Blue Economy
Bulldozed and Abandoned: How Waterfront Demolitions Are Decimating Nigeria’s Blue Economy at the Grassroots
Bulldozed and Abandoned: How Waterfront Demolitions Are Decimating Nigeria’s Blue Economy at the Grassroots
The overnight demolition of Oworonshoki — one of Lagos’ oldest waterfront communities — has left hundreds of fishermen, boat operators, and waterside traders homeless, their livelihoods wiped out, and their children out of school. As Lagos plans a N7 billion jetty on the same waterfront, critics are asking: can Nigeria build a Blue Economy on the ruins of the communities that sustain it? Raymond Gold reports
As dusk descended on the waterfront community of Oworonshoki in Kosofe Local Government Area of Lagos State one September night in 2025, fishermen were tallying the day’s catch. Boat operators were tying their vessels to familiar moorings. Women fish traders were arranging the last of their smoked stock. Children, worn out from school and play, were drifting to sleep in homes their parents and grandparents had built, one block at a time, over decades.
Then came the sound.
A low, distant rumble. The growl of heavy machinery. Then the lights of bulldozers, cutting through the dark — and behind them, a convoy of heavily armed security operatives moving through the narrow waterside streets.
Within hours, homes were gone. Schools were rubble. Fishing sheds and waterside trade stalls had been flattened. Families fled with whatever they could carry — mattresses balanced on heads, babies clutched to chests, some escaping with nothing at all.
Months later, the ruins remain. But beyond the concrete and twisted roofing sheets lies a deeper devastation — one that strikes at the heart of Nigeria’s Blue Economy aspiration. Because Oworonshoki is not merely a residential settlement. It is a working waterfront community, home to generations of fishermen, artisanal fish traders, boat operators, and waterway transport workers — the very foot soldiers of the aquatic economy that federal and state governments say they want to grow.
A Waterfront Torn Apart
Oworonshoki’s identity has always been defined by the water. Situated along Lagos Lagoon, it has for generations been a community of people who live by and from the waterways — local fishermen casting nets before dawn, boat operators ferrying passengers and goods across the lagoon, fish traders supplying markets across the Lagos mainland.
These are not marginal economic actors. They are contributors to a fisheries and inland waterways sector that Nigeria’s Federal Ministry of Marine and Blue Economy, the Nigerian Inland Waterways Authority (NIWA), and the Lagos State Waterways Authority (LASWA) have all identified as critical to the Blue Economy agenda.
Yet when bulldozers arrived at Oworonshoki in the dead of night, none of those institutions appeared to have raised an alarm on behalf of the community’s waterside population.
Daniel Ayomikun, a youth leader, recalled the night the demolitions began.
“It started late last year, at Ojileri axis, towards the Third Mainland Bridge, at about 11:30 p.m., 12:30 a.m. They came in with their bulldozers. They started evicting people, gave them five minutes to pack out their belongings.”
The operation did not end that night. According to Ayomikun, the pattern continued for about a week — demolitions conducted only at night, under cover of darkness, when residents had no time to resist or document.
He alleged that the demolition teams were accompanied by thugs who looted valuables and household appliances from homes as bulldozers worked.
“The task force also — they came with thugs and hooligans. They would start selling people’s valuables, home appliances and the likes. It was really annoying.”
By the time the machinery fell silent, hundreds of structures had been erased. Fishing equipment, boats under repair, trading stock — all were caught in the destruction alongside family homes.
Living on Rubble
A recent visit to Oworonshoki reveals a community still in crisis. Entire stretches of land that once accommodated vibrant residential and waterside commercial compounds now resemble the aftermath of an airstrike. Concrete foundations are exposed. Broken walls stand like monuments to what was lost. Twisted roofing sheets litter empty plots.
Yet life persists, stubbornly and painfully.
Tarpaulins have been tied to surviving pillars. Salvaged zinc sheets have been fashioned into makeshift roofs. Wooden planks serve as sleeping platforms. These fragile structures are now home to hundreds of families who cannot afford to leave and have nowhere to go.
“We sleep where our house used to be. I now sleep outside with my children. Even when it rains, we have nowhere to go,” said Omowunmi, a mother of two whose petty business at the waterfront was destroyed alongside her home.
Rotimi Sunday, who inherited his family’s property from his father and was born and raised in the community, sat surrounded by rubble as children played barefoot around him.
