Blue Economy
Delta State Launches Blue Economy Committees to Harness Wealth of Its Waters
Delta State Launches Blue Economy Committees to Harness Wealth of Its Waters
By Okeoghene Onoriobe | Blue Economy Correspondent | Asaba-Delta State | Wednesday 25th February 2026
In a bold step toward economic diversification, the Delta State Government inaugurates dual committees to unlock the multi-billion-naira potential of its oceans, rivers, creeks and coastal belts.
Delta State has taken a decisive step toward reshaping its economic future — one that looks not to the oilfields beneath its land, but to the rivers, creeks, coastlines and waterways that define its geography. On Tuesday, Deputy Governor Sir Monday Onyeme, Ph.D., formally inaugurated the Delta State Blue Economy Steering Committee and Technical Committee in Asaba, setting in motion a structured policy effort to tap into what experts describe as a largely underexploited frontier of economic growth.
Delta State Deputy Governor, Sir Monday Onyeme (front row, centre), flanked by members of the Blue Economy Steering and Technical Committees, shortly after their inauguration at Government House, Asaba, on Tuesday
With hundreds of kilometres of waterways, a rich aquatic biodiversity, coastal communities, and direct access to the Atlantic Ocean through the Bight of Benin, Delta State sits on a goldmine that has, for decades, remained in the shadows of crude oil. The new committees are tasked with changing that narrative.
What Is the Blue Economy? Understanding the Concept
Before examining Delta’s strategic move, it is important to understand what the Blue Economy actually means — and why it matters.
The Blue Economy refers to the sustainable use of ocean and water resources for economic growth, improved livelihoods and jobs, while preserving the health of aquatic ecosystems. The term — popularised globally by the World Bank and the United Nations — covers a wide range of sectors:
- Fisheries and Aquaculture: Commercial fishing, fish farming, and seafood processing industries that feed populations and generate export revenue.
- Marine and Inland Water Transport: Freight and passenger movement across rivers, lakes, coastal waters and seas — cheaper and often more efficient than road transport.
- Coastal and Nautical Tourism: Eco-tourism, boat cruises, beach resorts, heritage water festivals and recreational water sports.
- Offshore Energy: Renewable energy such as wave, tidal and offshore wind power, as well as existing offshore oil and gas operations.
- Marine Mineral Resources: Extraction of sand, gravel, salt and other minerals from seabeds and riverbeds.
- Shipbuilding and Marine Engineering: Construction and maintenance of boats, vessels, barges and offshore platforms.
- Coastal Real Estate and Infrastructure: Development of ports, jetties, waterfront markets and riverine residential communities
Globally, the Blue Economy is valued at over $1.5 trillion annually and is expected to double by 2030, according to the World Bank. For a riverine state like Delta — home to approximately 60% waterways and coastal territory — the sector represents a transformational opportunity.
“The Blue Economy encompasses all economic activities linked to oceans, seas, coastal areas and inland waterways — including the production, distribution and consumption of goods and services connected to marine and mineral resources.” — Dr. Barry Pere-Gbe, Chief Economic Adviser to the Governor
The Two Committees: Their Roles and Composition
To translate policy ambition into concrete action, the state government has established two distinct but complementary bodies — each with a defined function in the Blue Economy governance architecture.
1. The Blue Economy Steering Committee
This is the high-level policy organ. Chaired by Deputy Governor Sir Monday Onyeme, the Steering Committee is responsible for setting strategic direction, approving frameworks and ensuring that all participating ministries, departments and agencies (MDAs) align their work with the state’s Blue Economy vision.
Members are drawn from the following key sectors of government:
- Ministry of Environment — oversees ecosystem protection, pollution control and environmental sustainability.
- Ministry of Transport — responsible for waterway transport policy, jetty infrastructure and maritime regulation.
- Ministry of Agriculture — focuses on fisheries development, aquaculture expansion and food security.
- Ministry of Riverine Infrastructure — handles construction of waterfront facilities, bridges and creek development.
- Ministry of Housing — integrates waterfront urban planning and development.
