The Role of the Ship Breaking Industry in Bangladesh
\nand its future with special emphasis on capacity
\nbuilding through Education and Training<\/p>\n
ABSTRACT
\nTitle of Dissertation: The Role of the shipbreaking industry in Bangladesh and
\nits future with special emphasis on capacity building
\nthrough Education and Training.
\nDegree: MSc
\nThe ship breaking is considered to be the most sustainable way of disposing end of life ships.
\nIncentives behind the development of the shipbreaking industry are multi-faceted, among
\nwhich economic benefits and employment opportunities are most prominent. Yet the
\nindustry received much attention globally due to many fatal accidents causing loss of life,
\ndegradation of environmental due to the prevailing unsafe working practices especially in
\nsouth Asia.
\nThis dissertation is a study to understand the shipbreaking in general with influencing factors
\nfor driving and holding its position in south Asia particularly in Bangladesh. The shipping &
\ndemolition market dynamics analyzed with future trend of the industry.
\nThis study focuses on the occupational health and safety issues involve in this industry and
\nhow this has been addressed by the government of Bangladesh. The transition from past
\npractices towards green recycling is demonstrated by examining the drastic actions taken by
\nthe competent authority. The formation of new rule and its application with Education and
\nTraining of workers has been analyzed to find out the gaps.
\nFinally the critics and recommendations of the author in relation to capacity building through
\nEducation and Training of shipbreaking workers has been emphasized for sustainability of
\nthis industry.
\nKEYWORDS: Shipbreaking, Training and Education, Issues, Rule, Transition,
\nSustainability.
\nv
\nTABLE OF CONTENTS
\nDECLARATION ……………………………………………………………………………………………………… ii
\nACKNOWLEDGEMENT ………………………………………………………………………………………… iii
\nABSTRACT……………………………………………………………………………………………………………..iv
\nTABLE OF CONTENTS…………………………………………………………………………………………… v
\nLIST OF FIGURES …………………………………………………………………………………………………viii
\nLIST OF TABLES……………………………………………………………………………………………………. x
\nLIST OF ABBREVIATIONS AND GLOSSARIES ………………………………………………………xi
\nChapter I………………………………………………………………………………………………………………….. 1
\nIntroduction……………………………………………………………………………………………………………… 1
\n1.1 Background …………………………………………………………………………………………………….. 1
\n1.2 Aims and objectives of the study. ………………………………………………………………………. 4
\n1.3 Methodology of the study. ………………………………………………………………………………… 4
\nChapter II …………………………………………………………………………………………………………….. 6
\nThe Role of the Ship Breaking Industry in Bangladesh………………………………………………. 6
\n2.1 Background of ship breaking in Bangladesh………………………………………………………… 6
\n2.2 The advantages derived from the geographical location …………………………………….. 10
\n2.3 Economic interest of this industry in local and global context……………………………… 11
\n2.4 Rationale for locating the ship breaking industry in Bangladesh…………………………… 20
\nChapter III……………………………………………………………………………………………………………… 28
\nMajor Issues in shipbreaking industry and Addresses by local Authority……………………….. 28
\n3.1 Two major concerns related to the shipbreaking business……………………………………. 28
\n3.2 Environmental Impact of Ship Breaking……………………………………………………………. 29
\n3.3 Workers Health and Safety Issues…………………………………………………………………….. 32
\n3.4 Addresses\/Response by local Authority…………………………………………………………….. 36
\nChapter IV……………………………………………………………………………………………………………… 45
\nShip Breaking Yard…………………………………………………………………………………………………. 45
\n4.1 Introduction to yard structure…………………………………………………………………………… 45
\n4.2 Permanent workers…………………………………………………………………………………………. 48
\nvi
\n4.3 Migrant workers…………………………………………………………………………………………….. 49
\n4.4 Procedures involved in shipbreaking stages……………………………………………………….. 53
\nChapter V………………………………………………………………………………………………………………. 60
\nExisting conditions of SBRI \u2013 Observations and remarks…………………………………………. 60
\n5.1 Remarks on the observed yard infrastructures……………………………………………………. 60
\n5.2 Observation on the present operational practices………………………………………………… 67
\n5.3 Comments and perception on safety awareness after the yard visit and interviews …. 70
\nChapter VI……………………………………………………………………………………………………………… 71
\nPresent development of capacity building and training infrastructure…………………………….. 71
\n6.1 Legal background and sustainable requirements ………………………………………………… 72
\n6.2 Evolution of training infrastructure and Current developments…………………………….. 77
\n6.3 The voices and comments about the current training system………………………………… 81
\nChapter VII ……………………………………………………………………………………………………………. 89
\nThe road for improvement ……………………………………………………………………………………….. 89
\n7.1 A maritime-inspired training system to support SBRI………………………………………….. 89
\n7.2 Conclusion ………………………………………………………………………………………………….. 100
\nReferences……………………………………………………………………………………………………………. 104
\nAppendix A………………………………………………………………………………………………………….. 108
\nDetails of research conducted in Chittagong……………………………………………………………… 108
\nAppendix B………………………………………………………………………………………………………….. 110
\nList of Hazards identified by ILO in \u201cSafety and Health in Shipbreaking, Guidelines for
\nAsian countries and Turkey\u201d…………………………………………………………………………………… 110
\nAppendix C………………………………………………………………………………………………………….. 111
\nAn example of soil contamination found in sites in Bangladesh and estimated Accumulated
\nhazards. ……………………………………………………………………………………………………………….. 111
\nAppendix D………………………………………………………………………………………………………….. 112
\nAmount of hazardous materials per million GT on merchant and navy vessels……………… 112
\nAnnexes (1 to 5)……………………………………………………………………………………………………. 113
\nDetails of sample questionnaires used for interviews with different stakeholders. …………. 113
\nAnnex 1 ……………………………………………………………………………………………………………. 113
\nA set of questionnaire to the workers group as a qualitative approach:………………….. 113
\nvii
\nAnnex 2……………………………………………………………………………………………………………….. 114
\nA set of questionnaire to the workers group as a quantitative approach:……………………….. 114
\nAnnex 3……………………………………………………………………………………………………………….. 115
\nA set of questionnaire for the Employer\/Yard Owners as a qualitative approach …………… 115
\nAnnex 4……………………………………………………………………………………………………………….. 116
\nA set of Questionnaire for the representative of Bangladesh Ship Breakers Association…. 116
\nAnnex 5……………………………………………………………………………………………………………….. 117
\nA set of questionnaire for the training institute as a qualitative approach ……………………… 117
\nAnnex 6……………………………………………………………………………………………………………….. 118
\nEmployment generation in shipbreaking linkage domain……………………………………………. 118
\nAnnex 7……………………………………………………………………………………………………………….. 120
\nShowing the market share of five major shipbreaking nations in %age GT & DWT………. 120
\nAnnex 8……………………………………………………………………………………………………………….. 121
\nTable showing the analysis from the quantitative research on 100 workers…………………… 121
\nAnnex 9(A) ………………………………………………………………………………………………………….. 122
\nPictures showing various equipment and machineries usability in the local market
\n(pictures taken by the author between 17 May to 7 June 2012)………………………………… 122
\nAnnex 9(B)…………………………………………………………………………………………………………… 125
\nPicture gallery of the current yard infrastructure developments…………………………………… 125
\nAnnex 9(C)…………………………………………………………………………………………………………… 128
\nGeneral Overview of a Yard and yard structures with current working practices:………….. 128
\nAnnex 9(D) ………………………………………………………………………………………………………….. 135
\nTraining infrastructure development………………………………………………………………………… 135
\nAnnex 9(E)…………………………………………………………………………………………………………… 137
\nQualitative and Quantitative Interview by Author……………………………………………………… 137
\nviii
\nLIST OF FIGURES
\nFIGURE 1: A BEACHING YARD IN CHITTAGONG, BANGLADESH (PICTURE TAKEN BY
\nAUTHOR JUNE 2012). ……………………………………………………………………………………………. 3
\nFIGURE 2: SHOWS COUNTRY WISE COMPARATIVE DATA OF GDP PER CAPITA, (DATA
\nSOURCE: WORLD BANK, 2011)…………………………………………………………………………….. 7
\nFIGURE 3: SHOWS COUNTRY WISE %AGE OF POPULATION BY LITERACY RATE AND
\nLIVING BELOW POVERTY LINE…………………………………………………………………………… 7
\nFIGURE 4: SHOWING THE SCRAPING SEQUENCE. (COURTESY: CAPT.ANAM
\nCHOWDHURY, BSBA)…………………………………………………………………………………………. 10
\nFIGURE 5: SHOWS THE TREND IN POPULATION GROWTH AGAINST RURAL AND
\nURBANIZATION DEVELOPMENT WITH PROJECTION. ……………………………………… 13
\nFIGURE 6: SHOWS STEEL EXPORT FROM BANGLADESH BETWEEN 2004-2009 (THE
\nDAILY STAR 6 MARCH, 2010). ……………………………………………………………………………. 16
\nFIGURE 7: SHOWS THE SHIPPING CASH FLOW FROM DEMOLITION MARKET (MARTIN
\nSTOPFORD , 2009). ………………………………………………………………………………………………. 21
\nFIGURE 8: SHOWING THE TRENDS OF DEMOLITION MARKET IN LAST FORTY YEARS
\n(LLOYDS LIST 8 MARCH, 2012)…………………………………………………………………………… 22
\nFIGURE 9: AVERAGE DEMOLITION MARKET OF CARGO VESSEL PRICE PER LDT,
\nCOUNTRY WISE. SOURCE: EA GIBSON SHIPBROKERS. (COURTESY:
\nN.MIKELIS) …………………………………………………………………………………………………………. 24
\nFIGURE 10: AVERAGE DEMOLITION MARKET OF TANKER PRICE PER LDT, COUNTRY
\nWISE. SOURCE:EA GIBSON SHIPBROKER. (COURTESY: N. MIKELIS)………………. 25
\nFIGURE 11: GLOBAL STATISTICS OF 5 MAJOR SHIP BREAKING NATION, (SOURCE:
\nLLOYDS LIST SPECIAL REPORT, 8 MARCH, 2012)…………………………………………….. 25
\nFIGURE 12: DETERMINING FACTORS OF SUPPLY AND DEMAND FOR SHIP BREAKING
\n(WORLD BANK, 2010) …………………………………………………………………………………………. 26
\nFIGURE 13: STATISTICS OF DEATH TOLL FROM 2003-2011 (SOURCE: LOCAL POLICE
\nSTATION, COURTESY: BSBA). ……………………………………………………………………………. 33
\nFIGURE 14: WORKERS TAKE OUT ASBESTOS AND GLASS WOOL FROM ENGINE ROOM
\nOF SCRAP SHIP, (PHOTO: MM HOSSAIN AND MM ISLAM, 2004). ……………………… 35
\nix
\nFIGURE 15: SHOWS THE USE AND STATUS OF PPE AT WORKPLACE. ………………………………… 36
\nFIGURE 16: ORGANOGRAM OF SBSRB (CHOWDHURY I. U., 2011)……………………………………….. 44
\nFIGURE 17: A BASIC COMMON YARD STRUCTURE, ORGANOGRAM PREPARED BY
\nAUTHOR. …………………………………………………………………………………………………………….. 47
\nFIGURE 18: SHOWS A BASELINE SURVEY ON EDUCATION LEVEL AND AGE GROUP OF
\nSHIPBREAKING WORKERS IN CHITTAGONG (YPSA, 2005). ……………………………… 50
\nFIGURE 19: AN EXAMPLE OF YARD LAYOUT PLAN TO BE ATTACHED AS PART OF SRFP
\n(SOURCE: SBRR, 2011) ………………………………………………………………………………………… 56
\nFIGURE 20: SHOWS THE EXAMPLE OF ZONING OF THE YARD, A REQUIREMENT AS
\nPART OF SRFP (SOURCE: SBRR, 2011)………………………………………………………………… 56
\nFIGURE 21: SHOWING LOCATION OF SHIPBREAKING YARDS IN CHITTAGONG BESIDE
\nMAIN HIGHWAY, PHOTO GOOGLE MAP……………………………………………………………. 61
\nFIGURE 22: SHOWS THE CURRENT TRAINING STATISTICS (SOURCE: AUTHOR\u2019S
\nQUANTITATIVE RESEARCH)……………………………………………………………………………… 75
\nFIGURE 23: SHOWS %AGE OF WORKERS AGE GROUP AND EXPERIENCE………………………….. 81
\nFIGURE 24: SHOWS %AGE OF WORKERS EDUCATION LEVEL. …………………………………………… 82
\nFIGURE 25: SHOWS PERCENTAGE OF WORKERS COMMENTS ON TRAINING CONTENTS … 83
\nFIGURE 26: SHOWS PERCENTAGE OF WORKERS COMMENTS ON CURRENT TRAINING
\nPROGRAM AND ABILITY TO IDENTIFY HAZARDS. ………………………………………….. 83
\nFIGURE 27: SHOWS PERCENTAGE OF WORKERS COMMENTS ON FURTHER
\nIMPROVEMENT IN CURRENT TRAINING PROGRAM. ……………………………………….. 84
\nFIGURE 28: A COMPARATIVE DATA OF ACCIDENTS\/INCIDENTS PRIOR AND AFTER
\nTRAINING. PREPARED BY ASTI ACCIDENT INVESTIGATION CELL BASED
\nON INFORMATION RECEIVED FROM WORKERS \/TRAINEES. (COURTESY:
\nTRAINING COORDINATOR). ………………………………………………………………………………. 92
\nx
\nLIST OF TABLES
\nTABLE 1: NUMBER OF SHIPS AND VOLUME OF LDT HANDLED BY BANGLADESH
\nBETWEEN 2000 AND 2011 …………………………………………………………………………………… 12
\nTABLE 2: GLOBAL STATISTICS: %AGE SHARE (LDT) BY FIVE MAJOR SHIPBREAKING
\nCOUNTRIES. ……………………………………………………………………………………………………….. 12
\nTABLE 3: COMPARATIVE DATA OF POPULATION DENSITY BETWEEN THE MAJOR
\nSHIPBREAKING AND OECD COUNTRIES. …………………………………………………………. 13
\nTABLE 4: SHOWS COMPARATIVE NATURAL RESOURCES NEEDED FOR STEEL PLANT
\nOPPOSED TO SCRAP METALS ……………………………………………………………………………. 17
\nTABLE 5: SHOWS THE USE OF MATERIALS\/MACHINERIES COLLECTED FROM
\nSAMPLE SHIP. …………………………………………………………………………………………………….. 18
\nTABLE 6: SHOWS THE AMOUNT OF MATERIALS\/SUBSTANCES COLLECTED,
\nRECYCLED, AND DISPOSED FROM THE SAMPLE SHIP. ……………………………………. 19
\nTABLE 7: SHOWS THE COST DISTRIBUTIONS AND PROFITABILITY IN BANGLADESH
\nAND PAKISTAN…………………………………………………………………………………………………… 23
\nxi
\nLIST OF ABBREVIATIONS AND GLOSSARIES
\nAESL Amader Environmental System Limited. A limited company duly approved
\nby SBSRB to conduct Education and Training program for SBRI workers
\nand removal of HAZMAT from scrap ships.
\nASTI AESL Safety Training Institute, an institute under AESL Company
\ndesignated for SBRI workers training.
\nBC Basel convention on the control of Transboundary Movement of Hazardous
\nWastes and their disposal, 1989.
\nBELA Bangladesh Environmental Lawyers Association.
\nBILLS Bangladesh Institute of Labor Studies.
\nBN Bangladesh Navy
\nBSBA Bangladesh Ship Breakers Association, A trade body recognized by
\nMinistry of Commerce and duly approved by SBSRB.
\nBUET Bangladesh University of Engineering and Technology. A public
\nEngineering University in Bangladesh.
\nCIA Central Intelligence of America.
\nDaily Azadi A Chittagong Based daily local newspaper published in Bangla.
\nDNV Det Norske Veritas, A classification society.
\nDOE Department of Explosive. A government agency responsible to inspect scrap
\nvessel for any explosive substances. Agency provides Gas Free and Hot
\nWork Certificate for recyclers.
\nDS The Daily Star, nationwide daily English newspaper in Bangladesh.
\nDWT Deadweight Tonnage is used extensively as a measure of cargo carrying
\ncapacity in bulk shipping and is expressed in metric tons.
\nxii
\nFBCCI Federation of Bangladesh Chambers of Commerce and Industry. Is the apex
\nrepresentative organization safeguarding the interest of the private sector in
\ntrade and industry.
\nFE The Financial Express, A nationwide daily English newspaper in
\nBangladesh, mostly covers financial news.
\nFFA Fire Fighting Appliances.
\nFIDH The International Federation for Human Rights is a non-governmental
\nfederation for human rights organizations.
\nGDP Gross Domestic Product.
\nGT Gross Tonnage is a measure of the volume of a ship\u2019s enclosed spaces. IMO
\nuses extensively the units of Gross Tons for entry into force and for various
\nregulations\u2019 cut-off criteria.
\nHAZMAT Hazardous materials are the list of waste as described under Bangladesh
\nenvironmental conservation act 1995 (Act 1 of 1995 amended on2010).
\nHKC Hong Kong International Convention for the Safe and Environmentally
\nSound Recycling of Ships, 2009
\nILO International Labor Organization.
\nIMO International Maritime Organization.
\nISM International safety management
\nISO International Organization for Standardization.
\nLDT Lightship Displacement Tonnage, gives an estimate of the quantities of
\nmaterials to be obtained from a ship. Almost all recycling sale & purchase
\ntransactions are conducted on the basis of prices per lightship ton (long ton,
\ni.e. 1.016 tons). Lightship is the mass of the ship\u2019s structure, propulsion
\nmachinery, other machinery, outfit and constants. On average about 95% of
\nLDT is recyclable steel.
\nxiii
\nLSA Life Saving Appliances.
\nMME Department of Materials and Metallurgical Engineering, BUET
\nMOEF Ministry of Environment and Forest, Bangladesh.
\nMOI Ministry of Industry, Bangladesh.
\nMRCC Maritime Rescue Coordination Center, of Bangladesh.
\nMT Metric Tons.
\nM.T Motor Tanker.
\nNAME Department of Naval Architect and Marine Engineering, BUET
\nNBR National Board of Revenue, of Bangladesh.
\nNGO\u2019s Non-Government Organizations.
\nOECD Organization for Economic Cooperation and Development.
\nOHSAS Occupational Health and Safety Advisory Services.
\nOSHA Occupational Safety and Health administration.
\nOSH Occupational Safety and Health.
\nPAHs Poly-aromatic hydrocarbons
\nPCBs Polychlorinated Biphenyl.
\nPOPs Persistent Organic Pollutants.
\nPPE Personal Protective Equipment.
\nPVC Polyvinyl chloride.
\nSBRR The Ship Breaking and Recycling Rules\u201920ll is the Rule under national
\nlegislation which is applicable for all ship breaking and recycling activities
\nin Bangladesh.
\nxiv
\nSBRI ship breaking and recycling industry in Bangladesh.
\nSBSRB Ship Building and Ship Recycling Board is a special board under Ministry
\nof Industry, Bangladesh to provide one stop service to the industry.
\nSRFP Ship recycling facility plan, under the meaning of SBRR it includes the yard
\nfor ship recycling as per approved lay out and equipment with various
\nfacilities prescribed by SBSRB.
\nSRP Ship Recycling Plan, under the meaning of SBRR, is a plan document
\ndeveloped by ship recyclers with information provided by ship owner to
\nrecycle a ship in safe and environmentally sound manner.
\nSTCW Standard of Training, Certification and Watch keeping. An international
\nconvention on seafarers training, certification and watch keeping for uniform
\nstandard.
\nTBTs Tributyltin, Organometallic substances.
\nTSDF Treatment, Stowage, Disposal Facilities.
\nUNCTAD United Nations conference on trade and development.
\nUNDP United Nation Development Program.
\nYPSA Young Power in Social Action. A NGO in Bangladesh working on social
\ndevelopment.
\n1
\nChapter I
\nIntroduction
\nThis chapter will be an introduction to the ship breaking in general and will highlight
\nthe aims and objective of the study and the methodology that is applied to
\naccomplish the study.
\n1.1 Background
\nShip recycling, shipbreaking, scrapping and dismantling are used as synonyms.
\nHowever these words are used by different organizations to express the ultimate
\nprocess through which a ship is dismantled or deconstructed at the end of her
\noperational life. Bangladesh commonly use the term as shipbreaking, hence the term
\n\u2018Shipbreaking\u2019 will be the preferred term used later on throughout the studies.
\nUsually the economic life of a commercial vessel is averaging 25-30 years. But
\nsometimes the owner may find it economically not viable to operate and sell out.
\nVery recently a 13 year old box ship was sold for scrap in early May,2012 making it
\nthe youngest merchant vessel to be demolished since the global financial downturn
\ntook hold in late 2008.It marks the extreme of a growing trend for ever-younger
\nvessel heading for recycling yards (Lloyds, 2012).
\nOut of 103,392 (UNCTAD, 2011) seagoing ships across the world, about 700 to 800
\nships larger than 499 GT are scrapped annually (Sarraf, 2010). At the end of their
\nsailing life these ships are sold so that the valuable steel about 95% of a ship\u2019s mass
\ncan be recovered (Dao, 2005). Virtually every part of the ship and other machineries
\nand equipment, tools are refurbished and made used as secondhand utility in the
\nshipping industry as well as in other industries or recycled as scrap metal. The
\nprocess is done either in dry dock, slip ways, alongside quay or at beach yards.
\n2
\nIn the early 1970s ship breaking was a highly mechanized industrial operation
\ncarried out in the shipyards of Great Britain, Taiwan, Mexico, Spain and Brazil. But
\nas the cost of upholding environmental and health and safety standards in developed
\ncountries has risen, ship breaking has increasingly shifted to poorer Asian states. In
\nthe late 80\u2019s however this industry has mostly shifted to 5 major countries such as
\nIndia, China, Bangladesh, Pakistan and Turkey. Among them India, Bangladesh and
\nPakistan accounts for 70-80% of the international market (Sarraf, 2010).
\nFor better economic return, ship owners prefer to send their vessels to the scrap yards
\nof the Indian subcontinent because the local breakers pay as much as ten times higher
\nthan the recyclers in developed countries (Platform on Shipbreaking, 2009). They
\npay on an average of $450-500\/LDT (depending on the type of ship) for instance a
\nship of 10,000LDT is worth of $5mil, which might be a good return for the ship
\nowners, even at the end of her commercial life.
\nShipbreaking is a highly labor intensive business and hundreds of thousands of
\npeoples are engaged in this industry. Also the cheap labor cost and lower level of
\ncompliance with health and safety standards, weak law enforcement are of added
\nadvantage to the business.