“My father lived here. I was born here. My children were raised here. Now we have nowhere else to go,” he said.
For Joke Olowu, a widow and mother of five, the demolition destroyed two houses — seven rooms and a mini flat at 14 Adamson Street, and a second property at 10 Folorunsho. What remains is the tiled floor of one of those demolished buildings, where she and her children now sleep.
“My children have been turned into scavengers,” she said. “They have gone to search for plastic waste we can sell for small cash.”
Her greatest fear is not for herself. It is for her children’s education and shelter.
Korede Bello, who has lived in the community for forty years, said everything he had built collapsed overnight.
“My families now hang around and I haven’t been able to pay my children’s school fees after the incident,” he said.
The Makoko Parallel: A Pattern of Waterfront Erasure
Oworonshoki’s tragedy is not new to Lagos. It fits a troubling pattern of waterfront community demolitions that has unfolded across the city, with Makoko — the iconic lagoon settlement on Lagos Lagoon — serving as the most internationally publicised chapter.
In July 2012, the Lagos State Government demolished a large section of Makoko with less than 72 hours’ notice, displacing an estimated 3,000 households at a stroke. The residents of Makoko — like those of Oworonshoki — were overwhelmingly artisanal fishermen, canoe builders, and waterway traders who had occupied and worked the lagoon fringe for generations.
The demolition, justified by authorities as a slum clearance exercise, drew fierce condemnation from human rights organisations, the United Nations, and urban planning experts.
Makoko’s fishermen did not disappear. Many simply relocated to other parts of the lagoon, their disrupted livelihoods never adequately compensated, their community’s social fabric permanently damaged. The site they vacated was never developed into the public infrastructure promised. Years later, much of it remained empty land, serving neither the original residents nor any articulated public purpose.
The Oworonshoki story echoes Makoko with alarming fidelity — a night demolition, minimal notice, inadequate compensation, allegations of private development interest driving the exercise, and a waterfront community of fishermen and boat operators scattered and dispossessed.
Commissioner for Waterfront Infrastructure Development Dayo Bush-Alebiosu has announced plans to construct a N7 billion jetty at the Oworonshoki waterfront, envisioning a modern facility that he said would positively impact real estate values in Ogudu, Magodo, and the Bariga axis. He added that the government is considering establishing the area’s first fish market.
The vision is modern and ambitious. But critics ask why that fish market could not have been built with the fishing community that already existed there — rather than after their displacement.
Court Orders, Compensation Claims, and Community Anger
Residents say the demolitions proceeded despite an interim restraining order issued by a Lagos State High Court. Justice Adegboyega Balogun had granted the order restraining further demolitions in parts of the affected community while disputes concerning compensation and land ownership were being addressed.
Many residents believed the court order would protect them. It did not.
Human rights lawyer Femi Falana publicly condemned the exercise, which he said proceeded in contempt of the court order.
Ayomikun said the human cost has been catastrophic.
“This thing has really affected a lot of families. Many have died. There were about 26 people sent to prison for about a month for a peaceful protest.”
He also alleged that an eight-month-old infant died during one of the operations after tear gas was deployed.
On compensation, documents that circulated online indicate that some affected residents received cheques of between N1 million and N2 million from the Lagos State Government in October 2025. Residents regard those sums as deeply insulting relative to the value of the properties destroyed.
“Why would I have a property estimated at over N68 million, N120 million, and I’ll be compensated N2 million? Does that make any sense?” Ayomikun demanded.
He also alleged that many genuine victims were excluded from the compensation process entirely, with payments channelled through the palace of Oba Babatunde Saliu, the Oloworo of Oworonshoki, whom community members have repeatedly accused of playing a central role in facilitating the demolitions — allegations that could not be independently verified. Repeated attempts to contact the monarch were unsuccessful.
Early in 2026, fears intensified further when residents observed that portions of demolished land near the Third Mainland Bridge were being fenced — raising the spectre of permanent displacement and private development on cleared waterfront land.
“Despite the court order, we can still see workers on the site,” Ayomikun said. “They said Oloworo gave them the contract to fence the land.”
Voices on Urban Justice
Temilade Sesan of the African Cities Research Consortium framed the issue squarely in terms of state obligation.
