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France seizes Russian oligarch’s yacht, detains multiple merchant ships

Seized Russian Oligarchy superyacht
France has seized the yacht believed to be owned by an oligarch with close ties to Putin.
French authorities are increasing their enforcement efforts under the European sanctions against Russia both detaining commercial merchant ships and in a high-profile action announced they had seized a superyacht linked to one of Russia’s wealthiest oligarchs.
  France’s minister of the economy, Bruno Le Maire thanked customs officials for their efforts citing offenses under the newly imposed sanctions.

Customs inspectors boarded the superyacht Amore Vero, a 281-foot vessel registered in the Cayman Islands that features amenities rivaling those of a deluxe cruise ship, late on March 2.

According to the minister,  the vessel had arrived at a French shipyard in La Ciotat near Marseilles on January 3 for three months of scheduled maintenance.

“At the time of the inspection, the ship was making arrangements to get underway urgently, without having completed the planned work,” said Le Maire in a press release.

He reported that customs undertook a check lasting several hours before seizing the vessel.
 Le Maire said that they had determined that the vessel was owned by a company in which Igor Setchine, the head of the Russian oil company Rosneft, is believed to be the main shareholder.
“This vessel fell within the scope of the freezing measures,” the minister announced.

Representatives for the owners of the vessel are however disputing the French statements, contending that Setchine had no interest in their company.

Built in the Netherlands in 2013 at an estimated cost of $120 million, the yacht originally sailed as the St. Princess Olga but was reportedly sold in 2018 possibly as part of a divorce settlement.
The vessel has accommodations for 14 passengers and 28 crew. The vessel reportedly has a top speed of 20 knots and a cruising radius of 4,000 nautical miles.

While French authorities are saying the yacht has been seized, they are reporting that several merchant ships are also being detained and undergoing inspections to determine if they should be “frozen” based on the sanctions.

The bulk carrier Pola Ariake arrived from Ukraine at the port of Lorient, France early on Monday, February 28.

The vessel registered in Panama reportedly has a cargo of 27,000 tons of soybean meal aboard and is manned by a crew of 20 Russian and Ukrainian sailors.
French authorities are however saying that Paola Maritime is the manager and that the vessel’s ownership is linked to the Russian Ministry of Transport.
The investigation is ongoing to determine if the vessel will be permitted to resume operations.

Similarly, in the port of Fos-sur-Mer near Marseille, a smaller Russian-register general cargo ship is also being detained.

Victor Andryukhin, an 8,172 dwt vessel arrived at the port on Sunday traveling only with ballast. Built in 2021, the vessel is reportedly manned by 12 Russian crew.
 French officials have detained the vessel keeping the crew onboard while they investigate.

On Saturday, France intercepted the RORO cargo ship, Baltic Leader shortly after it departed Rouen heading for St. Petersburg.

 The vessel docked at the French port of Boulogne-Sur-Mer and remains detained at the port.
 French officials are linking ownership of the vessel to the son of a former Russian intelligence officer, saying that the ship violated the sanctions.

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Headlines

Beyond Lagos: The untold realities of Nigeria’s Eastern corridor seaports

Monday Discourse with  Ibrahim Nasiru
When the World Bank and S&P Global recently released the 2025 Container Port Performance Index (CPPI), the headlines understandably erupted in celebration.
For Tin Can Island and Apapa to land in the global Top 20 for performance gains is undoubtedly a historic milestone.
Yet, for seasoned maritime analysts and industry stakeholders, a glaring question remains: what about the rest of Nigeria’s coastlines?
While the satellite data accurately captures a localized turnaround in the Lagos pilotage districts, it simultaneously masks a stark regional imbalance.
The narrative of Nigerian maritime modernization cannot begin and end in Lagos.
 To truly turn the tide, the conversation must expand to the Eastern Corridor encompassing Onne Port, Port Harcourt Port, Calabar Port, and Warri Port.
The fundamental issue is that the World Bank’s CPPI relies strictly on automated vessel AIS data tracking.
It registers a win when ship turnaround times shrink at a berth, but it completely shuts out the structural and geographical deficiencies that prevent large vessels from even sailing into Eastern waters in the first place.
Modern deep sea shipping lines require drafts starting at 15 meters.
While multi-billion naira investments and natural depths allow Lagos and the expanding Lekki Deep Sea Port to receive mega-vessels, Calabar Port remains severely hindered by an un-dredged channel hovering around a shallow 6 to 7 meters.
Port Harcourt suffers from similar shallow constraints. Without aggressive, patriotic capital dredging projects, the devils in the details ensure that these regional Ports remain underutilized, regardless of how much digitization is deployed on paper.
It is easy for policymakers to announce massive financial interventions.
Critics are entirely right to point out that the Federal Government’s massive Port modernization plans must yield measurable metrics on the ground, not just political headlines.
However, recent data shows that commercial viability is waiting to be unlocked.
In overall cargo throughput metrics, Onne Port has consistently proven that the Eastern flank possesses massive economic power when given the operational room to breathe.
The roadmap for greenfield developments like the Ibom deep seaport and others exists, but real execution under the African Continental Free Trade Area (AfCFTA) framework will be the ultimate judge of these investments.
The current operational reality forces an unnatural economic bottleneck.
 Importers in the South-East and South-South regions frequently clear their goods in Lagos, only to transport them across hundreds of kilometers of volatile highways back to Eastern markets.
This layout drives up logistics expenses, completely wiping out the macro efficiencies celebrated in recent National Bureau of Statistics (NBS) trade surplus figures.
The next institutional hurdle for the Managing Director of the NPA, Dr. Abubakar Dantsoho, and the Minister of Marine and Blue Economy, Adegboyega Oyetola, is the implementation of a unified, cooperative Port development strategy.
This requires more than just launching an electronic call-up system; it demands a deliberate re-alignment of tariff structures that actively incentivizes shipping consortia to divert traffic to regional hubs.
Ultimately, a Port system is only as strong as its weakest link. Celebrating the World Bank validation of Apapa and Tin Can is fair, but treating it as a nationwide victory is premature.
Until the institutional bottlenecks, channel depths, and security challenges of the Eastern Corridor seaports are solved with the same urgency applied to Lagos, Nigeria’s maritime sector will continue running on half its cylinders.
True maritime competitiveness is not won by building an elite logistics island in one state, but by unlocking the full economic potentials of the nation’s entire coastline.
Chief Ibrahim Nasiru, a public affairs Analyst, writes from Abuja
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Features