\nDue to prevalent huge unemployment in India, Bangladesh and Pakistan workers are
\ndesperate to find a job regardless of associated work hazards. The work force in each
\ncountry of Indian subcontinent varies according to the volume of work undertaken
\nbut however an estimated (2008\/09) range between 8,000-22,000 is directly
\nemployed with 200,000 in the supply chain. Shops and re-rolling mills with
\ndependents in extended families estimated to reach over 500,000 in Bangladesh
\nalone with fewer figures in Pakistan (Sarraf, 2010). In India, Bangladesh and
\nPakistan the breaking activities are done at beaching yards using the intertidal zone
\nin an uncontrolled environment. It is estimated that up to 95% of the work force is
\nmigrant labors comes from poorer regions of each country (Sarraf, 2010). An
\nexample of beaching yard in Bangladesh. (See Figure: 1)
\n3
\nFigure 1: A beaching yard in Chittagong, Bangladesh (Picture taken by author June 2012).
\nAlthough ship recycling is considered to be the most sustainable and efficient way of
\ndisposing a ship at the end of her life, Shipbreaking\/dismantling is one of the most
\nhazardous occupation (ILO, 2004) as well. Because of the complexity of the ship
\nstructure, inherent materials attached to the vessel during building, the work process
\nand the locations do involve numerous environmental, health and safety issues.
\nTherefore Workers are often exposed to associated work hazards which has
\nsignificant detrimental effects on human health as well as on the environment if not
\nhandled properly.
\nHistorically working conditions have been very difficult in these major shipbreaking
\ncountries because of limited or no use of personal protective equipment, lack in use
\nof mechanized equipment, remote location of the industries to obtain adequate shore
\n4
\nsupport as well as proper enforcement. Social conditions associated with low
\neducation level, availability of information, lack of training and education has further
\naggravated the situation.
\nThe working conditions and negative impacts on the environment have been a
\ngrowing concern over the past by the industry, social groups, NGO\u2019s and local and
\ninternational media. A comprehensive plan of actions needs to be in place to
\nimprovise the current situations in those countries where proper training and
\neducation has been spotted to be of utmost priority.
\n1.2 Aims and objectives of the study.
\nThere have been several studies on the economic, social and the environmental
\naspects of this industry. But the developments of the training relating to occupational
\nhealth and safety are less documented.
\nThe aim of the study is to identify the training needs and to analyze the existing
\npractices in order to find the way of improvement.
\nTo achieve this goal and to improve the validity\/accuracy of the work, this research
\nwill cover:
\nThe history and processes of ship breaking industry in Bangladesh
\nEvolutions of the industry since inception to the current dates
\nPresent transitional status of the Industry
\nLegal status and directives by competent authority
\nExamining the existing facilities for education and training
\n1.3 Methodology of the study.
\nA literature review will be carried out encompassing both Bangla and English
\nliterature and published articles, reports, media report, local information, various
\n5
\nreports from NGO\u2019s, print and electronic media, government statements, newspaper
\narticles (Including Bangla), various documentaries and seminars, research online,
\nwhere possible in Bangla. This documentation review will provide an overall idea of
\nthe shipbreaking activities in general and in particular about Bangladesh breaking
\nyards.
\nIn addition, following has been examined and investigated:
\nExamined the legal instruments and directives by Bangladesh authorities with
\nregard to this industry.
\nInvestigated the yard structures with identification of working groups.
\nInvestigated the present training facilities and training curriculum.
\nInvestigated the administrative network and support.
\nInvestigated the principles of maritime training institute and training
\nprograms to find possible similarities with the shipbreaking activities.
\nAn on field qualitative research was also conducted by author from 16 May – 7 June,
\n2012 with practical visits to the yards, training institute and other offices. Above
\nresearch focused on workers within and outside the yards including training institute
\nbut not excluding other important stakeholders. In addition to the main focus group,
\nauthor also interviewed four other important stake holders.
\nAdditionally author conducted a quantitative interview of 100 workers within and
\noutside the yards and in training institute.
\nInformation concerning details of this qualitative and quantitative research in
\nChittagong is available in Appendix A.
\n6
\nChapter II
\nThe Role of the Ship Breaking Industry in Bangladesh
\nThis chapter is outlined to introduce the ship breaking industry in Bangladesh and its
\ngeographical advantages with economic aspects in local and global context and
\nfinally will make a rationale for locating the industry in Bangladesh.
\n2.1 Background of ship breaking in Bangladesh.
\nA certain number of socio economic parameters prompted the industry to develop in
\nBangladesh and flourished in fast.
\nBasic social and Geographical parameters:
\nBangladesh is situated in a delta region connected to the Bay of Bengal with
\nbordering country of India and Myanmar. Bangladesh has a total area of land
\n147,570 sq.km with its capital in Dhaka. The population is approximately 160
\nmillion with GDP per capita $735. Over 40% of the total population lives below
\npoverty line where the literacy rate is about 48% only (The World Bank, 2011).
\nOn the other hand India and Pakistan in this region has a GDP of $1489 and $1194
\nwith population below poverty line 25% and 24%respectively. The literacy rate of
\nthese countries is 61% and 50% respectively compared to Bangladesh with 48%. If
\nwe compare this region with any of the OECD countries, as for example the \u2018United
\nKingdom\u2019 whose GDP $38,818 with literacy rate of 99% and population below
\npoverty line is 14%, it is quite distinctive of the comparative position of these three
\ncountries (Index Mundi, 2012). (See Figure 2 and 3).
\n7
\nFigure 2: Shows country wise comparative data of GDP per capita, (Data source: World Bank, 2011).<\/p>\n
Figure 3: Shows country wise %age of population by literacy rate and living below poverty line.
\n(CIA World Factbook 2011)
\nThe poverty of the population and the unemployment rate participate in the
\ncompetitiveness of Bangladesh in the shipbreaking industry.
\n735 1194 1489
\n0
\n2000
\n4000
\n6000
\n8000
\n10000
\nBangladesh Pakistan India United
\nKingdom
\nGDP\/Capita ($)
\nGDP\/Capita
\n38,818
\n48 50
\n61
\n99
\n40
\n24 25
\n14
\n0
\n20
\n40
\n60
\n80
\n100
\nBangladesh Pakistan India United
\nKingdom
\nPopulation(%),Below Poverty Line & Literacy Rate
\nLiteracy Rate %
\nBelow Poverty Line %
\n8
\nThe country\u2019s main sea port is Chittagong, which is close to the beaching yard
\napproximately 10 km away from Chittagong Metropolitan City .The main bay is
\nconnected to the river Karnafuly giving the gateway of Chittagong Port and the rest
\nflows parallel to the coast and gradually emerges into main river streams. The major
\nbreaking yards are situated between Fauzdarhat and Kumira under Shitakunda
\nUpazila.
\nHistory of ship breaking in the Chittagong area:
\nIn 1960 when a devastating cyclone gave birth to a misfortune, blowing and
\ngrounding of \u2018M.V Alpine\u2019 near Shitakunda, a coastal belt of Chittagong. Eventually
\nthe owner abandoned and sold the vessel to local metal workers called \u201cChittagong
\nsteel house\u201d who scrounge it for scrap metal and materials, and it took them several
\nyears to completely dismantle the vessel. This led the misfortune to turn into a
\nfortune for the local population and the entrepreneurs. During the liberation war in
\n1971 ships were also bombarded and obstructed the navigation channel which
\nprompted salvage of wrecks, thus cementing the way for dismantling. This has
\nencouraged the local entrepreneurs who found it a business opportunity in terms of
\nre-roll able scrap metals and other fittings, fixture and equipment which could be
\nsold as secondhand utility. A huge number of workers could manage to get a steady
\njob unlike farming where there is off seasons. Gradually a large infrastructure, a
\nsignificant number of linkage industries and supply chain shops developed. By the
\n80\u2019s Chittagong ship breaking yard commercially entered into the business which
\nboomed by the mid 90\u2019s and became one of the leading ship breaking nations in the
\nworld.
\nBack in the 90\u2019s there had been only 36-40 yards operating in this business.
\nCurrently due to increasing urbanizations and growing demand of scrap metals and
\nprofitability, the number of registered yards between 2009-11 increased to 125 (The
\nDaily Azadi, 2011). Some of the yards are big enough to accommodate 3-4 ships at a
\n9
\ntime. The expansion of this growth has certainly increased the global capacity as a
\nwhole.
\nCurrently 44 yard has been awarded with ISO 30000:2009 and 13 yards are in the
\nprocess of obtaining same. Thirteen yards have been issued with ISO 9000-2008,
\nISO-14001 and OHSAS 18000; others have applied for same (Captain Anam
\nChowdhury, 2012).
\nProcess of scrapping ships:
\nThe process of breaking in Chittagong involves initially physical beaching of the
\nvessel to the specific yard and this is generally done during maximum high water
\ntime, which is about 50-100 meters (depending how efficiently is beached) from the
\nmain yard. In the next high water the vessel is further pulled towards the yard with
\nthe help of mechanized winches and the same continues as the vessel is lightened by
\nremoving of stores, machineries and all other removable items.
\nPrimary cutting is done during the intertidal zone at the beaching yard with big
\nchunks of section about 20-50 MT each, which are pulled on to the shore yard for
\nadditional cutting known as secondary cutting area. The customized cutting, resizing
\nthe plates into truckable size, sorting, segregating, loading, delivery is done in the
\nsecondary cutting area. On an average, a 10,000 LDT size ship takes around three
\nmonths to complete the whole process. (See Figure 4).
\n10
\nFigure 4: Showing the scraping sequence. (Courtesy: Capt. Anam Chowdhury, BSBA)
\n2.2 The advantages derived from the geographical location
\nGeographically, Chittagong ship breaking yard is situated near the port city of
\nChittagong which is connected to the Bay of Bengal. A gradual continental shelf, the
\nwidth and depth of water allow even to accommodate the largest tankers of the
\nworld.
\nMoreover, it is located in the middle hub of the main stream of east ~ west bound
\ntraffic routes, as well as at the intermediate distance from the main sale and purchase
\nmarket of scrap vessels based in Singapore and Dubai. This allows ship owners to
\n11
\ntake advantage of the sailing time and cost for their vessels to be destined for
\nbeaching.
\nChittagong breaking yards are soft, sandy and muddy marshy land with an
\nappropriate slope as better resting ground. It has an extended uniform long intertidal
\nflat beach with 6 meter tidal gauze. Generally the weather is stable round the year
\nand there is no particular sensitive area around the breaking yards. It is connected to
\nmain (Dhaka-Chittagong) highway giving easy accessibility for connecting
\ntransportation. Numerous linkage industries have developed on both sides of the road
\ncentering the breaking industry.
\nThe Industry also generates various job opportunities for the skilled, semi-skilled and
\nunskilled workers. An estimation of 24, 41,000 workers with additional 8, 00,000
\ndaily wage laborers are employed in the total linkage domains. If considering 6
\npersons in a family, than over 19 million people are earning their basic bread and
\nbutter (Rice and Dhall) from ship breaking and linkage industries (ALAM, 2011).
\n(See Annex 6).
\n2.3 Economic interest of this industry in local and global context.
\nIn a global context there has been a global shift of this industry since the 80\u2019s and
\ncurrently these activities are concentrated mostly in 5 major nations: India,
\nBangladesh, China, Pakistan and turkey. These five major countries contribute 97%
\n(GREY, 2012) of global volume where Bangladesh takes a share of about 30%.
\nSince 2004 there has been a remarkable increase in the volume handled by
\nBangladesh which never fall below 40% of the market share and eventually in 2009
\nbecame the top leader in this industry. (See Table 1 and 2).
\n12
\nTable 1: Number of ships and volume of LDT handled by Bangladesh between 2000 and 2011
\nYEAR NO. of Ship Dismantled Amount of LDT(MT) handled
\n2000 73 892,756
\n2001 152 1,909,055
\n2002 84 1,519,735
\n2003 88 1,088,338
\n2004 145 1,333,667
\n2005 94 840,927
\n2006 187 132,0170
\n2007 103 774,065
\n2008 172 1,660,212
\n2009 175 2,192,751
\n2010 107 1,296,831
\n2011 150 1,898,102
\nTOTAL OVER THE
\nYEARS
\n1530 167,26,609
\n(Source: BSBA administration)
\nTable 2: Global Statistics: %age share (LDT) by five major shipbreaking countries.
\nYEAR BANGLADESH CHINA INDIA PAKISTAN OTHERS
\n2000 5 26 44 5 6
\n2001 28 21 36 10 4
\n2002 22 26 44 4 4
\n2003 14 31 42 3 10
\n2004 40 19 27 2 12
\n2005 45 7 24 1 23
\n2006 57 5 29 2 7
\n2007 42 5 35 10 9
\n2008 49 9 36 3 3
\n2009 38 15 36 10 1
\nData source: EA Gibson ship brokers. (Courtesy: BSBA administration)
\nFurther details of market share in terms of DWT and GT can be found in Annex 7.
\nThis situation as major shipbreaking nation is related to socio-economic factors of
\nBangladesh.
\n13
\nLabor market driver:
\nBangladesh is one of the most densely populated countries with nearly 160 million
\npeople. Table 3 shows the population density of Bangladesh ranking as the top
\ncompared with other nations of the world.
\nTable 3: Comparative data of population density between the major shipbreaking and OECD countries.
\nCountry Bangladesh India Pakistan China Turkey USA Norway
\nDensity of
\npopulation
\nin World
\nRanking
\n12
\n(1101\/
\nsq. km)
\n31
\n(362\/
\nsq. km)
\n51
\n(235\/
\nsq. km)
\n76
\n(139\/
\nsq. km)
\n97
\n(100.5\/
\nsq. km
\n173
\n(32\/
\nsq. km)
\n201
\n(14.49\/
\nsq. km)
\n(Data source: CIA world fact book 2011)
\nIn 2011, it is estimated, Bangladesh population growth of is 1.5666%. Urban
\npopulation is estimated to be 27% of the total population. The rate of urbanization is
\nestimated 3.5%, annual rate of change estimated between 2005-2010 (The World
\nBank, 2012).
\nFigure 5: Shows the trend in population growth against rural and urbanization development with
\nproject ( help with nursing paper writing from experts with MSN & DNP degrees)ion.
\n14
\nThis upward and downward trend of urban and rural development with steady
\npopulation growth is likely to increase the number of unemployed people. This large
\npopulation growth leads to huge unemployment as well as development which
\neventually create job opportunities in return for the unemployed people. Moreover
\nthe urbanization growth rate has triggered the much needed infrastructure
\ndevelopment with an increasing demand for steel.
\nBangladesh is a developing nation with an emerging economy where the GDP
\ngrowth rate is less than 7%. As such, growing infrastructure development with
\ncontinuously expanding urbanization is underway.
\nJob scarcity and wages structure driver:
\nBangladesh needs to create up to 1.5 million new jobs each year for the next 20 years
\n(The World Bank, 2012).There is currently limited number of jobs in both the public
\nand private sectors. As such a high degree of competition is evident to find a job.
\nMoreover certain educational qualification and skills are pre-requisites even to find a
\njob at the bottom scale.
\nWith more than a 50% of illiteracy rate there is huge scarcity of jobs especially for
\nthe unskilled category. Because of lack or no education they remain mostly as
\nfloating workers. They do not hesitate to undertake any odd jobs for survival. They
\nare mostly employed through various labor markets on a daily basis. The general
\nconditions of this type of job is such that there are rarely employment agreement and
\nrelated job benefits thereto other than earning agreed daily wages and extra through
\novertime.
\nThe minimum wage structure in public sector starts with Taka 4000\/month as basic
\nsalary (eqv. $47) with other government applicable allowances and service benefits
\nand job security. They generally work for 5 working days in a week with 2 days
\nholiday. The average daily income on the basis of gross monthly salary is estimated
\nto be about Taka 350 \/day (eqv. $4\/day).
\n15
\nThe general unskilled labor wages vary widely according to the nature of job.
\nHowever minimum average daily wage outside the shipbreaking industry is around
\nTaka150-300 (eqv. $1.8-3.6)\/day but with no guarantee for a next day job.
\nOn the other hand, ship breaking workers minimum wages stipulated by government
\nis Taka4625\/Month. However usual pay system for most of the workers is on hourly
\nbasis which begins with taka 25-30\/hour, with 2-4 hours overtime i.e. for 10-12
\nhours works\/day, SBRI workers can earn on an average Taka300-360\/day. That
\nmakes them earn more than $100\/month with steady job security and increased
\nremuneration with experience.
\nSo with no skills and education shipbreaking workers can earn more than in other
\nequivalent minimum wage sector. Additionally, workers are also provided with free
\naccommodation either inside or outside the yards. Moreover, working together with
\ntheir known natives, communal living is also an added attraction to find a job in the
\nshipbreaking industry.
\nSteel and infrastructure driver:
\nBasically country does not have any iron ore as raw materials of steel. There is
\ngrowing demand for construction materials in the local market. Against the yearly
\ndemand of approximately 5milion MT of steel, the ship breaking industry alone
\nsupplies more than 60% to the local steel production (Shaber, 2009). In addition,
\n90% of the local\/coastal vessels are constructed, repaired and supplied with
\nequipment from the steel and equipment recovered from the breaking industry
\n(Chowdhury I. u., 2011).
\nShips destined for breaking also contains non-ferrous metal like copper, brass,
\naluminum, bronze, nickel and lead. They also contain other non-ferrous items like
\ngun metal and white metals which are precious and expensive. Depending on the
\nship, there is 1-3% non-ferrous metal in every ship according to local ship breakers.
\nThe price for the non-ferrous metal varies between $1000-$5000per ton depending
\non the size and quality (Haroon, 2010).
\n16
\nThese are very attractive items to the local traders although locally there is very little
\nuse of them. However most of them are exported to Europe, Japan and the
\nneighboring country India. According to Captain Anam Chowdhury, a senior
\nconsultant to BSBA says about 40,000-50,000MT of such metal lands each year in
\nthe breaking yard. According to a local exporter 100 containers of such metals
\nweighing about 2000MT are exported every month (Haroon, 2010).
\nFurther Bangladesh is also gradually emerging into a steel exporting nation. In 2009
\nabout 85,000 tons of steel were exported to African Countries (Khan J. U., 2010).
\nLow production cost and quality has made the country a competitor to major steel
\nmaking countries (See figure 6).
\nFigure 6: Shows Steel export from Bangladesh between 2004-2009 (The Daily Star 6 March, 2010).
\nA Seminar presentation on \u2018Ship Breaking and Its Impacts on Steel Sector of
\nBangladesh\u2019 organized by Materials and Metallurgical Engineering (MME), BUET
\non 27 May, 2011 shows, against 5million tons of steel demand per year, would
\nrequire additional energy of 12.5mil MW yearly with greenhouse gas emission of 29
\nmillion tons per year which would eventually drain of 2.5billion USD\/year. A
\ncountry like Bangladesh is not in a position to afford this (Islam, 2011).
\n17
\nAn EIA study by MECON-1997 was conducted with Gujarat Maritime Board shows
\nthe environmental assessment comparison between natural resource consumption and
\nthe associated cost involved in producing One million ton of steel through steel plant
\nversus ship scraping metals (Sharma, 27-28 February,2009). (See Table 4).
\nTable 4: Shows comparative natural resources needed for steel plant opposed to scrap metals
\nNatural Resources Requirement for steel plant Requirements for Ship
\nrecycling
\nIRON ORE 1.75 million MT NIL
\nFUEL (coal &
\nFurnace)
\n1.55million MT NIL
\nProcess Chemical 40,300MT NIL
\nElectricity 2,300MW 450MW
\nWater 25-60MMC 913MC
\nSolid waste aspects 4,39,500MT 6250MT
\nLand Requirements 5000Hectors 120Hectors
\nCost Aspects Taka 30 Bill, equivalent
\n$429Mil
\nTaka 1.5Bill,equivalent
\n$22Mil, i.e 1\/20th
\n(Source: Atul Sharma, Gujarat Maritime Board, And Courtesy: BSBA)
\nShip breaking scrap products are cheaper than ingots from the electric arc furnaces,
\nbillets and the semis from the integrated steel plants. However they do not produce
\nhigh grade of steel but rods of various grades such as 40 and 60 TMT bars and angles
\nwhich are popular as local construction materials.
\nSecond hand machinery and equipment driver:
\nAccording to local perception, ship\u2019s equipment and machineries are believed to be
\nmore robust and durable. They are much cheaper than new purchases. As such there
\nis strong demand for machineries such as generator, boilers, pumps and electrical
\nfittings to the local industries as well as export of the same after
\noverhauling\/reconditioning. Other fitting fixtures such as kitchen fitting, furniture\u2019s
\n18
\nand bath room fittings have very high demand locally as household utility. Other
\nitems like LSA, FFA and bridge equipment are sold locally to the merchant vessels
\nand to the local coastal vessels. 99.9% of a large ship finds a secondary and
\nproductive use in the dismantling countries (GREY, 2012). A case study by BUET
\nwas conducted with a sample ship of a 5000LDT multipurpose vessel and shown the
\nusability of materials and percentage of recyclable items (Kh. Akhter Hossain, 2010).
\n(See Table 5 and 6).
\nTable 5: Shows the Use of Materials\/Machineries Collected from sample ship.
\n(Source: Dept. of Naval Architect & Mar. Eng, BUET)
\n19
\nTable 6: Shows the Amount of materials\/substances collected, recycled, and disposed from the sample ship.
\n(Source: Dept. of Naval Architect & Mar. Eng, BUET)
\nTo conclude, the ship breaking industry plays a valuable role in a country\u2019s economy
\nat both the micro and macro level. It generates revenues of about 118-132mil USD
\nper year for the government through various tax mechanisms (Chowdhury I. u.,
\n2011).
\nThe industry employs over 300 people for every 150,000USD invested in this
\nindustry (Chowdhury C. A., 2010). In Addition, Re using of the machineries and
\nother items encourages the small scale industries by reducing their capital
\ninvestment. This Sector also provides about 35,000tons of processed wood and
\nfurniture\u2019s annually and hence preventing deforestation. Industries yearly turnover
\n20
\nand contribution to the national economy is about 1.5 billion USD. Annual export of
\nprecious materials recovered from scrap ship is about 32 million USD (Chowdhury I.
\nu., 2011).
\nIn addition, the industry also provides business opportunities locally and
\ninternationally to shipping agents, financial institutes, banks, cash buyers, ship
\nbrokers, marine traders, transporters and gas plants. Ultimately, it brings a significant
\nvalue for the ship owner at the end of life ship.
\nHowever, a strong market competition exists between the neighboring countries of
\nIndia and Pakistan who also use the same beaching method as Bangladesh. On the
\nother hand, China and Turkey having different methods of the dismantling process
\ndo not directly fall in the same competition and category.
\n2.4 Rationale for locating the ship breaking industry in Bangladesh
\nThis chapter will highlight the linkage between the shipping and ship recycling
\nindustry showing market dynamics and modalities. It will also analyze the current
\nrecycling market with future trends. Finally a rationale of this industry with the local
\nmarket will be made.
\nThe direct link with shipping trends:
\nThe Shipping industry is a dynamic business sector mostly driven by world
\neconomic growth. It is also a capital intensive business. Capital cost is a major part
\nof the investment made by a ship owner. Ship owners always look for pay back
\ntaking into account depreciation and value recoverable from the demolition market.