“The government has the primary obligation to ensure and assure the right to housing, to safe and affordable housing for all citizens,” she said. On compensation, she was unequivocal: established professional standards and valuation formulas exist and must be applied. “You cannot pay peanuts and then invest and reap millions of dollars from the land.”
Monika Umunna of the Heinrich Böll Foundation argued that urban development must be reoriented around people rather than profit. “We have to reflect on what kind of city we want. Is it a city for the people or a city for the profit?” she asked.
Professor Timothy Nubi of the Centre for Housing and Sustainable Development at the University of Lagos warned that societies that ignore housing inequality risk social instability, and called for inclusive mixed-income housing models that integrate displaced communities into new developments rather than erasing them.
NIGERIA WATCH
Blue Economy Cannot Be Built on Demolished Waterfronts
A Waterways News Commentary
There is a profound contradiction at the heart of Nigeria’s Blue Economy agenda that the Oworonshoki demolitions have placed in sharp relief — and it demands an honest reckoning.
The Federal Ministry of Marine and Blue Economy, NIMASA, NIWA, LASWA and the full apparatus of Nigeria’s maritime governance architecture have spoken extensively about growing the Blue Economy — expanding fisheries, developing inland waterways, boosting maritime trade, creating jobs on the water. The blue economy, we are told, is the future. The waterways are an untapped national resource. Nigeria’s vast coastline, lagoons, rivers and creeks are an economic frontier to be developed.
But what exactly is the Blue Economy without the communities that have historically sustained it?
Oworonshoki’s fishermen did not read about the Blue Economy in a policy document. They have been living it — casting nets before dawn, operating boat services across Lagos Lagoon, smoking and trading fish, sustaining a waterside economy that feeds families and supplies markets. So did Makoko’s fishing families before they were scattered. So do dozens of other waterfront communities across the Niger Delta, the Benue River corridor, and the Lagos Lagoon system who remain one government demolition order away from the same fate.
The parallel between Oworonshoki and Makoko is not coincidental. It reflects a persistent pattern in how Nigerian governments — federal and state — relate to waterfront communities. These communities are simultaneously romanticised in Blue Economy rhetoric and erased in urban development practice. They are described as valuable contributors to the aquatic economy in policy papers and treated as squatters in redevelopment plans.
NIWA and LASWA have regulatory mandates over inland waterways and Lagos waterways respectively. NIMASA is charged with developing Nigeria’s maritime sector, including seafarer welfare and the workforce that feeds it. The Federal Ministry of Marine and Blue Economy sits at the apex of a policy architecture designed to realise the potential of Nigeria’s blue spaces. None of these agencies appears to have mounted a vigorous, documented intervention on behalf of Oworonshoki’s boat operators, fishermen, and waterside traders before or during the demolition exercise. That silence is a policy failure as much as the demolition itself.
The N7 billion jetty planned for Oworonshoki’s waterfront is, in principle, a legitimate piece of infrastructure. Modern jetties, fish landing facilities, and waterfront economic zones are exactly the kind of investment the Blue Economy needs. But infrastructure built on the displacement of the fishing and boating community it was ostensibly meant to serve — without integration, resettlement, or livelihood replacement — is not Blue Economy development. It is waterfront gentrification dressed in maritime policy language.
Nigeria cannot simultaneously aspire to a thriving Blue Economy and tolerate the systematic destruction of the grassroots fishing, boating, and waterside trading communities that anchor it. The fisherman who has worked Lagos Lagoon for thirty years, the boat operator who ferries passengers across the waterfront every day, the fish trader who links artisanal catch to mainland markets — these are not obstacles to the Blue Economy. They are its foundation.
Any serious Blue Economy framework must include explicit protections for waterfront communities: mandatory impact assessments before demolitions affecting fishing and boat-operating populations; fair, professionally valued compensation when displacement is unavoidable; resettlement that keeps fishing communities close to water; and active integration of artisanal fishers and boat operators into new waterfront infrastructure projects rather than their exclusion from them.
The Makoko demolition of 2012 produced no lasting public benefit. The families displaced are still displaced. The site was not transformed into anything promised. If Oworonshoki follows the same trajectory — community scattered, land fenced, fishermen gone, a gleaming jetty rising without the people who once gave the waterfront its economic life — Nigeria’s Blue Economy will have consumed one of its own building blocks.
