Transport Research Project Final Report

1
ON-CAMPUS STUDENTS ONLY
AUSTRALIAN MARITIME
COLLEGE
Maritime and Logistics Management
Assignment Cover Sheet
Unit Name: Transport Research Project
Assignment Title: Case study in Shipbreaking and Recycling Industries in Bangladesh,
India and Pakistan
Assignment No: 3
Lecturer: Dr. Quazi Sakalayen
Due Date: 29th October 2015 Date Submitted: 29th October 2015
[Late submission of assignments may incur a penalty]
Student Family Name: TIWARI Student ID Number: 216069
Student First Name: KARTIK
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I declare that all material in this assignment is my own work except where
There is clear acknowledgement or reference to the work of others and I
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www.utas.edu.au/plagiarism
Signed:________________________________ Date: 29th October___
Please complete this section but DO NOT detach:
Student Family Name: TIWARI
Student First Name: KARTIK
Student ID Number: 216069
Unit Name: Transport Research Project
Assignment Title: Case study in SBRIs in Bangladesh, India and Pakistan
Assignment No: 3
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A study on ship breaking Industry
in Bangladesh, India and Pakistan
for sustainable development
(Transport Project Report)
Student: Kartik Tiwari
Student ID: 216069
Unit Co-ordinator: Dr. Quazi Sakalayen
Unit Code: JNB359
Unit: Transport Research Project
Course: Bachelor of Business
(Maritime and Logistics Management)
Due Date: 29th
October
Word Count: 5485

Transport Research Project ______________________________________________
_________________________________________________________________________
ID: 216069 Assignment 3
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ACKNOWLEDGEMENT
Shipbreaking industry in developing nations has many social and environmental
significance, particularly as ships contain hazardous substances in their structure. Under
Australian Maritime College (AMC) major units, Transport Research Project aims to
analyze and accept the impact of Bangladesh’s, India’s and Pakistan’s shipbreaking
industry with an aspect to propose policy recommendation to address the current situation.
The research work for this report would not have been successful without the support of
stakeholders.
First of all, I would like to thank NGO Shipbreaking Platform for its devoted support.
Furthermore, I appreciate that Ship Recycling Industries Association of India and
Bangladesh for letting the workers to help me with the survey during the working hours. I
would like to show my grateful feeling for the patience shown by workers and for their
valuable time.
I extend my gratitude to Mrs. Patrizia Heidegger (Executive Director) and Mr. Nicola
Mulinaris (Communications and Legal Advisor) of the NGO shipbreaking platform
secretariat, Brussels. I also want to extend my gratitude to Muhammed Shahin Ali
(Bangladesh Project Coordinator, NGO), Rupan (Crane operator, Bangladesh), Bharat
Goyal (Crane operator, India), Diyora Dhaivat D talaja (worker, India) and Suresh
(workers) for their valuable support of this research.
Finally on top of all, Dr. Quazi Sakalayen is an easy going and open minded person, who
is also a good friend to me. Without his encouragement I would not be able to finish my
research project. Thank you very much sir (Dr. Quazi).
Lastly, I want to thank all my friends who never stopped encouraging me which kept me
motivated through the whole way.

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DECLERATION
STATEMENT 1
This project report contains no material which has been accepted for a degree or diploma
by the Australian Maritime College, University of Tasmania or any other institution,
except by way of background information and duly acknowledged in the report, and to the
best of my knowledge and belief, no material previously published or written by another
person except where due acknowledgement is made in the text of the report.
Signed:
Date: 29TH
October, 2015
STATEMENT 2
This project report is the result of my own investigation, except where otherwise stated.
Other sources are acknowledged in the text giving explicit references. A list of references
is appended.
Signed:
Date: 29TH
October, 2015
STATEMENT 3
I hereby give consent for my project report to be available for photocopying, inter-library
loan, electronic access to AMC and UTAS staff and students via the UTAS Library, and
for the title and summary to be made available to outside organisations.
Signed:
Date: 29TH
October, 2015

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ABSTRACT
This report main aim is to analyze the environment of ship breaking industries in
Bangladesh, India and Pakistan and how it impacts on the coastal regions. Furthermore, it
also identify how it can be improved for sustainable development through effective and
efficient implementation of international conventions such as Basel and Hong Kong
Convention (HKC).
In this case study, chapter one examines the overall research background of Shipbreaking
and Recycling Industries with research problem, objectives and questions. Chapter two
analyzes the economic and legal framework of SBRIs in Bangladesh, India and Pakistan
and presents the environment and working conditions. For the work and environment
safety, Basel and HKC has been summarized as per United Nation Environmental Program
(UNEP) and International Maritime Organization (IMO) respectively. However, on the
basis of international conventions such as Basel and HKC, safety and security of workers
were analyzed and the impact of SBRIs on coastal region were evaluated. Issues and gaps
is summarized on the basis of coastal Zone management.
Chapter three describes the research method for data collection which includes research
design, scope, sampling strategy, methods and data analysis. However, data analysis and
findings is summarized in the questionnaire response in tables and charts in chapter four.
While performing the analysis it has contrasted and compared the situation of SBRIs in
these countries. Chapter four also proposes recommendation for stakeholders with the
assistance intervention for the sustainable development of SBRIs.
Lastly, chapter five illustrates the implications and limitations with recommendation for
future study.

