THE EARTH’S surface is covered by water to an extent of about 71 per cent.
In Ghana, the coastline stretches about 550 kilometres.
According to the United Nations Convention on the Law of the Sea (UNCLOS), Ghana has a territorial sea of 12 nautical miles, a contiguous zone that does not extend beyond 24 nautical miles, an Exclusive Economic Zone (EEZ) of 200 nautical miles off its baseline, and a continental shelf which extends more than 200 nautical miles due to certain technicalities regarding our seabed and subsoil, and its subsequent approval by the Commission on the Limits of the Continental Shelf (CLCS).
The approval given by the CLCS was for 2 polygons extension from the initial 200 nautical miles (which was 370 km from the territorial sea baseline).
The extension is designated as the Eastern Extended Continental Shelf Region and Western Extended Continental Shelf Region.
In 1985, Ghana ratified UNCLOS, and in 1986, the Maritime Zones (Delimitation) Law was enacted to give effect to the UNCLOS.
The sea provides us with a wealth of opportunities, including aquatic life, natural resources such as oil and gas embedded in the seabed, tourism, maritime transportation, and renewable energy.
Many of these areas, however, remain underdeveloped.
The principal reason that accounts for this phenomenon is sea blindness.
The term ‘sea blindness’ relates to the public, media, and decision-makers’ lack of knowledge of the sea or maritime domain.
We are more concerned with the ‘land’ than the ‘sea’ because we do not live on the sea and are thus uninterested in what occurs there.
That said, our generation did not introduce the concept of sea blindness. During the struggle for territorial sovereignty, our forebears were primarily concerned with liberating our people and reclaiming landed territories; they were oblivious to maritime issues, even though it was the main route through which we were invaded and exploited.
Presently, this sea blindness is manifested in several governmental decisions as well as our maritime domain’s underdevelopment.
The lack of political will, attention, and commitment to the maritime industry will continue to hinder economic growth and development.
Due to sea blindness, the public and the media are unable to advocate the strategic transformation of our maritime domain, including its attendant accountability by the decision-makers. Maritime concerns are rarely placed at the forefront of significant government policy efforts.
For example, in the field of security, successive governments have recognised the necessity to retool and reform security agencies such as the police to combat various crimes.
Over the years, we have seen the procurement of vehicles and other forms of equipment to improve the protection of individuals and property on the land, including the installation of CCTV cameras in strategic locations across the country.
In terms of execution, however, maritime security receives little attention or importance. Smuggling, armed robbery, and piracy within our territorial waters, Exclusive Economic Zone (EEZ), and high seas must be a source of worry for all of us. Because the sea is so vast, strengthening maritime security demands a regional effort and collaboration.
Individual countries must first commit unreservedly to this goal.
Offshore activities are hampered or put in danger due to a significant lack of maritime security tools such as speedboats, air surveillance, and satellite imagery, etc. Whenever maritime security is endangered or breached, it has an impact on the whole maritime stratum and economic life.
Fishing contributes greatly to household income and increases our food security. However, the level of essential domestic support, development, and investment is extremely low. Our territorial waters and Exclusive Economic Zone (EEZ) are dominated by foreign fishing vessels, while our indigenous fishermen continue to use traditional canoe fishing methods.
The same priority that has been given to certain crops under the ‘Planting for Food’ initiative can be extended to help our local fishermen flourish and engage in modern and large-scale fishing as per international laws and standards.
It is worth noting that illegal and unreported fishing is estimated to cost our sub-region $1 billion in lost income each year.
Seaborne trade accounts for over 90% of world trade. It is an indispensable industry; even during the height of the COVID-19 epidemic with its difficulties, the shipping industry was thriving and fulfilling our essential needs.
To be able to successfully engage in the global shipping trade, we must improve our maritime infrastructure in areas like shipbuilding and repairs, demolition markets, and establishing an indigenous shipping line through a Public-Private Partnership (PPP) model.
The government’s flagship programme, One-District-One-Factory, which is mostly centred on agro-processing, may be extended similarly to resurrect the Tema Shipyard, which has the potential to bring in millions of dollars for the state and create jobs for our teaming youth force.
Furthermore, because of our strategic position, the establishment of a ship demolition market will be a large source of revenue as well as a supply of raw materials for our smelting industries.
Sea blindness has had an impact on the development of our inland waterways. Thus, to make them safer for navigation, as well as our failure to pay attention to our inland water transportation networks.
Inland water transportation, in addition to being inexpensive and safe, will reduce traffic congestion and the number of accidents on our highways. Our navigable lakes and rivers, as well as our coastal seas, can convey both freight and passengers.
The Cabotage Bill is currently gathering dust on the shelves. It is yet to pass the second reading of Ghana’s Parliament. These are symptomatic of sea blindness.
Commercial banks and financial institutions are reluctant in extending funding for maritime investment. Due to their limited or lack of industry understanding, diversifying into the maritime industry is not appealing to our indigenous business leaders.
There must be tailored maritime-related courses in our major public institutions to offer specialised training in strategic areas where we lack the necessary capabilities. In doing so, we must explore courses that fit within the future of global maritime.
The resultant effect of our sea blindness is the several missed opportunities that are staring at us in the face. The marine industry should not be limited solely to freight forwarding, which is a supportive service.
Despite the enormous potential of Ghana’s territorial waters, Continental shelf, and Exclusive Economic Zone (EEZ), we continue to be disadvantaged.
The government must take the lead in the fight against sea blindness, marshalling its resources to develop our maritime domain and prospects holistically, spur massive investment in that area, and steer the conversation at all levels to increase public interest and decision-making for economic development and the realisation of its full potential.
BY Chief Obosu Mohammed, DPA LL. B LL.M MCIArb
Executive Director, Institute for African Maritime Development
Email: obosu.mohammed@gmail.com