicial forfeiture. Captain Kalandadze and his first officer await trial. Operation Southern Spear continues — more tankers seized, more cargoes confiscated, and Washington showing no signs of easing its maritime pressure.
For Nigeria’s shipping community, the message is clear: the age of consequence-free shadow fleet participation may be coming to an end.
Oghenewoke Osaweren is a Research Reporter for WaterwaysNews.ng. Additional reporting by the WaterwaysNews.ng Investigative Desk.
WaterwaysNews.ng | Nigeria’s Leading Maritime News Platform | March 25, 2026
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Sacred Waters Defiled: Child Allegedly Thrown into Ovia River on Native Doctor’s Orders as Edo Community Searches
Sacred Waters Defiled: Child Allegedly Thrown into Ovia River on Native Doctor’s Orders as Edo Community Searches
A five-year-old’s fate hangs on the currents of a revered waterway as Nigeria confronts the deadly intersection of superstition, desperation, and the failure of community safeguards
By Oghenewoke Osaweren | Waterways News
The Ovia River flows through Ovia North-East Local Government Area of Edo State as it has for centuries — a waterway revered in local tradition as a source of life, abundance, and protection. On a day this past week, it allegedly became the site of one of the most disturbing incidents yet reported along its banks: a mother is said to have cast her five-year-old child into its currents, not in a moment of psychological collapse, but in deliberate compliance with the instructions of a so-called seer.
Search parties were immediately mobilised. As of the time of filing this report, residents of the affected community continue to comb the river’s banks and shallows, the sounds of urgent voices carrying across the water in a search that should never have been necessary.
The woman, whose identity has not been officially confirmed by authorities at press time, allegedly told community members who confronted her that she acted on the direct order of a local spiritualist — a “seer” — who reportedly prescribed throwing her child into the river as part of a spiritual ritual. What the woman was promised in return, and what desperation drove her to compliance, remains under investigation. She has since been apprehended by residents and is expected to be handed to the police.
The Edo State Police Command had not issued a formal statement as of press time. Waterways News is actively seeking confirmation from the command’s spokesperson, ASP Eno Ikoedem.
A Waterway With a Name — And a History
The Ovia River is not simply a geographic feature. In Edo cultural and spiritual tradition, Ovia is honoured as a deity of peace and providence — a force held, in oral tradition, to have emerged during times of communal crisis to restore harmony and protect the people from harm. Shrines were raised in Ovia’s name. Songs were composed in her honour. Communities settled along this waterway precisely because of what its waters were believed to offer: safety, sustenance, and continuity.
That a child was allegedly cast into those same waters — not in any ancient ceremonial context, but on the profit-driven instruction of an individual exploiting a vulnerable woman’s faith — is a desecration that cuts across both the human and the spiritual dimensions of this story. The river that communities built their lives around has allegedly been turned against one of its most defenceless members.
This incident adds to a grim record accumulating along the Ovia River corridor. Just weeks prior, the Edo State Police Command recovered the bodies of two women abducted from Iyowa Community within the same Ovia North-East LGA — their remains found in a forest grave after a member of the kidnapping syndicate led operatives to the site. A community that has barely processed one wave of grief now faces another.
The Scale of the Crisis
If confirmed, this incident will not be an anomaly in the national record. It will be the latest entry in a documented and growing pattern.
Data from the National Bureau of Statistics, cited by the National Agency for the Prohibition of Trafficking in Persons (NAPTIP), recorded over 150 ritual killings across Nigeria in the first half of 2025 alone, with women and children as the primary victims. The National Institute for Legislative and Democratic Studies documented over 168 ritual-related deaths in 2022, and nearly 100 in 2024.
NAPTIP leadership has publicly characterised the phenomenon as symptomatic of deeper structural failures. These are not random acts, the agency has stated — they are the product of poverty, inequality, weakened community values, and widespread belief in the efficacy of ritual harm as a route to personal advancement or protection. Weak law enforcement and slow judicial processes have compounded the problem by emboldening perpetrators.
The “seer” in the Ovia case — whoever they are — remains at large.