- Ministry of Energy — explores offshore and tidal renewable energy opportunities.
- Ministry of Trade and Investment — drives private sector engagement, investment promotion and trade partnerships.
- Ministry of Culture and Tourism — develops coastal tourism, water festivals and recreational economy.
- Delta State Internal Revenue Service (DTIRS) — manages taxation, revenue collection and fiscal planning.
- Delta State Investment Development Agency (DIDA) — coordinates inward investment and foreign direct investment (FDI) promotion.
2. The Blue Economy Technical Committee
Operating beneath the Steering Committee, this is the operational engine of the framework. Composed of senior directors drawn from the same MDAs, the Technical Committee provides expert analysis, coordinates implementation across ministries, monitors performance and ensures that policy decisions are practically executable.
The relationship between the two committees mirrors best practice in public administration: policy is set at the top, and technical expertise drives delivery from below — both working in tandem.
FACT BOX: Delta State at a Glance
Economic Potential: What the Blue Economy Offers Delta
Experts and government officials alike have pointed to several areas where the Blue Economy can generate measurable economic returns for Delta State:
Fisheries and Aquaculture: Delta’s waters support diverse species of fish, shrimp, crab and periwinkle. With improved infrastructure, cold chain logistics and aquaculture investment, the state could significantly boost fish production, reduce Nigeria’s fish import bill — currently estimated at over $700 million annually — and create thousands of direct and indirect jobs.
Inland Waterways Transport: Road infrastructure in riverine communities is often poor or nonexistent. Developing reliable water transport routes — with passenger ferries, cargo barges and standardised jetties — can reduce logistics costs, open up remote markets and stimulate commerce in historically underserved areas.
Blue Tourism: Delta’s waterways, mangroves, river deltas and oil-palm lined creeks present unique eco-tourism opportunities. Boat safaris, fishing tourism, cultural water festivals and river heritage trails could attract both domestic and international visitors.
Coastal Energy: Offshore wind and tidal energy remain largely untapped across Nigeria’s coastline. As global energy transition accelerates, Delta’s Atlantic-facing coast positions it as a potential site for future renewable energy infrastructure.
“The committees must work collaboratively to ensure the state maximises opportunities in marine resources, inland waterways, fisheries, transport, tourism and energy.” — Deputy Governor Sir Monday Onyeme, Ph.D.
Governance Structure: Coordinated Under the Deputy Governor
A notable feature of Delta’s Blue Economy architecture is its placement under the Office of the Deputy Governor rather than a single sector ministry. This is significant for several reasons.
First, it gives the initiative cross-ministerial authority — the Deputy Governor can direct coordination across Agriculture, Transport, Tourism, Energy and Revenue without being constrained by any one ministry’s mandate. Second, it ensures that the Blue Economy remains a whole-of-government priority rather than a siloed project. Third, it elevates the framework’s political profile, signalling that implementation will be supervised at the highest executive level.
Commissioners and directors of the participating MDAs also presented ministerial briefs at the inauguration — outlining their sectors’ specific contributions to the Blue Economy agenda. This signals an early commitment to institutional buy-in, which is often the first casualty in cross-government policy efforts
What Success Would Look Like
For Delta State’s Blue Economy framework to deliver real impact, analysts and policymakers typically point to the following benchmarks:
- A comprehensive Blue Economy Master Plan with sector-specific targets, timelines and investment requirements.
- Increased foreign and domestic investment in fisheries, water transport, and coastal tourism.
- Improved waterway infrastructure — functional jetties, navigation aids, flood management systems.
- Job creation in riverine communities that have historically been economically marginalised.
- Diversification of state revenue away from federal oil allocations toward locally generated Blue Economy income.
- Institutional capacity building — training of officers in marine law, aquaculture management, and environmental governance.
Conclusion: A Turning Tide
For a state that has long watched its wealth flow outward through oil pipelines and its communities remain underdeveloped despite sitting atop immense natural riches, the inauguration of Delta’s Blue Economy committees may mark a turning tide — quite literally.