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TABLE OF CONTENTS
ACKNOWLEDGEMENT................................................................................................................ii
DECLERATION............................................................................................................................. iii
ABSTRACT.....................................................................................................................................iv
TABLE OF CONTENTS................................................................................................................. v
LIST OF FIGURES........................................................................................................................vii
LIST OF TABLES........................................................................................................................ viii
ACRONYMS AND ABBREVIATIONS........................................................................................ix
GLOSSARY....................................................................................................................................... x
CHAPTER 1: INTRODUCTION...................................................................................................1
1.1 RESEARCH BACKGROUND.................................................................................................... 1
1.2 RESEARCH PROBLEM............................................................................................................. 2
1.3 RESEARCH PROBLEM............................................................................................................. 3
1.4 RESEARCH QUESTION............................................................................................................ 3
CHAPTER 2: LITERATURE REVIEW .......................................................................................4
2.1 SBRIs IN BANGLADESH, INDIA AND PAKISTAN................................................................... 4
2.1.1 Sitakund SBRIs in Chittagong, Bangladesh .........................................................................................4
2.2.2 Alang SBRIs in Gujarat, India...................................................................................................................4
2.2.3 Gadani SBRIs in Karachi, Pakistan ........................................................................................................4
2.2 INTERNATIONAL AGREEMENTS AND THEIR GUIDELINES.............................................. 5
2.2.1Basel Convention..............................................................................................................................................5
2.2.2 Hong Kong Convention (HKC)..................................................................................................................6
2.3 SAFETY AND SECURITY OF THE WORKERS .......................................................................... 6
2.3.1 Workers Condition at Ship Breaking and Recycling Yards in Bangladesh.............................7
2.3.2 Understanding of Workers Safety and Security in Pakistan SBRIs............................................8
2.3.3 Analysis of Safety and Security Condition of Workers in Indian SBRIs...................................8
2.4 IMPACTS OF SBRIs ON COASTAL REGION.............................................................................. 9
2.5 COASTAL ZONE MANAGEMENT...............................................................................................10
2.5.1 Issues and Gaps in Bangladesh..............................................................................................................10
2.5.2 Issues and Gaps, India ...............................................................................................................................11
2.5.3 Issues and Gaps, Pakistan........................................................................................................................11
CHAPTER 3. RESEARCH METHODS FOR DATA COLLECTION..................................... 11
3.1 RESEARCH DESIGN.......................................................................................................................11
3.2 RESEARCH SCOPE.........................................................................................................................12
3.3 SAMPLING STRATEGY.................................................................................................................12
3.3.1 Target Population.........................................................................................................................................12
3.3.2 Sampling Frame............................................................................................................................................12
3.3.3 Sampling Methods........................................................................................................................................12
3.4 METHODS OF DATA COLLECTION..........................................................................................13
3.5 METHODS OF DATA ANALYSIS................................................................................................13
CHAPTER 4. DATA ANALYSIS AND FINDINGS ................................................................. 13
4.1 BACKGROUND OF RESPONDENTS (WORK FORCE)..........................................................13
4.2 LIVING CONDITION......................................................................................................................15
4.3 WAGES, SOCIAL BENEFITS AND COMPENSATION.............................................................16
4.3.1 Wages and social benefits.........................................................................................................................16
4.3.2 Compensation and social benefits.........................................................................................................17
4.4 PERSONNEL PROTECTIVE EQUIPMENTS (PPE’s)..............................................................17
4.5 INJURIES AND CASUALTIES. .....................................................................................................18

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4.6 TRAINING AND AWARNESS ......................................................................................................19
4.7 HONG KONG CONVENTION (HKC) ..........................................................................................20
4.7.1 Recommendation for stakeholders towards Sustainable SBRIs................................................20
4.7.2 Indicators for Assistance Intervention for Strategies and Action. ...........................................21
CHAPTER 5. IMPLICATION AND CONCLUSIONS ............................................................. 22
5.1 IMPLCATIONS AND DISCUSSIONS...........................................................................................22
5.2 Limitation of the study...............................................................................................................22
5.3 Recommendation for future study ........................................................................................22
REFERENCES............................................................................................................................... 24
APPENDIX 1. INTERNATIONAL CONVENTION FOR SBRIs........................................... 30
1.1 BASEL CONVENTION ...................................................................................................................30
1.2 INTERNATIONAL LABOUR ORGANISATION (ILO) ............................................................30
1.3 HONG KONG CONVENTION .......................................................................................................30
1.3.1 Chapters of HKC ..........................................................................................................................................31
2. QUESTIONNAIRE .................................................................................................................. 32
3. SUPPORTIVE EXCEL SHEETS............................................................................................ 33
3.1 Bangladesh SBRIs survey..........................................................................................................33
3.2 India SBRIs surveys.....................................................................................................................34
4. EVIDENCE OF THE FACT .................................................................................................... 35
The NGO Shipbreaking Platform Secretariat............................................................................35
The NGO Shipbreaking Platform, Bangladesh..........................................................................35
Ship Recycling Industries Association (SRIA)...........................................................................36

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LIST OF FIGURES
Figure1.Shows the top five ship recycling in the world……………………….…………..2
Figure 2.Shows the impact of SBRIs on coastal and nearby Societies…............................10
Figure 3.Shown in figure 3 outlines the Strategic plan for Action for the
Implementation of HKC……………………………………………………….. 30

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LIST OF TABLES
Table 1. Shows the age of respondents…………………………………………………....13
Table 2. Shows the length of working hour in percentage………………………………...14
Table 3. Shows the work contract type………………………………………………...….14
Table 4. Shows the quality of sanitation and housing provided to workers……………….15
Table 5. Shows the condition of drinking water supply…………………………………...15
Table 6. Shows in percentage, the way wages are paid in these countries……………......16
Table 7. Shows the percentage of PPE’s provided to the workers……………………...…17
Table 8. Shows the typical injuries in the yard……………………………………………17
Table 9. Shows the percentage of emergency response provided on time………………...18
Table 10 shows the percentage of people have knowledge about hazardous work…….....18
Table 11. Shows the percentage of training provided……………………………………..19
Table 12. HKC chapters proposed by respondents……………………………………..…19

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ACRONYMS AND ABBREVIATIONS
BEPA Baluchistan Environmental Protection Agency
ESM Environmentally Sound Management
GMB Gujarat Maritime Board
HKC Hong Kong Convention
HW Hazardous Wastes
ILO International Labor Organization
MARPOL Marine Pollution
MEPC Marine Environment Protection Committee
NGO Non –Government Organization
NHRC National Human Right Commission
ODS Ozone Depletion Substances
OHS Occupational, Health and Safety
PAH Polycyclic Aromatic Hydrocarbons
PCB Polychlorinated Biphenyl
PHRC Pakistan Human Rights Commission
PPE Personnel Protective Equipment
PSBA Pakistan Ship Breakers Association
PVCN Polyvinyl Chloride
SBRIs Shipbreaking and Recycling Industries
SRF Ship Recycling Facilities
SRFP Ship Recycling Facilities Plan
TBT Tributyltin
UNEP United Nation Environment Program
USD United State Dollar
YPSA Young Power in Social Action

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GLOSSARY
Basel Convention The convention on the control of transboundary movements of
Hazardous Wastes and their disposal.
Demolition The process of creaking down the ships part for scrap and
recycling.
Environmentally
Sound management
Referring to the Basel convention guidelines
Hong Kong
Convention
International convention for safe and environmentally sound
recycling of ships.
Inventory of
Hazardous Materials
Lists prepared by ship owners of all hazardous substances on ship.
International Labor
Organization
International convention for safety and security of workers.
MARPOL International convention for the prevention of pollution from ships,
1978.
Marine Environment
Protection
Committee
Senior members of IMO for marine related pollution matters.
Ship Breaking and
Recycling Industry
An industry that converts dead ship into recyclable items such as
steel and furniture.