NIGERIA WATCH | When Waterways Bear Witness to Governance Failure
Let’s situate this story within the wider framework of Nigeria’s inland waterway governance, community protection obligations, and the state’s relationship with its river communities.
Rivers occupy a paradoxical position in Nigerian public life. As physical infrastructure, they are chronically underinvested — the National Inland Waterways Authority (NIWA) has for years contended with inadequate funding, unregulated jetties, and persistent safety gaps along major inland routes. As cultural and community anchors, they are simultaneously some of the most socially significant spaces in the country, carrying the weight of tradition, livelihood, and collective identity.
Yet neither dimension — the infrastructural nor the cultural — is adequately protected by the Nigerian state.
The alleged incident on the Ovia River exposes a governance gap that runs deeper than policing. Inland river communities across Nigeria exist in a condition of compound vulnerability: physically isolated from emergency services, socially embedded in belief systems that formal institutions rarely engage with seriously, and economically marginalised in ways that make desperate choices more likely. The woman at the centre of this story did not arrive at this moment in isolation. She arrived there through a series of compounding failures — of social support systems, of community mental health infrastructure, of any credible state presence capable of disrupting the charlatans who operate freely in spaces where formal authority is absent.
The “seer” economy — the network of native doctors, spiritualists, and ritual practitioners who prey upon vulnerable individuals in communities across southern Nigeria — thrives precisely in the governance vacuum that the Nigerian state has not filled. It fills the space where functional healthcare, social welfare, legal recourse, and psychological support should exist. Where the state is absent, the charlatan moves in.
NIWA’s mandate, and the broader Federal Ministry of Marine and Blue Economy’s remit, technically encompasses the development and protection of Nigeria’s inland waterway communities — not only their economic function, but the communities that depend on them. In practice, that mandate has rarely extended to meaningful community protection frameworks. There are no early warning systems for at-risk households along inland waterway corridors. There are no integrated social intervention programmes tied to waterway community development plans. The rivers are managed, where they are managed at all, as transport corridors — not as living community spaces requiring holistic governance.
Three immediate actions are now required. First: full deployment of search and rescue capacity on the Ovia River, with federal and state coordination if local resources are insufficient. NIWA maintains operational presence along major inland waterways and its assets should be made available to support this effort.
Second: the arrest and prosecution of the seer who allegedly issued the instruction that placed a child’s life in danger. Nigerian law on conspiracy and incitement is applicable, and the individual who gave the order bears criminal responsibility equal to — if not greater than — that of the person who carried it out.
Third: a policy conversation, long overdue, on the integration of social protection frameworks into Nigeria’s inland waterway community governance architecture. The Ovia River corridor, like dozens of others across the Niger Delta and south-south region, cannot be treated as a transport asset while the communities along its banks remain invisible to the welfare state.
A child was allegedly thrown into a Nigerian river on the word of a man who walked away. The river did not ask for this. The community did not deserve this. And the state, which governs neither the waterway nor the community adequately, cannot continue to treat each such incident as an isolated outrage and then move on. Nigeria’s inland waterways connect communities. They also, in moments like this, reveal exactly how unprotected those communities are.
Waterways News will continue to follow this story as official police statements and further community reports become available. Key facts — including the identity of the woman, the identity of the seer, and the status of the child — remain unconfirmed pending official police response. This report presents what is known while framing the verified wider context of superstition-driven harm in Nigerian inland waterway communities.
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U.S. Marks National Maritime Day with Federal Ceremonies, Port Events, and Historic Naval Review
U.S. Marks National Maritime Day with Federal Ceremonies, Port Events, and Historic Naval Review
As America turns 250, the annual observance takes on special significance with tall ships, international fleets, and a sweeping celebration of maritime heritage
By Oghenewoke Osaweren | Waterway News Correspondent | May 22, 2026
The United States on Friday observed its annual National Maritime Day, honouring the nation’s Merchant Marine, the civilian mariners who have powered American commerce and supported its military since the republic’s founding — an occasion that this year carries extraordinary weight as the country simultaneously marks its 250th anniversary.
Held every year on May 22, the observance is not a federal public holiday — government offices and businesses remain open — but it draws significant participation from federal agencies, port authorities, industry associations, and maritime communities across the country.
