Ship BreakingA Background Paperprepared for the ILO's Sectoral Activities Programme.by Ataur Rahman and AZM Tabarak Ullah,photos by Anis HassaneinDhaka, 1999 |
The history of ship breaking is as nearly old as ship building. As we know that a ship is relatively a large vessel capable of operating in the deep ocean. The term 'vessels' applies to vessels of over 5000 tons and that can navigate in open seas. In Bangladesh, ship breaking is popularly known as 'beaching'. Ship breaking started as a business in Bangladesh in 1972. Prior to that, 2/3 ships were scrapped during Pakistan period. It started automatically when a 20,000 D.W.T. vessel was driven ashore by the devastating tidalbore of 1965. That was the first ship scraped on the Chittagong Sea beach. At present ship-breaking is conducted by 20 Ship breaking Yards in an area of about 8 km2 starting from a point near 'Baro Awlia' under police station Sitakundu of Chittagong. All the yards are located on the beach of the bay of Bengal. There are 20 Shipbreaking yards at present in Kattoly-Kumira ship breaking areas. More than one company operate in a yard.
The number of shipbreaking enterprises is approximately seventy as shown in Annex-A - Shipbreaking, scraping and scrap handling are done simultaneously in the yards almost round the year. All the 70 companies are registered as commercial enterprises under the Companies Act, 1913. Only 8 (eight) shipbreaking yards are registered as Factories with the Department of Inspection for Factories and Establishment of the Government of Bangladesh. The over all conditions of all the ship breaking yards are almost the same. Ship breaking is done in open yards on the beach of the Bay of Bengal. They are not scientifically or technically organized and the management is also primitive. The Ship-breaking yards look like temporary arrangements to conduct some seasonal activities, though ship-breaking continues round the year. Workers are not protected by sheds and are required to work under open sky round the year in very difficult working conditions exposing themselves to various hazards.
Though the Ministry of Port and Shipping and Ministry of Industries are the two Ministries directly responsible for monitoring and supervising the ship-breaking enterprises, the following Government and non-government bodies are also involved in ship-breaking activities:
Initially, beaching permission was not necessary. The Breakers had to maintain only the import formalities and pay Customs duties and taxes. The number of ships imported for scraping during the period 1972-1982 was very limited. It was observed that the marine stores, life saving and fire fighting equipment of scraped vessels which were either obsolete, sub-standard or not in proper condition, were sold on the market and re-used in the ships in service, which may cause serious problems any time during voyage on deep sea. So, the Mercantile Marine Department issued circulars to all ship breakers restricting the sale and re-use of the above items . (Annex : B-I, B-II and B-IV )
In the Merchant Shipping Act 1884, procedures are laid down with regards to marine stores, cables, anchors and marine engine etc. Instructions are also laid down in the above Act with regards to breaking of vessels. But it was observed that ships are brought for breaking without maintaining such formalities, safety measures and legal provisions.
The life of a steel vessel is usually 20 years. Whatever conversion or modifications might have been carried out, it cannot be extended beyond 25 years. Steel used for building a vessel must sustain fatigue due to rolling and other reaction during voyage. The International Maritime Organization, therefore, has fixed 25 years as lifetime for a vessel. The ship owners find it profitable to declare a vessel unfit for service on the expiry of 20 years life span than repairing and modifying the vessel for further voyages. Starting from the second world war, steel body vessels are the main means of transport of goods internationally. Insurance coverage of cargo is a very important factor for the consignees. Insurance Companies hesitates to provide insurance coverage to Cargo booked on a ship of over 20 years of age. So, procuring cargo or business for the over aged vessels becomes difficult. At this state ships are declared, Aunfit and unserviceable@, and are sold for scraping. Parking of unserviceable vessels in harbour area is also costly and tedious.
The scraping work needs huge labour and capital; scrapping operations involve high risks and problems. So, the owners of the vessels prefer to sell out the unserviceable vessels to the countries where there is demand for scrapped steel and other items of old ships, where labour cost is relatively low and where there is less concern about hazards, toxicity and environmental pollution. Thus, ship owners who want to get rid of their unserviceable vessels contact the concerned business community of nations who look for cheaper steel and other items of the ships. These two parties transact a good business of selling and buying of unserviceable vessels at a point.
