Shipbreaking Industry’s Environmental and Human Toll in Bangladesh
Every day, the coastal region of Sitakunda, Bangladesh, witnesses the dramatic dismantling of ships, a process that poses significant environmental and human risks. The NGO Shipbreaking Platform reported that last year, 85 percent of all scrapped ships, by weight, were dismantled on just three beaches in Bangladesh, India, and Pakistan. This alarming statistic highlights the scale of the shipbreaking industry, which is responsible for recycling many of the 68,000 vessels that facilitate over 90 percent of global trade.
The International Labour Organization has labeled shipbreaking as one of the most hazardous occupations worldwide. Despite the upcoming enforcement of the Hong Kong Convention in June 2025, which aims to improve safety and environmental standards, loopholes remain that allow for continued environmental degradation and worker fatalities. Nicola Mulinaris, a policy advisor at the NGO Shipbreaking Platform, described the situation as a “systemic global failure,” linking it to the exploitation of vulnerable countries by wealthier nations.
The method of beaching, where ships are driven ashore at high tide, leaves local communities to dismantle the vessels. This practice has devastating consequences, as the ships, often laden with toxic materials, release hazardous substances into the environment. Spencer Call, a photographer documenting the region, likened the scene to a “ship-sized piñata” bursting open, scattering its contents across the landscape.
Health Risks and Environmental Damage
The shipbreaking process poses severe health risks to workers, who are frequently exposed to toxic materials such as asbestos, heavy metals, and radioactive substances. In 2025, 11 workers died, and 62 were injured in South Asian shipbreaking operations. Many workers, often from rural areas with limited education, face life-altering injuries. One worker, who lost his foot in an accident, now relies on begging for survival after his family left him due to his inability to provide for them.
Environmental damage is equally concerning. The shipbreaking yards have led to the destruction of approximately 60,000 mangrove trees in Bangladesh, which has resulted in increased flooding in local villages. Mangroves serve as vital barriers against monsoons and are essential for carbon storage. The remaining mangroves are often coated in industrial waste, contributing to the degradation of local ecosystems.
The Bay of Bengal suffers as well, with toxic substances leaking into the water, adversely affecting marine life. Fish and sea snail reproductive rates have plummeted, and some species have been driven to extinction due to pollution. The local fishing community faces dire consequences as their livelihoods are threatened by the environmental fallout from shipbreaking activities.
Regulatory Challenges and Future Outlook
Despite the introduction of new safety standards by the International Maritime Organization, the shipbreaking industry remains largely unregulated and opaque. In Bangladesh, only 17 shipbreaking yards have been approved under the new scheme, while none of India’s facilities have received formal authorization. This lack of oversight raises concerns about the effectiveness of the Hong Kong Convention in ensuring safe and environmentally sound practices.
The report also highlights the issue of “flag hopping,” where ship owners change the registration of their vessels to evade regulations. For instance, the K Asia, which changed its flag from Spain to the Bahamas and then to St. Kitts and Nevis, was involved in a fatal accident during beaching in Sitakunda.
As the shipbreaking industry continues to grapple with safety and environmental challenges, the need for comprehensive reform is urgent. Until effective measures are implemented, the beaches of South Asia will remain a dumping ground for the Global North’s toxic waste, perpetuating a cycle of exploitation and environmental degradation.