Federal Government Leads Official Proceedings
The Maritime Administration (MARAD), the federal body that oversees U.S. maritime policy and the Merchant Marine, opened the day with its official National Maritime Day Celebration, the flagship federal event anchoring the observance.
Later in the evening, the Propeller Club of Washington, D.C. hosted a reception at the Hart Senate Office Building, beginning at 5:30 PM. The event brought together maritime industry professionals, lawmakers, and stakeholders to recognise contributions to U.S. maritime heritage and sustain dialogue between the industry and the legislative community.
Separately, the North American Marine Environment Protection Association (NAMEPA) convened its annual Safety at Sea Seminar, where attention centred on maritime safety protocols, search-and-rescue operations at sea, and the protection of the marine environment. The event also featured the prestigious AMVER/Benkert Awards, which recognise outstanding contributions to saving lives at sea.
Galveston Opens Its Ports to the Public
On the Gulf Coast, the Port of Galveston, Texas, staged a free public event at Cruise Terminal 16 between 8:30 AM and 11:30 AM local time. Residents and visitors were welcomed aboard vessel tours and maritime exhibition booths, while a formal commemoration ceremony — complete with a colour guard, wreath-laying, and addresses from invited speakers — marked the gravity of the occasion.
Port public events of this kind have become a defining feature of National Maritime Day, connecting ordinary citizens with an industry that underpins much of what arrives on American shelves and shores.
Sail250 and the International Naval Review Signal a Grander Stage
The most expansive maritime spectacle tied to this year’s observance, however, stretches well beyond a single day.
Sail250, mounted as part of America’s 250th anniversary commemorations, will see more than 60 ships from 20 nations tour American ports from May 28 through July 16, 2026. The international flotilla will make port calls in New Orleans, Norfolk, Baltimore, New York City, and Boston, in what maritime observers are describing as one of the largest international naval reviews on American soil in decades.
The grand finale is set for July 4, 2026, when New York Harbour will host a sweeping maritime spectacle — tall ships, naval vessels, and aerial displays converging on the water to mark two and a half centuries of American independence.
The Merchant Marine: A Legacy of Commerce and Sacrifice
National Maritime Day traces its roots to the vital but often overlooked role of the U.S. Merchant Marine — the fleet of civilian-crewed commercial vessels that has carried American trade across oceans and, in times of war, supplied allied forces with munitions, fuel, food, and troops.
Merchant mariners served at enormous personal risk during both World Wars, and the industry’s collaboration with the United States military has remained a cornerstone of national security planning ever since. Today, the observance serves as a formal acknowledgement of those contributions — to the economy, to national defence, and to the global shipping lanes on which modern trade depends.
Significance for the Global Maritime Community
For maritime nations watching from across the Atlantic and beyond — including Nigeria, where the inland waterway and coastal shipping sectors continue to attract policy attention and investment — the American observance offers a model for institutionalising maritime heritage and building public awareness of the sector’s economic centrality.
A Call for Nigeria’s National Maritime Day
Nigeria’s own maritime regulator, the Nigerian Maritime Administration and Safety Agency (NIMASA), has in recent years pursued initiatives to elevate the profile of maritime commerce domestically. Industry voices have long called for a comparable national moment of recognition for Nigerian seafarers, port workers, and inland waterway operators.
As the United States celebrates its maritime legacy this week, those conversations take on fresh relevance closer to home.
Waterway News | Nigeria’s Leading Voice on Maritime and Inland Waterway Affairs
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Understanding the Nautical Mile: The Mariner’s Unit of Distance
From ancient celestial charts to modern GPS systems, one unit of measurement has remained constant across the seas — and every seafarer must know it.
By Raymond Gold | Waterways News Editorial Desk | Maritime Education
In the world of maritime navigation, precision is not a luxury — it is a matter of life and safety at sea. Whether you are a deck officer plotting a course across the Atlantic, a pilot officer filing a flight plan, or a maritime cadet sitting your first professional examination, there is one fundamental unit of measurement that underpins everything: the nautical mile.