\nShipping markets experience ups and downs which conversely influence the
\ndemolition sector. Between 2004 and 2008 shipping saw unsurpassed freight rates as
\na result of high demand for maritime transportation. This high demand kept even
\nolder ships in operation during that period. This results in a record low number of
\nvessels being offered for scrapping.
\n21
\nOn average 700-800 ships of larger than 499GT are scrapped annually, but during
\nthat booming period demolition market was offered with 300-400 ships only (Sarraf,
\n2010). The shipbreaking industries do go along as reversal with such trends. Martin
\nStopford\u2019s, (2009) model which shows how cash flow has interplay in four different
\nmarkets (the freight, demolition, sale purchase and shipbuilding). (See figure 7).
\nFigure 7: Shows the shipping cash flow from demolition market (Martin Stopford , 2009).
\nThe demolition market reflects closely with the trend of the freight market.
\nGenerally, if the freight market is high, then there will be less business for ship
\nscrapping and subsequently the price in the demolition market may go high and vice
\nversa. In addition the oversupply of tonnage also drives the demolition market
\neventually for a market balance. In the wake of the 2008 global financial crisis, the
\ninternational trade shrunk and shipping market suffered, but the demolition market
\nwas quite active. Regulatory regime such as phasing out of single hull tankers by
\n2015 has significant volume of impact on the demolition market as well.
\n22
\nThe general expected volume of the demolition due to ageing of ships is added with
\nfurther increase in volume depending on the global economy. The continued
\nweakening of charter hire rates in 2011 became the third biggest year ever for
\ndemolition of 41Mil DWT. The first being in 1986 with 44Mil and second being in
\n1985 with 43Mil DWT (MCCARTHY, 2012). \u201cIf past experience is anything to go
\nby steel traders can look forward to a bumper 2012 for the supply of vessels for
\nrecycling. If macroeconomic conditions in 2012 continue to underwhelm and scrap
\nprices stay at their recent high levels, this year could easily surpass 1985 as a peak
\nyear for demolition (Braemer Seascope)\u201d (MCCARTHY, 2012).
\nFigure 8: Showing the trends of demolition market in last Forty years (Lloyds list 8 March, 2012)
\nThe trend in near future:
\nIt is estimated that over the next five years, the number of ships being sent for
\ndemolition will increase dramatically as a direct result of the over-building capacity
\nbetween 2008 and today. As freight rates climbed during the early and mid-2000,
\nship owners increased their orders for new builds to accommodate the anticipated
\nincrease in trade.
\n23
\nAs a result the number of new ships entering the global fleet each year has grown
\nsignificantly since 2008. It is estimated that in 2011 a new bulk carrier is being
\ncommissioned every eighteen hours. With freight rates still quite low, these new
\nbuilding programs have created a large overcapacity. Ship owners are being forced to
\nre-evaluate their profitability of their fleets. One obvious outcome will be that older
\nvessels will be sold for recycling. This will greatly increase the supply of the ships
\nfor the shipbreaking industry.
\nOn the demand side, the demand for ship recycling is driven primarily by the demand
\nof scrap metal in South Asia. Driven by economic growth in these countries, the
\ndemand for demolition vessels is a direct function of the steel price in these
\ncountries. Importantly it is also a function of the cost associated with the breaking
\nindustry itself in particular the labor cost which is one of the important cost factors in
\nthe equation (https:\/\/monkessays.com\/write-my-essay\/dtashipping.com\/).
\nTable 7: Shows the cost distributions and profitability in Bangladesh and Pakistan.
\n(Source: World Bank, 2010)
\nDespite the various influencing factors on the demand sides, with the current trend an
\nincrease of ships for recycling is inevitable (MCCARTHY, 2012).
\n24
\nThe five major countries India, Bangladesh, Pakistan, Turkey and China take the
\nmajor market share of 97% (GREY, 2012). India, Bangladesh and Pakistan alone
\ntake a share of 70-80% of the global volume (World Bank, 2010). From 2004 to
\n2008 the Bangladesh market share was never below 40%, which made the country
\nleading in 2005-06 (See Table 2). All major ship breaking nations are emerging
\neconomies and therefore the global economy has a knock-on effect.
\nThere is huge potential in SBRI both locally and in a global context in terms of
\nbusiness and financial return for the ship owners. There is strong market competition
\nbetween India, Pakistan and Bangladesh in the demolition market and Bangladesh
\nmost of the time being bullish (upward market trend) paying on average the highest
\nper LDT (See figure 9 and 10). This strong proposition has kept the country as
\nmajor ship breaking nation over the past three decades.
\nFigure 9: Average Demolition market of Cargo vessel price per LDT, Country wise. Source: EA Gibson
\nShipbrokers. (Courtesy: Dr. N. Mikelis, IMO)
\n25
\nFigure 10: Average Demolition market of Tanker price per LDT, Country wise. Source: EA Gibson
\nShipbroker. (Courtesy: Dr. N. Mikelis, IMO)
\nIn terms of global capacity four major Asian Ship breaking nations of India,
\nPakistan, Bangladesh and China have the capacity of 12m LDT. In 2011 alone 8.5-
\n9.0 mil LDT was sold for recycling (LEANDER, 2012). In the current scrap trend, it
\nis not unlikely to accommodate an expanded volume in the near future.
\nFigure 11: Global statistics of 5 major ship breaking nation, (Source: Lloyds list special report, 8 March,
\n2012)
\n26
\nThe impact of local markets on breaking yards:
\nThe basis for the sustainability of this industry is the demand of end products and the
\ndownstream industries. For shipbreakers, otherwise there is little point in purchasing
\nvessels if they cannot sell the scrap to be remolded into new plates or rods or the
\nmaterials\/machineries cannot be resold. So steel demand in individual recycling
\nnations has a direct impact on the volume of ships that the yards will be interested in
\npurchasing for dismantling. (See Figure 12)
\nFigure 12: Determining factors of supply and demand for ship breaking (World Bank, 2010)
\nThe demand for construction materials in Bangladesh is underpinned by the
\ncontinuously expanding urbanization process in a country with very large population.
\nThe downstream demand for steel scrap has been a major driving force in the growth
\nof SBRI in Bangladesh. Also low labor costs, huge numbers of laborer availability,
\ntechnical know-how gained over the years, willingness to work in hazardous
\natmosphere and growing infrastructure development, coupled with socio economic
\nconditions have contributed a lot towards sustainability of the industry locally. In
\naddition, the natural conditions of high tidal gauge and wide beaches with
\nappropriate slope are unique for Bangladesh. Hence it is not likely that SBRI will
\n27
\nrelocate on a large scale from Bangladesh in the immediate future (World Bank,
\n2010).
\nIn conclusion, the ship demolition market usually moves contra-cycle with the
\nshipping market even in global economic downturn. The major market share remains
\nmostly in five major countries without much to build in any other region. The major
\ndriving force for this industry is the local steel demand, abundance of workers with
\ncheap labor coast, downstream industries, and geographical features. Considering all
\nthese factors Bangladesh remains as one of the strong competitors in this industry
\nand is likely to sustain in the future as well.
\n28
\nChapter III
\nMajor Issues in shipbreaking industry and Addresses by local
\nAuthority
\nThis chapter will highlight the major issues such as workers\u2019 health, safety and
\nenvironment involved in ship breaking industries and how these have been addressed
\nby the local government.
\n3.1 Two major concerns related to the shipbreaking business
\nShipbreaking is considered to be the most sustainable way of disposing end of life
\nships. The majority of these find their final destination on the beaches of south Asian
\ncountries. These ships contain many hazardous wastes as defined by international
\nlaw. Consequently, various NGO\u2019s have identified the environment and occupational
\nhealth and safety (OHS) as major issues in shipbreaking industries.
\nEnvironmental effects:
\nThe dismantling process in this region is carried out on the beach yards without
\ncontainment. The soft, sandy, muddy tidal flats thus allow the sludge and other
\ncontaminants to directly flow into the marine environment affecting the coastal
\necosystem.
\nA few studies in the past have shown high level of contamination causing the
\npollution of essential groundwater reserves as well the tragic loss of local fisheries
\nand associated jobs (DNV 2000, Greenpeace 1999, 2001, 2002, YPSA, 2006).
\n29
\nOccupational health and safety:
\nThe workers involved in this industry are often exposed to the hazardous materials
\ninevitably leading to occupational diseases and illness. Chronic health affects results
\nfrom physical exposure to asbestos, lead and other heavy metals and organotins such
\nas TBT, PAHs and PCBs (Greenpeace, September,2002).
\nFurthermore, workers are most vulnerable due to low level of education, lack of
\ninformation and adequate training, limited or no use of PPE and lack of emergency
\nresponse capacity. Frequent accidents are common causing loss of lives in this
\nindustry.
\nILO in 2004, listed a high number of hazards that are likely to cause work related
\ninjuries and death, illness, diseases and incidents among shipbreaking industries.
\nThey are grouped in different categories (See Appendix B).
\nThe combination of beaching methods and exposure to hazardous wastes makes the
\nworking environment of ship breaking very dangerous. This has been on the
\nspotlights around the world. The two main issues are discussed separately in the
\nfollowing sections.
\n3.2 Environmental Impact of Ship Breaking
\nHistorically, ship breaking in Bangladesh has been done in yards located on beaches.
\nMost of the job is done manually. There is no hard barrier along the yard which
\notherwise could protect the contaminant, soil and others to directly fall into the sea.
\nThe process is carried out in an open environment where there is no method of
\ncontainment.
\nMuch of the material assumed to remain on the beaches will be due to
\nthe quality of yard housekeeping practices, allowing spillages and
\nleakages of hazardous materials or their escape during normal handling,
\nfor example, torch cutting of painted metals not mechanically cleaned
\n30
\nbefore cutting. The lack of hazardous waste disposal and treatment
\nfacilities in Bangladesh and Pakistan means that wastes produced must
\nnevertheless be disposed of somewhere. Therefore informal disposal may
\nalso occur on the beaches themselves, on adjacent unused plots, or on
\nother nearby land\u201d (World Bank, 2010, p-32).
\nWhile stringent environmental regulations were redefined in China, the country
\nmodified its industry practices .The recent introduction of stricter environmental and
\nsafety laws in China has arguably made the industry less profitable, but has in no
\nway brought it to a halt (L.Jones, 2007).
\nToday, Turkey and China use different methods of scrapping to fulfill their national
\nrequirement and promote their practices to attract some segment of the ship owning
\ncommunity. They use containment so that contaminants are controlled from directly
\nflowing into the water. Turkey uses the hard land for cropping the big section and
\nsecondary cutting area is protected with a deep drainage system. On the other hand,
\nChina uses floating docks and alongside quay where the sections are cropped
\nhorizontally downwards from top thus the hull itself acts as retainer.
\nIn Bangladesh, the lack of containment generates serious worries concerning the
\nimpacts of hazardous materials in the coastal zone of Chittagong.
\nMost of the shipbreaking yards have neither any containment to prevent pollution of
\nsoil, air, marine and freshwater resources, nor the technology needed to ensure the
\nenvironmentally safe management and disposal of hazardous wastes and materials.
\nHeavy metal, PCB\u2019s, POP\u2019s, sludge and bilges contained in ships are often released
\nin the open beaches and spread by seas affecting the marine environment. Improper
\nstorage and disposal of scrap metal and waste contaminates the soil and groundwater
\nresources, causing acute and long-term pollution. (Platform on Shipbreaking, 2009).
\n31
\n\u201cWastes of the scrapped ships are discharged directly into its adjacent
\nareas which are ultimately draining into the Bay of Bengal. These
\nwastes especially oil and oily substances, PCBs, TBTs, PAHs etc. and
\ndifferent types of trace and heavy metals (Cd, Pb, and Hg) are being
\naccumulated into the marine biota. As a result, marine fisheries
\ndiversity of the Chittagong coast that supports highly diversified
\nmarine water fishes, mollusks and benthic organisms etc. is at stake
\nright at the moment\u201d (Prabal Barua, 2012).
\nRecent World Bank research (2010) found soil contamination in beaching sites of
\nBangladesh and Pakistan. This contamination is indicative of the threats to the
\nenvironment caused by the practices and improper management of hazardous
\nmaterials during the dismantling of ships.
\nMoreover, large amounts of hazardous materials are likely to accumulate in both
\nBangladesh and Pakistan if the prevailing practices continue over the next 20 years.
\nBased on the ship breaking work likely to be carried out in the yards in Bangladesh
\nand Pakistan between 2010 and 2030, an estimate was prepared about accumulation
\nof hazardous materials in the three countries assuming continuation of the prevailing
\npractices (World Bank, 2010). The parameters of soil contamination and the table of
\nestimated accumulated hazardous materials can be found in Appendix C.
\nShipbreaking activities contaminate the coastal soil and sea water environment and
\nthus impair ecological settings. The problem mainly associates with the discharge of
\nammonia, burned oil spillage, floatable grease balls and metal rust (iron) and various
\nother disposable refuse materials together with high turbidity of sea water (Dr. Md.
\nM. Maruf Hossain, 2006).
\nThe oils on the water surface severely reduce the primary productivity, thus affecting
\nthe phytoplankton; zooplankton and turbidity of contaminant soil affect the intertidal
\nbenthos community. The shipbreaking activities also affect the coastal area of
\nChittagong, including all kinds of marine algae, kelp, seagrass, marshgrass and
\n32
\nmangroves. Because of the contaminants, the fish community has almost disappeared
\nand the local fisher folks have changed their livelihood to some other alternative
\nmeans. (DNV, 2001).
\n3.3 Workers Health and Safety Issues
\nThe extent of occupational health and safety in the shipbreaking industry is a serious
\nconcern in Bangladesh.
\nDismantling of oceangoing ships that are likely to pose hazards to the
\ngeneral health of the people at large. Government is concerned
\nabout the health hazards that the industry entails. Health hazards are
\nadmittedly associated with the way ships are dismantled by our ship
\nbreakers. Securities of the workers who are deployed in ship
\nbreaking industries are also often put on stake. Admittedly there
\nhave been disastrous accidents even in the past causing loss of life.
\nIt is an admitted fact that ships are embedded with such hazardous
\nas asbestos, PCB, TBT, LEAD and other heavy metals which pose
\nserious threat to the health of the peoples. It is also not in qualm that
\nthe forces employed for the industry are treated in an inhuman
\nmanner, where they are exposed to grave risk\u201d (First Extension
\norder, 2011){Cited from the contents of Hon\u2019ble High Court
\njudgment}.
\nThe above extract clearly indicates the public concerns related to workers health and
\nsafety issues involved in SBRI which needed to be addressed meticulously.
\nIn SBRI, workers suffer from various chronic diseases, illness and injuries.
\nAccording to a study carried out by Roy (2003), it is indicated that, 88% of the
\nworkers suffered from some form of accidental injury from foot injury to larger
\naccidents. 87% suffered from muscle pain, 72% have problems with eyesight, 52%
\n33
\nhave breathing difficulty, and gastric problems occur in 81% of the laborers.
\nWhereas, 56% of them suffered from skin diseases, 28% have other infectious
\ndiseases (Hossain, 2006).
\nAlso frequent accidents are common causing loss of lives, loosing organs and
\nbecoming incapacitated. The reason is the exposure to hazardous working conditions
\nand the vulnerability of the workers due to lack of information, inadequate training,
\nfire protection measures, lack or limited use of PPE and lack of appropriate
\nemergency response. The above phenomena are common in the breaking activities in
\ndeveloping countries.
\nBecause of such working conditions, there have been numerous fatal accidents
\ncausing deaths and serious injuries in the past. Although there is no official statistics,
\nit is assumed many of the accident are under reported or even not reported. However
\naccording to national newspaper, 43 workers died and 92 others were injured in
\nseveral accidents from 2008 to 2010 in the ship yard (The Daily Star, 2011). Roughly
\n1000-1200 people died over three decades (Greenpeace, FIDH and YPSA, 2005).
\nSee Figure 13 for death casualties per record in local police station. Majority of the
\naccident caused due lack of awareness and unsafe work procedure. The death toll
\ngives a glimpse of the dark side of this industry.
\nFigure 13: Statistics of death toll from 2003-2011 (Source: local police station, Courtesy: BSBA).
\n4
\n10
\n7
\n5
\n6
\n9
\n20
\n13
\n16
\n0
\n5
\n10
\n15
\n20
\n25
\n2003 2004 2005 2006 2007 2008 2009 2010 2011
\nDeath casualties in SBRI (2003-2011)
\n34
\nScrap vessels contain a wide range of hazardous materials; particularly on ships built
\nbefore the 70\u2019s. (See Appendix D).
\nTherefore, during the dismantling process, workers are often exposed to a large
\nnumber of hazardous materials. They have little or no knowledge about the
\noccupational health and safety which makes them vulnerable to harmful substances.
\nIn addition, the workplace generates excess heat, noise, radiation and vibration,
\nwhich are also likely to cause deterioration of health conditions with short and long
\nterm diseases.
\nA high number of hazards identified by ILO in 2004 are likely to cause work related
\ninjuries and death and ill health. They have been grouped in seven categories such as:
\n1) Hazards with the potential of causing accidents, e.g. fire and explosion,
\nfalling and tripping, snapping of cables, trapping in oxygen depletion
\ncompartment, lack of PPE and housekeeping practices.
\n2) Hazardous substances and waste, e.g exposure to asbestos, heavy metal,
\nPCB\u2019s, PVC, batteries, fire fighting liquids and welding fumes.
\n3) Physical hazards, e.g noise, vibration, radiated heat and radiation.
\n4) Mechanical Hazards, e.g lack of safety guards, equipment machinery failure,
\ntrucks and transport vehicles.
\n5) Biological hazards, e.g toxic marine organism, animal bite, risk of
\ncommunicable disease and vectors of infectious diseases.
\nErgonomic and physical hazards, e.g repetitive strain,
\n6) Monotonous work, excessive work load, long working hours, temporary
\nemployment and lack of education and social environment.
\n7) General concerns, e.g Lack of safety and health training, poor working
\norganization, inadequate accident prevention and inspection, inadequate
\nhousing and sanitation, lack of emergency preparedness and lack of medical
\nfacilities.
\n35
\nIn Bangladesh, because of low labor costs and lack of available machinery in yards,
\nmost of the breaking process is done manually. It is also understood that the
\napplication of the beaching method makes the accessibility of heavy equipment
\ndifficult, especially in the primary cutting area. Thus workers are very often exposed
\nto various hazards.
\nLack of Training and Personal Protective Equipment (PPE)
\nA vast majority of the workers involved in this industry have no or very low level of
\nbasic education. They are hardly aware of their occupational health and safety. The
\nconsequences of exposure to hazardous waste without protective measures are not
\nknown to them. Prior to 2011, there was no education and training scheme for these
\nworkers, as such they probably were not aware of associated work related hazards.
\nMoreover, workers are provided with limited or no protective gears leaving them
\nexposed to these hazardous working conditions. This exposure to hazardous working
\nconditions is further amplified by the inadequacy of training, limited or no use of
\nPPE, lack of appropriate measures with regard to fire protection and emergency
\nresponse (ILO, 2004). Therefore, they become particularly vulnerable to
\noccupational hazards and hazardous materials.
\nFigure 14: Workers take out asbestos and glass wool from engine room of scrap ship, (photo: MM Hossain
\nand MM Islam, 2004).
\n36
\nFigure 15: Shows the use and status of PPE at workplace.
\nAmong others a comprehensive education and training program must be established
\nfor the improvement of occupational health and safety standards and also for the
\nsustainability of this industry.
\nThere are a number of other internal and external issues, all of which cannot be
\naddressed in this study. This study will mainly focus on the education and training
\nwith regard to workers health and safety issues.
\n3.4 Addresses\/Response by local Authority
\nAs discussed in earlier chapters, the death toll in SBRI due to poor working
\nconditions, and environmental degradation of fragile coastal area of Chittagong
\ngenerated public concerns both locally and internationally. The media as well as
\nseveral local and international NGO\u2019s, like BELA, YPSA, Greenpeace, NGO
\nplatform on shipbreaking and social activists were active in these issues and were
\ntrying to draw public attention known as a common NGO\u2019s strategy. During the
\n23%
\n52%
\n25%
\nStatus of PPE at workplace
\nProvided
\nNot Provided
\nPartly Provided
\nFinding from quantitative interview with
\n100 workers. (Further ref:Annex-02 &
\n06).
\nInference: 52% of the workers still not provided with PPE.
\n37
\n2000s and early 2010s, clear signals were sent to the industry: the past practices
\nshould change for the sustainability of the whole industry.
\nThe beginning of the change:
\nThe turning point of the industry evolves following various petitions by BELA which
\nis enumerated in this discussion (BELA, 2004).
\nWrit petition:No.2991 of 2003 was filed by BELA before Honb\u2019le High Court
\nDivision against various Government agencies and BSBA as
\nRespondent.
\nPurpose: For legal protection on environment and labor in SBRI.
\nMain Urges:
\n– Shipbreaking activities causing pollution damages to coastal and marine
\neco system of Shitakunda area.
\n– Shipbreaking yard not having Environmental clearance despite national
\nrequirement under industry and factory law.
\n– Violation of labor related law and cause of fatal accidents.
\nVerdict: Rule Nisi (A court order to \u201cshow cause\u201d) was issued to the respondents
\nasking for show cause in the following cases.
\n– Why the agency responsible will not be directed to ensure that
\nshipbreaking operations is undertaken only after obtaining Environmental
\nclearance Certificate(ECC) under national Environmental Conservation
\nAct\u20191995.
\n– Why they should not be directed to adopt detailed and appropriate Safety
\nand Labor welfare measures under national legislation of Factory
\nAct\u20191965.
\n38
\n– Why shipbreaking shall not be undertaken only after obtaining Gas Free
\ncertificate from DOE in order to prevent fatal accidents.
\n– Why import of scrap ships shall not be regulated in line with the
\nrequirements of the Basel Convention, 1989.
\nThe concern on ships with hazardous materials
\nWrit Petition:No.3916 of 2006 was filed by BELA before High Court Division
\nagainst responsible government agencies.
\nPurpose: To prohibit entry of Greenpeace listed hazardous ships.
\nMain Urges: Challenging the legality of the Entry of M.T Alfaship which was one
\nof the 50 hazardous ships listed by Greenpeace.
\nVerdict: Subsequent ruling by the Court on 06.07.2006 stopped the said vessel
\nentering into Bangladesh territory along with banning of import of all
\nthose 50 ships.
\nConcerns about workers Bill of Rights
\nWrit petition:No.23 of 2008 was filed by BELA before High Court Division against
\nresponsible government agencies.
\nPurpose: To establish Compensation for the deceased and injured labors in
\nSBRI.
\nMain Urges: Appeal for Protection of the workers in the ship breaking yards
\nseeking for adequate compensation to the deceased and injured
\nlaborers\/workers against damages caused by explosion or otherwise in
\nthe yards.
