The sea is nature’s wonder; without safety, it can become a death trap. Under the 2012 ITLOS and 2014 PCA rulings, Bangladesh’s maritime domain in the Bay of Bengal covers 118,813 square kilometres. Across this vast area, the security gap is visible in four critical areas: naval security, fishermen’s lives, commercial shipping, and tourism. The risks may differ, but they are deeply connected. The greater our dependence on the sea, the greater the cost of failing to protect it.
First, naval security and coastguard capacity. By one commonly cited estimate, at least 20 long-range offshore patrol vessels are needed to effectively patrol these waters. In reality, the Bangladesh Coast Guard has only four OPVs, though four more have been approved. Its fleet, manpower and surveillance capacity are stretched thin, leaving key commercial zones exposed. This shortfall can make the waters more vulnerable to piracy, smuggling and illegal entry. Without modern radar and long-range surveillance equipment, deep-sea monitoring remains weak. Annual losses to the blue economy are estimated at BDT 50 to 100 crore, highlighting the economic cost of these vulnerabilities.
Second, the greatest human cost is borne by fishermen. About 70,000 trawlers operate in the bay. Many lack fitness certificates, GPS and a coordinated radio network. When storms strike, trawlers capsize, while nets and other livelihood assets are lost. Families lose breadwinners, and coastal communities bear the wider cost. According to the Lloyd’s Register Foundation, more than 1,350 fishermen die at sea in Bangladesh every year. This is not an isolated problem; it is a grim measure of the country’s maritime safety crisis. Without training, weather warnings, rescue systems, insurance and rehabilitation, these deaths will continue.
Third, commercial shipping faces serious institutional weaknesses. SOLAS mainly applies to international vessels, while enforcement on domestic coastal ships remains limited. Too often, lifeboats and fire-suppression systems exist on paper without ensuring real preparedness. Without strict inspection, vessels may still be allowed to operate on hazardous routes. Meanwhile, about 10 lighterage and cargo ships reportedly sink each year, with estimated losses of BDT 150 to 200 crore. Rising insurance premiums, port congestion and delayed deliveries add further economic costs.
Fourth, tourism continues to suffer from civic neglect. Cox’s Bazar’s 120-kilometre coastline has far too few professional lifeguards, with only 27 currently deployed. Over the past 12 years, 76 tourists have drowned—an average of six to seven deaths a year. Lifeguard sources also report 807 rescues over a decade. Red flags and warning sirens are still widely ignored, while public awareness and enforcement remain weak. Plastic pollution adds another layer of damage to the coastal environment.
The Bay of Bengal’s security gap is therefore not merely an administrative problem; it is a human one. More than 1,350 fishermen and six to seven tourists die each year, while potential economic losses run into hundreds of crores of taka. Accurate data, transparent statistics, strict regulation and integrated coastal management are essential. A piecemeal approach will not work. Bangladesh needs a national maritime safety strategy that brings together the ministry, Coast Guard, shipping authorities, tourism agencies and coastal communities. The Bay is too important, and the human cost is too high, for reform to wait.
By Salam Abu
Editor