The challenge now is execution. Committees and frameworks are only as powerful as the political will and technical capacity behind them. But the structural decisions made on Tuesday — broad ministerial representation, placement under the Deputy Governor, alignment with federal policy — suggest that Delta State is approaching this not as a tokenistic gesture, but as a serious platform for economic transformation.
If realised, Delta’s Blue Economy could become a model for other riverine states in Nigeria — proving that sustainable water-based prosperity is not just possible, but achievable.
Blue Economy
Water Transport Operators Push For Recognition At The Table As FTAN Demands Tourism Policy Reforms
Water Transport Operators Push For Recognition At The Table As FTAN Demands Tourism Policy Reforms
By Okeoghene Onoriobe | Waterways News
Nigeria’s tourism sector needs urgent policy reform, stronger collaboration and fresh investment to compete globally and water transport operators who are members of the Federation of Tourism Associations of Nigeria (FTAN) want that conversation to include the boats, ferries and waterway routes that move millions of Nigerians and could move even more tourists.
That was the underlying idea raised by Comrade Babatope Fajemirokun National President of Waterfront Boat Owners and Transporters Association of Nigeria (WABOTAN) represented by Chief Raymond Gold, National PRO of WABOTAN, at the ninth Nigeria Tourism Investors Forum and Exhibition (NTIFE), held over two days in Abuja under the theme “Tourism Transformation Through Collaboration, Policy Alignment and Investment.” The events took place between Thursday 30 to Friday 31 of July 2026. Waterfront Boat Owners and Transporters Association of Nigeria (WABOTAN), is a corporate member of FTAN
The forum drew policymakers, investors, tourism operators and development partners.
FTAN President Dr Aliyu Badaki used his welcome remarks to press the Federal Government to overhaul tourism-related laws and regulatory frameworks that he said breed duplication, institutional conflict and legal uncertainty for operators. He said the federation’s newly developed Tourism Transformation Mandate (TTM) is meant to unify every segment of the tourism value chain.
Babatope Fajemirokun, through Chief Gold emphasizes the fact that this value chain for Nigeria’s coastal cities, riverine communities and inland waterway corridors, runs directly through water transport.
Badaki argued that fragmented efforts and weak coordination have held back the sector for years, and called for regulation that enables rather than inhibits growth.
Minister of Art, Culture, Tourism and Creative Economy, Hannatu Musawa, who declared the forum open, described tourism as a strategic pillar for economic diversification. She said government cannot finance tourism transformation alone and that private capital must lead, with government’s role limited to creating an enabling environment for investors.
In his keynote address, Sen. Ibrahim Ida called for stronger collaboration among government, the private sector and host communities, saying tourism can generate jobs, foreign exchange and diversification if properly harnessed.
Panel sessions, moderated by Justina Ovat of Calabar Hospitality House Limited, featured Nigeria Tourism Development Authority (NTDA) Director-General Dr Ola Awakan, who called for policy consistency and investor-friendly incentives, and Dr Philip Maga of the National Institute for Hospitality and Tourism (NIHOTOUR), who flagged the need for stronger workforce training to close skills gaps across the hospitality industry.
Hospitality entrepreneur Lanre Balogun urged investors to prioritise disciplined, long-term planning.
Nigeria Watch
For Nigeria’s water transport sector, NTIFE’s reform push is not a side conversation. Rather, it is a direct stakeholder issue. FTAN’s corporate membership includes Waterfront Boat Owners and Transporters Association of Nigeria (WABOTAN) and the Association of Tourist Boat Operators and Water Transporters of Nigeria (ATBOWATON), both drawn from the ranks of operators who run the boats, ferries and water taxis that already serve Lagos’s creeks, the Niger Delta’s riverine towns and coastal leisure routes. Their presence inside FTAN means the federation’s demand for regulatory clarity and coordinated policy carries an inland-waterways and blue-economy dimension that goes beyond hotels and heritage sites.