\nVerdict: On 07\/01\/2008 the Hon\u2019ble Court ruling served notice to the
\nadministrative bodies asking for show cause:
\n39
\n– Why they should not be directed to take measures to protect
\nthe workers employed in the breaking yards.
\n– The Court also directed to file a report before the Court stating
\nnumber of workers died so far or injured as a result of
\ncasualties in the yards, reasons for such loss of life and or
\ninjury, amount of compensation given to the deceased families
\nand the measures taken by them to prevent such incidents of
\nloss of life and injury.
\nSignificant ruling and reshape of the industry
\nThe major significant change brought about in the industry follows the case below:
\nWrit petition:No.7260 of 2008 filed by BELA before High Court Division, versus
\n15 different responsible government agencies\/departments and 4 other
\nstake holders as respondents.
\nPurpose: Challenging the entry of the Greenpeace listed ship M.T. Enterprise
\ninto Bangladesh.
\nMain urges: Despite the previous High Court directives regarding refusal entry of
\n\u201cM.T Alfaship & SS Norway\u201d and prohibition to further import of
\nGreenpeace listed ship yet M.T. Enterprise made its entry into
\nBangladesh and was substantially dismantled.
\nVerdict: The High Court Bench delivered verdict on March\u2019 2009
\ndisposing the Writ Petition 7260 of 2008 gave as many as 9 (nine)
\ndirectives, which are quoted below for ready reference (M.T
\nEnterprize, 2011):
\n(1) So far as the vessel M.T. Enterprise is concerned the injunction on
\nfurther dismantling of the ship will continue until such time as the
\nrespondent No. 17 (yard owner) obtained a clearance certificate from
\n40
\nthe Department of Environment for the purpose of dismantling the
\nremaining of the vessel.
\n(2) The Ministry of Environment and Department of Environment are
\ndirected to immediately take steps to ensure closure of all ship
\nbreaking yards which are operating without necessary Environment
\nClearance.
\n(3) The law-enforcing agencies, including the Police, Magistrate and
\nlocal administration are directed to accord cooperation and Helpance
\nto the Department of Environment as enjoined by section 4(Ka) of the
\n\u201cEnvironment Conservation Act 1995 and the Rules framed there
\nunder1997\u201d in ensuring the closures of ship breaking yards operating
\nwithout prior clearance from the Department of Environment.
\n(4) The Department of Environment is directed to file compliance within
\n2(two) weeks giving details of what steps they have taken in this
\nregard.
\n(5) If and when the ship breaking yards or any importer of any vessel
\napply for clearance certificate, then the Department of Environment
\nshall deal with the application expeditiously and supply the clearance
\ncertificate only upon satisfaction that all the facilities required for
\nproper dismantling of the vessels, taking into consideration whether
\nsafety measures for the workers and the conservation of the
\nenvironment and in particular disposal of hazardous waste generated
\nby the dismantling process, are in place.
\n(6) The Ministry of Environment is hereby directed to frame Rules and
\nregulation for the proper handling and management of hazardous
\nmaterials and wastes, keeping in view the Environment Conservation
\nAct 1995 and the Rules framed there under, the BASEL Convention,
\n1989, the Factories Act, 1965 and Labor Act, 2006.
\n41
\n(7) Thereafter the Ministry of Environment is directed to file compliance
\nin this regard within 3(three) months from receiving a copy of the
\njudgment.
\n(8) The Ministry of Shipping and Department of Shipping are directed to
\nensure that hazardous vessels enlisted in the Greenpeace list of
\nvessels containing hazardous materials are not imported into the
\ncountry and when such vessels are imported after having been
\ndecontaminated at source or outside the territory of Bangladesh, the
\nprior Environment clearance has been obtained on showing that
\nadequate safety and precautionary measures have been taken for their
\ndismantling in accordance with law.
\n(9) The Government is directed to set up a High Level Technical
\nCommittee comprising representatives from the Ministry\/ Department
\nof Shipping, the Ministry\/ Department of Environment, Ministry of
\nLabor and Manpower, Retired Naval Officers, Academicians\/Experts
\nin the field of Marine Engineering, Marine Biology, Specialists in the
\nfield of Environment, Soil Science and Ecology, Hazardous Waste
\nManagement and relevant NGOs, such as BELA.\u201d
\nFollowing the judgment, all 36 ship breaking yards had to close down their
\nbusiness as none of them had the environmental clearance. This decision by
\nHon\u2019ble High Court triggered the industry to reshape and things started to take
\npositive change.
\nResponse by different stakeholders:
\nSubsequently, BSBA appealed to The Hon\u2019ble High Court. BSBA sought short lived
\ndispensation by way of some relaxation to the directions passed earlier so that they
\ncan import ships until such time the new Rules is formulated. They argued not only
\ntheir members suffering financially but also the general peoples due to the ban. They
\naver that the Ban has created pressure on the job market, reduced supply of raw
\n42
\nmaterials to certain industries causing price hike of essential items and affecting
\ncountry\u2019s economy.
\nConsidering all the facts and circumstances and of the recent declaration of the ship
\nbreaking as an industry by Hon\u2019ble Prime Minister\u2019s and Her Unequivocally
\nexpression that the ship breaking industry shall be subject to maintenance of
\ncongenial working Environmental and Safety standard, The Hon\u2019ble High Court
\nConditionally relaxed the previous order for a limited time till the new Rule is
\nframed.
\nAmong other conditions a clear directives came with regard to workers
\ntraining.
\nSubsequent to the court directions, on 26 January 2010, the government also formed
\na high-powered committee comprising various relevant agencies. Its purpose is to
\nmonitor and to take necessary steps in the interim period with regard to ship-breaking
\nactivities in the country.
\nStringent regulation under construction:
\nHowever, the kind attention was further drawn to the Hon\u2019ble Prime Minister
\nforwarding a letter by \u2018NGO platform on shipbreaking\u2019 on 13 December, 2010
\nrequesting intervention against the dumping of end of life ships, which exploit the
\nworkers and harm Bangladesh environment. Subsequently on13 February, 2011 the
\nHon\u2019ble Prime Minister declared the ship breaking as an Industry. Following this
\ndeclaration, a gazette notification was published under the Ministry of Industry
\n(MOI) on 21 April, 2011.
\nOn 20 October, 2011 the Ministry of Industry, as the concern Ministry , has declared
\nthe ship breaking yards as \u201cIndustrial Zone\u201d comprising 07 Mouzas under
\nSitakundaUpazila, Chittagong with a total land area of 317.73 acres comprising 125
\nregistered yards.
\n43
\nAfter gazette notification by MOI, the dilemma of responsibility shifted from the
\nMinistry of Environment and Forest (MOEF) to the Ministry of Industry. Since then
\nShip Breaking and Recycling Industry (SBRI) is administered and regulated under
\nthe jurisdiction of MOI.
\nThe MOI under the earlier Directives from Hon\u2019ble High Court finally formulated
\nthe long awaited. \u201cThe Ship Breaking and Recycling Rules, 2011\u201d (SBRR) published
\nunder gazette on 12 December, 2011. Currently SBRI is regulated under the above
\nmentioned legal instrument.
\nThis rule also emphasizes on the terms and meaning of existing national and
\ninternational instruments such as (Government Gazzete, 2011):
\ni) \u201cNational\u201d: Petroleum Act 1934, Explosive Act 1884, Bangladesh Environment
\nconservation Act 1995(1
\nstamended in 2010), Labor Act 2006(BLL), National Import
\npolicy order.
\nii) \u201cInternational\u201d: The ILO guidelines for Safety and Health in Ship Breaking
\nactivities, The Hong Kong International Convention for Safe and
\nenvironmentally sound recycling of ship\u2019s 2009, BASEL convention 1989.
\nFormation of Special Board:
\nThe formation of a special board, \u201cSBSRB\u201d within the scope of this law is another
\nsignificant step. SBSRB will be acting as one stop service under the Ministry of
\nIndustry in integration with other government agencies. This board is the main focal
\npoint for the ship breaking and recycling activities. All the official formalities of
\narrival ship and subsequent breaking permission and monitoring will be done by this
\nboard. The board is headed by a chairman followed by a Director General with 4
\ndifferent directorates. The organizational flow chart is shown in Figure 16.
\n44
\nFigure 16: Organogram of SBSRB (Chowdhury I. u., 2011).
\nConclusion:
\nThe outcome of this long judiciary and political process is hoping to improve the
\nindustry through a better involvement of the government and its related
\nagencies. The shipbreaking industry is currently taking a different shape than
\nin the past. The changes are becoming more and more visible. However, it is an
\nongoing process which may require a considerable amount of time. There is
\npresently a transitional period. This is a period of construction and definition of
\nthe future practices. The yards are slowly modifying their practices and
\nrelationships with the environment and workers. The goals are to enhance the
\nreputation of the shipbreaking industry and to maintain its sustainability by
\naddressing environmental and social issues and by developing transparency.
\n45
\nChapter IV
\nShip Breaking Yard
\nThis chapter will give an overview of the yard structure and their mode of operation.
\nDifferent working groups within yards and their work procedure will be identified.
\n4.1 Introduction to yard structure
\nThere are presently 125 (The Daily Azadi, 2011) registered ship breaking yards in
\nChittagong, but not all of them are in operation. Some of the yards are owned by
\nindividual owners, some are with joint ownership and some owners own a few
\ndifferent yards at the same time. Some of the yards are large enough to accommodate
\n3-4 ships simultaneously and some are of the standard size prescribed by the
\nauthority.
\nA few yard owners have their own downstream linkage industries such as re-rolling
\nmill and steel plant, gas plant but most of them do not have these facilities. Yards
\nand yards owners are all different. It is hard to identify a uniform management set up
\nof this industry. There is no hard and fast rule how the management system should
\nlook like. As such it all varies with the taste of individual yard owners. They are
\npresumably free to manage their business in their own way.
\nHowever, recent SBRR, 2011 Chapter VII Para.30 requires \u201cOSH management
\nsystems should be implemented by each recycler for achieving acceptable level of
\noccupational safety and health and environmentally sustainable conditions\u201d. Main
\ncomponents of OSH management system should include:
\n– OSH policy
\n– Establishment of responsibility and accountability, awareness and training,
\ndocumentation, communication and information.
\n46
\n– Hazard and Risk assessment; planning and implementation of OSH
\nactivities.
\n– Assessment, Review and corrective action for improvement.
\nDespite their differences, yard structures share some similarities. The author had
\npersonal interaction with yard owners, managers, supervisors, foremen, so some
\ncommon points were found. They will be enumerated in the following discussion in
\norder to provide a general idea of the management set up.
\nThe majority of the yard owners have a corporate head office in the main city of
\nChittagong who controls and administers their business. Each yard has a site office
\nthat looks after the day to day operational activities, local administration including
\ndelivery and receiving of materials.
\nEach site office is headed by a manager with supporting staff. They maintain the
\naccounting of the scrap materials and keep record of the attendance of the laborers
\nengaged in the yard.
\nOn field there are four key personnel namely yard supervisor, ship supervisor, shift
\nin-charge and safety officer. They are the main coordinators for all the activities
\ncarried out on board and in the yard.
\nThe safety officer concept is newly introduced and is a consequence of the ship
\nbreaking and recycling rule that came into effect from December 2011.
\nThe organogram in Figure 17 show the basic structure of a yard in Bangladesh but
\nmay slightly vary from yard to yard.
\n47<\/p>\n
Figure 17: A basic common yard structure, organogram prepared by author.
\nAs enumerated in the organogram, the yard uses mainly two categories of workers:
\nThe operation group and the support group.
\n48
\n4.2 Permanent workers
\nEvery yard has some core people who are basically appointed by owners and are paid
\nmonthly. There are approximately 80-100 people per yard in the category of
\npermanent workers. The figures provided are not absolute. However, they can be
\nconsidered as an average for standard yards. These permanent workers can be
\ndivided in two groups
\nEducated, skilled and experienced workers. About 20-30 people close to the
\nowners form this first group. These skilled workers play a very important role
\nin the management system. They are office managers, accountant, yard
\nmanagers, supervisors, winch operators, cutter foremen, magnetic crane
\noperators, fitter foremen, loading foremen, shift in-charges and safety officer.
\nThere are about 60-70 other unarmed security personnel. They act as
\nwatchmen on board as well as in the yard. They are mostly unskilled workers
\nbut trustworthy people for the owner.
\nThe managers are qualified people with university level of education and some of
\nthem are MBA also. The yard supervisors and other foremen may not possess a high
\ndegree of education, but they have vast area of experience in this field, and are
\npromoted on this basis.
\nThe cutter foreman is the key person who designs the cutting plan. He does not have
\nany institutional degree but his knowledge through experience dictates the quality of
\nhis job. There has been no such big inclination of vessel due to wrong cutting plan so
\nfar.
\nNo wonder the other foremen are of similar standing although they had to learn a lot
\nthrough the mistakes over the years of time. Every yard owner prefers to keep them
\nunder permanent employment for the key functionality of the breaking process.
\n49
\nA handful of people remain as regular\/permanent employees with good skills and
\ncompetence. These core people with necessary education and training can be further
\ndeveloped and utilized as resource personnel to ensure workplace safety. They can be
\nbetter integrated to the management of the safety and health policy.
\n4.3 Migrant workers
\nThis second category of workers represents the vast majority of the manpower in the
\nyard.
\nSeasonal worker:
\nThey are mostly migrant workers who often come from far northern district of
\nBangladesh. They account for about 95% (World Bank, 2010) of the work force in
\nsemi-skilled and unskilled category. They are basically farmers and jobless people
\nfrom backward and drought prone regions where there are farming seasons for 6
\nmonths and rest of the years is off seasons. During the off seasons these people hunt
\nfor jobs through their predecessors in the Chittagong breaking yards. They are
\nseasonal workers.
\n50
\nEducation level:
\nThey have no or very little basic education. In addition, they do not have any specific
\nknowledge concerning ships, ship breaking conditions and elementary principles of
\nOSH. A base line survey shows the different percentage of age group and the
\neducation level of the workers in Chittagong breaking yards (YPSA, 2005). (See
\nFigure 18)
\nFigure 18: Shows a baseline survey on education level and age group of shipbreaking workers in
\nChittagong (YPSA, 2005).
\nAge distribution:
\nAs the data shows the majority of the workers fall in an age group between
\n18~22.Their lack of experience and awareness makes them particularly vulnerable to
\naccidents. Moreover child labor, age below 18 has been an issue in this industry.
\nSeveral studies especially FIDH and YPSA in \u201cChild Breaking Yards\u201908\u201d have
\nenumerated thousands of child laborers engagement in Bangladesh ship breaking
\nyards. \u201cWhen we conducted field investigations in 2000, 2002 and 2005, we
\nrepeatedly noticed children among the workers involved in shipbreaking activities\u201d
\n(YPSA, FIDH and International platform on shipbreaking, 2008).
\n51
\nDue to the severity of the financial crisis in their families, the parents\/guardians are
\nunable and often unwilling to provide education to their children. This lack in
\neducational expenses and other \u201cPull Factors\u201d encourages them to work in this
\nindustry to financially support their families. Working in the same hazardous
\nconditions as adults, the children and teenagers who lack the physical strength and
\nare still growing are even more vulnerable to accidents and illnesses.
\nHowever, this has been an issue not only in shipbreaking industry but also in other
\nsectors of Bangladesh. According to the Bangladesh Labor Law (BLL-2006) the
\nminimum age for admission to work is 14 years and 18 years for hazardous work.
\nFurther, light work for children between the ages of 12 – 14 years is defined as nonhazardous work that does not impede education. The UN Committee on the Rights of
\nthe Child expressed concern in 2009 that many Bangladeshi children continue to
\nwork in five of the worst forms of child labor, namely welding, auto workshops, road
\ntransport, battery recharging and tobacco factories.
\nThe government has prohibited child labor for the children aged below 14 according
\nto the BLL 2006 and adopted the \u2018National Child Labor Elimination Policy, 2010\u2019
\nwith a view to withdrawing children from hazardous and the worst forms of labor.
\nThe policy is aimed to support families to break the vicious cycle of poverty so that
\nchildren remain out of labor.
\nIn addition, in the recent years a government initiative for \u2018free primary education\u2019
\ncoupled with adoption of \u2018National Child Labor Elimination Policy\u2019 has significantly
\nreduced the number of child workers in this industry which is much more visible in
\nthe current state.
\nAs a result of the new legislation, child labor is now clearly regulated in SBRI as per
\nSBRR, 2011 Ch.-III, Para.15 (e). This Rule states that \u201cNo person under the age of
\n18 shall be employed and no female worker shall be allowed to enter into the yards\u201d
\n(SBRR, 2011). However, proper monitoring and enforcement of the Rule should
\ndemonstrate the effectiveness of this policy.
\n52
\nLanguage and cultural difficulties:
\nFor most of these workers, language is an issue. These migrant workers have a
\nlanguage barrier in the work place. They speak particular Bangla which is clearly
\ndifferent them from Chittagong locals. If both ends of the people try to communicate,
\nit is obvious they have difficulty to understand each other. Their food habits and
\nbehavioral pattern also vary distinctively.
\nEmployment system:
\nThis category of workers is mostly engaged through local contractors on an hourly
\nbasis. Some are engaged for particular jobs under the supervision of foremen on sub
\ncontracts. The primary contractor works on contractual agreement with the yard
\nowner on the basis of tonnage.
\nHowever, there are no particular rules of engagement between contractors and the
\nfloating workers. There is neither any system of employment letter nor contract of
\nagreement signed in paper form between contractors and the workers (YPSA, 2005).
\nAs such workers are not aware of their legal rights of employment such as working
\nhours, night work, overtime, break, lunch, accommodation, holidays, equipment,
\nservice benefit and compensation. Although in SBRI all of the above criteria are
\nmaintained mostly in verbal form and according to general norms and practices;
\nhowever that may not guarantee any legal protection for the workers if there is any
\nsuch deviation from the norms. Moreover there is no labor union system within yards
\nwhich otherwise could negotiate and protect such rights.
\nIn the above circumstances the unskilled non-permanent workers do not always stick
\nto one contractor. They rather like to move from yard to yard when there are better
\nopportunities. Once more, the new regulation should modify this practice by
\nestablishing minimum standards of employment.
\nThe Hon\u2019ble Court decision dictates that \u201cNONE shall be employed without duly
\nexecuted contracts of employment. Master roll and all forms require by labor law
\n53
\nmust be maintain by employer\u201d (Extract from the Hon\u2019ble High Court Verdict on
\n06\/04\/2011).
\nDuties in the yards:
\nMigrant workers mostly remain as helping hands to various cutter and fitter groups
\nor as utility hand on demand from any group leader. They are also engaged as
\nmanual labors such as diggers, sweepers, cleaner, wire pullers, sorting groups,
\nelectric cables carrier, housekeeper, weight lifter and kitchen helper. There is no
\nclear work description. They are used as per job request.
\nMany of them do not continue to this job when they need to go back home in the
\nfarming season. This always makes a new group of entrants in the breaking yards
\nmaking the system more vulnerable.
\nTo conclude, the migrant workers are the vast majority of workers in this industry.
\nThey are mostly floating and lack in education and experience. They do not belong to
\nany particular working category. They do not possess a formal agreement of
\nemployment other than being on the mercy of the contractor. Although they account
\nfor vast majority of workforce, the circumstances and conditions often neglect their
\nrights and make them more vulnerable. However, the new Rule is expected to
\nimprove their standards of employment and bring more discipline into the system.
\n4.4 Procedures involved in shipbreaking stages
\nSince the Ship Breaking and Recycling Rules came in effect from 12 December
\n2011, the previous procedures have been modified\/changed. SBSRB being the
\ncentral focal point are responsible for providing all necessary permissions relevant to
\nship breaking and ship recycling in co-ordination with other government agencies.
\nA ship destined for Chittagong beach yard is subjected to undergoing various stages
\nupon arrival until the completion of the cutting process under the current regulatory
\n54
\nregime. The stages are: i) Preparatory stage ii) Operational stage iii) Cutting stage iv)
\nReporting stage.
\nPreparatory stage:
\nIn the preparatory stage most of the official formalities are completed. They involve
\nthe following:
\n– Arrival notification to MRCC, coastguard, port authority, Custom, SBSRB
\nand other officials as required by the local regulations. Usually this is done
\nthrough local shipping agent.
\n– Arrive and drop anchor in Chittagong port limit.
\n– Submission of all necessary documents through agent including list of
\nhazardous material (i.e. operational waste, bunker, CO2, Freon, luboil,
\nchemicals, paints etc)
\n– Inspection by custom authority for contraband\/illegal items against import
\npolicy
\n– Inspection by SBSRB along with other members from NBR, DOE&F,
\nDOE and technical personnel from SBSRB
\n– Cross examine of the documents including details records of bunker, lube
\noil, grease, chemical, bilge, ballast, oily sludge and gases are recorded by
\nDept. of environment and forest.
\n– DOE inspect all tanks, cofferdam, engine room and other area of interest
\nand provide Gas free and hot work certificate on satisfactory results.
\n– On completion of satisfactory survey and payment of govt. taxes and levies
\nvessel is permitted to proceed for beaching.
\nOperational stage:
\nOperation stage starts with the physical beaching of ship at the specific yard. Mean
\ntime breakers have to submit a ship recycling plan (SRP) and a copy of ship
\nrecycling facility plan (SRFP) to SBSRB to accord necessary permission to
\nphysically start the job on board. The operation stage involves followings:
\n55
\n– Proper securing of the vessel at yard.
\n– Disembarkation of the crew, if foreign crew through immigration department.
\n– Removal of left over bunker to registered dealer.
\n– Removal of oily sludge and used oil to yard facilities.
\n– Removal of all CO2 bottles to authorize dealers.
\n– Removal of all radio and pyrotechnics (Distress signals) by Bangladesh navy
\n(BN).
\nCutting stage:
\nIn the cutting stage ship breakers have to obtain permission from SBSRB prior
\ncommencement of actual cutting, this involves the following:
\n– Submission of SRP to SBSRB
\n– Submission of environmental clearance certificate of the yard to SBSRB
\n– Certificate from BN as evidence of removal of radio and pyrotechnics.
\n– Treasury Receipt as evidence of payment of government taxes.
\n– Workers registration.
\n– Proof of removal of bunker, lube oil (vendor Receipt).
\n– Gas free and hot work certificate from DOE.
\nSee Figure 19 and 20 to understand the general layout of the yards which need to be
\nsubmitted prior obtaining cutting permission. Once SBSRB is satisfied with the
\nabove documents, then the cutting permission is issued. On receiving the cutting
\npermission, actual dismantling process begins.
\n56
\nFigure 19: An example of yard layout plan to be attached as part of SRFP (Source: SBRR, 2011)
\nFigure 20: Shows the example of zoning of the yard, a requirement as part of SRFP (Source: SBRR, 2011)
\nBeginning of Dismantling:
\nUnder local regulations no fitting fixtures are allowed to land at anchorage other than
\nbunker fuel, oil sludge or residues to enlisted vendors.
