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 humankind’s 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 world’s 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 UN2. to important policy of IMO for all members3. Current scenarios of integrated maritime policy of Bangladesh4. Trade scenario of blue economics of Bangladesh5. Trade scenario of whole world sea 6. Problems incase of implementations of maritime policy in Bangladesh7. 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 Organization’s 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 included a

number of amendments to the 1974 Safety of Life at Sea Convention (SOLAS), the most far-reaching of which enshrined

the International Ship and Port Facility Security Code (ISPS Code), which contains detailed security-related requirements

for Governments, port authorities and shipping companies in a mandatory section (Part A), together with a series of

guidelines about how to meet these requirements in a second, non-mandatory section (Part B).

The purpose of these maritime security measures is to:

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

agencies, local administrations and the shipping and port industries to detect/assess security threats and take

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 international level,

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 changing

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 port facility

and in each shipping company to prepare and to put into effect the security plans.

IMO works with Member Governments and  the maritime industry, to suppress piracy and armed robbery against ships

and has demonstrated considerable success, particularly in the Asia Pacific Region. Most recently the Organization has

focussed efforts on working collaboratively to counter piracy in waters impacted by Somalia-based piracy.

Marine Environment

To support the mandate the IMO has a small team of staff supported by specialist consultants who provide advice and

guidance to Member States and the maritime industry.

Shipping – which transports about 90% of global trade – is, statistically, the least environmentally damaging mode of transport, when its productive value is taken into consideration.  For example, the vast quantity of grain required to make the world’s daily bread could not be transported any other way than by ship.  Moreover, set against land-based industry, shipping is, overall, a comparatively minor contributor to marine pollution from human activities.

IMO’s original mandate was principally concerned with maritime safety. However, as the custodian of the 1954 International Convention for the prevention of pollution of the sea by oil (OILPOL Convention), the Organization, soon after it began functioning in 1959, assumed responsibility for pollution issues and subsequently has, over many years, adopted a wide range of measures to prevent and control pollution caused 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 Committee, the MEPC in short, which is IMO's senior technical body on marine pollution related matters.  It is aided in its work by a 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 Organization

has also introduced regulations covering liability and compensation for damage, such as pollution, caused by ships.

The Torrey Canyon disaster of 1967, which led to an intensification of IMO's technical

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 issues

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 with any

legal issues raised at IMO.

The United Nations Convention on the Law of the Sea covers some issues not regulated under IMO treaty instruments

- 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 to

25 June 2010, that adopted a significant number of amendments to the STCW Convention and STCW Code. These

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 non-living 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 BangladeshFood securityFood 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.FisheriesGlobally 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 tourismMarine 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 wavesA 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 facilitiesEighty 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 oilIn 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.BiotechnologyThe 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 gasThe 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 levyAt 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 SWOTanalysis

Positive Negative

InternalConditions

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

Weaknesses:-Absence of comprehensive maritimepolicy-Weak tradition of Cooperation amongthe organizations- of professionalism esp. in govt sector-Lack of specialized training facilities-Bureaucracy & paper baseddocumentation procedure

ExternalConditions

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

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 world’s 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. Recommendations10.1 National Maritime PolicyBangladesh 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 & rulesRelated 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 ShippingThe department of shipping should be strengthened with sufficient number of qualified marineProfessionals and for that purpose compensation package should be made attractive for attracting highly qualified professionals.10.4 Further researchFurther 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.

Conclusionhttp://www.investopedia.com/articles/investing/040113/effect-trade-international-growth.asp#ixzz3XctnAFda

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