The ship-breaking in
has been causing serious environmentally-hazardous issues as the poor and the
marganilsed people are forced to work in extremely unsafe conditions. Bangladesh
These views were expressed by the speakers at a special seminar titled, ‘Environmental and Social Issues of ShipBreaking Industry’ organised by Sustainable Development Policy Institute (SDPI) here on Thursday.
The speakers said that ship-breaking yards needed to be monitored and equipped with proper environmental protection gadgets. They said that the asbestos, polychlorinated biphenyls (PCBs), ozone-depleting substances (ODS) and a range of heavy metals required to be managed properly at the shipbreaking yards.
The participants of the seminar expressed concern over the plight of the poor labourers working in extremely unsafe, unhygienic and exploitative environment and stressed the need for their welfare and provision of Personal Protective Equipments (PPEs).
|Labour at Gadani Shipbreaking yard, Pakistan pushes his tool against the solid iron sheets of a ship|
Dr Aurangzaib Khan, Chief Environmentalist, Planning Commission of Pakistan, while chairing the proceedings, maintained that social and environmental aspects of the shipbreaking industry required serious considerations at policy level.
Speaking on the occasion, Syeda Rizwana Hasan, Advocate Supreme Court of Bangladesh and
Environmental Lawyers Association (BELA) said that shipbreaking yards should be
closed in the region as they were not environmentally safe, economically
beneficial and socially productive. Program Director, Bangladesh
She said: “Although shipbreaking industry fulfils 25% iron requirements of the country and provides livelihood to 18,000 workers, but its environmental and social costs are unprecedented for
“Coastal fishing in Chitagong has almost finished, 14 species of fish have become extinct, thousands of acres of mangrove forests are chopped off and the whole area have become chemically polluted with irreparable damage to human health,” Ms Hasan said and added that the civil society organisations in
campaigned against shipbreaking yards. Bangladesh
She said: “In this regard, the Supreme Court of Bangladesh, in a landmark decision, directed the government to introduce regulations and allow only those ships for breaking in
which are thoroughly purged by ship owners of all types of chemicals,
pollutants, residues and contaminations.” Bangladesh
|Gadani - ships demolition yard. A worker is climbing the ladder of a cargo ship being dismantled|
“As cleaning of ships is extremely costly, shipbreaking became no more economically viable. So this decision put a temporary hold on the industry,” she said.
Ms Hassan criticised the International Maritime Organisation (IMO) regulations as they placed responsibility of clearing the ship of contaminations on the shipbreakers and not on the owners – which are incidentally western companies.
“Western countries are evading their responsibilities as they do not directly send ships to
Asia for dismantling. Instead, they send the ships to places like
Monrovia, change flags and then sell them to the shipbreaking sector in South
Asia,” she said.
The speakers said that a clear message should be conveyed to all the stakeholders that local beaches were not the dumping grounds for the international contaminators and lives of the poor labourers were not cheap to play with.
It has been highlighted at the seminar that
is once again becoming a hub of unsafe shipbreaking activities as 107 ships
were dismantled this year as compared to 7 ships last year. Pakistan
The global shipbreaking and recycling industry is located in South Asia, specifically in
India, China and which account for 70–80%
of the international market for shipbreaking of the ocean-going vessels. Pakistan
This shift has been witnessed in 1980s when under global environmental order; several countries banned shipbreaking at their beaches. As a result, this industry shifted to the
Source: The Dawn. 15 September 2011