Unserviceable vessels are sold on the basis of lightweight Tonnage (LDT) of the vessel. A ship is measured mainly on the basis of its Dead Weight capacity. Dead weight of a ship is defined as 'weight of cargo plus fuel and consumable stores' while light weight of a vessel is the 'weight of the hull including, machinery and equipment'. The length, breath, depth, and displacement are also very important factors for buying and selling of an unserviceable ship. Present international rate for sell of vessel is US$120 per lightweight tonnage (LDT).
Generally 95% of a ship=s body is made of mild steel (M.S.), 2% of stainless steel and 3% of miscellaneous metals, such as brass, aluminium, copper, gun metal and other alloys which are important factors of ship breaking. Stores and other materials that may be available from a ship purchased for beaching are also considered very important. In fixing the price of a ship, consideration is given to the factor of whether it is a dead ship or a running one. Ships store ranges from foodstuff to clothing, from electrical to electronics, machinery of most type, life saving equipment, drugs, communication equipment etc.
The Ministry of Ports, Shipping and Inland Water Transport Authority and the Ministry of Industries and Commerce of the Government of the People=s Republic of Bangladesh, control the import and beaching of ships. The Department of Inspection for Factories & Establishmen of the Ministry of Labour and Employment, is responsible for according registration to the yards as factories (industries). The Department of Inspection is also responsible for ensuring occupational health & safety, safe-working conditions, working hours , leave with pay, holiday etc. of the shipbreaking enterprises. The Department of Labour is responsible for workers welfare, trade union rights and industrial relations etc.
In Shipbreaking Yards, employers employ two major categories of employees and workers. They are:
The regular employees and workers are paid monthly wages, including house rent allowance, medical allowance and conveyance allowance. This category is also paid an extra allowance for overtime work. This first category includes skilled workers like:
The second category includes Semi skilled & unskilled workers like:
The second category of workers is mostly engaged through Labour Supply Contractors, and paid on a daily rate basis. Service records of all types of workers under the first category should be maintained by the employers, while records of the workers supplied by the Labour Supply Contractors are not maintained by the employers. Casual workers work under the contractors supervision. There are two types of security guards in Shipbreaking yards, such as those:
Shipbreaking is a regular production process but not in conformity of normal manufacturing processes. The number of workers engaged in the shipbreaking yards depends on the availability of work, size of the ship to be scraped and market value.
The number of skilled workers and security guards remain static while the number of semi- skilled and unskilled workers vary as per need. In twenty shipbreaking yards approximately 2000 regular workers (skilled-clerical-commercial and security personnel) are working on monthly wage basis; about 25,000 workers of semi and unskilled categories, work in the above-mentioned shipbreaking yards round the year, on a daily wage basis. Workers even migrate from one yard to another when a yard owner changes the labour contractors or the labour contractors change the yards. This normally happens when the demand for workers increases. Yard owners even allure skilled hands from other yards by offering better wages and service conditions. Mainly gas cutters are considered to be the most valuable workers in shipbreaking enterprises. The unskilled workers are divided into gangs of 25 including one supervisor, one singer/synchronizer and one on-looker.
When a ship is toed from the sea to the beaching ground, it is inspected, checked and made gas free. Then, fitters start opening the important parts and removable items from the vessel. These include furniture, beds, bunks, cabin materials, utensils, crockeries, removable electrical items, electronic appliances, sanitary wires, insulators, food items and cosmetics, glass wire, refrigerators and pipes and fittings, as these may be damaged during beaching operation of the vessel.
No sound technical system is used to recover valuable stores, spares, metals and other items from the ships. On arrival of ships at outer anchor of the Chittagong Port, agents of shipping companies book a toeing vessel from the Chittagong Port Authority for toeing the vessel to the shore. The Port officials before toeing the vessel verify the import documents, document on payment of duties/ taxes and certificates issued by the concerned Government authorities. One Deck Officer and one Certified Engineer, in addition to the Master of the vessel need to be present during beaching operation of a ship. Then Bangladesh Navy comes for inspection of the ships and prepares a complete inventory of communication equipment, radios, wireless sets, walkie-talkies, transceivers, engines etc.
As per law of the land, the walkie-talkies and wireless sets are subject to be handed over to the Wireless Board of the Government immediately after completion of beaching of the ships. Meanwhile, the Mercantile Marine Department conducts surveys to check the safety measures taken and also checks the marine stores and a list is prepared. The Mercantile Marine Department surveyors also verify all the documents of the vessels. First of all, valuable metal furniture, fixtures, electrical and electronic items, engines, boilers etc. are removed from the vessel. Then the ships if filled up with water up to deck level and later the water is discharged through the sea corks or through other means to clean the ships and make the vessels ready for scrapping. This cleaning process is not sufficient to make the vessel free from dangerous gases, fumes, chemicals and contaminants. The water so discharged, contain a mixture of hazardous chemicals and contaminants. Thus, sea-water is contaminated which causes harmful effects to sea lives and also pollutes the environment. Risks of the asbestosis, chemicals, hydrocarbons, toxic items and radiation remain there all the time.
