Executive summary

To achieve sustainable economic growth, our Earth, its people and its bloodstream, the oceans,
should be managed in a sustainable way for the generations to come. An integrated, upstream
and downstream development initiatives covering fisheries, aquaculture, marine tourism, salt
industry, mineral deposits, pearl industry, ecosystem services with eco-friendly sustainable
energy and other infrastructure are framed as blue economy. Basically, the ocean economy, the
Bay of Bengal, in our perspective, mirrors the true self of a blue economy.

Introduction
Throughout the preparatory process for Rio +20, many coastal countries questioned the focus of
the Green Economy and its applicability to them. Strong positions were presented to the Rio +20
preparatory process for a Blue Economy approach to be more prominently addressed. This
approach has broad relevance as the Oceans, including humankinds common heritage of the
High Seas, represent in many respects the final frontier for humanity and its quest for sustainable
development. Institutional efforts were made to expand the Blue aspect of the Green Economy as
embodied in the Green Economy in a Blue World report1 but international momentum has
moved beyond this. Throughout and subsequent to the Rio +20 process there has been a growing
appreciation that the worlds Oceans and Seas require more in depth attention and coordinated
action. This has been reflected in various initiatives inter alia the UNDESA expert group
meeting on Oceans, Seas and Sustainable Development, the work of the Global Ocean
Commission, the Global Partnership for Oceans and the prominence given to oceans and seas in
the UN five-year Action Agenda 2012-2016.
In a developing country like Bangladesh, the role of marine resources in poverty alleviation,
acquiring autarky in food production, protecting environmental balance, facing adverse impacts
of climate change and other economic activities is unlimited. Alongside the existing land-based
development activities, the marine-based economic activities/management of sea and its
resources through Blue Economy may be considered as a new horizon for development of the
coastal countries and the small island developing states.
Blue Economy is a concept that can significantly contribute to the socio-economic
development of Bangladesh. Blue economy concept has ushered in a new horizon for economic
development of the coastal countries through utilizing the sea and marine resources at national
and international level. -Prime Minister Sheikh Hasina.

Objective
1. To about international maritime organization UN
2. to important policy of IMO for all members
3. Current scenarios of integrated maritime policy of Bangladesh
4. Trade scenario of blue economics of Bangladesh
5. Trade scenario of whole world sea
6. Problems incase of implementations of maritime policy in Bangladesh
7. Potentiality of blue economy
To about international maritime organization UN
As a specialized agency of the United Nations, IMO is the global standard-setting authority for
the safety, security and environmental performance of international shipping. Its main role is to
create a regulatory framework for the shipping industry that is fair and effective, universally
adopted and universally implemented.
In other words, its role is to create a level playing-field so that ship operators cannot address their
financial issues by simply cutting corners and compromising on safety, security and
environmental performance. This approach also encourages innovation and efficiency.
Shipping is a truly international industry, and it can only operate effectively if the regulations and
standards are themselves agreed, adopted and implemented on an international basis. And IMO is
the forum at which this process takes place.

International shipping transports about 90 per cent of global trade to peoples and communities all
over the world. Shipping is the most efficient and cost-effective method of international
transportation for most goods; it provides a dependable, low-cost means of transporting goods
globally, facilitating commerce and helping to create prosperity among nations and peoples.
The world relies on a safe, secure and efficient international shipping industry and this is
provided by the regulatory framework developed and maintained by IMO.
IMO measures cover all aspects of international shipping including ship design, construction,
equipment, manning, operation and disposal to ensure that this vital sector for remains safe,
environmentally sound, energy efficient and secure.
Shipping is an essential component of any programme for future sustainable economic growth.
Through IMO, the Organizations Member States, civil society and the shipping industry are
already working together to ensure a continued and strengthened contribution towards a green
economy and growth in a sustainable manner. The promotion of sustainable shipping and
sustainable maritime development is one of the major priorities of IMO in the coming years.
Energy efficiency, new technology and innovation, maritime education and training, maritime
security, maritime traffic management and the development of the maritime infrastructure: the
development and implementation, through IMO, of global standards covering these and other
issues will underpin IMO's commitment to provide the institutional framework necessary for a
green and sustainable global maritime transportation system.
To important policy of IMO for all members
Maritime Safety
Shipping is perhaps the most international of all the world's great industries - and one of the most
dangerous. It has always been recognized that the best way of improving safety at sea is by
developing international regulations that are followed by all shipping nations.
IMO's first task when it came into being in 1959 was to adopt a
new version of the International Convention for the Safety of
Life at Sea (SOLAS), the most important of all treaties dealing
with maritime safety.
IMO has also developed and adopted international collision
regulations and global standards for seafarers, as well as
international conventions and codes relating to search and
rescue, the facilitation of international maritime traffic, load lines, the carriage of dangerous
goods and tonnage measurement.
The Maritime Safety Committee is IMO's senior technical body on safety-related matters. It is
aided in its work by a number of Sub-Committees:
Maritime Security and Piracy