NIMASA, NIWA, the Federal Ministry of Marine and Blue Economy, and LASWA should formally designate waterfront fishing and boat-operating communities as Blue Economy stakeholders requiring special protection in any urban renewal or land-use exercise. The time to prevent the next Makoko — or Oworonshoki — is before the bulldozers arrive, not after the rubble settles.
The Blue Economy cannot be built on demolished waterfronts. And a city that erases its fishing communities while building fish markets in their place has not built anything at all.
Raymond Gold is Co-publisher and Researcher/Reporter at Waterways News
Waterways News | www.waterwaysnews.ng
$200m Fish Lifeline: FG Taps World Bank Funds to Push States Towards Fish Sufficiency
Oyetola Sets Sights on Net Exporter Status as FG Secures $200m World Bank Backing for State-Led Aquaculture
By Okeoghene Onoriobe | Waterways News
The Federal Government says it has secured a $200 million commitment from the World Bank Group to drive fisheries and aquaculture production nationwide, as it moves to cut fish imports and close a supply gap of more than 2.2 million tonnes.
The money will be lent to state governments on concessional terms. It is meant to help them expand fish production, attract investment and build viable aquaculture projects.
The Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, announced this at an Executive Training on the Aquaculture Investment Guide, organised by his ministry with the World Bank Group in Abuja. He was represented by the Senior Special Assistant to the President on Marine and Blue Economy, Professor Busayo Fakinlede.
Oyetola said fish is central to food security, household nutrition and rural livelihoods, and that Nigeria cannot be food secure while importing most of its fish. He said the goal is to “produce more, import less” and eventually become a net exporter, which he said requires every state to play its part.
The numbers
Nigeria needs about 3.6 million tonnes of fish a year but produces roughly 1.4 million tonnes. Imports cover the gap and cost nearly $1 billion annually in foreign exchange.
State-driven framework
Under the ministry’s framework, each state is expected to:
identify priority aquaculture value chains
assess investment readiness
develop bankable project pipelines
commit to measurable contributions to national fish output
The training brought together commissioners from Rivers, Bayelsa, Delta and Cross River States, plus permanent secretaries and directors of fisheries and aquaculture from across the federation. It covered business models, risk management, environmental and social safeguards, and public-private partnerships.
A Federal-State interface is also planned to coordinate a national fish security strategy.
Oyetola commended the World Bank for its support on analytical studies, cluster-based development, capacity building and the Aquaculture Investment Guide. He will oversee a post-training stakeholders’ roundtable with states and other stakeholders to sustain momentum.
Ministry’s scorecard
Fakinlede credited the minister’s leadership for:
the August 2026 inauguration of the Technical Committee on Accelerating Fish Production
digitisation of fish import licensing
a rise in national output from 1.1 million to 1.4 million tonnes
US shrimp-export certification after compliance with Turtle Excluder Device requirements
the Fish City and Fish Terminal investment portfolio to attract private capital
NIGERIA WATCH
Read the fine print. As of 9 November, I could not find a published World Bank project document for the $200 million, and the figure rests on the ministry’s statement. The repayment period, interest rate, per-state allocation and disbursement date have not been made public, and it is unclear whether this is new money or part of financing already agreed. Waterways News should press the ministry on these before treating the figure as settled.
Loans, not grants. States carry the debt and must show bankable projects. Strong states like Rivers, Bayelsa, Delta and Cross River, whose commissioners attended, sit on the water and are best placed to benefit. Inland and riverine communities lacking project-preparation capacity risk being left behind.
The missing small operators. The framework speaks of investors, PPPs and bankable pipelines. It says little about artisanal fishers, boat operators and fishing communities, including those represented by WABOTAN and ATBOWATON, who supply and move much of the country’s fish. Without cold chains, landing jetties, safe water transport and affordable engines, higher production will not reach markets.
Policy versus delivery. The target is ambitious, with output reportedly up from 1.1 million to 1.4 million tonnes. Yet Nigeria still meets under 40 per cent of its fish demand, and it has heard similar promises before, from the Cabotage Vessel Financing Fund onward. The test is whether the roundtable produces dates, allocations and measurable state commitments.