During the second phase, cutters and their helpers start cutting the vessel into parts. The breaking operation is undertaken based on the structural design of the vessel. The larger parts are dragged to the dry part of the shore with the help of motorized pulley. A large number of workers are also engaged in this operation. Though the motor does the main job, workers need to help the pulley driver in dragging the part to the dry area of the shore.
Another group of cutters, helpers and workers start cutting the dragged parts of the ship into truckable parts as per order of the purchasers. Heavy equipment like boilers, motors, capstan stocking etc. are carried to stack yards by moving crane.
The unskilled workers carry metal plates, metal bars or pipes on their heads or shoulders, start walking in synchronized steps with the rhythm of the singers call up to a definite destination and then pile up metal plates in stacks yards or load them on trucks. The supervisors control the group of workers, the on-looker guides them and help them in pilling up the heavy metal plates in stack or loading on truck. Though these workers are called unskilled, it was observed that a considerable skill is required to perform these tasks.
Most of the large shipbreaking yards provide accommodation to the workers. Generally, skilled workers, supervisors and office staff live in rented houses near the yards. A large percentage of them live with their families. At least 50% of the semi-skilled and unskilled workers live in the labour sheds built by the owners. The accommodation provided by the owners are not suitable and hygenic, but it is safer for the workers to be accommodated in protected areas within the yards and this is also advantageous for the employers. A statement showing the name of the shipbreaking enterprises with number of skilled, semi-skilled and unskilled workers is attached herewith as (Annex:C). The yards are located away from the city area, so workers get drinking water from the tubewells and as tubewells are sunk in each shipbreaking yard. Bangladesh Factory Act 1965 provides that there should be sufficient supply of pure drinking water in a factory employing more than 250 workers; according to the above Act the employer must ensure supply of pure drinking water.
Wages and pay of the employees of Shipbreaking Yards as well as their working hours and overtime are not in full conformity with the law of the land. The employees, such as clerks, supervisors, foremen, master cutters are paid monthly wages ranging from Taka 3000 to 5000 (US$60-100), inclusive house rent, medical allowance etc. Many of the skilled cutters, unskilled workers and general labourers are engaged on 'no work no pay' basis. They receive 70 to 80 Taka a day for every 8 hours of work. For overtime work, these workers receive extra wages on single rate basis, while the law prescribes double the rate of the normal wages for extra hours. Similarly, workers who work on weekly holidays are not entitled to any holiday pay or any benefits in lieu. Breaks for taking meals are allowed.
Since workers do not benefit from mandatory holidays as per law, they cannot expect any employer to provide any welfare facilities for them. The workers are not provided with proper washing facilities and canteen facilities in the yards, so workers are compelled to go to the nearby shops and tea stalls. Availability of messe or rest room is out of question.
The Bangladeshi Traders and ship breakers purchase dead/unserviceable vessels or ships in running conditions from different parties at different points and bring those to Bangladesh for beaching. The ship breakers purchase the vessels of their choice. Nationality of the owners of the vessels or the country of origin of the ships is not a factor of consideration but they take into account the following points during purchase of the ships:
From various sources, such as the Ship Breakers Association, shipbreaking enterprises and the Govt. agencies, it is gathered that generally the following three types of vessels are demolished in the Chittagong Ship Breaking Yards.
Bangladesh breakers prefer to demolish the above types of vessels for reasons,
such as availability of profitable items, safe and easy breaking operation and
safe journey of the vessels to beaching site. The main sources for purchase
of unserviceable vessels are the former USSR, Bulgaria, Romania, Greece, Italy,
Turkey, Japan, Singapore, South Korea, etc. Toeing of a dead ship for scrapping
is costly, so the Bangladeshi ship Breakers and their agents generally prefer
to buy ships on voyage or ships stranded at a port near to Chittagong, i.e.,
.located at any port of India, Sri Lanka, Myanmar, Thailand or Singapore.