A comprehensive mandatory security regime for international shipping entered into force on 1 July 2004 and in
number of amendments to the 1974 Safety of Life at Sea Convention (SOLAS), the most far-reaching of which e
the International Ship and Port Facility Security Code (ISPS Code), which contains detailed security-related requ
for Governments, port authorities and shipping companies in a mandatory section (Part A), together with a
guidelines about how to meet these requirements in a second, non-mandatory section (P
The purpose of these maritime security measures is to:

establish an international framework involving co-operation between Contracting Governments, Go

agencies, local administrations and the shipping and port industries to detect/assess security threats
preventive measures against security incidents affecting ships or port facilities used in international trade;
to establish the respective roles and responsibilities of all parties concerned, at the national and internatio
for ensuring maritime security;

to ensure the early and efficient collation and exchange of security-related information;

to provide a methodology for security assessments so as to have in place plans and procedures to react to
security levels; and

to ensure confidence that adequate and proportionate maritime security measures are in place.

The objectives are to be achieved by the designation of appropriate officers/personnel on each ship, in each po
and in each shipping company to prepare and to put into effect the security

IMO works with Member Governments and the maritime industry, to suppress piracy and armed robbery aga
and has demonstrated considerable success, particularly in the Asia Pacific Region. Most recently the Organiz
focussed efforts on working collaboratively to counter piracy in waters impacted by Somalia-based

Marine Environment

To support the mandate the IMO has a small team

supported by specialist consultants who provide ad
guidance to Member States and the maritime industry.

Shipping which transports about 90% of global trade i

statistically, the least environmentally damaging mode of
when its productive value is taken into consideration. For
the vast quantity of grain required to make the worlds dai
could not be transported any other way than by ship. Mor
against land-based industry, shipping is, overall, a compar
minor contributor to marine pollution from human activiti

IMOs original mandate was principally concerned with m

safety. However, as the custodian of the 1954 Internationa
Convention for the prevention of pollution of the sea by o

(OILPOL Convention), the Organization, soon after it began functioning in 1959, assumed responsibility for poll
issues and subsequently has, over many years, adopted a wide range of measures to prevent and control pollution
by ships and to mitigate the effects of any damage that may occur as a result of maritime operations and accidents

The work of the Marine Environment Division is, in the main, directed by the Marine Environment Protection Co
the MEPC in short, which is IMO's senior technical body on marine pollution related matters. It is aided in its wo
number of IMO's Sub-Committees, in particular the Sub-Committee on Pollution Prevention and Response (PPR
Legal Matters

IMO is primarily concerned with the safety of shipping and the prevention of marine pollution, but the Organiza
has also introduced regulations covering liability and compensation for damage, such as pollution, caused by shi

The Torrey Canyon disaster of 1967, which led to an intensification of IMO's tech
work in preventing pollution, was also the catalyst for work on liability and
compensation. An ad hoc Legal Committeewas established to deal with the legal
raised by the world's first major tanker disaster and the Committee soon became a
permanent subsidiary organ of the IMO Council, meeting twice a year to deal wit
legal issues raised at IMO.

The United Nations Convention on the Law of the Sea covers some issues not regulated under IMO treaty instru
- for example, the jurisdictional power of the coastal State.
Human Element

The safety and security of life at sea, protection of the marine environment and over 90% of the world's trade
depends on the professionalism and competence of seafarers.
The IMO's International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978 was the first internationally-agreed Convention to address the issue of minimum standards of
competence for seafarers. In 1995 the STCW Convention was completely revised and updated to clarify the
standards of competence required and provide effective mechanisms for enforcement of its provisions.