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CHAPTER 1: INTRODUCTION
1.1 RESEARCH BACKGROUND
Sea going vessels have a normal life span of 25 to 30 years after which any repair or
maintenance becomes uneconomical. These vessels are then sold and handover to the
highest bidder in the commercial SBRIs (Gwin 2014). The ship breaking industry in these
countries has been under pressure because of alleged abuse of the environment and
occupational health hazards. SBRIs is considered as 'green industry' to a certain extent,
however vessels contain numerous perilous substances which, if not took care of viably
and effectively, can prompt ecological and wellbeing debacle (Hougee 2013). However,
according to the NGO Shipbreaking Platform shipbreaking and beaching is not green
(NGO 2015, p.3). It is seen as a contaminating industry that has antagonistic consequences
for the biological community and human lives, especially the workers. Requirement of
regulations in the SBRIs is powerless, particularly in Pakistan, India and Bangladesh due
to their legislation and jurisdiction. SBRIs activities is associated with filthy employments,
various fatal accidents, unreliable work, environmental injustice, and infringement of
human rights. The average life span of South Asian workers are alarmingly low due to
exposure of contaminated and intoxicated working environments (NGO 2015). However,
despite these issues, SBRIs is essential as a monetary movement for creating nations,
development of jobs and accessibility of assets, particularly steel (Sarraf et al. 2010;
Kumar 2011).
"It is a filthy business, no one wants to manage the expenses for green recycling and that is
the merciless truth". Without a doubt, most of the ships proprietors will dependably decide
for the top dollar choice when offering a ship for disassembling (Mikelis 2012). The
International Metalworkers Federations now rates SBRIs as one of the world’s most
dangerous occupations (Galley 2014, p.6). This case study endeavors to comprehend the
present circumstance of the SBRIs, particularly with respect to advancements in the
business situation, and its natural and occupational health hazards.
Despite national and worldwide consideration on the issues, problems associated with
SBRIs still continues (Hougee 2013). The volume of hazardous materials handled in
SBRIs has increased after the significant implementation of International Maritime

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Organization regulations for the phased out of single hull vessels (Sarraf et al. 2010; World
Bank 2010).
Figure 1 shows the top five SBRIs nation in the world.
1.2 RESEARCH PROBLEM
The worldwide shipping industry depends upon the developing nations to scrap their ships,
therefore SBRIs and ship owners avoids the burden of complying with international
conventions for the management of HW (NGO 2015). SBRIs have recorded many work
related injuries and fatalities over the years. Insufficient infrastructure and poor
Environment Safety Management system has dragged down the development of SBRIs in
developing nations (Rousmaniere & Raj 2007, p.359). In 2012, approximately 875 vessels
were scrapped in India, Bangladesh and Pakistan, where illegal SBRIs exploit minimal
enforcement of EHS rules to maximise profits (NGO 2015). There are many factors that
contributes to the problems related to SBRIs such as:
 Inefficient application of Basel and International Labour Organisation (ILO)
convention
 Contamination of environment due to weak legislation
 Health and safety of the workers over-looked
 Implementation of new legislation takes a long time
Source: NGO 2015: Kumar 2011.
These countries are the members of ILO and Basel convention but haven’t ratified to HKC
due to the requirement of huge financial investment. HKC will require individual nations
guarantees that ships flying their flag will be demolished in the nation that are members to
the convention (IMO 2015; Sarraf et al. 2010). However, to be competitive in the future
and to maintain the nation’s development via recycling industries, these countries have to
implement HKC.

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As mentioned above, it is important to do critical analysis for the effective and efficient
implementation of the conventions for the safety of environment and health to be
competitive in the future. By undertaking the above, this study will propose a structure to
acknowledge the key stakeholders of the SBRIs about ongoing problems.
1.3 RESEARCH PROBLEM
1.4RESEARCH QUESTION
The objective of the report can be achieved through critical analysis and answering the
following questions throughout the paper. The main task of the case study is to respond the
following:
 Compare the scenario of the trends of SBRIs in India, Bangladesh and Pakistan in
the last decade.
 How efficient are these shipbreaking countries in receiving ships for scrapping in
order to control the transboundary movements of HW and their disposal?
 Evaluate the impacts of shipbreaking industry on the coastal regions of these
countries.
 Assess the requirements for the shipbreaking industry to follow for reducing coastal
impacts according to the international conventions such as UNEP (United Nation
Environment Program) initiated Basel Convention and IMO initiated HKC.
 Provide a strategic process to enable Bangladesh, Pakistan and India to comply
with newly signed HKC without jeopardizing the future of SBRIs in these
countries.

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CHAPTER 2: LITERATURE REVIEW
2.1 SBRIs IN BANGLADESH, INDIA AND PAKISTAN.
2.1.1 Sitakund SBRIs in Chittagong, Bangladesh
SBRIs in Bangladesh are situated on the 18 kilometer Sitakunda coastline area of
Fauzdarhat, north of Chittagong in the Bay of Bengal. It started in 1964 when vessel ‘M D
Alpine’ was bought and scrapped by Chittagong steel house (Mamun et al. 2005).
However, commercial commencement of Bangladesh SBRIs started in 1974 (YPSA 2012).
Due to lack of natural resources, the country’s 80 percent of steel is provided by SBRIs
and it also contributes development of industries such as cement and construction materials
(Kumar 2011). Within the last decade, Bangladesh has increased its shipbreaking yards to
40, from 26 in 2008. SBRIs employs 50,000 staff directly and 100,000 indirectly in this
business. The average pay of workers is $ 3-6 USD per day (YPSA 2012). Due to natural
competitive advantage and high demand for steel, it gives Bangladesh the opportunity to
be the leader in the ship recycling nation (Gwin 2014). Every year Bangladesh’s scrap
yards break almost 150 to 200 ships and it is expected to increase due to phase out of
single hull oil tankers (Images 2014).
2.2.2 Alang SBRIs in Gujarat, India.
The SBRIs in India is situated in the Bhavnagar district along the coast of Arabian Sea in
Gujarat. It was established in 1983 along a 10 kilometer area of sandy shoreline. Since
1983, Alang SBRIs have demolished 6,318 vessels (Sahu 2014). The highest tidal level of
10 meters land, and climatic components make Alang a perfect shipbreaking industry. It
has 167 plots and breaking yards of different sizes (Nair 2015). In the past decades, more
than 470 workers have died in fire and other accidents (Krishnamoorthy 2006; Sahu 2014).
Around 35,000 migrant workers are employed directly for 12 hour shift for as little as $6
USD a day who works on land and $7 USD who works on ships (Gaikwad 2014; Sahu
2014).
2.2.3 Gadani SBRIs in Karachi, Pakistan
Pakistan SBRIs is the fourth largest recycling nation located in Gadani around 50
kilometre north-west of Karachi (Gwin, 2014; YPSA 2012). It has a 10 kilometre coastline
along the Arabian Sea with 68 operational plots for demolishing of vessels (Iqbal &
Heidegger 2013; YPSA 2012). From 1960s to 1970s it was the top nation for SBRIs but it
started decelerating in the late 1980s when the government raised the taxation and import
duties of the country (Kumar 2011). However, since 2001 the taxation and import duties

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have cut down to 10 percent from 15 percent. Growth has been noticeable with a record of
107 ships scrapped between 2009-2010 budgetary years (YPSA 2012). SBRIs employs
12,000 to 15,000 workers directly and indirectly for overall operations related to SBRIs
(Iqbal & Heidegger 2013). Standing working hours are 14 hours or more a day without
overtime allowance with as little as $4 USD per day (MILLER 2013; Iqbal & Heidegger
2013). The Pakistan Ship Breakers Association (PSBA) is the main organisation in the
SBRIs, formed in 1979 (Sarraf et al. 2010).
2.2 INTERNATIONAL AGREEMENTS AND THEIR GUIDELINES
2.2.1Basel Convention
The main goals of the convention are to:
 Effectively execute parties and commitments on transboundary movements of HW.
 Enhance the Environmentally Sound Management (ESM) of hazardous and other
wastes.
 Promote the ESM for sustainable development.
Source: Basel 2015.
The main objectives are to:
 Minimize the generation of hazardous and other waste through combating the
illegal traffic and by recording information of such exports and/or imports.
 Minimise the hazardous and other waste generation at source or near to the source
in an ESM way.
 Create capacity by integrating waste management issues into national sustainable
development.
Source: Basel 2015.
Parties of the Basel convention should have appropriate national regulatory framework to
implement and enforce the particular (Basel 2015). However, by not having the
international recommended standard for ESM system and allowing the state to decide its
implementation according to their legislation, develops the ESM gaps. To fill these gaps
and issues Marine Environment Protection Committee (MEPC) came up with Hong Kong
Convention.