Hazards Involved
In Bangladesh, shipbreaking is carried out in an open space. As a matter of fact, provisions of the Factories Act and occupational safety measures with regard to doors, windows, stairs etc. of a factory premises are not taken into consideration. No young person or women are engaged in ship breaking yards. Limited amount of electricity is used for shipbreaking activities. Testing system of cranes, lifting machinery and motorized pulley is hardly done. The yards re-use ropes and chains recovered from the broken ships without testing and examining their strength. There is no marking system of loading capacity of the chains of cranes and other lifting machineries. Gas cutters and their helpers are cutting the steel plates almost round the clock without protection of eyes, so their eyes are always vulnerable to welding effects. They do not wear any uniform and never use handgloves and boots. The unskilled workers carry truckable pieces of iron sheets on their shoulders and they do not know the weight of the sheets they carry and the employers are also not aware of the legal limit of weights carried by workers. Usually, these workers carry weights far above the limit prescribed in the Factories Act and Factories Rules.
Ships are not properly cleaned before beaching. Generally, an eyewash test is carried out to certify that a ship is free from dangerous chemical and fumes. Workers enter into such areas without taking any precautionary measure or without wearing masks or aprons. Workers are not aware of hazards to which they are likely to be exposed. Consequently, workers suffer from suffocative injury and lung problems which causes temporary loss of working capacity. The hatches and pockets of vessel may contain explosive or inflammable gases. The cutters, if they understand from their experience, drill small holes in order to release gases or fumes. These types of crude attempts very often causes severe explosions. Shipbreaking is a hazardous occupation and entails life risk due to accident and fatal occupational diseases, as the employers do not provide any proper protective and precautionary gears. It is found that the beaches where shipbreaking is undertaken are full of chemicals and toxic substances, small pieces of pointed and sharp iron splinters pasted on the surface of the beach causing injuries; the workers usually work bare footed and without masks. Occupational health and safety is not important to the employers, they hardly maintain a First-aid Box. Most of the workers are illiterate, very poor and are not conscious about their health, safety and the dangerous effects of the poisonous chemicals. Accidents are not reported or recorded. If any worker is affected by occupational diseases, he is no more employed by any of the employers. The employers through adoption of various unfair practices usually conceal information when any worker dies due to occupational accidents. In most cases, families of the victims are not informed, as contractors do not use proper names and addresses of the workers and there is no monitoring or inspection by the Inspection Department and the Labour Department.
A number of fatal incidents occurred in the past due to explosions and fall of heavy metal plates from the upper part of the ships. As ships are not properly inspected prior to beaching, inflammable substance or gas pockets still remain there. As a result, during cutting operation of the ships, fire breaks out accompanied by explosions. Minor fire incidents happen off and on and workers control the fire by spraying water and sand. Two major accidents were reported in 1998 in which a supervisory staff was killed due to sudden fall of a heavy steel sheet from the upper deck of a vessel and in another incident, a gas cutter died due to an explosion. (A list of accident is enclosed herewith as (Annex: E).
The Ministry of Labour and Employment and its subordinate officers are responsible for the enforcement of labour laws and ensure welfare of the workers. The Department of Inspection is responsible for ensuring the implementation of the Provisions of the Factories Act 1965 and the rules made thereunder. The Department of Labour is responsible for the implementation of the provisions of the Labour Law relating to labour welfare, trade unionism and Industrial relations. While the other aspect such as OSH, working conditions are the subjects of the Inspection Department. The level of enforcement of the Factories Act and Labour Laws in the above enterprises is not at all satisfactory. During the last three years, Inspectors of the Inspection Department conducted only 16 inspection visits, which were as follows:
Inspection Visits undertaken by the Inspection Department
|
Sl.No. |
Name of the Enterprises |
Date of Inspection |
Court case, if any |
Remarks |
| 1 |
Z N Enterprise, Jahanabad
|
6.2.1995
|
---
|
---
|
| 2 | Sigma Ship Breakers Ltd., Jahanabad |
6.2.1995
|
--- | --- |
| 3 | Kabir Steel Ltd., Jahanabad |
6.2.1995
|
--- | --- |
| 4 | Ambia Ship Breakers Pvt., Jahanabad |
6.2.1995
|
--- | --- |
| 5 |
Brothers Associates, Madambibirhat |
6.2.1995
|
--- | --- |
| 6 |
Bismillah Ship Breaking, Bhatiary |
6.2.1995
|
--- | --- |
| 7 | S S Steel Ltd. |
29.5.1996
|
472/96
|
--- |
| 8 |
Seasons Steel Ltd., Jahanabad
|
20.5.1996
|
478/96
|
--- |
| 9 |
Ocean Steel, Jahanabad
|
20.5.1996 |
477/96
|
--- |
| 10 | Padma Ship Breaking Ltd. | 20.5.1996 |
481/96
|
--- |
| 11 | Karnaphuly Shipbreakers, Jahanabad | 20.5.1996 |
482/96
|
--- |
| 12 | M.R. Enterpsise | 20.5.1996 |
479/96
|
--- |
| 13 |
East Wind Shipping Ltd., Madambibirhat |
20.5.1996 |
471/96
|
--- |
| 14 | Paragon Steel Ltd., Bhatiary | 20.5.1996 |
475/96
|
--- |
| 15 | Moon Steel, Bhatiary | 20.5.1996 |
473/96
|
--- |
| 16 | S. Trading Corporation | 20.5.1996 |
474/96
|
--- |
The labour inspectors detected the following major violations of the Factories Act in shipbreaking Enterprises during their visits:
-No proper fire fighting equipment are maintained, if there is a fire extinguisher, no one knows how to operate it in cases of emergency.