A comprehensive review of the STCW Convention and the STCW Code commenced in January 2006, and
culminated in a Conference of Parties to the STCW Convention which was held in Manila, Philippines from 21 t
25 June 2010, that adopted a significant number of amendments to the STCW Convention and STCW Code. The
amendments, now referred to as the Manila amendments, which provide enhanced standards of training for
seafarers, entered into force on 1 January 2012.

Technical Cooperation

IMO adopts international shipping regulations but it is the

responsibility of Governments to implement those regulations. IMO has developed an Integrated Technical
Cooperation Programme which is designed to assist Governments which lack the technical knowledge and
resources that are needed to operate a shipping industry safely and efficiently.

Current scenarios of integrated maritime policy of Bangladesh

GUNTER Pauli designed the blue economy concept, which came out of the 2012 Rio+20
Conference. In Bangladesh, discussions on blue economy started after the settlement of maritime
boundary delimitation dispute with Myanmar and India. Proliferation of marine resources in this
area offers Bangladesh scope for sustainable economic development, which needs an integrated
maritime policy.
According to Article 56 of the United Nations Conventions on the Law of the Sea (UNCLOS)
1982, the coastal state (Bangladesh) has sovereign rights in the exclusive economic zone for the
purpose of exploring and exploiting, conserving and managing the natural resources, whether
living or non-living, of the waters superjacent to the seabed and of the seabed and its subsoil, and
with regard to other activities for the economic exploitation and exploration of the zone, such as
the production of energy from the water, currents and winds.
Article 56 grants coastal states jurisdiction over the establishment and use of artificial islands,
installations and structures; marine scientific research; protection and preservation of the marine
environment etc. Article 77 of UNCLOS says that the coastal state exercises sovereign rights
over the continental shelf for exploiting the minerals and other non-living resources of the seabed
and subsoil, together with living organisms.

The concept of blue economy in our country can be developed in emerging sectors such as
shipping and port facilities, seaborne trade, fisheries, coastal tourism, aquaculture, renewable
blue energy, biotechnology, submarine mining etc. Oceans offer enormous potential for the
generation of renewable energy -- wind, wave, tidal -- biomass and thermal conversion, and
salinity gradients. According to Article 56 of UNCLOS, Bangladesh is entitled to explore such
renewable blue energy of EEZ to produce energy.
This renewable energy source could help diversify our energy portfolios and secure higher levels
of energy security. Like other coastal states, particularly in the EU, the highest potential for
electricity generation can be in the offshore wind turbines sector. Global offshore wind capacity
is growing at the incredible rate of 40% per year, producing 7,100 megawatts of electricity in
2013. From this, it can be predicted that the growing demand of electricity can be mitigated
using wind for producing electricity in Bangladesh.
Eighty percent of global trade by volume, and 70% by value, is carried out by sea and handled by
ports worldwide. According to the 2013 edition of the Review of Maritime Transport of
UNCTAD, global seaborne trade has increase by 4.3%, with the total reaching over 9 billion tons
in 2012 for the first time ever. If we want to be benefitted from China's economy, the world's
largest economy according to International Monetary Fund (IMF), and to develop blue economy
based on global seaborne trade among coastal states, the three ports -- Chittagong Port, Mongla
Port and Pira Port -- have to be developed as transit points.
Globally, 350 million jobs are linked to marine fisheries, with 90% of fishers living in
developing countries. Marine fisheries contribute at least 20% of total fish production in
Bangladesh and 500,000 people are fully and directly dependent on the sector. According to the
Bay of Bengal Large Maritime Ecosystem Project run under the supervision of FAO in 2009,
about 60 lac tons of fishes that constitute 16% of world production are produced annually from
the Bay of Bengal, and about 45 lac people are engaged in fishery.
Sustainable blue economy and blue growth for sustainable development are not possible without
ensuring maritime security, protecting and preserving marine environment, conserving marine
living and non-living resources and preventing marine pollution. Piracy, trafficking of drugs,
humans and arms, and narco-terrorism have become common in the high seas and EEZ areas of
Bangladesh.
Oil and chemical substances discharged from the industrial zone in the north, sewage discharged
from the urban areas, oil spill, deck drainage at the mouth of the river and the ship breaking
industry are primarily responsible for marine pollution. Global climate change is also a threat for
our marine biodiversity. The effects of global climate change on marine environment and
biodiversity along with blue economy and sustainable development should be specially
considered.