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2.2.2 Hong Kong Convention (HKC)
HKC regulations covers the design, construction, operation and preparation to facilitate
environmentally sound recycling without neglecting the sustainable development
(Watkinson 2012). It establishes an appropriate mechanism for ships recycling including
certification and reporting requirements. It will ensure that ships proceeding for recycling
have accurate inventory for the hazardous and other wastes. Before entering the scrap yard,
ships will go through the verification of inventory list of hazardous and other wastes;
renewal surveys certificates and a final survey before recycling (IMO 2015; Watkinson
2012).
HKC will ensure that recycling yard have ‘ship recycling plan’ for particular type of ships
enlisting the way of recycling according to its inventory. States that are party to this
convention should establish a mechanism for ensuring that Ship Recycling Facilities (SRF)
comply with HKC and must designate competent authorities for communication to relevant
entities (Watkinson 2012).
Ship recycling itself have to comply with a number of requirements for effective and
efficient implementation, such as SRF will be valid for a time period of 5 years under a
particular party shall demolish the ship which complies with the convention and/or meet its
requirements and develop Ship Recycling Facilities Plan (SRFP). SRFP must cover safety
of health and environment, roles and responsibilities of personnel, contingency and
emergency preparedness plan, and system for monitoring, record keeping and reporting
(IMO 2015; Watkinson 2012).
2.3 SAFETY AND SECURITY OF THE WORKERS
Few studies have been conducted on the safety and security of the workers in ship
recycling yards in India, Pakistan and Bangladesh. Workers demolish the outdated vessels
with no security from blasts, invasion of asbestos, overwhelming metals, oil deposits, TBT,
PCBs, or a mixed solutions of lethal chemicals contained in the vessels (NGO 2015). The
vast majority of the laborers are not aware of the ships borne toxic substances and their
effects on wellbeing and through this way they proceed with work with no defensive
measures (Hound 2015). However, being exposed to unhealthy environment and terrific
condition is part of their job. In addition to the dangerous from HW, the workers are at risk
from:
 Fire and explosions
 Falling objects
 Falling from tall heights

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 Oxygen deficiency in confined spaces
 Biological chemical hazards
 Long working hours with burden of insecure employment
 Poverty
 Low wages
 Inadequate housing and sanitation
 Inadequate accident prevention and inspection procedures
 Poor compensation process
 Improper death record due to illegal contract
 Inadequate facilities for drinking water
Source: Galley 2014, p.1-3; Das et al. 2005, p.149-150; NGO 2015
The SBRIs in these countries do not have minimum international standard of safety and
security for the workers according to the standard Basel and ILO. This causes one death a
week and at least one accident per day (NGO 2015). The workers are inclined to illnesses
such as lung and chest infections, tuberculosis, diarrhoea, malaria, intestinal sickness,
cholera, and common fevers (Kumar 2011). Corruption in these countries are one of the
major problems that support the ship breakers in exploiting rules and regulations (Sahu
2014).
2.3.1 Workers Condition at Ship Breaking and Recycling Yards in Bangladesh
The workers in Chittagong SBRIs have to work hard for a long period of time. One of the
workers (Massood) illustrates that ‘The work is tough, the heat burns and there is no shade
in sight’ (Jansen 2014). The work consists of day and night shifts with approximately 10 to
15 hours of work every day excluding public holidays (Chowdhury 2013; Sarraf et al.
2010). According to Bangladesh NGO (2015), estimation of 20 percent of workers is under
15 years of age. Ship breaking yards claims to have all the necessary equipment on site,
however workers don’t get proper safety gears and are forced to work with inadequate PPE
(Jansen 2014). According to Department of Occupational and Environmental Health in
Bangladesh, Dr Biswajit Roy illustrates that 88 percent of workers suffered from minor
injuries to major accidents while working in scrap yards (Sarraf et al. 2010). Indeed, the
shipbreaking platform executive director Patrizia Heidegger stated that 2 workers have
died and 10 got injured between 25th
August to 25th
September 2015 due to lack of safety
and proper equipment provided (World Maritime News 2015). Facilities for workers are
lacking including accident compensation, sufficient portable waters and sanitation

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8
(Chowdhury 2013). Safety and security for the workers are continuously overlooked (NGO
2015).
2.3.2 Understanding of Workers Safety and Security in Pakistan SBRIs.
SBRIs in Pakistan works similarly to Bangladesh but when compared critically in safety
and security, Pakistan tries to implement some basic requirements through the help of
labor union. Ship breaking labor union successfully helps increase the wages by 40
percent, improve the medical facilities and working conditions (Iqbal & Heidegger 2013).
First aid is provided to the workers on site and PPE is mandatory (Sarraf et al. 2010).
However, according to Pakistan Ship Breaking Association (PBSA) the situation related to
the infrastructure has not changed in the past 30 years (Bomhauer-Beins 2014). There are
no supply of drinking water or continuous supply of electricity which possess a threat to
the workers while working inside the ship (Iqbal & Heidegger 2013). However, workers
receive drinking water from tanks, which are said not pure. Lack of proper protective gear
increases the risk of direct contact to toxic and hazardous substances and severe burning
due to gas cutting equipments (Bomhauer-Beins 2014). Workers’ families rarely receive
compensation on the occurrence of death and major injuries but don’t receive any in the
case of minor accidents. According to the Pakistan Human Rights Commission (PHRC),
Occupational, Health and Safety (OHS) are abused due to lack of awareness in labour laws
among judges and magistrates in the court (Iqbal & Heidegger 2013).
2.3.3 Analysis of Safety and Security Condition of Workers in Indian SBRIs.
Most of the workers are given PPE, however practice and enforcement are not powerful
enough to implement it effectively and efficiently. The cause of accidents and injuries are
due to fire, explosions, falling of objects and workers slipping due to oil leakage (Kumar
2011). Adequate safety training and PPE such as masks, gloves and boots are not provided
which leaves workers having direct contact to hazardous and toxic substances (NGO
2015). Since 2003, Gujarat Maritime Board (GMB) have made training compulsory for all
workers (Gujarat Maritime Board 2015), however workers said the time allocated is too
short to understand complex issues related to HW or to handle any emergencies (Menon
2014). According to National Human Right Commission (NHRC), recycling yards have
poor enforcement of safety regulations and inadequate health facilities. Injured workers
ought to wait for hours for the ambulance to get to city hospital in Bhavnagar, which is
approximately 50 kilometres away (Menon 2014). Inadequate facilities for drinking water,
sanitation and electricity make workers’ life unhappy. According to local Red Cross
hospital, more than 100 workers are treated every day and 15 out of 94 of them showed the