-Safety belts are not provided. There is no safe stair ladder for climbing up and getting down from a vessel.
-As per law, adult workers are allowed to carry a maximum weight of 65 pounds, whereas in the shipbreaking yards, workers are required to carry a load of even double the weight of the legal standard.
-Safety glass for protection of eyes, keds for protection of legs and gloves for protection of hands are either not provided or the workers do not use these.
-No weekly holiday with pay is granted to the workers.
-Approval of working hours from the Inspection Department is a legal requirement, but Employers do not apply the law. Workers have to work beyond eight hours without overtime allowance as per law.
-No records of workers are maintained. No token or card is given to the workers.
-Workers on regular pay are entitled to enjoy paid casual leave, earned leave, sick leave and holidays as per law but nothing is provided to the workers supplied by the contractors.
-There are no rest rooms, proper toilets, supply of drinking water and arrangements to take meals at the work place.
Inspectors reported the above violations of the Provisions of the Factories Act to the concerned management in writing with suggestion for remedies but they did not pay any attention to it. As a result, the inspectors had to institute criminal cases in the courts. Courts penalized management but violations did not stop. (Labour relations are very week, and trade unions are absent in the shipbreaking yards).
Labour contractors who supply daily rated casual workers and paid on 'no work no pay' basis are not entitled to form trade unions. The main hurdle is the employers who are against the trade unions or associations of any kind. They threaten workers of cancelling the contract of the contractors and closing down the yards. Most of the workers are illiterate and non-local which is another drawback. Labour supply contractors also frequently change yards and change workers. Fake name and addresses are used for enrollment of the workers to protect the interests of the management. The shipbreaking enterprises and the scrap users are well organized under the:
23.'Bangladesh Ship Breakers Association'
'Bangladesh Scrap Buyers Association'
The above Associations work like Syndicates and are very strong and influential. They even threaten the Government Authorities on different issues. They do not pay taxes due to the Government and do not enforce the laws concerning employment, safety, public health, toxicity, environmental pollution and hazards.
No trade unions and collective bargaining agents exist in the Ship-Breaking Yards. There are disputes but they are never reported or brought to the attention of the Labour Department. Most of the ship-breaking yards pay workers wages through their contractors, this very often causes displeasure among the workers and there were number of disputes regarding non-payment of wages or payment of wages less than the wages agreed upon to the individual workers by the labour supply contractors. There is rivalry between loader and the casual workers which sometimes leads to agitation and work stoppage by the casual workers. In such cases, the management as the principal employers settle disputes in order to keep their work uninterrupted. The Yard Managements also handle a large number of disputes which arises due to non-
payment or less than the agreed wages. The Syndicate of Employers and of the ship yards control everything in such a way that the inspecting officers of different Government Agencies cannot interfere in their activities. Upto now, no stoppage of work due to industrial unrest was referred to the conciliation authorities. The Managements handle the disputes in their own way. Sometimes, workers and the labour supply contractors are rejected together by the shipbreaking enterprises. The same labour supply contractor with the same workers is again engaged by another management.
The employers are united and their Association is very strong. In the past, some killings had happened in the shipbreaking yards for challenging the Syndicate on various issues but no one was able to prove the killings.