Yet despite its centrality to all things marine and aviation, the nautical mile remains poorly understood by many outside the profession. What exactly is it? Why does it differ from the ordinary mile we use on land? And why has it remained the global standard for over a century? Waterways News answers these questions in full.
“The nautical mile is not an arbitrary unit — it is carved from the very geometry of the Earth itself.”
What exactly is a nautical mile?
A nautical mile (abbreviated as NM or nm) is the standard unit of distance used in both marine and aviation navigation worldwide. Unlike the statute mile — the familiar unit of distance used on land in countries such as Nigeria, the United Kingdom, and the United States — the nautical mile is not derived from historical convention or old imperial standards. Its definition is rooted directly in the geometry of the Earth.
Specifically, one nautical mile is defined as exactly one minute of arc of latitude on the Earth’s surface. The Earth is divided into 360 degrees of latitude, and each degree is divided into 60 minutes. That means the circumference of the Earth is essentially 360 × 60 = 21,600 nautical miles — a fact that makes the nautical mile extraordinarily useful for navigators, since a degree of latitude on a nautical chart corresponds directly to 60 nautical miles, and one minute of latitude to one nautical mile.
KEY CONVERSIONS — 1 NAUTICAL MILE EQUALS
In metres 1,852 metres exactly
In kilometres 1.852 km
In statute miles ≈ 1.1508 land miles
In feet ≈ 6,076 feet
Why not just use kilometres or land miles?
The question is a fair one, particularly for students approaching maritime education for the first time. The answer lies in the relationship between the nautical mile and the Earth’s coordinate system. Because navigators work with latitude and longitude — a system based on degrees and minutes — the nautical mile offers an immediate and intuitive connection between a chart reading and a real distance.
If a navigator notes that two positions differ by 30 minutes of latitude, they instantly know the distance between them is 30 nautical miles. No conversion is necessary. Using kilometres or statute miles on a nautical chart would break this elegant relationship and introduce unnecessary opportunity for error — a dangerous outcome at sea.
This consistency holds true anywhere on the globe: the relationship between one minute of latitude and one nautical mile does not vary whether you are navigating the Niger Delta waterways, the Gulf of Guinea, the English Channel, or the South China Sea. That universality is precisely why the nautical mile has been adopted as the international standard by bodies including the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO).
Speed at sea: the knot
At sea, speed is not measured in kilometres per hour or miles per hour — it is measured in knots. One knot is defined as exactly one nautical mile per hour. A vessel travelling at 12 knots covers 12 nautical miles every hour. This unit, too, has a history tied directly to maritime practice — early sailors measured speed by throwing a wooden float overboard and counting how many knots on a rope passed through their hands in a fixed time.
The short answer: anyone involved in maritime or aviation operations. Deck officers and marine pilots use nautical miles daily for course plotting, passage planning, and position reporting. Port and harbour authorities reference distances in nautical miles when coordinating vessel traffic. Search and rescue coordinators define search areas in nautical miles. Meteorologists and oceanographers use nautical miles and knots when describing weather systems affecting coastal and offshore waters.
For Nigeria specifically — a country with an extensive coastline along the Gulf of Guinea, a vast network of inland waterways including the Niger and Benue river systems, and a growing oil and gas maritime sector — the nautical mile is foundational knowledge for anyone working in or around the nation’s blue economy. From NIMASA-licensed officers to small-craft operators on the Lagos Lagoon, from river pilots on the Niger to offshore supply vessel crews, understanding this basic unit is the starting point for all professional maritime competence.
A note for maritime students
If you are currently studying for a professional maritime certificate of competency — whether at the Nigerian Maritime University, the Maritime Academy of Nigeria in Oron, or any other approved institution — expect the nautical mile and its conversions to appear in your navigation and chartwork papers. Memorise the key figures: 1 NM = 1,852 metres. Know that one degree of latitude = 60 nautical miles. And understand that speed at sea is always expressed in knots, never kilometres per hour.
These are not merely examination facts. They are the language of the sea — and knowing them fluently is the mark of a professional mariner.
Chief Raymond Gold is Co-Publisher and Research Reporter at Waterways News
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