\n57
\nBecause the ship contains a lot of equipment and material that the yard owner cannot
\nprocess directly themselves, independent traders or trading companies are expected
\nto take charge of numerous lucrative items such as accommodation fitting fixtures,
\ntools decorative items, outfitting, engine, machineries, electrical and electronics
\ngoods, furniture\u2019s, kitchen utensils, sanitary items, accessories, navigational
\nequipment and paints chemicals. These items are sold to different traders in a spot
\ntendering process. The open tendering process is usually done at the beach yard after
\nbeaching but sometimes at Chittagong anchorage while the preparation stage is
\nunderway. However, the yard owner can remove these items and later calls for
\nauction.
\nTherefore, removal of fittings and dismantling\/cutting can be of two different
\noperations.
\nOnce the awarding process is over and depending on the condition of sale, the
\nremoval can be done either through deploying the buyer\u2019s own people or through
\nvarious labor contractors. If the buyer of some particular items engages their own
\npeople, the yard staff remains as security to make sure that none of the buyers can
\ntake any other items not belonging to their tender schedule. But some of the yards
\nowners prefer do this under their strict supervision deploying their own staff and
\nworkers to avoid any unwanted situations and prevent damage to other types of
\nequipment.
\nGenerally the cutting operations are conducted through contractors under agreement
\nwith yard owners on a tonnage basis. Cutting contractors deploy laborers according
\nto the delivery demand and time frame stipulated by the owner. Initially it takes 1
\nto 2 weeks to plan various dismantling preparations, which include some gas freeing
\noperation as well. Another 2 weeks is required for removal of all fittings by various
\ninterested traders including removal of hazardous materials by special agency under
\ncurrent the Rule.
\n58
\nHowever, from these points onwards hundreds of workers step into the ship. The hot
\nand cold work continues simultaneously. Altogether the whole dismantling operation
\ncan take more or less 2-3 months depending on the size of the ship.
\nThe number of people engaged on board and in the yard depends on the size of the
\nship and volume of work corresponding to the scrap demand from downstream
\nindustries. The steel delivery rate imposes the rhythm of the breaking process and
\ntherefore the number of workers in the yards varies. Usually 50-60 fitter groups and
\n4-6 cutter groups are engage simultaneously on board and in the yard. Each fitter and
\ncutter is Helped by at least 3 helping hands that are unskilled or semi-skilled
\nlaborers. The fitters are numerous on board because they have a short allocated time
\nframe to remove fittings, equipment and machineries in preparations for the cutting
\noperations. Usually, one or two week is necessary to remove the fittings.
\nOn the other hand cutter groups multiply in the yard where they process the steel.
\nMajor cutting, resizing and customizing of plates are carried out at secondary cutting
\nareas. In addition, there are wire groups, loading groups, bottle groups, and forward
\ngroups continuously Helping in the whole process.
\nTherefore, the determination of the average number of workers at any one time is
\ndifficult to establish. Although the figure may vary depending upon the yard
\nmanagement strategy and volume of work, generally a 10,000LDT vessel when
\nworking in full swing engages between 400-500 workers at a shift.
\nReporting stage:
\nTo improve the transparency of the industry and to provide accurate data and
\nstatistics, the new regulation emphasizes on the reporting and monitoring process. In
\nthe reporting stage the ship breakers have to report of any occupational health and
\nsafety related issues such as accidents involving death, serious injury, diseases and
\nillness to SBSRB. They also have to record and demonstrate the proper management
\nof hazardous waste with the quantity disposed to the central TSDF system. This is to
\nkeep track of the quantity of HAZMAT handled.
\n59
\nConclusion:
\nThe composition of yard structure and methodology applied through the
\ncurrent Rule seems to bring more discipline in the working environment. It is
\nunderstood that a large number of manpower is engaged through various
\nsources into the process. The involvement of various categories of workers
\nunder different working conditions and experience should be reviewed in order
\nto improve transparency and to establish lines of responsibility to protect
\nworkers\u2019 health, safety and environment.
\nAppropriate education and training can transpose this workforce to more
\nreliable resources. They can be better utilized towards management of safety
\nand ultimately reduce the vulnerability.
\n60
\nChapter V
\nExisting conditions of SBRI \u2013 Observations and remarks
\nThis chapter will give an overview of the existing facilities in SBRI and will describe
\nthe real life scenario in and outside the yard. This will also cover the training
\ninfrastructure development. This description merges the visit of three sites in the
\nChittagong shipbreaking area. Numerous pictures are available in Annex 9(A~E) to
\nmake this yard visit easier to understand. The intention of this chapter is to shortly
\ndescribe breaking yards operations in order to provide a general idea of such location
\nand to observe the workers conditions particularly their relationship with hazards and
\nsafety.
\n5.1 Remarks on the observed yard infrastructures
\nIt is currently difficult to enter a yard without prior notification. To overcome this
\ndifficulty the author interacted with some yard owners and was helped by BSBA.
\nFinally, three yards visits were conducted between 17 May to 7 June 2012. Despite
\nthe limitations and lack of extensive on-site visits, some key elements became
\nvisible, which are described in the following discussion.
\nObservations:
\nChittagong SBRI is situated along the coast between Fauzdarhat and Kumira
\ncomprising 125 registered yards. To reach the location and yards, author had to take
\na narrow strip road of 2-3 km in length from Chittagong highway to the yard
\npremises. This road passes through local villages.
\n61
\nFigure 21: Showing location of shipbreaking yards in Chittagong beside Main Highway, (Photo Google
\nMap).
\nThese narrow roads are the only available connecting road to the shipbreaking yard.
\nThey are used for general road communications as well as transportation and the
\ndelivery of goods to and from the yards.
\nMost of the yards are restricted premises with fencing at the outskirt with an
\nindividual yard\/company name. The general lay out of the yards are of similar
\npattern with little variance according to the size and configuration of the land.
\nDescription along the passage:
\nAs author was going along from the main city, purposely took a road through
\nPahartali area which is the main stock pile area of various traders. They are mainly
\nretailers of scrap metals and machineries after resizing and overhauling machineries.
\nHundreds of such retailer shops can be found on both sides of the roads.
\nOn reaching the high way, along the main road on both sides many furniture shops
\ncould be seen in a few kilometers. Close to the Bhatiyari area and onwards on both
\nsides numerous shops could be found with paints, chemicals, kitchen utensils, LSA
\n62
\nand FFA items, ships equipment and antiques. This amount of equipment, material
\nand items for sale demonstrates the magnitude of the activity and its importance for
\nthe area. Pictures of some vendor shops and materials for onward utility can be found
\nin Annex 9(A).
\nFrom the main highway it is not identifiable which yard someone is heading for as
\nthere is no sign board on the leading roads. However on all the occasions the author
\nwas accompanied by a guide.
\nWhile passing through the narrow strip road author could see some areas where
\npeople were manually extracting copper from electric cables without any equipment.
\nOnly after being close to the yards industrial sounds could be heard, otherwise it was
\ncalm along the road.
\nDescription of yard infrastructure:
\nOn reaching one of the yards author encounter a manned security gate with an
\narchway. Anyone could clearly identify them as security guards with specific
\nuniform. Identifying author and explaining the purpose of visit led me passing
\nthrough. Having registered in a visitor\u2019s book author was provided with a pass card.
\nLooking around, could see the general layout of the yard is painted on a wall or on
\nlarge frame. Various safety posters in Bangla and emergency contact telephone
\nnumbers were posted or hanged on the walls around the main gate. (See picture
\ngallery in Annex 9(B).
\nThe general atmosphere of the yards was busy. The breakers pile up ships before the
\nmonsoon (June-August) to take advantage of the weather. During the monsoon
\nshipbreaking is a dull season. However, in all three yards there were ships in
\ndifferent stages of the dismantling process. All the yards were active with 2 ships
\nObservation: A preliminary sign of security & safety measures seen in place.
\n63
\neach in two yards and 1 ship in other yard. Delivery of scrap metals was
\nsimultaneously and continuously in progress with number of trucks in the queue.
\nA yard office was adjacent to the main gate. The manager of the yard met me and
\nintroduced me to some other office staff members. While discussing with the yard
\nmanager author was given an introduction of their safety and welfare policy in
\ngeneral as well as their future plans for improvement.
\nIn the office a few staff members were busy with their day to day jobs while one was
\nsitting in dedicated computer room monitoring weighbridge of the trucks. Besides
\nthe office materials there were a daily rooster and attendance board showing the
\nnumber of peoples engaged in different categories, and their spot of work. This way
\nto record the workers seems common to the yards that author visited.
\nAfter this short presentation close to the office location, a further guided tour around
\nthe yard was given.
\nThe physical infrastructure development was visible within the yards. In all three
\nyards they had portable generators for backup power. An electrician and a fitter with
\nminor maintenance capacity look after the generator. There are a number of electric
\npoles fitted with flood lights visible around the yard. I was told the lights are
\ncollected from scrap ships.
\nIn addition to the needed installations as office, entrance gate and storage place, it
\nwas visible to see the development of infrastructures associated with workers utility
\n(See picture gallery in Annex 9(C) such as:
\nDormitory for living: In one yard author saw a two story building and another two
\nwith 3 stories as a dormitory complex. General appearance gives an impression that
\nObservation: A rush of local demand for scrap metal was observed and workers were found busy.
\nObservation: Gives impression on the realization of past practices and intentions for future improvement.
\nObservation; A system of work force attendance record seen in place.
\n64
\nthe construction was not that long ago. Inside arrangements were with a number of
\nbeds side by side as well as bunk beds. All the rooms were not furnished completely.
\nToilets and bathrooms: Separate toilets and bathrooms were found adjacent to the
\ndormitory complex. Author was given the impression of a ratio of 1:5. A separate
\npond was also found in two yards for those not comfortable with showers in enclosed
\nbathrooms.
\nMess room with cooking facilities: Common mess rooms were found with cooking
\nfacilities with a mini grocery shop attached. Author was talking with some of the
\nworkers while they were having afternoon tea and it looked they were happy having
\na mess inside where they can relax and share their joys and sorrows. In one yard
\nthere was a separate mess for office staff and supervisors.
\nRecreation room: In all three yards a common recreation room was seen with TV
\nand VCD player and some indoor games. With my visual estimation they were not
\nspacious enough to accommodate more than 30 people.
\nFirst aid room: All three yards were found with a medical first aid room manned by
\na medical Helpant. They were equipped with stretcher, a bed and medicine chest
\nboard which looked collected and installed from scrap ships. I was told they can only
\nprovide preliminary first aid but for serious injury they have to send the patient to
\nhospital facilities either in BSBA hospital or any other hospital nearby. Currently
\nthey shift those serious patients to Chittagong city as BSBA hospital\u2019s in-house
\nfacilities are under construction. None of the yard has an ambulance. They need to
\nseek help from a general ambulance service or a private vehicle.
\nMedical Facility outside yards: On the way back author travelled to Bhatiary
\nstation road to see the status of BSBA hospital. It was late in the afternoon. On
\nreaching to the site there was no responsible personnel except a security guard who
\nsaid that construction of a 5 story hospital was nearly completed. They have
\narrangements for 150 beds with in-house facilities, which are yet to be equipped.
\n65
\nPresently BSBA have appointed a doctor with an outdoor facility opened for limited
\nperiod of time during the day. They still do not have an ambulance.
\nDrinking water facility: Separate drinking water facilities were seen with temporary
\nplastic tanks. In one yard they also had water purification plant. During authors visit,
\nnumbers of workers were found using them and collecting water in small bottles.
\nSafety officer\u2019s room: A compulsory safety officer in every yard is a new concept
\nunder SBRR. They are appointed by SBSRB but paid by the yard owner. In two yard
\nsafety officers were found. Author was told engagement of safety officers in other
\nyards are in progress. There were limited PPE and some fire extinguisher in one of
\nthe safety officer\u2019s room.
\nIn an interview they both mentioned they are retired personnel from BN and did not
\nhave working experience on board merchant vessel. However, they are trying to cope
\nwith the industry and at the same time trying to improve the working system. They
\nalso mentioned the role of safety officer in the organogram still not clear to them.
\nThey also lack in logistics, resources and supporting hands as they mentioned.
\nFire fighting facility: All three yards had a fire pump connected to a deep well. The
\nhydrants were seen around the yard, which are mostly used for fire fighting in the
\nyard. On board fire fighting is limited with a number of ships extinguishers and
\nbuckets of water as was intimated. Sometimes they use portable submersible pumps
\nbut that is limited during high tide only. In case of a big fire they seek Helpance
\nfrom the nearest fire brigade station situated in Fauzdarhat and Kumira which is
\nwithin 5-10 Km range.
\nIn-house training: In one of the yards author saw an in-house training center. The
\nroom was about 200 sq. feet with a few safety poster and some hand gloves and
\nrubber boots. A VCD and some ships publications were found, which looked not
\ntouched in the near past. In interviewing some staff they mentioned this will be used
\nObservation: A transparent role for safety officer is apparently absent.
\n66
\nby safety officers in the future. In the other two yards the safety officer\u2019s room is
\nused for mini conference\/meeting.
\nIn addition, separate prayer room and barber shop in the dormitory complex was also
\nseen in one of the yards.
\nIn addition to the above installations, waste management facilities were also
\nobserved as described below:
\nHAZMAT handling facility: In all three yards author could see the physical
\ninstallation of negative chamber room for asbestos, separate room for battery, heavy
\nmetals, glass wool, well for oil and oily sludge, sorting and separating room. Almost
\nall the rooms were found closed except the oily sludge room with a portable pump
\noutside for transfer to lorry. In an interview it was understood no one really knows
\nthe operation and handling of asbestos room. Author was told almost all the yards
\nhave similar facilities with few exceptions as these have become mandatory
\nrequirements under SRFP.
\nGeneral overview of the Yards:
\nAround these facilities, workers were seen having various types of clothing. Very
\nfew of them had complete industrial dress with appropriate PPE but some cutters and
\nwelders had. Many were absolutely with no PPE other than traditional clothes.
\nSeeing the visitors, some workers were busy in collecting hard hats.
\nObservation: A good arrangement and ideas in place but effectiveness yet to come.
\nGeneral observations\/remarks: Physical infrastructures developments are more visible than in the past. Most
\nof the developments give an impression of newly construction in the recent past probably after the
\nlegislative requirements. However, a sign of improvements is visible with regard to workers welfare, health
\nand safety matters.
\nObservation: Facilities developed gives an impression of recent additions under the requirements of SBRR but
\nless effective use of them were seen, probably due to lack of adequate knowledge and training in this aspect.
\n67
\nAfter this short view of the yard entrance and surrounding facilities, the visit
\ncontinued on the location of the operations.
\n5.2 Observation on the present operational practices
\nReality of the operation procedures:
\nThis will give a general overview of the yard operational practices involving
\nworkers. This observation is solely based on the author\u2019s personal visit to three
\nyards, which may not reflect the overall practices of this industry:
\nUnfortunately, it was not possible to see on board operations. However, visual
\ninspection of the cutting, loading, waste management facilities, workers
\naccommodations, mess room, safety officers\u2019 room and areas surrounding was
\nconducted to grasp the working reality within yards.
\nDismantling, cutting, removing and delivery were simultaneous operations involving
\nhundreds of people working in different stages. A vast majority of general workers
\nwere observed wearing traditional clothes and partly or without proper PPE except
\ncutters and fitters. General body language of the workers was hurried and busy ( See
\nAnnex 9C for pictures).
\nWhile taking a tour around author tried to take a short interview of workers in
\ndifferent groups:
\nAuthor saw about 40-50 people in a wire group that were arranging a cable on a large
\nwinch in order to pull a ship in the next tide which was beached a day before. Most
\nObservation: The impact of observer shows the urgency to follow safety procedures. Because of not having
\nPPE in work place, certain inspector\u2019s visit can impose penalty under current penalty provision in SBRR. It is an
\nindication of either sufficient PPE not in place or workers are not aware of their use and importance. They
\nrather seem more respectful to the penalty provision.
\n68
\nof these workers were found without PPE and boots. Author had the opportunity to
\ntalk with a few of them in a group. They said that they rather feel comfortable
\nwithout boots in this clay\/muddy and slippery condition. In addition, they mentioned
\nthere are not many in the yards to provide such large number of workers and
\npersonally to buy them is expensive.
\nAnother group was in charge of carrying electric cables in round coils. Each coil was
\ncarried by two individuals working in pairs. They were travelling to and from the
\nship and were stacking the coils in a single location. The load was lying on their
\nshoulders that they protected with \u2018hand-made\u2019 pads. They had basic rubber slippers
\nand no PPE.
\nThere were at least 10 cutter groups found working in different places. They were
\nbusy in resizing the plates in truckable size. Most of the plates come as a big chunk
\nin the secondary cutting area which needs to be resized as per customers demand.
\nAll the cutters were having proper PPE including safety goggles. They were Helped
\nby 3-5 helping hands in each group. These Helpants were rarely wearing any sort of
\nPPE. In addition, there was no fire fighting appliances nearby the cutting areas; and
\neven less designated precautionary area or warning signs around.
\nOne of the groups author saw two workers were working on a bulkhead which still
\nhad the insulation materials attached, probably glass wool or asbestos. However, the
\nworkers seemed not disturbed by this material and no additional precaution was
\ntaken.
\nObservation: Lack of safety\/precautionary measures for hot work. Unskilled workers seem not aware of
\nthe use and importance of PPE.
\nObservation: Not all workers wear PPE because of either availability or affordability.
\nObservation: Lack of knowledge about identifying hazardous materials and their associated health risk.
\nMay be due to lack of awareness and training.
\n69
\nSorting group: In one of the yard, an eight member group was found in the
\ndesignated room for sorting out various small parts of the machineries. They usually
\ndisintegrate some small parts of machineries to separate the precious metals such as
\nstainless steel, copper, nickel, nuts and bolts for better economic return. They were
\ncompletely without any PPE, not even gloves. Some of them were just wearing jeans
\nand T shirts. In the other two yards a group of a few people were seen busy with
\nsorting items on the yard and also doing some activities in housekeeping. A few of
\nthem were found with helmets.
\nMachine shop: In one yard a designated machine shop with Lathe machine and
\nother repair tool kits were seen. The workshop seemed like recovered from a ship
\nand installed. Very few workers were seen involved in this workshop. They were
\nwelding and machining some parts. In an interview they said they support their inhouse mechanical machineries with minor repairs as and when required. In addition,
\nthey conduct overhauling of some machineries for better selling price. They were
\nseen with PPE and welding screen\/goggles.
\nYard Equipment\/Mechanization: In all three yards some mechanical equipment
\nsuch as magnetic crane loader, mobile cranes of two types both hydraulic and
\nmechanical, multipurpose lifters and tractors were seen. In all the yards both
\nmagnetic loader and mobile cranes were found loading trucks and shifting\/sorting big
\nplates. During the visit, yards were found with clay and mud because of the previous
\nrainfalls. Big steel slabs were used for walkway and truck mobility. None of the
\ntruck helpers were seen with PPE.
\nObservation: Lack of knowledge about the general concept of wearing PPE (probably not trained), a
\nhousekeeping procedure seen around the yards.
\nObservation: Most of the skilled workers seem aware of the use and importance of protective gears.
\nObservation: Use of more mechanized equipment was seen. Outsiders such as truck drivers and helpers
\nseem not aware of the workplace safety.
\n70
\n5.3 Comments and perception on safety awareness after the yard visit and
\ninterviews
\nAfter this short tour in the yards, it is clear\/obvious that the industry is passing
\nthrough a transitional phase with construction stage. Under the current regulatory
\nregime the industry seems to be putting more efforts for transformation towards
\ngreen recycling as the state suggests.
\nHowever, the general body language of most of the workers indicates they lack
\nsafety awareness and are unable to identify or realize the risks they are exposed to.
\nThe lack of PPE also deemed related to the cost of such equipment for the workers
\nand\/or the owners. It seems that the equipment is either not available in numbers or
\nthe workers do not use the existing equipment properly. It is difficult to understand
\nwhy?
\nHowever, in the authors\u2019 opinion the change of behavioral pattern of the long
\npersistent practices is crucial in this transitional stage. It requires lots of motivational
\ntraining emphasizing the importance of using proper PPE which does not seem to
\nreflect in the operational environment. Mostly the cutters fitters and welders do use
\ntheir PPE. Nevertheless, the vast majority especially the unskilled (migrant) workers
\nwho are engaged through contractors lack safety awareness and are not provided
\nwith PPE. Understandably they are still out of the training umbrella.
\nConclusion: It is clear that due to the Hon\u2019ble Court intervention and
\nsubsequent formulation of new regulations (SBRR) have compelled the industry
\nto develop various infrastructures with regard to workers accommodation,
\nsafety and waste management facilities. These physical infrastructure
\ndevelopments are more visible. But regarding occupational health and safety
\nmeasures much needed afford yet to be in place with positive aptitude of all
\nstakeholders. The effective implementation of the OSH policy up to the grass
\nroot level needs to be further emphasized through enforcing and proper
\nmonitoring.
\n71
\nChapter VI
\nPresent development of capacity building and training
\ninfrastructure
\nThis chapter will highlight the importance of capacity building in terms of human
\nresource development through necessary education and training and its importance
\nfor sustainable growth.
\nIntroduction:
\nCapacity building refers to strengthening the skills, competencies and ability of the
\npeople so that they can improve the performance, reduce the vulnerability of
\noccupational risk and overcome the cause of their exclusion and sufferings. Capacity
\nbuilding as an individuals or a group of people within the organization can enhance
\nthe organizational ability to achieve the desired goal and perform in an effective
\nmanner. It can be described as the strategies or actions that an organization takes to
\nensure that it has the resources needed to succeed and that these are properly
\nallocated and used.
\nThese actions can include resource management, organizational learning, human
\nresource development, leadership development and other activities. In other words,
\ncapacity building is any set of actions that an organization takes to improve its ability
\nto perform successfully in its chosen area. Knowledge is the foundation of capacity.
\nKnowledge comes through proper education and training. For sustainability of this
\nindustry, capacity building could be one of the important measures involving
\nallocation of resources for education and training of workers.
\n72
\n6.1 Legal background and sustainable requirements
\nThe competent authority of Bangladesh has spotted the education and training of the
\nshipbreaking workers to be at the fore front for sustainable development.
\nLegal background
\nPrior to 2011, there were no legal requirements to train SBRI workers. Since the
\nHigh Court Verdict in 2009 and enforcement of the new Law in 2011, clear
\ndirectives (both from the Hon\u2019ble High Court and SBSRR) were issued in order to
\nprovide education and training to SBRI workers. Therefore, education and training of
\nshipbreaking workers became a mandatory requirement. Among nine other Court
\ndirectives, the first directive was with regard to education and training as follows:
\nA system of comprehensive training must be introduced to impart
\ntraining to those who shall be employed for ship breaking activities.
\nAn Institute will be set up for the training purposes by BSBA at their
\ncost for training such persons. The training period shall be at least 3
\nmonths duration. First 20 days shall be allocated for theoretical
\ntraining, while the rest of the period shall be involved in practical
\nvocational courses. No workers shall be allowed to be employed in
\nthe ship breaking yards without certificate showing completion of the
\ncourse (Hon\u2019ble High Court Verdict on 6\/4\/11, regarding workers
\ntraining).