Bangladesh does not have iron, as such, has to depend on the scrapped iron to feed the rolling mills and steel factories. Other items of the ship such as engines, generators, boilers, electrical items, furniture, plumbing items, refrigerators, air-conditioners, etc. have a good market in Bangladesh. The main users of scrapped irons are the local streel re-rolling mills producing
MS rods, MS bars, angles and steel sheets for domestic market. The engines and generators are used by the garment manufacturing factories, boilers are used mainly in rice mills, garments washing plants, knitting plants and other industries. There is a great demand for the wooden planks/bars and furniture which are sold on the markets located in Chittagong and Dhaka.
Workers= rights in the ship-breaking industries should be established and Government should take immediate steps to streamline the shipbreaking industries. The shipbreaking yards are at present beyond control of any Government authority.
List of Ship-breaking Enterprises
|
GOVERNMENT OF THE PEOPLE'S
REPUBLIC OF BANGLADESH
MERCANTILE MARINE DEPARTMENT
No. M. 12/7 Dated, Chittagong, the July 1982
CIRCULAR
To
All Shipping Cos/Agents
It has been observed that the Marine Stores including Life Saving & Fire Fighting Appliances from Scrapped Vessels are finding its way to vessels in service. These equipments either obsolete, sub-standard or unserviceable use of which on board ships is an offence under the law. Merchant Shipping Act 1894 Section 538 to 543 dealing with Marine Stores Dealers laid down certain procedures with regard to Marine Stores including Cables, Anchors etc. and Section 129(C) of Instruction to Registrar of ships deals with vessels broken up. It is further observed that ships laying in hazardous condition at the beach fro breaking up may sometime pose danger to navivation.
In view of the above, it has been decided that benceforth no ships shall be permitted to beach for breaking up without obtaining prior permission from this Department similarly no person or Firm shall break up a ship or deal with Marine Stores without obtaining proper licence from Mercantile Marine Department and observe formalities as laid down in the Merchant Shipping Act, Offenders will be prosecuted as per law.
Sd/- Principal Officer
Mercantile Marine Department
Chittagong
Phones; 504140/501902
GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH
MERCANTILE MARINE DEPARTMENT
No. M.12/8/ Dated, Chittagong, the 9th March 1983
C I R C U L A R
In order to streamline the requirements for issuance of Beaching permission
for a Vessel intended to be scrapped so that no permission regarding ownership,
etc. exists and to ensure safety of navigation, the following procedure will
have to be followed for obtaining beaching permission for breaking up of a Vessel:-
Principal Officer
Mercantile Marine Department
Chittagong
Copy to:
Principal Officer
Mercantile Marine Department
Chittagong
GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH
MERCANTILE MARINE DEPARTMENT
No. M 12/9 Dated, Chittagong, the 24th Oct. 1985
REQUIREMENTS FOR ENLISTMENT OF DISMENTLING/
CUTTING CONTRACTOR FOR SCRAP VESSEL
The following requirements are to be fulfilled for enlistment to this Department
as Discentling/Cutting Contractors for Scrap Vessels.
After being satisfied with the above, the Department may consider to enrol
the Firm for Cutting of Scrap Vessels.
Sd/- Capt. M. Zakaria
Principal Officer
Mercantile Marine Department
Chittagong
To:
Sd/- Illigible
2.11.85
Copy
GOVERNMENT OF THE PEOPLES REPUBLIC OF BANGLADESH
MERCANTILE MARINE DEPARTMENT
CHITTAGONG
No. M. 12/8 Dated, Chittagong the 29th May 1983
CIRCULAR
In supersession of Circular No. M. 12/8 dated 9.3.83 the following will be
the procedure to be following before issuance of beaching permission by the
Principal Officer, Mercantile Marine Department:-
Sd/- CAPT. S.M.A. ISLAM
Principal Officer
Mercantile Marine Department
Chittagong
cc:
Sd/- Capt. S.M.A. Islam
Principal Officer
Mercantile Marine Department
Chittagong
Statement on the Shipbreakers Enterprises
showing manpower employed and wagespaid to the workers
Sl.No.
Name & Address of Shipbreaking Industry
Lincence/
Reg. No.
Number of workers
Total
Average daily wages
Remarks
Skilled
Unskilled
Regular
Casual
Regular
Casual
Skilled
Unskilled
1.
M/s. R.M.Shipbreaking Industries Ltd., Sitakunda, Chittagong
80
600
680
120
80
The enterprises at Sl.1-3 are located in the same premises
2.
R.M. Shipscrappers Ltd. Sitakunda, Chittagong
60
720
780
120
80
3.