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disease caused by asbestos (NGO 2015). Trade union helps workers to address their issues
regarding compensation, workers demand and safety and filing complaint against any
violation (Sahu 2014). However, many workers fears to do so as they may lose their jobs
(NGO 2015).
2.4 IMPACTS OF SBRIs ON COASTAL REGION
Green recycling and practices is currently a niche market that is expected to grow along
with the convention (Galley 2014, p.8). The ship scrapping activity causes a considerable
coastal marine pollution in the surrounding area. The dead ship entering into the coastal
region carries hazardous and other wastes, which has created oil spilling, heavy metal
pollution and other microbiological contamination in the region (Das et al. 2005, p.149-
150). Dead ships for demolishing are ‘floating Dustbins’, which brings hazardous and
other waste such as:
 Polychlorinated biphenyl (PCB): from oily liquids.
 Polycyclic aromatic hydrocarbons (PAH): incomplete burning of oil.
 Tributyltin (TBT): from anti- fouling paints.
 Polyvinyl chloride (PVC): from pipes and plastic medicinal device
 Tin: commonly used with steel in construction.
 Lead: from lead glasses.
 Cadmium: from coating of steel metal.
 Chromium: from coating of steel metal.
 Mercury: thermometer, electrical switches, level switches and light fittings.
 Asbestos: used commonly for thermal insulations.
 Heavy metals and various other substances such as sulphuric acid, halogens, and
ozone depletion substance (ODS).
Source: NGO 2015; Kumar 2011; Sarraf et al. 2010; Fidh 2002.
Toxic wastes mentioned above have increased the PH level of surrounding seawater and
soil (NGO 2015). Due to poor MARPOL reception facilities, HW is dumped on the spot,
which deeply contaminated the sand, sediments and also its surroundings with the change
in currents and tides. It results in loss of aquatic species and livelihood for fisherman and
also illegal cutting of trees and forest to expand yards results in global warming (NGO
2015).

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10
Figure 2. Shows the impact of SBRIs on coastal and nearby societies.
2.5 COASTAL ZONE MANAGEMENT
Compliance gaps between the existing practices and the standard requirements for HKC
will be illustrated between these countries. The aim is to acknowledge the stakeholders
(government, shipbreakers, society and workers) for the implementation of the
international convention for the safe and environmentally sound recycling of ships in these
countries. Information on issues and gaps are limited due to very few studies done on this
topic.
2.5.1 Issues and Gaps in Bangladesh
SBRIs are not yet recognized as formal industry due to little enforcement of rules and
regulations. Due to unofficial status of industry, Department of Labor Law is ineffectively
applied (Sarraf et al. 2010). However, politicians and decision makers try to enforce rules
and regulations but corruption makes it difficult (YPSA 2012). In summary from the case
study, the compliance gap with the HKC are:

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11
2.5.2 Issues and Gaps in India
The Ship Recycling Industries Association in India discuss the major issues related to ship
breaking and works out plan and strategy for ship recyclers, however it overlooks the
workers’ rights and living conditions (Sahu 2014, p.56). Indeed, the compliance gaps are
the same as Bangladesh, as shown in 2.5.1.
2.5.3 Issues and Gaps in Pakistan
No objection certificate is required which is issued by Baluchistan Environmental
Protection Agency (BEPA) before the beaching commence but due to improper
enforcement of environmental laws certificates gets issued on fees (Sarraf et al. 2010).
However, compliance gaps are the same as Bangladesh, shown in 2.5.1.
CHAPTER 3. RESEARCH METHODS FOR DATA COLLECTION
This report is based on a number of previous theoretical and practical studies as well as the
current updated data from local and international news, NGO and call interviews.
3.1 RESEARCH DESIGN
Leedy and Ormrod (2005), illustrates that just qualitative approach does not allow
researchers to find out the cause-effect relationships answering like ‘what cause that’ and
‘why such-and-such happen’, which qualitative approach does. Therefore, this research
method is based on the mixing of qualitative and quantitative methods, which is so called
mixed or triangulation method (Woodside 2010, p.33). Mixed method studies helps to
approach the weakness mutually (Reiter, Bruce & Stewart 2010). Firstly, the report will
focus on quantitative pattern as one of the main approaches then it will afloat with
qualitative method to deepen the research meaning (Leedy & Ormrod 2005), in depth and
in detail (Patton 2002). In relation to quantitative method, the findings will be presented in

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12
graphs, statistics comparison and tables in order compare the descriptive research (Reiter,
Bruce & Stewart 2010). These approaches will be used to explore the correlations between
multiples phenomenon in SBRIs with how and what question in a theoretical perspectives.
3.2 RESEARCH SCOPE
SBRIs consist of many stakeholders such as shipbreakers, contractors, workers,
government and villagers. The research scope will cover the safety and security of the
workers because they are the key for running this business. While doing this, variables
from stakeholder’s contribution to SBRIs development will be used to explore the ongoing
issues. This approach is selected because a number of recorded and unrecorded death and
casualties happens every now and then. Lastly, it will provide a plan of action to comply
with newly signed HKC. Ship owners due diligence are not under this scope of study.
3.3 SAMPLING STRATEGY
3.3.1 Target Population
As mentioned in the research scope, target population will be workers in SBRIs no matters
the types of different work and ranks.
3.3.2 Sampling Frame
The sampling frame is selected from the NGOs of Bangladesh and India. It was not
possible to get in touch with Pakistan’s NGO’s therefore only secondary source has been
used for the country’s data analysis. Previous studies and Internet will be used as
secondary sources to collect and analyze the data for Pakistan due to unsuccessful contact
to workers or NGOs. Sampling frame has been selected as NGO because it is difficult to
contact required groups of workers directly which are of 10 people from each country
without registered contact details. However, it was easier to contact NGOs as their contact
details are provided on the Internet.
3.3.3 Sampling Methods
This research aims to survey around 10 workers from each country. Non-probability
sampling will be used in this research as the data from each workers can’t be achieved due
to location and time frame issues. However, probability data will also be used as interview
for 8 workers, which is possible. The questionnaire will be given to NGOs of these
countries to carry out random surveys. This strategy is more accurate as NGOs will choose
suitable individuals to undertake the questionnaires and provide effective answers to
accomplish purposive sampling (Ziethaml & Berry 2001). However, I will also carry out