Blue Economy
Oyetola Takes Nigeria’s Case on Gulf of Guinea Security and Seafarer Welfare to IMO Council in London
Oyetola Takes Nigeria’s Case on Gulf of Guinea Security and Seafarer Welfare to IMO Council in London
Minister says seafarers must not become casualties of geopolitical disputes as Nigeria presses for stronger technical support for developing maritime nations
By Ighoyota Onaibre | Waterways News
Nigeria’s Minister of Marine and Blue Economy, Dr. Adegboyega Oyetola, has restated the country’s commitment to safe, secure and sustainable international shipping. He is leading a high-level delegation to the 138th session of the International Maritime Organization (IMO) Council in London.
The five-day session opened on November 2 at the IMO headquarters and ends today, November 6, 2026. Nigeria’s participation is meant to strengthen its voice in global maritime governance and to advance the interests of developing maritime nations.
Nigeria sits on the 40-member Council under Category C. The session is considering the protection of vital shipping routes, the welfare and safety of seafarers, institutional governance and the sustainability of the global maritime industry.
Protecting vital shipping lanes
A central issue is the protection of strategic shipping routes against growing security threats and attacks on commercial vessels in high-risk zones. Under Agenda Item 11, “Protection of Vital Shipping Lanes,” Nigeria is expected to draw on its experience combating piracy and maritime crime in the Gulf of Guinea to push for stronger international cooperation and coordinated security responses.
“Nigeria recognises that the challenges confronting the global maritime industry require collective action, stronger international cooperation and effective regulatory frameworks,” Oyetola said. He added that Nigeria was at the Council to see its interests represented and to contribute to solutions that strengthen maritime security, protect seafarers and promote sustainable shipping.
He said the progress made in the Gulf of Guinea showed that maritime insecurity can be tackled “through political commitment, effective coordination and cooperation among regional and international partners.”
Seafarer welfare
Seafarer welfare is also high on the agenda. This follows IMO Secretary-General Arsenio Dominguez’s condemnation of the use of seafarers as pawns in geopolitical disputes. Nigeria is backing measures to prevent the arbitrary detention and abandonment of seafarers, and to ensure their fair treatment, safe repatriation and mental well-being.
“Seafarers are the lifeblood of international shipping,” Oyetola said. “Their safety, dignity and welfare must never be compromised by geopolitical tensions.”
Budget and capacity building
The Council is also reviewing financial allocations for the 2026–2027 biennium and strategic priorities for 2028–2029. Nigeria sees this as an opening to push for more technical cooperation and capacity-building support for developing maritime countries.
Oyetola said developing maritime nations “must have access to the technical expertise, institutional support and investment opportunities required to participate meaningfully in the evolving global shipping industry.”
The delegation
The minister is accompanied by:
The Permanent Secretary, Federal Ministry of Marine and Blue Economy, Mrs. Fatima Mahmood
The Director-General of NIMASA, Dr. Dayo Mobereola
The Director of Maritime Services, Mr. Oyinloye Meshack
Nigeria’s Alternate Permanent Representative at the IMO, Mr. William Bwala
Nigeria Watch
A heavy session. The Council has dealt with more than Nigeria’s agenda this week. Other delegations have also pressed seafarer protection and freedom of navigation, with Liberia and Indonesia among the countries that raised them. The session has also given attention to security in the Strait of Hormuz and the Black Sea. On Wednesday, the Council recommended a second four-year term for Secretary-General Arsenio Dominguez, running from 2028 to 2031. The IMO Assembly must still approve it in 2027. Nigeria’s message on the Gulf of Guinea has been delivered in a crowded room.
Hormuz is a Nigerian issue. This newsroom has followed the Strait of Hormuz crisis closely, from rising freight rates to war-risk insurance premiums at Nigerian ports. Oyetola’s call to shield seafarers from geopolitical tension is not abstract. Dominguez has said thousands of seafarers in the region live and work under heightened risk, and the IMO’s tally of seafarers killed in the region since February stood at 24 as of November 5.
Where the Gulf of Guinea story stands. Nigeria is presenting its Gulf of Guinea record as a model, and the Deep Blue Project is the backbone of that claim. NIMASA has just showcased upgraded assets at AFRIDEX 2026. Delegates in London will weigh the narrative against what stakeholders at home actually experience on the water.
The home test. Nigeria’s arguments at the IMO for seafarer dignity, fair treatment and capacity-building support will carry weight in proportion to how well they are matched at home.
