Shipbreaking and YPSA

YPSA's goal is to influence public policy makers to formulate a specific policy for the shipbreaking industry which will ensure human rights are being upheld in shipbreaking activities. It's the first and only long term advocacy program about shipbreaking. YPSA started work on the issue in 1997 by collecting data, information and doing some surveys. From 2003 the formal advocacy program began.

Due to the profitable nature of the shipbreaking business not just for the shipyard owners but the Government and other businesses that have developed from it, finding an acceptable solution to all is complicated. We have often been threatened by the yard owners who yield much power and influence politically and economically. There are difficulties gaining access to the yards, creating a challenge in carrying out our work. This has particularly been the case since we have raised the profile of the workers and their conditions.

Many local people have benefited from this industry by opening up small businesses. This makes it tough to engage and move them to the plight of the workers who are mainly from the north of the country and have no support base in Chittagong . As there are is no obligation on the owners and contractors to offer ongoing employment, workers are very much floating and seasonal. They move from one yard to another looking for work. This creates an obstacle in organizing and uniting workers.  

The following Government and non-government bodies are involved in shipbreaking activities: Ministry of Ports and Shipping, Ministry of Industries & Commerce, Ministry of Labor and Employment, Bangladesh Navy, Department of Customs, Department of Explosives, Mercantile Marine Department, Inland Water Transport Authority, Chittagong Port Authority, Radio Communication and Wireless Control Authority, Survey Authority, Shipping Masters Office Importers (who import vessels for breaking), the breaking yard owners and breakers survey companies, banks & financial institutions, shipping agents, steel re-rolling mill owners and employees  

As you can see there is no Government department or authority that is specifically responsible for shipbreaking so it's difficult to achieve consensus on the issue. It is also a convenient way for them to pass responsibility from one to the other.   Given the number of stakeholders with competing interests, it's a challenge to advocate and find solutions. In India for example there is a governmental board - the Gujarat Maritime Board (GMB), which is responsible for dealing, monitoring and inspecting the yards.  

Some groups have stated that YPSA wants to stop shipbreaking. This has never been the case and will never be the case. We recognize the value this industry has on the economy and employment. What we do want however is to ensure a living wage, some job security and the occupational health and safety of the workers. We also want shipbreaking to be environmentally sustainable to ensure the survival of the industry and hence the livelihoods of the thousands involved in this industry.

As shipbreaking is a global business, the business of selling and buying ships is completed at the international level. It has been observed that the shipbreakers sometimes don't respect the higher policy level authorities and their decisions. In terms of establishing environmentally friendly and safe shipbreaking, the implementation of international guidelines is essential. Pressure from international bodies and forums is needed.

It can be said this project has introduced shipbreaking in Bangladesh to the world in more detail and that we are working very intensively on the issue. Many national and international institutions, organizations, the media and individuals contact YPSA when they need information or want to work on this issue.   YPSA has also established a good relationship with the international NGO's like Greenpeace, FIDH and others. YPSA is also an active participant in the recently formed NGO Platform on Shipbreaking based on Brussels . We attend conventions and forums to draw attention of the conditions of the workers and the environment to the international communities.

Ms. Aud lise Norheim, former ambassador of Norway, in Bangladesh and Shaheen Anam, ED Manusher Jonno Foundation visited YPSA and the shipbreaking yards on 12 Feb' 06

In the field YPSA has been running activities to make workers more aware of their safety and their rights. The local community is gradually becoming more organized and responsive to the rights of workers through the formation of different forums, led by local journalists, civil society representatives, and students.

Government officials at the district level have become more active. They have increased their inspections of the shipyards. YPSA has developed a good working relationship with the media and they have been more responsive and proactive in reporting on the conditions of the yards. At the district level an effective alliance has been developed involving academics, journalists, researchers, politicians and other like-minded organizations. In 2005, a representative from the Bangladesh Shipbreaker's Association (BSBA) (owners association) agreed to provide funding and bought some land to build a hospital. However, to date there is still no hospital.  

In the beginning it was very difficult to get information and access to the shipyards but as we have established sources it has become very difficult to hide information and the activities going on in the yards.

While there are still accidents, the shipyard owners have become more careful about accidents occurring in the yards due to pressure at the local, national and international level. So, it has become more common that after an accident they will try to provide medical treatment and some compensation to the families of injured and dead workers. Most of the accidents take place at night and we have seen a reduction in the amount of night work.

YPSA remains vigilant in keeping the owners and contractors motivated to provide medical facilities and compensation but the overall the working conditions remains much the same. No preventative measures or protective equipment is provided. Without Government initiatives or a policy there is no incentive or obligation on the owners to change the situation. YPSA is working at building a movement strong enough at the national level to change the situation and lobbying the international community to create pressure on the Government, the ship buyers and sellers.