R.M.Engineering Works Ltd.,. Sitakunda, Chittagong
50
400
450
120
80
4.
Ambia Shipbreakers Ltd., Bhatiary, Chittagong
100
600
700
125
80
The enterprises at Sl. 4-5 are located in the same premises
5.
Ocean Steel Ltd., Bhatiary, Chittagong
50
260
310
125
80
6.
Z.N. Enterprises, Sitalpur,Sitakunda, Chittagong
2681/Ctg.
100
600
700
125
80
The enterprises at Sl. No. 6-8 are located in the same premises
7.
Namroon Enterprise, Lalbagh, Sitakunda
Chittagong
70
560
630
125
80
8.
Bangladesh Shipbreaking, Lalbagh, Sitakunda, Chittagong
80
599
580
120
80
9.
Taher & Company Ltd., Sitalpur, Sitakunda, Chittagong
2005/Ctg.
100
700
800
125
80
The enterprises at Sl. No. 9-10 are located in the same premises
10.
Golden Iron works Ltd., Sitalpur, Sitakunda, Chittagong
60
700
760
125
80
11.
Kabir Steel Ltd., Bhatiary, Sitakunda, Chittagong
2006/Ctg.
100
520
620
125
80
The Enterprises at Sl.No.11-16 are located in the same premises
12.
Haje Ajmir Steel Ltd., Bhatiary, Sitakunda, Chittagong
40
360
400
125
80
13.
Zabir Oxygen Ltd., Bhatiary, Sitakukda, Chittagong
40
60
100
150
100
Annex-B2
Annex - B3
Annex - B4
Annex - C
|
14. |
Pacific Steel Industries Bhatiary, Sitakunda, Chittagong |
|
|
60 |
|
250 |
310 |
125 |
100 |
The enterprises at Sl.1-3 are located in the same premises |
|
15. |
Janata Steel Industries, Bhatiary, Sitakunda, Chittagong |
|
|
50 |
|
250 |
300 |
125 |
80 |
|
|
16. |
Kabir Shipbreaking Ltd., Bhatiary, Sitakunda, Chittagong |
|
|
80 |
|
340 |
420 |
125 |
80 |
|
|
17. |
Brother Associates, Bhatiary, Sitakunda, Chittagong |
|
|
60 |
|
500 |
560 |
125 |
80 |
The enterprises at Sl. 17-19 are located in the same premises |
|
18. |
Ajmain Ispat Associated, Bhatiary, Sitakunda, Chittagong |
|
|
40 |
|
400 |
440 |
125 |
80 |
|
|
19. |
A.B. Shipbreaking Industries, Bhatiary, Sitakunda, Chittagong |
|
|
50 |
|
550 |
600 |
125 |
90 |
|
|
20. |
General Iron & Steel Co. Ctg. Ltd Bhatiary, Chittagong |
|
|
60 |
|
550 |
610 |
125 |
80 |
The enterprises at Sl. No. 20-21 are located in the same premises |
|
21. |
Rahamania Transport & Trading Ltd., Bhatiary, Chittagong |
|
|
40 |
|
380 |
420 |
140 |
80 |
|
|
22. |
Super Steel Ltd., Sitalpur, Sitakunda, Chittagong |
|
|
60 |
|
600 |
660 |
125 |
80 |
The enterprises at Sl. 22-23 are located in the same premises |
|
23. |
K. Z. Enterprises, Sitalpur, Sitakunda, Chittagong |
|
|
60 |
|
560 |
620 |
120 |
80 |
|
|
24. |
Habib Steel Ltd., Madambibir Hat, Sitakunda, Chittagong |
|
|
80 |
|
600 |
680 |
125 |
80 |
The enterprises at Sl. 24-26 are located in the same premises. |
|
25. |
Karnaphuly Shipbreaking Industries Ltd, Sitalpur, Sitakunda, Chittagong |
|
|
60 |
|
360 |
420 |
125 |
80 | |
|
26. |
Shah Amanat Shipbreakers, Sitalpur, Sitakunda, Chittagong |
|
|
80 |
|
320 |
400 |
125 |
80 |
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
9 |
10 |
11 |
|
27. |