That matters because water tourism sits at an awkward regulatory junction in Nigeria. A tourist boat operator answers not only to tourism authorities but potentially to NIWA, LASWA (in Lagos) and NIMASA on safety standards, and state government tourism boards, precisely the kind of overlapping jurisdiction Badaki described as breeding “duplication, institutional conflicts… and operational uncertainty.”
The 2026 Supreme Court ruling affirming NIWA’s regulatory authority over inland waterways nationwide, following the NIWA-LASWA jurisdictional dispute, is a live example of the kind of institutional friction FTAN’s Tourism Transformation Mandate is meant to resolve, at least on the tourism side.
Musawa’s call for private capital to lead tourism investment also lands squarely on water transport operators’ desks. Vessel acquisition, safety retrofitting, jetty infrastructure and life-jacket compliance all require capital that small-scale operators, including WABOTAN’s member-cooperative structure, have struggled to access, a gap that echoes the long-running CVFF disbursement failure in the cabotage shipping sector and underscores why financing bottlenecks are not unique to cargo and passenger shipping alone.
If FTAN’s push for policy alignment succeeds in drawing water transport formally into Nigeria’s tourism investment architecture, operators like WABOTAN and ATBOWATON could gain a stronger claim to inclusion in infrastructure programmes such as the Omi-Eko electric ferry project and LASWA’s ferry safety development initiatives, turning routine commuter water transport into a recognised leisure and tourism asset, not just a transportation afterthought.
For a sector accustomed to being regulated but rarely consulted, this call by Babatope Fajemirokun is a modest but meaningful call.
Blue Economy
NIMASA Deepens Seafarer Welfare Push, Signs Off Renewed Mission to Seafarers Collaboration
NIMASA Deepens Seafarer Welfare Push, Signs Off Renewed Mission to Seafarers Collaboration
By Ighoyota Onaibre | Waterways News
The Nigerian Maritime Administration and Safety Agency (NIMASA) has restated its commitment to improving the welfare of Nigerian seafarers, pledging deeper collaboration with the Mission to Seafarers (MtS) as part of ongoing reforms in the sector.
The commitment came as the Director-General, Dr Dayo Mobereola, received a delegation from the Mission to Seafarers at the agency’s Lagos headquarters, led by the Chairman of MtS Lagos, Chief Adebayo Sarumi, alongside the Regional Director for Africa, Reverend Cedric Rautenbach.
Speaking on behalf of the DG, NIMASA’s Executive Director for Operations, Engr. Fatai Taiye Adeyemi, said the agency would continue tightening certification processes, expanding capacity development programmes, and strengthening welfare policies for seafarers both at sea and in port, in partnership with stakeholders such as the Mission to Seafarers.
Chief Sarumi commended NIMASA’s ongoing reforms and expressed confidence that closer collaboration would translate into tangible welfare gains for Nigerian maritime professionals. Reverend Rautenbach, for his part, clarified that while the Mission to Seafarers and Nigeria’s Port Welfare Committees pursue a shared objective which is the the wellbeing of seafarers. The two bodies operate on distinct, complementary mandates, making coordination between them essential to strengthening on-ground support at Nigerian ports.
The meeting covered decent working conditions, welfare service gaps, and areas of mutual collaboration. NIMASA said the engagement aligns with its obligations under the Maritime Labour Convention (MLC) 2006, and forms part of a broader push toward stronger regulatory oversight and stakeholder engagement on seafarer rights.
Nigeria Watch
Beyond the courtesy-visit optics, this meeting lands on a fault line that has dogged Nigerian seafarer welfare for years: fragmented institutional responsibility. NIMASA regulates and certifies; Port Welfare Committees are meant to deliver frontline services at berths; the Mission to Seafarers, a faith-based international NGO, fills gaps neither statutory body always reaches. These gaps are chaplaincy, shore leave support, emergency assistance, and advocacy for stranded or abandoned crew.
Rautenbach’s point about “distinct but complementary mandates” is worth pressing on, because in practice that distinction has often meant duplication in some areas and total absence in others.