Beyond Lagos ports: Why NPA should position Eastern ports for global recognition

Chief Nasiru Ibrahim

Monday Discourse with Ibrahim Nasiru focuses on why government should look beyond Lagos ports and position Eastern ports for global recognition.

Our feature last week on the World Bank Top 20 ranking for Tin Can and Apapa Ports sparked an intense industry debate.

The biggest question raised: What about the rest of Nigeria’s coastlines?

Dropping tomorrow morning, June 29th, 2026,we go beyond the Lagos headlines to break down the hidden operational realities of Nigeria’s Eastern Ports.

Don’t miss “Beyond Lagos: The Untold Realities of Nigeria’s Eastern Corridor Seaports”

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Headlines

NIMASA unveils digital portal to fast track Seafarers’ discharge book processing

Gloria Odion, Maritime Reporter

The Nigerian Maritime Administration and Safety Agency (NIMASA) has intensified its digital transformation drive with the launch of an electronic Seafarer Discharge Book Management Portal, a platform designed to eliminate bureaucratic delays and automate the application, verification and issuance of Seafarers’ Discharge Books.

The portal was unveiled on Thursday, June 25th, 2026 in Lagos as part of activities commemorating the 2026 Day of the Seafarer, themed “Carrying the World Trade, Carrying the Risk.”

The initiative is expected to improve service delivery, strengthen the integrity of seafarers’ documentation and boost the international competitiveness of Nigerian seafarers through a fully digital certification process.

Speaking at the launch, the Director-General of NIMASA, Dr. Dayo Mobereola, described the platform as a major milestone in the Agency’s digital transformation agenda.

“As we celebrate the men and women who keep global trade moving, it is imperative that we also provide them with efficient and secure systems that support their professional development.

“The Seafarer Discharge Book Management Portal eliminates unnecessary bottlenecks, strengthens the integrity of our certification process and reinforces NIMASA’s commitment to the welfare and global competitiveness of Nigerian seafarers,” Mobereola said.

He explained that the portal provides a seamless end-to-end digital process beginning with the verification of applicants’ National Identification Numbers (NIN) through integration with the National Identity Management Commission (NIMC).

After successful authentication, applicants create accounts, verify their email addresses through a One-Time Password (OTP), complete live facial capture for identity confirmation and upload mandatory documents, including their Standards of Training, Certification and Watchkeeping (STCW) certificates and other required credentials.

According to the Director-General, every application is digitally reviewed by the Agency’s Shipping Master, who either approves compliant submissions or returns rejected applications with clear reasons for correction, ensuring transparency and accountability throughout the process.
Upon approval of all required documents, applicants can apply for a new, replacement or temporary Seafarer’s Discharge Book, make payment through the integrated online platform and receive an automatically generated unique Seafarer Discharge Book serial number after successful processing.
Mobereola said the fully automated system would significantly reduce processing time, minimise manual intervention and enhance the security, traceability and authenticity of seafarers’ documentation.
“Technology remains central to our vision of building a modern maritime administration that meets international standards.
“This platform is another demonstration of our resolve to deploy innovative solutions that improve regulatory efficiency while delivering better services to Nigerian seafarers and the maritime industry,” he added.
The launch of the portal reinforces NIMASA’s commitment to maritime safety standardisation, digital governance and efficient regulatory service delivery in line with global best practices.

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