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direct phone interviews with 8 workers from selected countries. The advantage of this is
inexpensive, simple, and cost-effective and can be achieved with fewer staff (Ranieri
2014).
3.4 METHODS OF DATA COLLECTION
To arrange broad and multifaceted data collection, both primary and secondary data will be
complied together. For the transparency of working environments and conditions of the
workers, the questionnaire will be emailed to the NGOs of these countries as stated in
sampling frame. The contact details for the phone interviews I will be conducting directly
with workers were provided by NGOs. The questionnaire will gather both quantitative and
qualitative data. It requests to do self-assessment through describing and evaluating in
regards to quality measurement for qualitative records, while other questions are a rating
scale for quantitative records. Secondary data will be added to enhance the current
situation by comparing to the past.
3.5 METHODS OF DATA ANALYSIS
Data analysis is based upon the results obtained through the questionnaire. Subjective and
objective data are compared from the questionnaire to find out the correlations between
them. The status of workers’ safety and security will be related to the facilities and shown
in a table, pie charts and bar charts. Some data will be presented from the secondary source
and will be analyzed on the current basis. Comparing and contrasting type of data analysis
will not only present the ongoing issues but also develop the strategies and plan for future
improvements, in a sustainable manner. Furthermore, the knowledge gained from literature
review and data analysis research will be able to provide further strategies for sustainable
development.
CHAPTER 4. DATA ANALYSIS AND FINDINGS
4.1 BACKGROUND OF RESPONDENTS (WORK FORCE)
Three questions have been focused in the first section of the questionnaire to deepen the
knowledge on respondents. These questions are age, duration of working hours, decision
on the job, legal contractual job and categories of contract types. The questionnaire can be
found in appendixes 2 and the fill in excel sheet in appendix 3 to show the respondents’
opinion.

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14
Table 1. Age of respondents
Table 1 shows that majority of respondents are between 18 to 25 years, which means they
are new to the workforce. However, NGO Shipbreaking Platform (2015) states that most of
the workers started working since 14 years old.
Table 2. Length of working hours in percentage
Bangladesh India Pakistan (Iqbal & Heidegger
2013).
Pie charts in Table 2 show that in India and Bangladesh average workers works more than
14 hours per day. However, according to the previous case study, Iqbal and Heidegger
(2013) states that 84% of the workers in Pakistan works 8 hours a day. According to the
interview, recent respondents from Bangladesh and India stated that working hour starts at
7 am (+/-1 hour depending on the work) and ends at 8 pm (+/-1 hour depending on work).

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15
Table 3. Work contract type.
According to the interview and Table 3, it shows that maximum contract is on daily basis.
However, some are in 3 months or more because to break a ship it takes around 3 months
or more and also retaining experience workers helps shipbreakers to have control over
workers. The common group of workers are loaders, unloaders, cutters, crane operators,
hammer group, wire group, and foremen. Daily contract falls in week category to claim
compensation or social benefits. However workers having 3 months or more contracts get
compensation depending on the owner whether he is a good person on humanitarian basis.
4.2 LIVING CONDITIONS
The quality of living conditions in shipyards has been floated into two sections.
Table 4. Quality of sanitation and housing provided to workers
2013).
Table 4 shows the current situation of sanitation of housing in Bangladesh and India.
However, in Pakistan it is considered that the conditions have not changed since the case
study was published in October 2013. Indeed, the research that has been conducted so far
is more likely to be the same regarding workers’ status. During the interview none of the
respondents answer in satisfactory therefore the conditions would need to be improved.

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16
Table 5. Conditions of drinking water supply
2013).
Table 5 shows that water supply is not close to a satisfactory level. However, the
respondent said it also depends on the place of work. When they are working on or inside
the ship the water supply is extremely low throughout the year in that location as most
responses in the questionnaire was ‘not at all’.
4.3 WAGES, SOCIAL BENEFITS AND COMPENSATION
This part has two sections related to wages and compensation. Due to the imbalance
between population and jobs, workers are ready to work for any types of jobs with any
amount of pay. This resulted an advantage for the owner’s of yards to threaten the workers
and taking their rights away.
4.3.1 Wages and social benefits
Table 6. Wages paid in these countries, in percentage
Bangladesh India Pakistan (Iqbal &
Heidegger 2013).

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17
Table 6 shows the wages given to workers in these countries are nearly always not on time
therefore the satisfactory level remains under expectation.
4.3.2 Compensation and social benefits
Through the interview it was stated clear that receiving wages on time was a surprise to
them. Therefore getting social benefits was far from hope for them as there are no valid
contracts between workers and the shipbreakers. The response was negative (100%) in
Bangladesh, however India workers were supported with 20% wages on time. According
to Iqbal & Heidegger (2013), illustrates that 88% of the workers get compensation in case
of injury/ death in Pakistan.
4.4 PERSONNEL PROTECTIVE EQUIPMENTS (PPE’s)
PPE’s are barely used in developing countries. Shoes, helmets and goggles are
occasionally given to workers who first joined the workforce. Sometimes due to heat,
workers avoid wearing the PPEs due to respiratory problems and yard operators do not
encourage them to wear it. However, in India the workers claimed that they have to wear it
when a random safety inspection occurs.
Table 7. Percentage of PPE’s provided to the workers
2013).
Pie charts in Table 7 shows that the practice of wearing PPEs is poor which might be the
main reason of one injury on average per day in these countries.
The conditions of the yard are very poor (100%) according to the respondents in
Bangladesh. However, condition of yards in India and Pakistan are slightly better due to
strong hold of sand on the beach whereas Bangladesh’s yards are muddier.

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18
4.5 INJURIES AND CASUALTIES.
As mentioned above, the causes of injuries and casualties occurrences are due to
inadequate PPE’s provided. Some respondent added that human error is also the cause of
these accidents.
Table 8. Common injuries in the yard
2013).
Table 8 shows that the common injuries are broken bones and hit by objects which more or
less due to inadequate PPEs and human error. In Bangladesh and India, the Y-axis shows
the number of people through interviews who are affected by the common injuries,
whereas Pakistan shows a secondary data collection. Record keeping of deaths and injuries
are poorly maintained in these countries. The surveys showed 20% positive for record
keeping in Bangladesh, 60% positive in India and just 5% in Pakistan in death and injury
record keeping.
Table 9. Percentage of emergency response provided on time
2013).