\nAlso Ch.IV, Para. 17.1 Of SBRR, 2011 states that \u201cOnly the trained workers shall be
\nemployed in the breaking yard. The workers must undertake theoretical and on job
\n73
\ntraining from a designated training institute supervised by SBSRB. It also states that
\nunskilled workers supplied through contractors also have to undergo training\u201d.
\nIn short, no person should be allowed to be employed without training and
\ncertification.
\nSustainable requirements
\nSustainability is the capacity to endure. To achieve that, all training needs
\nlongitudinal reinforcement. In the context of shipbreaking workers\u2019 training in
\nBangladesh, the following few parameters described gives an idea of the existing
\nconditions.
\nExecution of Training
\nFollowing the Hon\u2019ble High Court directives in March 2009 the trade body \u2018BSBA\u2019
\nundertook the responsibility to establish a training center, and later they delegated the
\njob to a group of marine professionals under their control and administrative
\nauthority. BSBA considered the professionals would be in a better position to deliver
\nthe necessary training to the workers. It was the starting point to establish a SBRI
\nworkers\u2019 training center.
\nHowever, it is understood the training institute started with not many preparations
\nand foundation studies with regard to identifying the stakeholders and main audience
\ngroup. It is also understood there had been no such institute existing in the past,
\nparticularly for SBRI workers\u2019 training. As such the training institute did not have
\nready materials\/aids to execute the training effectively. Nevertheless, it was needed
\nat the time to establish a training center under the current regulatory regime.
\nHenceforth, the training continued with the aid from their professional knowledge
\nand experiences. At the same time the institute was trying to develop training
\ncurriculum and organize the staff for effective training delivery.
\n74
\nTo make the training effective and sustainable, a good foundation studies are
\nimportant to identify and understand the various stakeholders and main audience
\ngroup considering the local environment and working conditions.
\nControl and monitoring:
\nSince the intervention by the High Court and until today the control and monitoring
\nof the training institute came through two phases. Since the inception of training
\ninstitute in February 2011, the training activities were controlled and supervised by
\nthe Director of Environment, Chittagong under MOEF. Later from 12 December
\n2011 the authority shifted to SBSRB situated in Dhaka, under MOI. It may be
\ndifficult on the SBSRB part to effectively monitor the training processes because of
\nthe distance apart. Moreover in the author\u2019s understanding all the members of
\nSBSRB are yet to be recruited following government procedures which may take
\nsome time.
\nHowever, under the current legislative requirements, control and monitoring
\ncriteria are in place but the effectiveness yet remains as a challenge in this
\ntransitional stage.
\nRecord keeping:
\nTransparent records of all training activities including record of accidents and
\ninjuries are very important for further improvement in the system. Currently, this job
\nis mostly done by the training institute itself. Understandably, only few workers have
\nbeen trained since the inception of the institute. However the directives on training
\nare compulsory for all the workers in SBRI. Because of no particular record of
\nworkforce engaged in this industry, it is difficult to trace who is yet to undergo
\ntraining. Yard owners also do not have complete records of trained personnel
\nengaged in their premises other than those of their regular employees.
\n75
\nFurther there is no central database for the records of workplace accidents\/incidents.
\nThe accident analysis is very important to find the causal effects, gaps, loopholes and
\nlacks in the current system. As such review for further improvement is currently
\nlimited. Training Institute has recently opened a dedicated accident analysis and
\nprevention cell. The aim is to investigate all forms of accidents\/incidents for root
\ncause analysis in order for future prevention and transfer of information across the
\nindustry.
\nHowever, under SBRR Ch.VII, Para-30.4,5 and 6, ship recyclers are required to
\nreport, record and notify work related injuries and diseases, ill health and incidents to
\nSBSRB. Also under Ch.IV, Para 17.22 of SBRR 2011 a record of attendance register
\nis required for the workers engaged in the yards to be maintained in accordance with
\nthe provision of BLL2006.
\nHowever, the author\u2019s practical visit to the yards suggests that not all of the people
\nengaged in the yards are trained (See Figure 22). A proper record keeping system
\nand effective monitoring of all training activities is expected to demonstrate more
\ntransparency under the current Rule.
\nFigure 22: shows the current training statistics (source: author\u2019s quantitative research)
\n36
\n52
\n12
\nCurrent Training Statistics(%)
\nTrained
\nNot trained
\nUnder training
\nFinding from quantitative interview with 100 workers.further ref:Annex-02 & 06.
\nInference: 52% of the workers yet to be trained under current training system.
\n76
\nFinancing:
\nFinancial support is a big factor in the equation for sustainability. A training institute
\nwith such a huge task cannot just be born. It requires extensive research primarily to
\nunderstand the working environment and conditions. It also requires a lot of
\ninfrastructure developments, especially in the preparatory stage and henceforth to the
\ntraining delivery. The process should be continuous for further review and
\ndevelopment with the trending demand, which may require continuous financial
\nsupport.
\nIn a qualitative interview, the training coordinator mentioned \u201cWe have all positive
\nintentions to develop the training institute from current state to a proper institute
\nwhich require huge financial involvement. Since inception in nearly two years we
\ncould not make any significant progress in developing the training materials\/aids
\nother than procuring some safety posters locally\u201d. He also mentioned unlike the
\ninitial stage the flow of trainees also is reducing with the time and the institute has
\nmonthly fixed overhead costs which they still need to maintain even if there is no
\ntraining. With such financial burden the existence of the training institute is matter of
\na question.
\nAccording to the High Court directive, it was the trade body (BSBA) who was to
\nestablish a training center and the expenses to be borne by them. However, ultimately
\nthe fees\/expenses are borne by the yard owners for their regular staff and skilled
\nlaborers. In a qualitative interview with two yard owners and a senior consultant to
\nBSBA (see details in Annex 3 and 4), it was understood from their opinion that the
\njob seekers should have certain pre-qualification like in any other job sector.
\nHowever, still for their mutual benefit and reputation of the industry, they are bearing
\nthe expenses for their regular staff that are limited in numbers. They also mentioned
\nthat unskilled workers engaged through contractors are mostly floating and not
\nconsistent in the industry. Moreover, it is the contractor who engages them, so the
\nquestion of training expenses should lie on to them or through other patronization or
\neven from ship owners under corporate social responsibility (CSR).
\n77
\nTo conclude, providing education and training for SBRI workers is currently a
\nlegal requirement. The execution of this requirement is just in place which seem
\npassing through developing stage. For sustainability of the process more
\nsupervisory and control, financing and record keeping mechanism is expected to
\neffectively demonstrate under current legal system. In both cases for sustainable
\ndevelopment of the training institute and training expenses especially for migrant
\nworkers, probable technical and financial support is likely absent in the existing
\nfacilities which need to be further explored.<\/p>\n
6.2 Evolution of training infrastructure and Current developments
\nBackground:
\nFormerly there had been no training scheme for ship breaking workers other than a
\nfew workshop organized in the past by BILLS in collaboration with ILO, UNDP and
\nNGO\u2019s.
\nFollowing the Hon\u2019ble High Court order in March, 2009, among other directives,
\nproviding education and training for the SBRI workers became compulsory. It also
\nbecame one of the pre-requisite for the yards to apply for environmental clearance in
\norder to resume their business.
\nEstablishment of First training center and location:
\nThe first formal training institute came in effect on 21 April, 2011 in the name of
\n\u201cBSBA Training Center\u201d with no particular infrastructure as such.
\nThe training program was guided and supervised by the Director of Environment
\nunder MOEF. The resource personnel of that institute are composed of a group of
\nmaster mariners, marine engineers and some retired naval personnel.
\nIn a qualitative interview with the chief training co-coordinator while he mentioned
\n\u201cwe indeed kicked off the training program almost empty handed with no ready or
\napproved training curriculum in hand. Eventually we had to develop our own training
\n78
\ncurriculum based on our ship board experience and following various guidelines such
\nas ILO, IMO and industrial best practices\u201d.
\nHaving no designated premises of their own, the institute initially started the training
\nprogram in JUBA Bhaban, Halishahar in Chittagong city far away from breaking
\nyards.
\nMethod of enrollment and training package:
\nWorkers had to register through BSBA under the banner of associated yard owner.
\nThe same list was then forwarded to the training institute for necessary training. In
\nthe beginning there was rush of workers queuing for the training as it was one of the
\nrequirements to obtain cutting permission. Under such pressure the Institute had to
\nrun two parallel courses in the morning and afternoon sessions.
\nInitially the training package started with duration of 20 days as general class room
\nteaching and additionally on the job training program in the yards. The delivery of
\nthe training was mainly on the basis of situational and safety awareness with regard
\nto various health and safety issues such as personal, professional and physical safety
\nof the workers, knowledge on management of hazardous waste and conservation of
\nthe environment. The composition of the program was supplemented with lectures
\nfrom relevant govt. entities such as labor office representative, a representative from
\nthe environmental department, representative from the national fire and civil defense,
\nrepresentative from the maritime academy and community doctor to highlight
\nvarious relevant issues involved in ship breaking activities.
\nThe first batch of BSBA training ended in May 2011 with a total of 571 workers
\nmainly cutter foremen, supervisors, leading foremen, fitter foremen, shift-in-charges,
\ncutter men and riggers of different ship breaking yards. Two hundred and fifty other
\nworkers were enrolled to receive training under the second batch and so the training
\nprogram continued (Daily Sun,, 2011).
\n79
\nShifting of Authority and Transition:
\nIn the meantime shipbreaking was declared as \u201cIndustry\u201d on 13 February 2011 which
\nwas Gazette on 20 October 2011 under the Ministry of industry (MOI). Following
\nthe declaration, the new SBRR was published and came in effect from 12 December
\n2011. This new rule demands that the training institute should be recognized and
\napproved by SBSRB.
\nThe same former \u2018BSBA training institute\u2019 with its existing set up was renamed as
\nAESL Safety Training Institute (ASTI) under the AESL Company. It was relocated
\nat KadamRasulPur under shitakunda Upazila. The present institute started in a new
\nrented house almost midway between the yards. The same institute was finally
\napproved by SBSRB.
\nVisible Developments
\nSince 25 March 2012 this is the only approved and recognized training institute by
\nSBSRB to undertake Education and Training for SBRI workers. Author visited both
\nthe institutes in April 2011 and May 2012 while training activities were in progress.
\nIt has been seen, the BSBA training institute class room was full with more than 100
\nworkers participating in training program (See Annex 9D). The delivery of training
\nwas mostly based on the theoretical lectures with safety videos used for shipping
\nindustry. No formal class routine and segment of program was in printed form. No
\nbooks, handouts or safety posters were available in the class. Few PPE were
\navailable for practical demonstration. The chief training coordinator was responsible
\nfor the organization and distribution of classes according to the availability of
\nresource personnel.
\nClass room activities were seen enthusiastic. For example, most of the workers were
\nkeen on sharing their various experiences and they were asking many questions with
\ncuriosity. It was observed the lecturers were trying best to explain them verbally
\nwithout any supporting teaching aids. Workers were seen sometimes not able to
\n80
\nvisualize and follow the lecturer even though the workers looked very proud of
\nacquiring knowledge. Author heard some workers were saying \u201cIf we were given
\nsome awareness before provably we could avoid lots of accidents\u201d. At the end of the
\ncourse a certificate was issued to all the participants\u2019 there were no particular
\nAssessment criteria.
\nAuthor also visited the new training institute (ASTI) from 29 May to 7 June 2012,
\nwhile a training program was in progress with 15 participants. The course duration
\nhas been squeezed to one week. The enrollment process has been modified;
\nparticipants can directly enroll through the yard owner.
\nThere were various safety posters seen hanging inside the class room. No other
\nvisible development could be seen, especially the structuring of training curriculum
\nand teaching aids. The mode of training delivery still remained the same (See Annex
\n9D).
\nThe chief coordinator claimed that the majority of the workers are yet to be trained.
\nEspecially workers engaged through various labor contractors are not in the
\nenrollment list. Since the inception of training program so far they trained only about
\n2700 workers (From April 2011 to May 2012), they are mostly skilled laborers
\nemployed in various yards.
\nThere is currently only one common course for all category of workers at a cost of
\nTaka3500 (equivalent to $40).There is no further course developed for different
\nworking groups. The education and training program is limited to one time only.
\nThere are no particular student Assessment criteria and no provision for a refresher
\ncourse.
\nTo conclude, the establishing of a training institute currently satisfies the
\nnational legal requirements. For sustainability of the institute and the training
\nprogram, appropriate logistics and support seems insufficient in this
\ntransitional stage. The institute needs to be more formalized and composed for
\neffective delivery of the training program. Therefore, a comprehensive plan of
\n81
\n12
\n24
\n32 32
\n0
\n5
\n10
\n15
\n20
\n25
\n30
\n35
\n<6
\nmonths
\n1-2 years 2-5years 5years
\nabove
\nWork Experience
\n10
\n30
\n36
\n40
\nPercentage of age Group
\n18-20
\n21-30
\n31-40
\n40 above
\naction should be undertaken identifying all stakeholders and finding possible
\nfinancial and technical support to strengthen the institutional capacity.
\n6.3 The voices and comments about the current training system
\nAs mentioned in Methodology, author has conducted qualitative interviews of 35
\nworkers from different age and experience groups. Details can be found in Appendix
\nA & Annex 1. Author also conducted quantitative research on 100 workers randomly
\nchosen from different groups (Details can be found in Appendix A, Annex 2 & 8).
\nMost of the interviews were related to OHS training which is highlighted in the
\nfollowing discussion.
\nNeedless to mention that due to resources and time constraints, this is limited
\nresearch. The author\u2019s personal effort to collect data may not necessarily reflect the
\nwhole industry. In order to preserve the anonymity of the interviewers, the names
\nstated below were altered.
\nFindings in Quantitative interviews: 100 workers were given with various
\nquestionnaires relevant to the following is furnished below (Table of contents can
\nbe found in Annex 2 & 8 for further reference).
\nFirst set of data about workers basic information:
\nFigure 23: shows %age of workers age group and experience
\nInference: Vast Majority of the workers are age 31 and above. Inference: Majority of the peoples are having more than
\n2 yrs of work experience
\n82
\nFigure 24: shows %age of workers education level.
\nOn the age and education of group statistics, it can be noticed a small discrepancy
\nbetween my data and data shown previously (Ch-4.3, fig-20). This discrepancy can
\nbe explained by the fact that my data were mainly collected inside the training
\ninstitute in which the trainees are often skilled and experienced workers with higher
\nexperience and age.
\nIn the above basic information it shows that the majority of the workers are aged
\nabove 31 with more than 2 years of working experience while a two third majority of
\nthe workers have no or very low level of education.
\nSecond set of data concerning the training content:
\n100 Workers were given various questionnaires regarding their comments on current
\ntraining facilities such as:
\ni) Is the current training understandable to them?
\n28
\n44
\n20
\n8
\n0
\n5
\n10
\n15
\n20
\n25
\n30
\n35
\n40
\n45
\n50
\nNo Education Primary Secondary Hsc and above
\nWorkers Education Level
\nInference: 44% of the workers only have primary level of education.
\n83
\nInference: 46% of the workers are satisfied with current
\ntraining program.
\nInference: Vast Majority of the workers are not aware of
\noccupational hazards.
\n38%
\n46%
\n16%
\nHazards Identification
\nKnows
\nPartly Knows
\nNot Know at
\nall
\n46%
\n42%
\n12%
\nSufficiency of Training
\nYes
\nNo
\nNo
\nComment
\nThe results are shown in Figure 25.
\nFigure 25: shows percentage of workers comments on training contents
\nIs the training structure sufficient? iii) Do they know all the hazards?
\nFigure 26: Shows percentage of workers comments on current training program and ability to identify
\nhazards.
\n34
\n51
\n15
\n0
\n10
\n20
\n30
\n40
\n50
\n60
\nUnderstandable Not Understandable No comment
\nUnderstanding on the Training program
\nInference: Current training contents are not understandable to over 50% of the workers.
\n84
\niv) Workers comments for improvement if any.
\nFigure 27: Shows percentage of workers comments on further improvement in current training program.
\nFrom the figures above it may be said that, the current training content is
\ninsufficient to meet the demand of the workers. Most of the workers either do not
\nunderstand the teaching pedagogy or the contents. Supporting teaching
\nmaterials\/aids may not be appropriate to reach up to their knowledge level. To
\nmake the training program effective further improvement is required which may
\ndemand in depth study to find out the possible solution with a pragmatic approach.
\nMain findings from qualitative interviews with workers:
\nAppreciation towards changes was expressed by the workers. Almost all the
\nworkers admitted that they had benefitted from the training. They all
\nappreciated the intervention by various agencies and government steps
\ntowards OHS. Mr. Ali generally comments on behalf of many workers \u201cWe
\nare very happy that authority is looking after us. Recently lot of changes has
\ncome for us and we started to use those facilities in the yards, we expect to
\nhave better life than in the past\u201d.
\n80%
\n60%
\n60%
\n20%
\nWorkers comments\/suggestion for Improvement
\nTraining & Drills
\nInformation Sharing
\nForming association
\nOther measures
\n(Each worker had mutiple option
\nto comment on)
\nInference: Vast Majority of the workers are in the proponent of simultaneous training, drill and sharing of
\ninformation & knowledge.
\n85
\nThe close relationship between workers and trainers was highlighted. This
\nlink was deeply appreciated because now, the workers have some contact
\npoints. Mr. Salim was exited, he says \u201cBeside what we are taught, we have
\nthe contact number of training co-coordinator and other teachers; we can
\ndirectly phone them for any suggestion. Before nobody could tell us which
\nwas right way of doing things. We are very happy to have a training institute,
\nit is opening our eyes\u201d.
\nWorkers expressed their concerns about the current training program. The
\nmajority of the workers consider that training should be more customized and
\ndelivered to different groups in relation to the nature of their jobs. Mr.
\nKashem with 12 years of experience in this industry said \u201cI work mostly in
\ncutting operation, I must know more on the cutting safety\u201d. It seems the
\ntraining provided is very generic and not sufficient precise for some workers
\nthat require more specific and adapted knowledge. Mr. Rashed, 32yrs said \u201cI
\nwork with bulkheads and dismantling of pipes, I would prefer to know more
\non the hazards associated to my work but other knowledge is also good for
\nme\u201d. The minority of the workers did not have any comment on that.
\nWorkers expressed concerns about the take home training materials. All of
\nthem mentioned they are not provided with hand books, no leaflets, no take
\nhome materials. They expect the above materials should be made available to
\nthem for better understanding and sharing information and knowledge.\u201d this
\ncomment made by Mr. Kolimollah expresses the general view of the workers.
\nThe lack of supportive material was clearly highlighted by a lot of trainees as
\nwell as the course coordinator. \u201cThe teachers are very good but they do not
\nhave supporting materials to show us. For us it is difficult to visualize what
\nthey are saying\u201d (Mr. Karim).
\nLanguage issues: It is understood that the education level of the workers is
\nvery low, such as not being able to understand the video contents that are
\nshown. Mr. Rahim said \u201cThe video they are showing is in English which
\n86
\nmake no sense to us, we prefer to have video materials in Bangla and more on
\njob specific\u201d.
\nLack of education needs adaptive pedagogical material, Mr. Jabbar said.
\n\u201cMost of us cannot read and write, we prefer to have many posters which can
\nbe understandable for us\u201d.
\nPractical and specific pedagogical training material seems absent in the
\ntraining program. Workers do prefer to have a practical model of ships or
\nsections to visualize along the lecture. Mr. Alam said. \u201cThis is a new training
\nscheme, the teachers try very hard to make us understand but if they have a
\nmodel ship we could go close and learn better\u201d.
\nSize of the classroom needs to be adapted. The number of trainees in the
\nclassroom looks overcrowded and student teacher ratio is not optimal. Mr.
\nRauf said \u201cThere are too many peoples in the class room, very hard to follow
\nlecture from back bench\u201d.
\nWorkers preference towards practical training. A small majority of the
\nworkers were in support of more practical oriented training and drills while a
\nminority stated the program should be a combination of both class room and
\npractical teaching. Mr. Yasin with 3 years of experience in this industry
\nmentioned \u201cFor us it is easy to understand onsite training while we are
\nworking, teacher can observe and explain the safety matters\u201d.
\nAll of them also appreciated the involvement of visiting lecturers from the
\nlocal ILO office, community doctor, environment department, national fire
\nbrigade, Marine Academy which they feel has amplified their knowledge in
\ndifferent areas. Mr. Abideen said \u201cWe found the combination of various
\nknowledge is fruitful for us, because we are facing injuries and small fire
\nalmost frequently. We do most of the things from our common sense but with
\ncurrent knowledge we will be able to operate some extinguisher and be able
\nto give some better first aid, this is good for our personal life also\u201d. He also
\nmentioned \u201cthere are plenty of extinguishers on the ship, instead of selling
\nthem right away they can be kept for use till the dismantling process is over\u201d.
\n87
\nMain Findings from a qualitative interview with chief training coordinator
\n(Further ref to Annex 5):
\nA qualitative interview was conducted with the training coordinator to understand the
\nexisting training facilities and their ongoing process.
\nFrom the interview it is clear that the training institute is recognized as
\n\u2018ASTI\u2019 and approved by SBSRB. The training curriculum is still under
\nconstruction and yet to be approved. Currently, they are following ILO, IMO
\nand GOB guidelines pertaining to training delivery. The teaching pedagogy is
\nmostly class room lectures sessions with audio visual aids in English used by
\nthe shipping industry. No customized audio visual aid is currently available to
\nthem. On completion of theoretical sessions a supplementary on the job
\ntraining is also provided for a day.
\nThe training coordinator mentioned, \u201cWe have all positive intention to
\ndevelop the institute but we are facing challenges with appropriate training
\nmaterials and resources which are not readily available in this context. The
\ninstitute has just begun without much background preparations and logistic
\nsupports. This might require some time to establish as a proper institute. It is
\nalso subjected to the availability of financial & technical support. I feel there
\nis lot of rooms for improvement\u201d.
\nHe also mentioned, \u201cWe are also planning for additional courses for various
\nstakeholders and special category of workers but these are our future plan.
\nWe are also looking for a special course for the HAZMAT handling peoples.
\nCurrently we are lacking in technical support and logistics.\u201d
\nFrom the above research it is understandable that the industry is actively working
\non the workers training issues. Workers looked happy and morally boosted finding
\nthe opportunity to gather information and knowledge. However, it seems the
\nestablishment of the training institute was needed at the time and was hastily set up
\nwithout much primary research.
\n88
\nThe use of Training materials\/teaching aids looks insufficient and not adapted in
\naccordance with the workers knowledge level and understanding capacity.
\nTransfer of knowledge and information should reach the grass root level in an
\nadapted manner to have better industrial output. Also it looks the general
\nperception and demand of the workers is more than the existing training facilities.