Questions that Waterways News continues to raise:
Do Nigerian seafarers and inland waterway workers enjoy the safety and welfare standards the minister is championing abroad?
Will the technical cooperation Nigeria is seeking reach small-scale and informal waterway operators, such as those under WABOTAN and ATBOWATON, or stay at the policy level?
With Nigeria holding a Council seat, how will diplomatic wins in London be turned into delivery at home, from CVFF disbursement to NPERA implementation?
Waterways News will keep tracking the outcome of the 138th Council session and what it means for Nigerian maritime stakeholders.
Blue Economy
NIWA Deploys Enforcers to Niger Waterfronts as Boat Operators Cry Out Over Life Jacket Shortage
NIWA Deploys Enforcers to Niger Waterfronts as Boat Operators Cry Out Over Life Jacket Shortage
Operators say a 300-seater has only seven jackets, and ask for prices to drop from N20,000 to as low as N5,000
By Raymond Gold | Waterways News
The National Inland Waterways Authority (NIWA) has sent enforcement personnel to waterfronts across Niger State to make life jacket use compulsory and ensure compliance with inland waterways safety rules.
NIWA’s Minna Area Manager, Akapo Adeboye, announced this at the 2026 Sensitisation and Enlightenment Campaign on Inland Waterways Regulations at Zumba Waterfront, Shiroro Local Government Area. The campaign theme was “Total Safety Measures and Compliance on the Nation’s Inland Waterways.”
Adeboye said NIWA has given 3,500 life jackets to boat operators at waterfronts across the state. He was troubled, however, that some operators neither wear the jackets nor provide them for passengers during trips.
He also condemned operators who charge passengers extra to use a life jacket, saying this discourages compliance. He said the safety of lives and property remains a priority of the Federal Ministry of Marine and Blue Economy, and that operators and passengers alike must wear life jackets before boarding. Violators, he warned, will face the full weight of the law.
Some operators at the event said scarcity and cost make full compliance impossible.
Adamu Gunduma said his boat carries 300 passengers but he has seven life jackets, one of them for himself. The other six go to passengers on a first-come, first-served basis.
Adamu Tanko said his 150-passenger boat has three life jackets.
Saidu Sani said his 40-passenger boat has none, for himself or his passengers.
Abubakar Mamman-Kwanu appealed to government and other stakeholders for more jackets through donations and support programmes.
The operators said a life jacket costs about N20,000 on the market and asked authorities to bring the price down to between N5,000 and N6,000. They added that high prices and falling farm-produce prices could keep many farmers from buying one. Farmers, they said, make up a large share of water transport users in the area. They called for stronger government intervention, arguing that easier access to life jackets would improve compliance and prevent avoidable deaths.
The News Agency of Nigeria (NAN) first reported the development on Monday.
Nigeria Watch
Enforcement is arriving before supply. Gunduma, Tanko and Sani together operate boats licensed for 490 passengers, yet they reported 10 life jackets between them. Telling such operators to refuse boarding without a jacket is, for now, an order they cannot obey. Cheap jackets must reach waterfronts before penalties are enforced, or enforcement will fall hardest on the poorest operators.
NIWA has also faced a misuse problem. Adeboye said in an earlier interview that people sell the jackets, use them as pillows or farm tools. He said that when his team revisited a waterfront after a 3,500-jacket flag-off, they could not find one in use. Both complaints can be true at once, and the way out is a mix of local ownership, fitting by boat capacity and visible checks by marshals.
The stakes are real and well documented. After a July 2025 mishap at Zumba, Adeboye said 26 passengers wearing life jackets were rescued alive, 15 bodies were recovered and three people were missing. He noted that the incident came eight days after a NIWA sensitization campaign at the same waterfront.
Marshals and penalties are already in place. Waterways marshals were inaugurated at Zumba to enforce transport regulations. Adeboye has also said NIWA gazetted penalty codes for operators and passengers who fail to comply. The open question is whether operators get realistic access to compliance before sanctions bite.
Questions for NIWA and the Ministry of Marine and Blue Economy:
How many jackets are needed to cover the licensed capacity of boats at Niger waterfronts, against the 3,500 supplied?
Can bulk procurement or local assembly bring the N20,000 price down?
Will NIWA publish compliance figures and sanctions issued after the campaign?
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