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19
According to the pie charts in Table 9, the emergency response is poor in Bangladesh and
India compared to Pakistan, due to insufficient management on SRFP and infrastructure.
4.6 TRAINING AND AWARNESS
The surveys show that most of the accidents happened to young workers. There are no
training centers in these countries other than India.
Table 10. Percentage of people who have knowledge about hazardous work
2013).
The results in Table 10 are similar throughout all countries. This solely depends on the
quantity and quality of the safety training provided for the workers.
Table 11. Percentage of training provided
Bangladesh India Pakistan

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20
According to the pie charts, training has been provided more in India compared to
Bangladesh and Pakistan, however due to lack of efficiency in the training results in
accidents. The result shows that the lack of training, resources, PPE’s, Infrastructure and
improper living conditions is directly proportional to the number of deaths and injuries.
However, the percentage human error increases when the system and environment are not
safe.
4.7 HONG KONG CONVENTION (HKC)
With the theoretical knowledge of chapters in HKC as mentioned in section 2.2.2, table 11
shows the importance of chapters according to respondents’ opinion in regards to safety
and security.
Table 12. HKC chapters proposed by respondents
Bangladesh India Pakistan
One of the limitations*
*According to Iqbal & Heidegger (2013) and NGO annual reports, it illustrates that
requirements for Pakistan would be the same as Bangladesh and India. It is more likely
that majority will vote for chapter 3 implication first.
4.7.1 Recommendations for stakeholders towards Sustainable SBRIs
As a primary step, regulations for ship breaking and recycling should become national
laws. After adopting HKC, there is need to designate a competent authority that will
inspect and authorize the Ship Recycling Facilities (SRF). Summary of the convention has
been explained in section 2.2.2. HKC convention has 25 regulations which are divided into
four chapters. These are explained in Appendix 1.

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21
Source: Mikelis 2010.
4.7.2 Indicators for Assistance Intervention for Strategies and Action
The activities in the HKC are identified as improvements in the SBRIs conditions.
Implementation and standard for HKC comes under the following headings:
4.7.2.1 Building Institutional Capacity
 Promoting implementation of HKC through assisting government department.
 Promoting funding and technical assistance to the designated competent authorities.
 Provide proper equipments and training to workers related to confined space entry,
safe for hot work and to develop competent personnel.
4.7.2.2 Supporting Infrastructure
 Develop a high tech laboratory for environment monitoring through technical and
funding assistance.
 Develop a waste reception facilities for disposal of hazardous and other waste
through technical assistance and funding.
4.7.2.3 Facilities Development
High-tech assistance and funding to:
 Prevent environmental pollution through cost effective ways.
 Run permanent and adequate training centres which can be easily understood and
train competent personnel which will assist to maintain SRF management plan.
 Increase the mechanism.
 Establish fire and explosions safety plans.
 Establish medical facilities in ship breaking and recycling area.
 Establish a safety model system with contingency plan to prevent health risk of the
workers and the people living in the vicinity.
 Implement guidelines for inspection facilities before beaching commence.
Source: NGO 2015; YPSA 2012; Kumar 2011; Sarraf et al. 2010; Mikelis 2010.

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22
Application of these assistance intervention while respecting the rules and regulations in
HKC can bring these countries to sustainable development. For further strategies and
action and the background of conventions please refer to Appendix 1.
CHAPTER 5. IMPLICATION AND CONCLUSIONS
5.1 IMPLCATIONS AND DISCUSSIONS
This research aimed to study the ship breaking industries in Bangladesh, India and
Pakistan and the impacts on surrounding environments and workers health and safety. As
observed through the literature review and data analysis of this research, the standard of
workers and environments are still in poor conditions. The most significant elements for
the present situation is the lack of effective and efficient implementation of the Basel and
ILO convention. However, corruption is the root cause which makes workers life hard in
this industry. In this respect, the ship breakers exploit the workers’ rights to maximize the
profit. Trainings and PPE’s are not adequately provided which increases the accident and
deaths. Overlooking the MARPOL reception facilities causes infection and disease to the
workers. It is observed that without the implication of HKC, it is difficult to mitigate the
ongoing issues.
So as to make ship recycling clean and safe globally, all stakeholders incorporating
governments, the ship owners and their administration suppliers need to perform their
obligation according to HKC. In particular ship breakers must ensure that ships for scrap
follow the HKC for hazardous substances.
5.2 Limitation of the study
Bias is expected in the survey due to language differences and environments they are
working in. I performed the survey while the workers were at work and would have been
better if these surveys were undertaken face-to-face. It was difficult to analyze the facts in
depth due to long distance travel and unsponsored research. Due to negative surveys done
on Pakistan SBRIs it was difficult to analyze the truth and compare all 3 countries’
situation. The data finding analysis on Pakistan SBRIs was done on the study performed by
Iqbal & Heidegger (2013) and ongoing online articles. In addition, lab testing for soil
containment was not done due to location and unsponsored issues.
5.3 Recommendation for future study
In order for better surveys through interview, it would be better to have someone who
speaks a common language. It does not only help to achieve better responses but also helps

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23
to know the ongoing working environments and living working conditions. Indeed,
speaking the local language helps to convince the respondents to get vast knowledge of
their current situation. However, I think being physically present in the research area will
take the data research to a whole new level. Lastly, it is highly recommended to conduct a
research study on strategies for eliminating corruption while strengthening the
implementation of HKC in SBRIs.

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24
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APPENDIX 1. INTERNATIONAL CONVENTION FOR SBRIs
1.1 BASEL CONVENTION
Basel convention was initiated by UNEP (United Nation Environment Program) for the
management of HW on the international environment agenda (UNEP 2015). It was
adopted on 22nd
March 1989 in Switzerland and came into force on 5th
May 1992. There
are 183 parties to this convention including India, Pakistan and Bangladesh. The
framework aims on the Control of Transboundary Movements of HW and their Disposal to
protect human health and environment by ensuring and strengthening the environmentally
sound management of unsafe and HW (Basel 2015). The framework consists of certain
goals and objective which is explained in section 2.2.1.
1.2 INTERNATIONAL LABOUR ORGANISATION (ILO)
It is a united nation agency which deals with labour issues in regards to international
standards. It sets basic principle and rights at work. It contains conventions which has to be
followed and recommendations that serves as non-binding guidelines. It was created in
April 1919 by the Labour Commission in France. The area of improvements are as
follows:
1.3 HONG KONG CONVENTION
It is for the safe and sound recycling of ships and was adopted in May 2009 in a diplomat
conference held in Hong Kong, China (IMO 2015). This step was taken by International
Maritime Organization (IMO) to develop an effective and efficient solution towards the
issues of ship recycling (Watkinson 2012). The objective is to minimise ship recycling

_________________________________________________________________________
31
issues related to the environment, occupational health and safety in the most effective,
efficient and sustainable way. It aims to ensure that ships schedule to recycle do not carry
any unnecessary threat to human health and safety of the environment (IMO 2015). The
proposed infrastructure as shown in figure 3 outlines the strategic plan for action for the
implementation of HKC.
Figure 3.
Source: Sarraf et al. 2010
1.3.1 Chapters of HKC
Chapter 1. General provisions: It is on the control of transboundary movement of HW and
their disposal
Chapter 2. Requirements for ships: It provides the regulations for new and existing ship to
possess an updated list of all Hazardous and other wastes at all time. It also requires a SRP
to be prepared by the SRF with surveys and certification.