What is most important for Bangladesh now is to enact an integrated maritime policy focusing
on maritime security; maritime pollution; preservation and protection of marine living and nonliving resources; maritime scientific research and transfer of technology; protecting marine
environment; global climate change, etc. The policy can be formulated taking into consideration
UNCLOS 1982, the conventions adopted by International Maritime Organization (IMO),
conventions adopted by United Nations Environment Program (UNEP) etc. Article 266 of
UNCLOS deals with development and transfer of maritime technology and Article 275 urges the
states to establish national and regional centres for scientific research.
As effective scientific research is a basic precondition for rational exploitation of the sea's
resources, Bangladesh should seek international cooperation and work with IMO, UNEP, World
Meteorological Organization (WMO), International Oceanographic Commission (IOC) to
develop marine scientific research in Bangladesh. The government, Bangladesh navy,
universities and researchers concerned should work together for adopting integrated maritime
policy for the long-term sustainable use of marine resources and for developing sustainable blue
economy.
Potentialities of Blue Economy in Bangladesh
Food security
Food security is very closely related to the sustainable use of biodiversity particularly where it
pertains to the exploitation of wild fisheries. One billion people in developing countries depend
on seafood for their primary source of protein. Bangladesh can have it now.
Fisheries
Globally 350 million jobs are linked to marine fisheries, with 90 per cent of fishers living in
developing countries. The value of fish traded by developing countries is estimated at $25
billion, making it their largest single trade item. Global catch rose from four million tonnes in
1900 to 86.7 million tonnes in 2000, but has stagnated subsequently.
Marine and coastal tourism
Marine and coastal tourism is of key importance to many developing countries. Despite the
global economic crisis international tourism continued to grow. In 2012 international tourist
arrivals increased by 4 per cent despite the global economic crisis and constituted 9 per cent of
Global GDP (direct, indirect and induced impact). International tourism has grown from 25
million in 1950 to 1,035 million in 2012 and WTO forecasts of 1.8 billion further growth in
2030.
Harvesting power generation
Researchers have recently completed the first ocean tests of a system that uses a so called
artificial muscle to generate power from the motion of a buoy riding up and down on the waves.
Although the prototype produces very little electricity, the researchers say that wave farms based
on the technology could eventually rival wind turbines in power output providing a significant
source of clean energy which we can hugely benefit a power hungry nation.
Energy from waves
A new device being developed by the UK-based Checkmate SeaEnergy could help tap an
important portion of this wave power. The device is a long, water-filled rubber tube closed at

both ends. It will be capable of generating one megawatt of power at about 12 cents (BDT 9.30)
a kilowatt-hour, which is competitive with electricity costs from other wave-power technologies.
Shipping and port facilities
Eighty per cent of global trade by volume, and over 70 per cent by value, is carried by sea and
handled by ports worldwide. For developing countries these percentages are typically higher.
World seaborne trade grew by 4 per cent in 2010 despite the economic recession. Coastal
countries and SIDS need to position themselves in terms facilities and capacities to cater for this
growing trade to optimize their benefits.
Available of crude oil
In 2009 offshore fields account for 32 per cent of worldwide crude oil production and this is
projected to rise to 34 per cent in 2025 and higher subsequently, as almost half the remaining
recoverable conventional oil is estimated to be in offshore fields a quarter of that in deep water.
Biotechnology
The global market for marine biotechnology products and processes is currently estimated at
$2.8 billion by 2017. Marine biotech has the potential to address a suite of global challenges such
as sustainable food supplies, human health, energy security and environmental remediation.
Submarine mining & exploration of oil and gas
The world is gearing up for the exploration and exploitation of mineral deposits on and beneath
the seafloor. Industry, due to rising commodity prices, is turning its attention to the potential
riches of poly-metallic nodules, cobalt crusts ND massive sulphides deposits the latter a source
of rare earth elements, such as yttrium, dysprosium and terbium, important in new ICT hardware
and renewable energy technologies.There would be international bidding for the exploration of
oil and gas. There will be a major breakthrough to enrich our economic growth in real terms. The
primary assessment indicates few trillion gas in a few zones available within our premises.
Port tax or levy
At present, around 600 ships arrive in Bangladesh per year and anchor in the ports of Chittagong
and Mongla. With this new opening of Blue Economy, obviously, a huge number of ships will
anchor in the ports of Bangladesh, and earning from this sector is likely to increase
tremendously. There will be many shipping agencies to operate and activate with freight
forwarding resulting in huge growth in our banking and insurance sector as well.

