Unacceptable state of the ship-breaking sector
HOW much is a human life worth? 21 workers died in 2009 in Chittagong ship-breaking yards. The death of 5 workers in an oil tanker explosion at a ship-breaking yard in Chittagong on December 26 is still fresh in our memory. There have been hundreds of meetings and seminars, but nothing has changed.
The High Court orders, on the writ petition of Bangladesh Environmental Lawyer's Association (BELA), seeking environmental and occupational justice, have been challenged by the owners of ship-breaking yards. The situation is deteriorating day by day, but there is nobody to take action against the damage done to the environment and the health and safety of workers.
Ship-breaking started in Bangladesh 20 years back. It allows materials from the ship, especially steel, to be reused. In addition to steel and other useful materials, ships (particularly older vessels) contain many substances that are considered dangerous. Asbestos and polychlorinated biphenyls (PCBs) are typical examples. Asbestos was used heavily in ship construction until it was finally banned in most of the developed world in the mid-1980s. Currently, the cost associated with removing asbestos, along with the potentially expensive insurance and health risks, means that ship-breaking in most developed countries is no longer economically viable.
Removing the metal for scrap can cost more than the scrap value of the metal itself. In the developing world, shipyards operate without the provision for personal injury lawsuits or workers' health claims, meaning many of them operate with high health risks. This is what is happening in Bangladesh. Protective equipment is sometimes absent or inadequate. Dangerous vapours and fumes from burning materials are inhaled, and work is done in dusty asbestos-laden areas. Death traps are always near.
Bangladesh has become dependent on ship-breaking for its domestic steel requirements. The salvaged metal is melted down and recycled into construction materials. A significant proportion of building construction is done with metal taken from ships. Because of the recurrent accidents and casualties, the Chittagong ship-breaking yard is a highly hazardous one.
The number of accidents and casualties at the yard is believed to be the highest in the region. Workers cut steel plates without eye protection. They don't wear uniforms, protective gloves or boots. Occupational health and safety is clearly not a priority for the owners. The workers' desperate need to find employment to support their families means that their livelihoods take precedence over their lives.
It is also sad that in addition to the health and safety issues, workers work extremely long hours for little pay. They have no entitlement to sick leave, annual leave or overtime because they are hired on an hourly basis, and they have no idea whether they'll have work the following day. Add to this the number of people seeking jobs, which gives the contractors and employers a huge advantage over the workers. This has also made it difficult for them to organise themselves as they are threatened with their livelihoods if they join, or try and form, a union to bargain for better conditions.
With such a power imbalance, the government needs to develop policies and legislation to protect their life and ensure their safety and fundamental rights. Apart from the health of the yard workers, ship-breaking has also become an issue of major environmental concern in recent years. The beaches are strewn with chemicals and toxic substances.
We want to believe that there are ways and means to prevent these deaths and improve the working conditions. What is required is establishment of a good scrapping and cleaning system in the yard under strict surveillance by the national environment agency, supported by appropriate legislation. Ship-breaking can be carried out in a closed and controlled system like a dry dock to prevent exposure of workers to hazardous waste and contamination of the environment.
In good scrapping yards, workers are well-protected. They are trained for the job, follow a plan of work and wear protective clothing. Ships are also certified as gas-free for hot work. There are responsibilities of the shipping industry as well, which must build clean ships without toxic materials. The ships also need to be designed for easy dismantling without health and environmental risks. When ships are in the dock, hazardous substances should be replaced by clean alternatives. Before sending the ship for scrap, owners must clean their ships of hazardous materials and present a complete inventory of the remaining hazardous materials.
Bangladesh is a party to various international conventions, like the Basel Convention, MARPOL convention etc., concerning trans-boundary movement of hazardous wastes and movement of ships. It is also pledge bound to comply with the rules and regulations under the ILO convention relating to labour rights. There are laws regarding protection of workers' health and safety. But, it is all in vain. Should the nation wait for more painful deaths in the yards before it calls for action?
Mohammad Reazuddin is a retired government officer.
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