_________________________________________________________________________
32
Chapter 3. Requirements for Ship Recycling Facilities: It requires all parties to the
convention to construct, design and operate SBRIs in safe and sound environmental way
through standard regulations and legislations. It also stress to established management
systems, procedures and techniques that do not pose risk to anyone in or near to the
surrounding area.
Chapter 4. Reporting Requirements: It established a notification procedures concerning
the intention of demolishing so that surveys and certification can be arranged.
2. QUESTIONNAIRE
The following question where used to know the ongoing issues related to health and safety
of the workers.
Survey for safety and security for workers in Shipbreaking Yard (Please Highlight as
appropriate).
1. The work force
Age of respondent…………….…1. Below 18 2. 18-30 3. 30-40 4. 40 and above.
Duration of working hours…..1. 8 hours 2. 10 hours 3. 12 hours 4.14 hours or more.
Categories of contract……….…1 Daily wages 2 Weekly 3 Monthly 4 3 month or more
2. Living condition
Sanitation and housing….…...1 Not at all 2 Poor 3 Satisfactory 4 Excellent
Supply of drinking water……..1 Not at all 2 Poor 3 Satisfactory 4 Excellent
4. Wages and social benefits
Wages provided on time………..Yes/No
Social benefits provided ………..Yes/Yes, with delays/Not at all
5. Compensation
Provided for injuries................ Yes/No
Provided for disability/death....Yes/No.
6. Personnel protection equipment (PPE).
Use of PPE in the yard…………………Yes to some extent/Not at all
Willing to use if provided…………….Yes/ No
Conditions of the yards…………….… Poor/Satisfactory/Good/Excellent.
7. Injuries and casualties in the yards.
Typical injuries in the yard…………….….…Cuts/Burns/Broken bones/Hit by metal
objects
Record keeping for death or injuries….. Yes/No
Emergency responses with medical care provided in case of accident…..Yes, on time/Yes,
with delay.

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33
8. Training and awareness
Knowledge of hazardous work…….….Yes/ No
Training on emergency provided…….Yes/ No
Sustainable approach HKC chapters….1. General 2. Requirements for ships
3. Requirements for SR 4. Reporting requirements.
Respondent Info. (Optional) Researcher Info.
Name ………………………… Student: Kartik Tiwari
Date: ……………….. Student ID: 216069
Mobile no: ……………………… Contacts: +61413196473, (Kartikoow@gmail.com)
THANKYOU FOR YOUR TIME AND PATIENCE ‘HAVE A GOOD DAY’
3. SUPPORTIVE EXCEL SHEETS
3.1 Bangladesh SBRIs surveys
BANGLADESH
Respondent
1
Respondent
2
Respondent
3
Respondent
4
Respondent
5
The work force
Age of the respondent 5 1 2 2 4
Duration of the work 3 4 4 4 3
Categories of contract 4 1 1 1 4
Living conditions
Sanitation and
housing
2 1 1 1 2
Supply of drinking
water
1 1 1 1 2
Wages and social
benefits
Wages provided on
time
NO NO NO NO NO
Social benefits
provided
NO NO NO NO NO

_________________________________________________________________________
34
3.2 India SBRIs surveys
India
Respondent
1
Respondent
2
Respondent
3
Respondent
4
Respondent
5
The work force
Age of the respondent 3 2 2 2 4
Duration of the work 2 4 3 4 2
Categories of contract 3 1 1 1 3
Living condition
sanitation and housing 2 2 2 2 2
Supply of drinking
water
2 1 2 2 2
Wages and social
benefits
Wages provided on
time
NO NO NO NO YES
Social benefits
provided
NO NO NO NO YES
Compensation
Compensation
Provided for injuries NO NO NO NO YES
Provided for
disability/death
YES NO NO NO YES
Personnel protection
equipment (PPE).
Use of PPE in the yard NO NO NO NO YES
Willing to use if
provided
YES YES YES YES YES
Conditions of the
yards
Poor Poor Poor Poor Poor
Injuries and
casualties in the
yards
Typical injuries in the
yard
Broken
Bone
HIT HIT HIT Broken
Bone
Record keeping for
death or injuries
NO NO NO NO YES
Emergency responses
provided ASAP
NO NO NO NO YES
Training and
awareness
Knowledge of
hazardous work
NO NO NO NO YES
Training on
emergency provided
NO NO NO NO YES
Sustainable approach
(HKC)
3 2 3 2 3

_________________________________________________________________________
35
Provided for injuries NO NO YES NO YES
Provided for
disability/death
YES YES YES YES YES
Personnel protection
equipment (PPE).
Use of PPE in the
yard
YES NO NO NO YES
Willing to use if
provided
YES YES YES YES YES
Conditions of the
yards
Poor Poor Poor Poor Poor
Injuries and
casualties in the
yards
Typical injuries in the
yard
Broken Bone Broken
Bone
CUT CUT HIT
Record keeping for
death or injuries
yes yes NO NO YES
Emergency responses
provided ASAP
NO yes NO NO YES
Training and
awareness
Knowledge of
hazardous work
Yes Yes NO NO YES
Training on
emergency provided
yes NO YES YES YES
Sustainable approach
(HKC)
3 2 3 2 4
Pakistan SBRIs survey was not possible due to no response from Pakistan’s stakeholders
as explained in the research methodology.
4. EVIDENCE OF THE FACT
The NGO Shipbreaking Platform Secretariat
1. Patrizia Heidegger (Executive Director)
Phone: +32 (0)26094419
Email: patrizia@shipbreakingplatform.org
2. Nicola Mulinaris (Communications and Legal Advisor)
Phone: +32 (0)26094418
Email: nicola@shipbreakingplatform.org
The NGO Shipbreaking Platform, Bangladesh
1. Muhammed Ali (Shahin)
Email: shahinhelpsgreen@gmail.com

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36
Email: Shahin41077@gmail.com
Ship Recycling Industries Association (SRIA)
1. Bismillah Marine, Bangladesh
Phone: +88 (0)1816118110
2. Khusboo India Pvt. Ltd.
Phone: +91 (0)8735-950231
Email address which was sent from the NGO Shipbreaking Platform Secretariat can be
used for further studies without delays. The mailing and contact details are as follows:
 Bangladesh Environmental Lawyers Association (BELA)
bela@bangla.net
 Bangladesh Institute of Labour Studies (BILS)
bils@citech.net
 The Center for the Rule of Law – Islamabad (CRoLI)
Majid Bashir, judgemajid@hotmail.com
 The Corporate Accountability Desk – The Other Media - India
Madhumitta Dutta, madhudutta.new@gmail.com
 Legal Initiative for Forest and Environment (LIFE) - India
Ritwick Dutta, ritwickdutta@gmail.com
 The Bangladesh Occupational Safety, Health and Environment Foundation (OSHE)
Repon Chowdhury, oshe@agni.com
 Sustainable Development Policy Institute (SDPI) - Pakistan
Sadaf Liaquat, liaquat.sadaf@gmail.com
 Toxics Link - India
Satish Sinha, satish@toxicslink.org
 Young Power in Social Action (YPSA) - Bangladesh
Muhammed Ali Shahin, shahinhelpsgreen@gmail.com

Transport Research Project Final Report

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Transport Research Project Final Report