Problems in case of implementations of maritime policy in Bangladesh

The SWOT

Positive

Negative

analysis
Internal
Conditions

Strength:
-Long Maritime Tradition
-Low Labor cost
-Available skilled & unskilled
Manpower
- Hard working & risk taking labor
force
- Flexible minded
- Entrepreneurship

External
Conditions

Opportunities
-Demand for maritime expertise in
Europe and other developing
countries in the back drop of
negative population growth.

Weaknesses:
-Absence
of
comprehensive
maritime
policy
-Weak tradition of Cooperation
among
the organizations
- of professionalism esp. in govt
sector
-Lack of specialized training
facilities
-Bureaucracy & paper based
documentation procedure
Threats
-Neighboring disturbance
-Technological lagging
-Natural calamities
-Maintain international standard

Trade scenario of whole world sea

Most of the export goes to neighboring countries in Western-Europe, the United Kingdom being
the most important single country. There is also export to important markets in other parts of the
world, such as Asia, America and Africa. The bulk of the demersal products is exported to
Western or Southern-Europe and the United States, whereas the pelagic products are mainly sold
to Eastern-Europe and Asia.
Her massive blue and red bow cutting through the sea, the CMA CGM Marco Polo is a
fitting symbol for the transformative power of international trade. At 1,300 feet in length and
capable of carrying over 16,000 14-ton shipping containers, the ship plies the oceans
between some of the worlds busiest ports: from Shanghai and Hong Kong in Asia, to
Rotterdam and Hamburg in Europe. In just five years the maximum capacity of the largest
container ships has increased by 3.3%, and is linking emerging and developed economies
on a scale unimaginable a century ago.
World trade is big business. Ultra large container ships like the CMA CGM Marco Polo are
in such high demand that the drawback of not being able to fit into the Panama Canal is not
enough to stop their keels from being laid. According to the World Trade Organization, world

merchandise trade value grew by 20% in 2011, to $16.7 trillion.

10. Recommendations
10.1 National Maritime Policy
Bangladesh is a maritime nation from the historical perspective. The maritime resources like
ports, seafarers, ship building, ship demolition etc. are related business activities. However there
is a lack of awareness in the community about development prospects of Bangladesh maritime
sector. Again the cluster mindset is not developed in maritime community and therefore it is
important to understand what is cluster and which factors can contribute for successful cluster
development. In line with Porters cluster theory; government may set a policy aiming to create
an environment where companies can create inner dynamics for the maritime cluster
development. This would increase the economical value of cluster and increase the backflow for
the government. The other aim for strengthening maritime cluster is to establish policy measures,
which would help to interlink the organizations in a better way in using resources and sharing
knowledge & expertise.
10.2 Update the related Acts/ Ordinance & rules
Related Acts/ Ordinance & rules need to be updated and the related conventions must be ratified
in line with the changing global maritime business.
10.3 Strengthen Department of Shipping
The department of shipping should be strengthened with sufficient number of qualified marine
Professionals and for that purpose compensation package should be made attractive for attracting
highly qualified professionals.
10.4 Further research
Further research is very much required to gather more information about the economical
importance of the different maritime sectors through introducing value chain analysis and the
impact. The research result will help the policy maker to understand the linkages between the
maritime sectors which will help to work out policy instruments in line with and in close
cooperation with business strategies of companies acting in the cluster. The effects of these
policy instruments should be subject to a longitudinal monitoring survey, measuring the
economic value supply & demand on maritime employment and education and innovation in the
forth-coming years. Only then the maritime policy will be a sustainable one.
Conclusion
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