\nA general common course alone does not reflect to satisfy the different category of
\nworkers. In these circumstances the purpose and effectiveness of the training
\nprogram may not contribute sufficiently towards enhancement of workers
\nknowledge and competence.
\nThe data collected from different methodology suggests that the purpose and
\nobjective of the training program may not been appropriately adapted in the
\ncurrent context. The teaching pedagogy and the contents deem not satisfying the
\ndemand of the main audience group. Most of the workers demand for more
\npractical oriented program either onsite or using various models which shows lack
\nin the current facilities. Moreover training for one time without further refreshing
\nmay not sustain for longer period of time.
\nTo make the training program effective further improvement is require in the
\ncurrent system. The structuring of the training program and delivery materials
\nshould be tailored made considering trainees level of knowledge and experience.
\nThey should be constructed as such so that they are easily understandable to the
\naudience group. In the above circumstances the institute may redefine the program
\nintroducing basic and advance courses according to the different level of workers
\nconsidering specific nature of their jobs under local circumstances and conditions.
\n89
\nChapter VII
\nThe road for improvement
\nThis chapter will highlight some similarities and possible correlation between
\nmaritime training and shipbreaking workers\u2019 training to support the ideas. It will also
\ngive recommendations how to improve.
\n7.1 A maritime-inspired training system to support SBRI
\nShip breaking is recognized as one the most hazardous occupations (ILO, 2004). It
\ninvolves a wide range of activities which encompasses OHS and environmental
\nissues. Therefore the workforce engaged in these activities should know the
\nassociated hazards and its implication on the environment in order to avoid
\nhazardous exposure. Appropriately the shipbreaking activities largely involve ships
\nas main focal point and a portion of its related hazards.
\nFindings in the interviews:
\nThe author interviewed a number of experienced workers to understand the industry
\npractices and to grasp the workers\u2019 knowledge in relation to the identification of
\nsafety and hazards and their way of approach. Some of the interviews are highlighted
\nto show how callously they used to work in this industry because of not having
\neducation and training in the past.
\nOne of them Mr. Rafiq, a cutter foreman with eight years of experience in the
\nindustry described an accident while a worker was suffocated in empty ballast.
\nBefore he witnessed this accident, to his understanding water ballast tank cannot
\ncontain gas inside. Therefore, his perception made him confused. Following the
\nargument I asked him: \u201cHave you ever heard about depletion of oxygen that may
\nhappen even in ballast tank if it was kept closed for long period of time?\u201d The
\naccident may still happen even in the ballast tanks if not sufficiently ventilated and
\n90
\nthe atmosphere is tested for safe entry. This was surprising for him as he never
\nthought of such conditions neither was he educated with such information before.
\nIt is obvious they have very limited knowledge of hazards and confined spaces in
\nparticular. They are not aware of safe entry procedures and the use of testing
\nequipment.
\nAnother very experienced worker Mr. Karim, fitter foreman was interviewed to
\nknow about the tanker and the tank cutting procedure. He also has witnessed many
\naccidents before. He was describing the entry and hot work procedure in a tanker
\nwhere they rely solely on the gas free and hot work certificate issued by DOE. Once
\nthat certificate is made available to the yard, the cutting operations start. But to the
\nauthor\u2019s understanding the explosive certificate is valid for a limited period. In
\naddition, specific conditions are highlighted such as proper procedures to follow
\nregarding ventilation and periodical measurement of the tank atmosphere. Therefore,
\nthe certificate does not guarantee the tank will remain safe for entry and hot work if
\nthe tank atmosphere is changed for any reason and proper procedure is not
\nmaintained.
\nMoreover, most of the tankers are not absolutely clean and there remain sludge\/
\nsediments in various corners which can emit toxic vapors while heated up during the
\nday. In questioning Mr. Karim, he further described a dangerous and cruel method of
\ntesting a tank atmosphere:
\n– Use of short spark of a lighter in the upper level of the tank and;
\n– Lowering a live chicken in the bottom half to estimate the tank atmosphere.
\nIt is needless to mention how suicidal and heart throbbing this attempt could be. He
\nhas also witnessed many small and big tanker explosions causing loss of many lives.
\nTo his experience he has also seen workers fainted inside cargo tanks. However, Mr.
\nKarim is fortunate to survive in many accidents and near misses.
\n91
\nTo the author\u2019s understanding, tanker operations are considered as highly
\nsophisticated and particularly dangerous. Therefore, international standards require
\nspecific training for the crew working on such ships. Not all general seafarers can
\nserve on board a tanker unless they receive additional courses on tanker operations
\nand procedures despite the fact that a scrap tanker is a dead operational ship. Such
\nvessels require safe dismantling procedures because they might not be properly
\ncleaned and de-sludged which may create explosive atmosphere and toxic vapors.
\nAdditional training and information on tankers should be included in the training
\nschemes in order to avoid tanker explosion and enclosed space casualties.
\nA recent accident on 16 September 2011 caused 4 lives (Daily Purbakone, 2011)
\nwhile workers were dismantling ship\u2019s fixed CO2 installation. This accident
\nhappened well after the High Court directives were in place and training activities
\nwere underway. The author learnt from the course coordinator of the training
\ninstitute that out of 4 casualties involved in that accident, one was a trained worker
\nfrom his institute and the 3 others were unskilled labors without training.
\nNevertheless the accident happened because of someone\u2019s mistakes in the group.
\nThe voices and comments depicted above show a clear necessity of transferring
\nknowledge and information to improve the working atmosphere.
\nThe SBRI workers did not have any formal training in the past other than learning
\nthrough their experiences. The complexities and nature of the industry is such, if the
\npeople are not aware of the associated work hazards and do not know how to analyze
\nand manage the risk there is every chance of encountering serious accidents and
\ninjuries. Despite the lack of accurate statistics, the accidents are supposed to be
\nnumerous in this industry.
\nTraining presents a unique opportunity to expand the knowledge base of all
\nemployees in any industry. It brings benefits for both individuals as well as for the
\nwhole industry. Individuals are expected to raise their situational awareness and
\ntherefore could protect themselves in hazardous environments. The industry should
\n92
\nbenefit from fewer accidents which can be disruptive for the working processes and
\nshould benefit from the higher skilled worker who may improve the overall
\nproductivity of the yard and enhance the working conditions. These hypotheses seem
\nto be verified by the statistics provided by ASTI.
\nFigure 28: A Comparative data of accidents\/incidents prior and after training. Prepared by ASTI accident
\ninvestigation cell based on information received from workers \/trainees. (Courtesy: Training coordinator).
\nHowever, a proper education and training scheme for such hazardous industry needs
\nto encompass a large variety of components likewise in the shipping industry. The
\nwishful list is based on the training system developed in the maritime field to
\nenhance safety system on board and ashore.
\nShipping is a global business and shipboard atmosphere is multicultural with various
\nnationals with different knowledge and background. But for the safe operation of
\nships, seafarers\u2019 knowledge is blended to a common consensus for smooth conduct
\nand operations. IMO has extensively worked on this issue and implemented the
\nSTCW Convention for common knowledge and understanding of shipboard safety.
\nSimilarities can be found in the shipbreaking industry with workers under various
\nlevels of knowledge, skills and background. The most important link between
\nseafarers and breakers is the vessel. A systematic approach with such maritime
\neducation and training model can be followed in SBRI to enhance safe working
\n93
\npractices. The following discussion will try to find some correlation between seafarer
\nbased maritime training and SBRI workers\u2019 training.
\nImprove general knowledge:
\nSuch element is clearly perceptible in the STCW Code and its numerous tables
\ndescribing the basic knowledge and skills of seafarers.
\nAs discussed in the previous chapters, the work force involved in this industry is
\nvaried in skilled, semi-skilled and unskilled laborers. 95% of whom are migrant
\nworkers with no or low level of basic education. They probably never saw a ship and
\nits structural components. Therefore, they do not have any idea of the hazards they
\nwill have to face. They mostly rely on the group leader\u2019s work and guidance. But
\nultimately everyone in a group is working at the sharp end.
\nAlso a vast majority of the workers are engaged through labor contractors and
\nimmediately placed for the job without even having opportunities to understand work
\nplace ethics. Unlike other industries, shipbreaking is unique because of its nature and
\nmultiple functions in different stages.
\nTraining will enhance the general knowledge and skills of workers at each level. It
\nwill also help them to expand their horizons of human intellect and an overall
\npersonality while increasing their morale. The improvement in knowledge will
\nencourage them to exercise safe working practices while they would be much more
\naware of safeguarding their personal safety.
\nIn this context a basic foundation course like seafarers\u2019 basic training may be
\nadopted for the SBRI workers with necessary changes in the contents. Also a
\nsystem of familiarization can be introduced like the ISM Code for the new
\nentrants\/new joiners, also for different types of ships.
\n94
\nIdentify hazards:
\nThe shipping industry developed the Formal Safety Assessment (FSA) which could
\nhelp to support hazard identification in the shipbreaking context.
\nAs discussed earlier there are number of hazards involved in Shipbreaking processes.
\nWorkers are more often exposed to these hazards because of the nature of this
\nindustry. This exposure poses both health and safety at risk. Workers suffer from
\nvarious illnesses and chronic diseases as they lack knowledge about the HAZMAT
\nand their effects on health. Moreover, the vulnerability of workers because of not
\nbeing able to identify the hazards has caused many lives through explosions, trapping
\ninside tanks, confined spaces, falling and tripping which is common and a day to day
\nphenomenon in this industry. This has stigmatized the image of this industry. A
\nformal safety assessment (FSA) tool can be used for this industry for the need of risk
\nreduction.
\nHowever, with proper education and training, workers would be able to identify the
\ncommon hazards and the risk associated in it. Accordingly workers would be able to
\nanalyze and manage risk. Knowledge on such hazards will also encourage them to
\ntake precautionary and additional protective measures to mitigate such risks.
\nSafety awareness:
\nMaintenance of equipment, training and drills, and numerous safety devices are
\ndescribed in the various IMO conventions and particularly SOLAS.
\nA good variety of workers with different behavioral pattern work in this industry.
\nAppropriate training will help to grow safety awareness amongst workers. The
\nperception of the workers will gradually transform towards safe industrial practices.
\nThis will help to develop a safety culture within the industry; eventually the quality
\nof work will be improved and a learning culture will develop within the organization.
\n95
\nSeafarers\u2019 participation in various drills as well as use and maintenance of
\nshipboard safety equipment has vastly contributed to the safe and efficient running
\nof ships, which may also be introduced in the SBRI. The different methods of
\nresearch in this study also support such ideas of practical oriented training and
\ndrills.
\nUnderstand the Use and Importance of PPE:
\nBoth, IMO and ILO instruments promote the use of personal protective equipment to
\nreduce personal injuries.
\nIn order to avoid occupational health related accidents and injuries, using PPE is
\nmost important in any industry. The workers involved must understand the use and
\napplicability of such PPE. In SBRI it seems the majority of the workers are not aware
\nof such use and importance. Probably they never saw and are not used to this
\nequipment. With education and training workers would be able to practically see the
\nequipment and learn about the importance to avoid occupational injuries. Safety is
\nparamount and that can be achieved through workers\u2019 safe practices and encourage
\nthem to use proper PPE.
\nIndustrial safe practices, pictures, photos, illustrations, shipboard safety videos on
\nPPE and safe working practices can be introduced in SBRI.
\nUnderstanding and use of safety equipment:
\nAs a general principle, seafarers are expected to know the generic safety equipment
\non board. In addition, through a familiarization process, they learn to use the
\nequipment specifically designed for the ship. Ships operate remotely away from land
\nresources and an operational emergency may still occur which the seafarer mitigates
\nusing on board safety equipment.
\nLikewise the applicable beaching method in Bangladesh makes the fire safety and
\nother logistics difficult to be made readily accessible especially on the beach yard. In
\nthese circumstances the workplace safety largely depends on the skills and
\n96
\ncompetence of workers involved at the sharp end. For instance, if there is a small fire
\nin the cutting process, which may easily be extinguished with the use of a fire
\nextinguisher provided somebody knows how to operate it. Training can demonstrate
\nsuch knowledge to the workers to effectively extinguish such fire before escalating.
\nThis in turn will reduce the number of fire incidences at the work place and may
\nprevent fatal accidents.
\nSTCW fire prevention and fire fighting course module can be useful in this
\ncontext.
\nTeamwork spirit:
\nBridge and engine resource management training exists in the maritime industry and
\nis considered important tools to develop teamwork spirit.
\nIn SBRI the workforce involves comes from various backgrounds and skills. They
\nhave linguistic & cultural problems amongst them. There are a number of groups that
\nwork simultaneously on board and in the yards. Any mistake by one in the group
\nmay affect others. So an effective workplace communication is important in this
\ncomplex situation. The work place safety does not solely rely on one individual.
\nTherefore team work and coordination is vital in such hazardous environment
\nbecause even the most skilled and experienced worker may find himself in danger
\ndue to other unskilled workers\u2019 acts, mistakes, mishaps or omissions.
\nKnowledge of understanding the safety sign and symbols and knowing the safe
\nworking procedure can be a common language in the first place. Education and
\ntraining can help in inculcating the sense of team work, team spirit, and inter-team
\ncollaboration. It will help in inculcating the zeal to learn within the employees and
\nthus help to create a safe team working environment.
\nThe bridge and engine resource management course idea may be useful to guide
\nsome courses in the SBRI context.
\n97
\nKnowledge of first aid:
\nIn order to keep with the isolation of ships at sea, the seafarers must demonstrate
\nmedical skills to support their colleagues in case of emergency. In the context of
\npresent ship recycling methods, the distance from shore support may request such
\nbasic training.
\nUnderstandably, accidents and injuries are common in this industry. The use of basic
\nfirst aid tools\/techniques may in the first instance increase the chances of survival of
\na critically injured person. With proper Education and Training workers can receive
\nsuch information on how to use the first aid techniques and tools, giving lifesaving
\nsupport such as artificial respiration, cardiac massage and stoppage of bleeding prior
\ngetting to shore medical facilities.
\nSTCW training on elementary First Aid may be introduced in this context.
\nContribution to Management safety:
\nThe ISM is considered a way to involve the management in the safety of ships.
\nTherefore, such formal system may be useful in the shipbreaking context to develop
\nsafety awareness at all levels. The Hong Kong Convention also promotes such an
\nidea.
\nAccording to SBRR Ch-vii.Para-30 expressly mentioned that all recycling facility
\nmust implement occupational health and safety management system to improve the
\nworking condition to reasonable standards. If considering the management structure
\nof any yard, it is ultimately the majority and vital people at the cutting edge who may
\ncontribute a lot to the management safety.
\nManagement responsibility is to set up a well-balanced transparent policy with
\nparticular goals which in this case is accident prevention and preservation of workers
\nhealth and the environment. To achieve this common goal top down responsibility
\n98
\nmust be in place clarifying what is expected from the work force. This approach will
\nallow the workers to clearly understand the organizational health and safety policy.
\nThe workers will feel more responsible towards their job. This will also help the
\norganization to develop a safety culture within a reasonable time. A safety culture
\npromotes continuous improvement, efficiency and effectiveness (O\u2019Neil, 2002).
\nSuch a move is highly beneficial because it will reduce the vulnerability of the
\nworkers and most probably will enhance their productivity. This should improve
\norganizational efficiency and mitigate various issues such as occupational health,
\nsafety and environmental damage through an awareness campaign. This should also
\nenhance the livelihood, security, health care, wellbeing and empowerment of the
\ndisadvantaged.
\nIn order to achieve the above organizational goals workers need to be effectively
\ninvolved in the management safety system. Workers need to understand the
\nmanagement strategy and learn how they can contribute to the safety system by their
\nsafe working practices and quality of work. With proper education and training
\nprogram both institutional and in-house training, workers will gather knowledge
\nabout the management safety system and will be more encouraged and participatory
\nto achieve desired goals.
\nThe role and responsibilities of individuals prescribed in ISM code may support
\nthe idea to establish a safety management system for SBRI.
\nTraining Program\/Institute:
\nThe current education and training scheme for Chittagong shipbreaking yards seems
\nto focus only on workers, but others stakeholders of this industry also need
\ninformation and to some extent training for effective implementation of management
\nsystem towards common understanding of workplace safety. Analyses and
\nidentification of correct stakeholders, selection of the target audience groups with
\nunderstanding of their characteristics and behavior, local working conditions and
\nenvironment needs to be considered prior design, development, and delivery with
\n99
\nfurther scope for Assessment and review which in this system seem absent. For
\neffective and sustainable training program, a more systematic and methodological
\napproach needs to be in place for which further research and in-depth studies are
\nrequired.
\nA budget allocation\/financing needs to be explored for sustainable development
\nwhich may be supported through key stakeholders and or donor agencies.
\nSafety officer position in Occupational Health and Safety policy
\nThe introduction of safety officers\u2019 position in SBRI is a positive step to enhance
\nworkplace safety. Role of such position has been emphasized in the current
\nregulation. However, management commitment should clearly define such position
\nempowering him to work independently.
\nIn a complex situation like SBRI in Bangladesh where many small groups work
\nindependently under no central supervision but a safety officer role can bridge them
\ntogether for better performance towards OHS. All activities in the yards may be
\ncentrally controlled and managed by a safety officer ensuring all precautionary
\nmeasures and necessary resources are available. He may be Helped by a group of
\ntrained staff to co-ordinate all shipbreaking activities while onsite monitoring and
\nenforcement can be done effectively. A small group on site may co-ordinate him as
\ncentral focal point\/control room. However, such position needs adequate resources
\nand trained staff to support such idea.
\nThe idea of such safety officer exists in the shipping industry under safety
\nmanagement system (SMS) on board. The definition and job scope clearly describes
\nhis position and importance in relation to safety matters. He\/she remains independent
\nwho regulate safety matters, conduct safety meetings and conduct risk analyses prior
\nundertaking any job. He has the freedom to intervene any unsafe practices and
\nexercise his empowerment in order to restore safety.
\n100
\nSuch idea under ISM can be helpful for establishing safety management system in
\nthe yards defining roles and responsibilities of safety officer in the organogram.
\nTo conclude, training has multidimensional positive impact in any organization.
\nA pragmatic and effective training program can reduce the number of injuries
\nand deaths, property damage, legal liability, illnesses, workers’ compensation
\nclaims, and missed time from work.
\nA knowledge based supportive workplace is the key especially in the SBRI
\nwhere most of the workers lack or have limited basic education. With proper
\neducation and training the vulnerability of workers can be minimized.
\nWorkplace accidents and injuries can be reduced to a reasonable level if not
\neliminated completely. This will also help strengthen those who are skilled and
\nothers to enhance their knowledge regarding work place safety as well as to help
\nachieve organizational goals. Appropriate and effective education and training
\nprograms under local circumstances will certainly improve workers common
\nskills and competence which eventually will contribute vastly towards
\nsustainable development of this industry.
\nRelevant training existing in the maritime training field which may be perceived
\nfor the Shipbreaking industry to improvise safety standards.
\n7.2 Conclusion
\nShipbreaking is considered to be the most sustainable way of disposing end of life
\nships. Almost every parts and machineries of the ships can be recycled or reused.
\nMore importantly for Bangladesh, the industry generates hundreds and thousands of
\ndirect and indirect job opportunities for the disadvantaged.
\nWith significant amount of market shares Bangladesh has been upholding this
\nindustry locally over decades. However, the conditions of the shipbreaking yards
\n101
\npushed the regulators to intervene in the industry. The Bangladesh government
\nrecently undertook various initiatives to enhance safe and environmentally sound
\nmanners of recycling of ships. In August 2011, high level Bangladeshi delegates
\naccompanied by industry representatives and other stakeholders visited other
\nshipbreaking nations such as China, India and Turkey. They gathered information
\nand ideas prior to formulating a pragmatic rule for this industry.
\n“Since we’re newcomers in the global market, we prefer to share ideas and
\nexperiences with leading shipbreaking nations to put the shipbreaking industry on a
\nfirm footing,” We want to move forward in a transparent way, and won’t compromise
\nwith anything that might pose threat to environment” Mr. Dilip Barua, Hon\u2019ble
\nMinister for MOI, BD, (AKM Moinuddin, 2011)
\nThis move demonstrated the commitment of government and showed the breaking
\nindustry about the new possibilities towards green and safer recycling.
\n\u201dWe are moving in the right directions, just wait and see. Bangladesh shipbreaking
\nindustry will soon be recognized as global example for its environment- friendly
\ngrowth and expansion. We will take a pragmatic as well as an environment and
\nworkers friendly policy to ensure the sector\u2019s sustainability which is a must for the
\ncountry\u2019s economic development\u201d Mr. Dilip Barua, Hon\u2019ble Minister for MOI,BD (
\nThe Daily Star, 2011)
\nThe above statement from the government gives a clear indication of how the
\nindustry should look in the future. Subsequently, SBRR was framed and enforced
\nfrom December 2011. Coincidentally SBRR has been formulated just after the
\nadoption of the Hong Kong Convention, 2009 (HKC). Interestingly, though
\nBangladesh did not ratify HKC but most of the requirements for \u2018safe and
\nenvironmentally sound recycling of ships\u2019 under HKC was reflected in Bangladesh
\nRule \u2018SBRR, 2011\u2019 (Government Gazzete, 2011).
\n102
\nSince the implementation of the SBRR regulations, the industry is showing positive
\ntransformation towards green recycling which is more visible in the recent past. The
\nchanges may not be established overnight but may require some time.
\nMoreover, the process has to be promoted and continued in order to cope with the
\nfuture demand and requirements of the regulators, industry and its clients.
\nIt could be steps to the beginning towards green recycling. The future trend might
\nalso demand further modernization under local circumstances and conditions. It is
\nevident that many local players are also proponent to further mechanization and
\nmodernization of this industry for an accident and pollution free environment.
\nHowever, the technologies and resources are lacking locally. Therefore, innovative
\ntechnologies and ideas have to be explored and shared in order to support the
\nindustry acknowledging the local conditions.
\nBangladesh shipbreaking industry has both challenges and opportunities with
\nnumbers of advantageous parameters specially abundance of cheap laborers,
\ntechnical know-how, shipping experience and expertise, local steel demand and
\nsecond hand market utility. With such potentials for better sustainability, the industry
\nneeds logical support both internally and externally in various aspects such as
\ntechnical, human oriented, organizational and financial.
\nShip recycling should be looked into with an international perspective. Much needed
\ninternational co-operation with transfer of technology and information and sharing of
\nresponsibilities from various stakeholders is equally important with ongoing local
\nefforts.
\nIn addition to a global ship breaking policy in Bangladesh, local initiatives have to be
\npromoted and particularly those aiming to improve the working conditions in the
\nbreaking yards by training the workers.
\nBangladesh has shipping experience and good expertise in Maritime Education and
\nTraining. For example the Bangladesh Marine Academy, a center for maritime
\n103
\nexcellence has long 50 years of reputation in the maritime training field where they
\ncan support the enhancement of the industry through the training in collaboration
\nwith existing SBRI training facilities in a joint venture project ( help with nursing paper writing from experts with MSN & DNP degrees).