Nigerian seafarers have long reported patchy access to welfare facilities at ports like Apapa, Tin Can Island, and Onne. Such reports include inconsistent internet access, poor rest facilities, and slow response to cases of wage default or abandonment by errant shipowners, issues MWUN has repeatedly raised in past CBA compliance disputes.
NIMASA’s MLC 2006 framing is the right one, but enforcement, not policy language, remains the industry’s persistent complaint. If this renewed MtS partnership is to mean more than another photo-op at headquarters, it should translate into a documented, port-by-port welfare service map: which ports have functioning seafarer centres, which Port Welfare Committees are actually active, and where the Mission to Seafarers’ Flying Angel network is present versus where seafarers are effectively on their own.
Nigerian crews calling at their own national ports deserve better than welfare support that depends on which NGO happens to be in town.
NIMASA Bets on Youths to Power Nigeria’s Blue Giant Ambitions
By Okeoghene Onoriobe | Waterways News
The Nigerian Maritime Administration and Safety Agency (NIMASA) has restated that the country’s push to become Africa’s “Blue Giant” will rise or fall on how well it equips young Nigerians for the blue economy, with the agency’s Director-General, Dr Dayo Mobereola, describing youth capacity-building as the engine room of the National Marine and Blue Economy Policy.
Mobereola made the point at the 10th Taiwo Afolabi Annual Maritime (TAAM) Lecture at the University of Lagos, where he was represented by NIMASA’s Director of Reforms Coordination and Blue Economy, Mrs Nneka Obianyor. He linked the agency’s youth agenda directly to President Bola Tinubu’s economic diversification drive, noting that the Minister of Marine and Blue Economy, Adegboyega Oyetola, has directed NIMASA to prioritise skills development and job creation for young Nigerians in the sector.
Director-General of NIMASA, Dr. Dayo Mobereola
To back that up, Mobereola pointed to a cluster of NIMASA programmes already running: the long-standing Nigerian Seafarers Development Programme (NSDP), a newly launched Blue Economy Accelerator Initiative, skills acquisition centres spread across the six geopolitical zones, and the rollout of Institutes of Maritime Studies in select Nigerian universities. He framed these as deliberate interventions meant to build capacity, generate employment, and spur innovation among the country’s youth population.
Separately, NIMASA used the UNILAG engagement to go beyond ceremony, running an interactive session with doctoral and master’s students on shipping development, maritime logistics, cabotage implementation, and maritime labour regulation. The session was led by the agency’s Director of Cabotage Services, Ms Gloria Anyasodo, and was pitched as part of a broader effort to strengthen ties between academia and industry in tackling the maritime sector’s practical challenges.
Nigeria Watch
The optics are good; the test, as always, will be delivery. NIMASA has no shortage of youth-facing initiatives on paper. The NSDP has existed for years, skills centres have been announced before, and Institutes of Maritime Studies have been floated in past budget cycles. What’s new here is the Blue Economy Accelerator Initiative, and it arrives with the same vagueness that has dogged similar rollouts: no disclosed funding envelope, no timeline for the six geopolitical zone centres to be fully operational, and no public framework for how graduates of these programmes are absorbed into shipping, logistics, or cabotage jobs afterward.
That absorption question matters more than any lecture-hall soundbite. Nigeria’s maritime training pipeline, from MAN Oron to the seafarer certification backlog that this publication has tracked, already produces more qualified hands than the domestic fleet and port ecosystem can currently employ. This is a mismatch tied directly to the Cabotage Vessel Financing Fund’s decades-long disbursement failure and the slow pace of indigenous vessel acquisition. Training more youths without fixing that bottleneck simply shifts the frustration downstream, from unemployment to underemployment.
There’s also an accountability gap in how these announcements are made. They are usually made through a lecture delegation rather than a costed policy document. If NIMASA and the Ministry of Marine and Blue Economy are serious about youths driving the Blue Giant ambition, the next disclosure should include enrolment numbers, the accelerator’s funding source, and most critically, the placement data showing how many NSDP and skills-centre graduates have actually found sea-time or shore-based maritime employment. Until then, this remains a well-intentioned promise stacked on top of several older, still-unfulfilled promises.
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