Dimond Steel Products Co. (Pvt.) Ltd. Bhatiary, Chittagong |
2003/Ctg. |
|
60 |
|
540 |
600 |
120 |
80 |
The enterprises at Sl. 27-28 are located in the same premises |
|
28. |
Rahim Steel Co. (pvt.) Ltd., Bhatiary, Chittagong |
|
|
60 |
|
400 |
460 |
120 |
80 |
|
|
29. |
St. Trading Corporation, Madambibir Hat, Sitakunda, Chittagong |
|
|
80 |
|
540 |
620 |
125 |
80 |
The enterprises at Sl. 29-30 are located in the same premises |
|
30. |
Sima Steel, Madambibir Hat, Sitakunda, Chittagong |
|
|
100 |
|
518 |
618 |
125 |
80 |
|
|
31. |
Fahad Steel Industry, Madambibir Hat, Sitakunda, Chittagong |
|
|
80 |
|
600 |
680 |
125 |
80 |
The enterprises at Sl. 31-32 are located in the same premises |
|
32. |
Ahmed Mustaba Steel Indusry, Madambibir Hat, Sitakunda, Chittagong |
|
|
60 |
|
520 |
580 |
125 |
80 |
|
|
33. |
Jiri Subadar Steel Re-rolling Mills Bhatiary, Chittagong |
|
|
80 |
|
560 |
640 |
120 |
80 |
|
|
34. |
Rahman Shipbreakers Ltd., Bhatiary, Chittagong |
|
|
100 |
|
680 |
780 |
120 |
80 |
The enterprises at S. 34-35 are located in the same premises |
|
35. |
M. M. Shipbreakers, Bhatiary, Chittagong |
|
|
40 |
|
500 |
540 |
120 |
80 |
|
|
36. |
Mannan Steel Ltd., Bhatiary, Sitakunda, Chittagong |
|
|
100 |
|
700 |
800 |
120 |
80 |
|
|
|
20268 |
|
||||||||
| Sl.No. |
Name of Vessel |
Country of origin |
Year of building |
LDT. |
|
1. |
M.V. IOLOOS |
JAPAN |
1976 |
10.292 M.T. |
|
2. |
M.V. ANURADHA |
JAPAN |
1972 |
7553 M.T. |
|
3. |
M.T. SUNNETTA |
JAPAN |
1973 |
16,603 M.T. |
|
4. |
M.V. MOUNTAIN |
UK |
1973 |
27,253 M.T. |
|
5. |
M.V. HOKKMDO STAM |
JAPAN |
1973 |
26,143 M.T. |
|
6. |
M.V. FENG KING |
JAPAN |
1974 |
18,040 M.T. |
|
7. |
M.T. KOS |
SWEDEN |
1977 |
4,422 M.T. |
|
8. |
M.V. TORIO |
RUSSIA |
1973 |
11,411 M.T. |
|
9. |
MV. LIBANUS |
UK |
1973 |
5,625 M.T. |
|
10. |
MT. BAY-ONE |
FRANCE |
1976 |
15,722 M.T. |
|
11. |
M.V. SHADOWPANCE |
YOGOSLAVIA |
1975 |
27,545 M.T. |
|
12. |
M.V. KORRIGAN |
GERMANY |
1973 |
21,160 M.T. |
|
13. |
M.T. TRANSHERA |
SWEDEN |
1976 |
1,28,244 M.T. |
|
14. |
M.V. GEMBIRA |
GERMANY |
1972 |
1,632 MT. |
|
15. |
M.V. DALENEUOS TOCHNY |
RUSIA |
1960 |
2,600 M.T. |
|
16. |
M.T. LASINO |
GERMANY |
1973 |
15,778 L.T. |
|
17. |
M.V. ALAN |
BULGERIA |
1976 |
4,337 L.T. |
|
18. |
M.V. NET JLANS |
W.GERMANY |
1972 |
4,823 M.T. |
|
19. |
M.V. SUN LANS CHENG |
DO |
1970 |
4,774 L.T. |
|
20. |
M.V. HAI MAO |
GERMANY |
1972 |
5,850 MT. |
|
21. |
M.T. SUTOON |
UKRINE |
1972 |
32,673 M.T. |
|
22. |
T. T KUBAN |
DO |
1976 |
30,000 M.T. |
|
23. |
M.T. ALANDIA PEARL |
JAPAN |
1974 |
14,993 L.T. |
List to be updated.
Statement of Accidents in Twenty Ship-Breaking Yards
| Year |
Minor Accidents |
Major Accidents |
Fatal accidents |
|
1996 |
147 |
21 |
2 |
|
1997 |
201 |
10 |
5 |
|
1998 |
203 |
11 |
0 |
|
Total |
551 |
42 |
7 |
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