\n104
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\nShip Breaking in China.
\nhttps:\/\/monkessays.com\/write-my-essay\/google.com\/url?sa=t&rct=j&q=&esrc=s&source=web&cd=3&ved=0CD
\nUQFjAC&url=http%3A%2F%2Fwww.wilsoncenter.org%2Fsites%2Fdefault%2Ffiles%
\n2Fshipbreaking_feb1.pdf&.
\nLEANDER, T. (2012, April 4). A tsunami of scrapping. Lloyds list, p. insight.
\nLloyds. (2012, May 22). lloyds List. Retrieved September 21, 2012, from www.lloydslist.com:
\nhttps:\/\/monkessays.com\/write-my-essay\/lloydslist.com\/ll\/sector\/containers\/article398834.ece
\nMAHR, K. (2010). Bangladesh Cracks Down on Shipbreaking.
\nhttp:\/\/science.time.com\/2010\/08\/25\/bangladesh-cracks-down-on-shipbreaking\/:
\nTime Science and Space.
\nMCCARTHY, L. (2012, March 8). Ship recycling firmly on 2012 agenda. Lloyd’s List special
\nreport on shiprecycling, p. 2.
\nO\u2019Neil, M. W. (2002). World Maritime Day 2002,SAFER SHIPPING DEMANDS A SAFETY
\nCULTURE. IMO NEWS, p. Issue 3rd.
\nPlatform on Shipbreaking, N. (2009). Off the Beach. Brussels: NGO Platform on
\nShipbreaking.
\nPrabal Barua, A. p. (2012). Shipbreaking Activities in Bangladesh and collision of Marine
\nBiodiversity. chittagong: YPSA.
\nSarraf, M. (2010). Ship Breaking and Recycling Industry in Bangladesh and Pakistan. New
\nYork: World Bank.
\n107
\nShaber, M. U. (2009). The prospects of the recycling industry. The Financial Express.
\nSharma, M. A. (27-28 February,2009). IMO\u00b4s 2nd regional seminar on safe and
\nenvironmentally sound recycling of ships., (p. Power piont presentation).
\nShanghai,China.
\nThe Daily Azadi. (2011, october 4). The Daily Azadi.
\nThe Daily Star, S. C. (2011, November 23). Ship-breaking training institute on cards. The
\nDaily Star.
\nThe World Bank. (2011). World Data Bank. Washinton,DC, United States,
\nhttp:\/\/databank.worldbank.org\/data\/Views\/VariableSelection\/SelectVariables.aspx
\n?source=World%20Development%20Indicators%20and%20Global%20Development
\n%20Finance#.
\nThe World Bank. (2012, February 28). The World Bank. Retrieved september 9, 2012, from
\nThe World Bank: Retrieved:
\nhttps:\/\/monkessays.com\/write-my-essay\/worldbank.org\/en\/news\/2012\/02\/28\/faster-growth-needed-to-create15-million-jobs-annually-in-bangladesh
\nUNCTAD. (2011). Review of maritime transport . Newyork: UNCTAD secretariat.
\nWorld Bank. (2010). Ship breaking and recycling industry in bangladesh and pakistan. New
\nyork: World Bank.
\nWorld Bank. (2010). Shipbreaking and recycling industry in Bangladesh and Pakistan. New
\nYork: World Bank.
\nWorld Bank. (2010). World Bank. Retrieved September 5, 2012, from www.worldbank.org:
\nhttp:\/\/databank.worldbank.org\/ddp\/home.do?Step=2&id=4&hActiveDimensionId=
\nWDI_Ctry
\nYPSA. (2005). Workers in shipbreaking industries,A base line survey of
\nchittagong(Bangladesh). Chittagong: ICO, 1CDA C\/A, Momin Road.
\nYPSA. (2005). Workers in shipbreaking industry,A base line survey in chittagong. Chittagong:
\nYoung Power in Social Action (YPSA).
\nYPSA, FIDH and International platform on shipbreaking. (2008). Childbreaking Yards \u2013 Child
\nLabour in the Ship Recycling Industry in Bangladesh. Submission to the United
\nNations Committee on the Rights of the Child: FIDH.
\n108
\nAppendix A
\nDetails of research conducted in Chittagong
\nQualitative Interview of 35 different workers on random basis from various working
\ngroups as below:
\n08 from cutter group.
\n02 from winch group,
\n12 from general working group\/helper,
\n02 from foreman group,
\n01 yard supervisor,01 yard manager,
\n01 office manager,
\n02 from sorting\/grading group,
\n01 safety officer,
\n02 from wire group,
\n02 from security guard,
\n01 from oil group.
\nA set of questionnaire on the above qualitative research can be found in Annex 1.
\nAuthor also conducted a Quantitative interview of 100 workers from different
\nworking groups randomly selected within yards, training institute & outside yard in
\nlocal tea stalls. (Ref. Annex 2)
\nIn addition to workers:
\nInterviewed two yard owners, one in Agrabad and one in Khatunganj
\nlocation (Ref. Annex 3).
\nInterviewed a technical representative from BSBA, at his office located in
\nSk. Mujib road (Ref Annex 4).
\n109
\nInterviewed Chief training coordinator and one instructor from Training
\ninstitute located at Kadamrasul, Bhatiary (Ref Annex 5).
\nData collection and conducting survey was not easy as the industries are very
\nrestricted for general entry. However Author managed to convince BSBA
\nrepresentative, some of the leading yard owners who extend their help in this regard.
\nTraining provider was kind enough to take me to some of the yards while conducting
\non job training helped author to understand the real life scenario. Since there is no
\ncentral data base of this industry some of the data collected from various print media,
\nNGO reports, and private and government organizations.
\n110
\nAppendix B
\nList of Hazards identified by ILO in \u201cSafety and Health in Shipbreaking, Guidelines
\nfor Asian countries and Turkey\u201d
\n111
\nAppendix C
\nAn example of soil contamination found in sites in Bangladesh and
\nestimated Accumulated hazards.
\n(Source: World Bank report, 2010)
\n112
\nAppendix D
\nAmount of hazardous materials per million GT on merchant and
\nnavy vessels
\nSource: World Bank Report\u20192010, page 29.
\n113
\nAnnexes (1 to 5)
\nDetails of sample questionnaires used for interviews with different
\nstakeholders.
\nAnnex 1
\nA set of questionnaire to the workers group as a qualitative approach:
\n1. What is your age? ————————————
\n2. Which part of Bangladesh you are from? ——————————————–
\n3. What formal level of education you have in the past? —————————–
\n4. How long you are working in this industry and under what capacity? ———-
\n5. Are you employed directly or by contractor? ————————————
\n6. Are you aware of the hazards associated with this industry?
\n7. Have you witnessed any accident before (follow up Questions)?
\n8. Do you have any background knowledge about the industry?
\n9. Have you undergone any form of training?
\n10. Do you think the training you have undertaken is understandable to you?
\n11. .Who pays for your training and how much? ——————
\n12. To your opinion how the overall safety situation may be improved. ————<\/p>\n
Thank you very much
\n114
\nAnnex 2
\nA set of questionnaire to the workers group as a quantitative
\napproach:
\n1. What is your age?
\n2. Marital Status?
\n3. How long and under what capacity you are working this industry?———————-
\n4. What level of formal education you
\nhave:
\n5. Have you received any form of
\ntraining so far?
\n6. Was the training understandable to
\nyou? Yes\/No\/No comment
\n7. Do you think the training you received is sufficient? Yes\/No\/No opinion
\n8. Have you any idea about the associated work hazards? Yes\/No\/Not at all
\n9. Have you witnessed any accident before? Yes\/No
\n10. What kind of accident you witnessed \u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026
\n11. Are you provided with your protective gears? Yes\/No\/I don\u2019t know
\n12. To your opinion how the overall safety situation can be improved:
\nThank you very much
\nNo Edu Primary SSC HSC&
\nabove
\nProper
\ntraining
\nDrills Knowledge
\nSharing
\nForming
\nAssociation
\nOthers
\n20-29 Years 30-39 Years 40 years & above
\nMarried Unmarried
\nYES NO
\n115
\nAnnex 3
\nA set of questionnaire for the Employer\/Yard Owners as a
\nqualitative approach
\n1. You are owner of how many yards?
\n2. Do you realize the importance of ship recycling industry in Bangladesh?
\nYes\/No
\n3. What makes the industry stop and re-open over the past? ……………………..
\n4. Do you recognize this industry has declined in the recent times due to poor
\nworking conditions and of environmental issues? Yes\/No
\n5. Do you recognize the organizational safety mostly depends upon Decent
\nworking cond.?
\nYes\/No
\n6. Do you realize the capacity building through proper Education and Training will bring
\nmore productivity and efficiency for the industry? Yes\/No
\n7. Do you face any challenges to educate your peoples? Yes\/No
\n8. Do you feel the training providers are adequately equipped to offer suitable
\ntraining? Yes\/No
\n9. With your experience and ideas what form of training would be most suitable
\nfor the workers? ……………..
\n10. How do you employ your workers? By direct employment\/ via contractor?
\n11. Do you feel to set up a safety management system by bridging your workers
\nand staffs?
\nThank you very much
\n116
\nAnnex 4
\nA set of Questionnaire for the representative of Bangladesh Ship
\nBreakers Association
\n1. Over the past this industry has played an important role in global context,
\nwhy currently it is suffering from frequent stop and re-opens?
\n2. Do you think that the yard owners, managers and the officials do recognize
\nthese issues?
\n3. You being in the lobby with Government and other international bodies, with
\nyour opinion what best possible approach can be made to mitigate the
\nissues?…………………………
\n4. With your opinion how this industry can be made a future viable
\nindustry\u2026\u2026\u2026\u2026\u2026\u2026\u2026.
\n5. With your opinion how the OHS and other labor related issues can be
\naddressed\u2026\u2026\u2026\u2026\u2026..
\n6. Understandably most of the labors are migrant workers, with your opinion
\nhow they can contribute to the organizational
\nsafety\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026..
\n7. Do you realize that among other factors capacity building through appropriate
\neducation and training can play a significant importance in the safety aspects?
\n8. To your opinion considering the workers level of education and work
\nexperience which form of training could be most suitable for them?
\n9. Do you think the current training providers are well equipped for this
\npurpose?
\n10. In line with HKC, How the industry is looking forward to face the future
\nchallenges? ………..<\/p>\n
Thank you very much
\n117
\nAnnex 5
\nA set of questionnaire for the training institute as a qualitative
\napproach
\n1. As a training provider are you been approved by SBSRB? Yes\/No\/In process
\n2. Is there any qualification criteria set out for the training provider? Yes\/No
\n3. Do you have a dedicated training institute? Yes\/No\/Rental basis
\n4. Is there any guideline to develop a training curriculum? Yes\/No
\n5. What form of training guidelines you are currently following? ———————–
\n6. Understandably most of the workers are illiterate, what methodology and training
\ntools you are using pertaining to their Education and Training.
\n7. Do you think you have appropriate teaching materials? Yes\/No\/May be
\n8. Are they understandable to the workers? Yes\/No\/May be
\n9. Do you have any Assessment criteria prior issuing any certificate? Yes\/No
\n10. Are you facing any challenges in providing Education and training? —————
\n11. With your opinion how the training could be improved? ——————-
\n12. Do you feel any external resources\/investment could make the program more
\nsustainable? Yes\/No
\n13. Do you feel the industry has all the expertise and technical ability to handle
\nAsbestos, PCB\u2019s, POP\u2019s etc? Yes\/No
\n14. Is there any particular course for the peoples dealing with the special hazardous
\nwaste management? Yes\/No
\n15. Do you recognize the training package should comprise of all the aspects of
\noccupational safety and health, environmental and other human rights related
\nissues? Yes\/No
\n16. Is your training program is supervised by any Govt. Authority? Yes\/No
\nThank you very much
\nClass Room On job Trng Other method
\n118
\nAnnex 6
\nEmployment generation in shipbreaking linkage domain.
\nSL ORGANIZATION
\nNUMBER
\nOF FIRM \/
\nINDUSTRY
\nMATERIALS
\nSUPPLIED
\nWORKERS
\nEMPLOYED FINISH PRODUCTS
\n1 RE-ROLLING
\nMILLS 525 MS PLATES &
\nGIRDERS 2,62,500 RODS,ANGLE,FLAT BAR
\n2 STEEL MILLS 15 MELTING
\nSCRAP 21,000 ROD\/BAR ANGLES
\n3 SHIP REPAIRER 70
\nPLATES,
\nGIRDER,
\nCABLE,
\nENGINE
\n4,000 SHIP REPAIR
\n4 FURNITURE
\nINDUSTRY 2300 CARDBOARD,
\nDOORS 2,30,000 OFFICE & HOUSEHOLD
\nFURNITURE
\n5 ELECTRIC &
\nCABLE 575
\nCOMPUTER,
\nFRIDGE,
\nELECTRIC
\nCABLE ETC.
\n28,750 OFFICE & HOUSEHOLD
\nEQUIPMENTS
\n6 DOCK YARD 69
\nPLATE,
\nGIRDER,
\nCABLES,
\nEQUIPMENT,
\nENGINE ETC
\n40,000 INLAND SHIP BUILDING &
\nREPAIR
\n7 TRANSPORT
\nORGANIZATION 300 9000 CARRIAGE OF GOODS
\n8 TRANSPORTS 4000 12,000 TRUCK, COVER VAN, PICKUP
\nETC
\n9
\nACTIVE SHIP
\nBREAKING
\nYARDS
\n80
\nSHIP
\nDISMANTLING
\n& RECYCLING
\n1,60,000 ACTIVE
\n10
\nUPCOMINGSHIP
\nBREAKING
\nYARDS
\n39 7800 UNDER DEVELOPMENT
\n11 ROD SALER 3000 1,50,000 BUY\/SALE
\n12 FOUNDRY &
\nMOLDING SHOP 2100 CUST IRON 2,10,000 TUBEWELL, MANHOLE
\nCOVERS
\n13 ROPE SHOP 230 ROPES 2300 FISHING NETS &
\nHOUSEHOLD CRAFT
\n119
\n14 HARDWARE
\nSHOP 1500 MACHINERY
\n& TOOLS 2,25,000 INDUSTRIES, HOUSEHOLD,
\nSHOPING MALLS ETC
\n15 WORKSHOP 2000
\nLATHE,
\nWELDING
\nMACHINE
\n40,000 EQUIPMENT MAKING &
\nFABRICATION
\n16
\nALUMINIUM &
\nCOPPER
\nFACTORIES
\n1020 ALUMINIUM &
\nCOPPER 1,02,000 COOKING UTENSILS
\n17 PIPE SHOP 203
\nMULTI
\nDIMENSIONA
\nL PIPES
\n10,150 EQUIPMENT MAKING &
\nFABRICATION
\n18 BRONZE\/COPPE
\nR SALER 160 ALLOY
\nPROPELLOR 800 EARN FORIEIGN CURENCY
\nBY EXPORT
\n19 BLACKSMITH 20,000 SUPPLY OF
\nIRON BAR 1,00,000 KNIVES, CHOPPER, SICKLE
\n20 OXYGEN
\nFACTORY 35 3000 OXYGEN SUPPLY FOR SHIP
\nBREAKING
\n21 EQUIPMENT
\nTRADERS 345 GENERAL\/MA
\nRINE PARTS 34,500
\nGENERATORS SUPPLIED TO
\nGARMENTS, FISHERIES,
\nHATCHARY, FILLING
\nSTATION &
\nELECTRIFICATION OF
\nISLANDS
\n22 IRON DEPO 2500 CAST IRON 2,50,000 RAW MATERIAL FOR
\nREROLLING & STEEL MILLS
\n23 PLASTIC
\nFACTORY 880 RUBBER &
\nPVC 79,200
\nBALLPEN,BATHROOM
\nFITTINGS,HOUSE HOLD
\nPLASTIC MATERIALS
\n24 COMMISSION
\nBUSINESSMEN 2500 12,500 SALE\/PURCHASE
\nNEGOTIATION
\n25 BOILER
\nBUSINESSMEN 100 BIOLER
\nSUPPLY 500
\nTEA,TEXTILE,DYEING,PAPE
\nR,OIL REFINERY
\nINDUSTRIES
\n26 YARD OFFICE
\nSTUFFS 80 1,600
\n27 SECURITY
\nGUARDS 80 3,600
\n28 BOATMEN 80 800
\n29 LIGHT
\nENGINEERING 7000 LEATHE,
\nWELDING 4,4O,000 EQUIPMENT MAKING &
\nfabrication
\nTotal 2,441,000
\n(Source: FBCCI\/MOI,BD, Courtesy: BSBA)
\n120
\nAnnex 7
\nShowing the market share of five major shipbreaking nations in
\n%age GT & DWT
\nYear Bangladesh China India Pakistan Others
\n2000 20 21 49 6 4
\n2001 35 18 33 12 2
\n2002 30 19 41 6 4
\n2003 18 35 37 5 5
\n2004 47 21 23 3 7
\n2005 56 4 30 1 9
\n2006 63 6 19 4 9
\n2007 44 8 32 9 6
\n2008 51 11 30 3 5
\n2009 38 15 36 10 1
\nData By: Lloyds Fairplay
\nYear Bangladesh China India Pakistan Others
\n2000 22 28 39 6 5
\n2001 32 22 28 15 3
\n2002 28 25 38 5 3
\n2003 17 37 34 4 8
\n2004 53 20 16 2 9
\n2005 54 7 19 1 19
\n2006 68 4 21 2 5
\n2007 47 8 27 11 7
\n2008 54 12 28 3 4
\n2009 38 15 36 10 1
\nData By: EA Gibson
\n(Courtesy: Captain Anam Chowdhury, BSBA)
\n121
\nAnnex 8
\nTable showing the analysis from the quantitative research on 100
\nworkers.
\nAge
\ngroup
\nWork
\nexperience
\nEducation
\nlevel
\nTraining
\nstatus
\nWas training
\nunderstandable
\nWas the
\ntraining
\nsufficient
\nDo they
\nknow
\nall
\nhazards
\nWhether
\nprovided
\nwith
\nPPE
\nComments on
\nimprovement:
\n(One worker
\nhad multiple
\ncomments)
\n10% in
\nage
\ngroup
\n18-20
\n12% less
\nthan 6
\nmonths
\n28% no
\neducation
\n36%
\nobtained
\ntraining
\n34% said
\nunderstandable
\n46% said
\nyes
\n38% said
\nknows
\n23% said
\nprovided
\n80% comments
\nboth with proper
\ntraining and
\npractical drills
\n40% in
\nage
\ngroup
\n21-30
\n24%
\nbetween 1-
\n2yrs
\n44%
\nprimary
\n52% no
\ntraining
\n51% said not
\nunderstandable
\n42% said
\nno
\n46% said
\npartly
\nknows
\n52% said
\nnot
\nprovided
\n60% said
\ninformation
\nexchange\/sharing
\n36% in
\nage
\ngroup
\n31-40
\n32%
\nbetween 2-
\n5yrs
\n20%
\nSecondary
\nschool
\n12%
\nunder
\ntraining
\n15% had no
\ncomment
\n12% no
\ncomment
\n16% not
\nat all
\n25% said
\npartly
\nprovided
\n60% said
\nformation of
\nassociation
\n14%
\nabove
\n40
\n32% above
\n5yrs
\n8% above
\nSSC
\n20% said by
\nother measures
\n(Source: Authors\u2019 Own Research)
\n122
\nAnnex 9(A)
\nPictures showing various equipment and machineries usability in the local
\nmarket (pictures taken by the author between 17 May to 7 June 2012)
\nPix (left) showing scrap plates in a vendor shop. Pix (right) pipes collected from scrap ship on sell.
\nPix (left), ship\u2019s furniture shop beside highway. Pix (right), ship\u2019s electrical panel board refurbished.
\nPix (left) Ships motors in vendor shop Pix (right) ships electric cable and rope shop
\n123
\nPix (left) ships woods piled up for sell Pix (right), ships kitchen utensils in vendor shop
\nPix (left) ships electric machineries in vendor shop Pix (right) ships generators stock pile by vendor
\nPix (left) paint and chemical shop beside highway. Pix (right) most wasted metals for melting shop
\n124
\nPix (left),ships valves overhaul and on sell Pix (right),ships bathroom fittings and kitchen cutleries
\nPix (left), ships ladder shop Pix (right), ships lifeboat stock for sell
\nPix (left), LSA and FFA items\u2019 shop Pix (right), Souvenirs and antique shop.
\n125
\nAnnex 9(B)
\nPicture gallery of the current yard infrastructure developments
\nMain approaches to the Yards:
\nPicture above showing main approach to the yards with security arrangement.
\n126
\nLay out plan of a yard, Security check and entry procedure,
\nBoard of Emergency Telephone numbers Safety Warmnings
\nSafety Poster
\n127
\nYard site office:
\nDaily workers list with spot of job (Top) in local language and yard site office (Bottom)
\n128
\nAnnex 9(C)
\nGeneral Overview of a Yard and yard structures with current
\nworking practices:
\nA front view of a yard (left) and a back view (right)
\nGenerator and workshop Room
\n129
\nReal Life Scenario in the yard:
\nAbove pictures shows the current working practices in the yards,
\n130
\nWorkers accommodation, recreation, mess room and welfare facilities:
\nPictures showing workers living complex.
\nInside view of dormitory\/workers living space.
\nWorkers mess room with cooking facilities Workers recreation room
\n131
\nDrinking water facility for workers
\nA designated prayer room on top of living complex Barber shop inside a yard<\/p>\n
Medical Facilities:
\nA first Aid room inside a yard, with medical Helpant. A First aid room under construction
\n132
\nBSBA Hospital outside the yards with indoor and outdoor facilities.
\nGeneral housekeeping:
\nAbove pictures showing some form of housekeeping within the yards.
\n133
\nHAZMAT Handling Facilities:
\nAn Asbestos storage negative pressure chamber (left) and various other hazmat storage room (right).
\nOil and Oily sludge storage well
\n134
\nFirefighting facilities:
\nMechanization of the yards:
\nAbove pictures showing the transformation of mechanization in the yards
\n135
\nAnnex 9(D)
\nTraining infrastructure development
\nShowing BSBA training center set up at JUBA Bhaban, Halishahar in April\u20192011, (pix courtesy from training
\ncenter).
\nTraining center renamed as ASTI from March\u20192012, Relocated at KdamRasulpur,( A batch under class room
\ntraining, pix by author june\u201912)
\n136
\nTeaching Aids currently used by Training Institute:
\nAbove pictures showing various safety methods in different working conditions. Same are currently used as
\nteaching aids and supplemented with lectures.
\n137
\nAnnex 9(E)
\nQualitative and Quantitative Interview by Author
\nQualitative interview with cutters, shift in charge and safety officer (left).Qualitative interview with welder and
\nfitter (Right),
\nPicture showing quantitative interview with workers (left) and qualitative interview with cutter foremen (right).<\/p>\n","protected":false},"excerpt":{"rendered":"
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