Bangladeshs Green Shipbreaking Claims Under Scrutiny Amid Rising Accidents

New Delhi, August 16: Despite Bangladesh declaring 23 out of its 31 shipbreaking yards as ‘green’ on paper, the reality is starkly different. Workers face life-threatening dangers daily. A recent report from Bangladeshi media reveals that since the implementation of the Hong Kong Convention last year, 84 accidents have been recorded.

According to ‘The Daily Star’, on August 14, nine workers died after being exposed to toxic gas inside a decommissioned ship at ‘Firdous Steel Ship Recycling Industries’ in Bhatiyari, Sitakunda. This incident highlights the gap between certification and reality.

Data from the Bangladesh Institute of Labor Studies (BILS) indicates that between June 26, 2025, and August 14, 2026, there were 84 accidents, resulting in 15 fatalities and 81 injuries.

Analysis of ‘The Daily Star’ data shows that most accidents were caused by falling girders and heavy objects, crane or cable failures, and gas explosions.

Regarding the recent incident, officials from the explosives department stated that the deaths were due to the accumulation of hydrogen sulfide gas in a sealed tank on the ship. The decommissioned LNG carrier, MT Rasi, arrived at Chattogram anchorage in July 2025 and was brought ashore for dismantling at the end of that month.

This deadly incident has reignited criticism that the ‘green licenses’ granted to shipyards for compliance with the Hong Kong Convention are merely instances of ‘greenwashing.’ Greenwashing refers to misleading claims about the environmental benefits of a product, service, or company.

The ‘Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships’ is a global treaty adopted by the International Maritime Organization in May 2009, which came into force on June 26, 2025. It aims to ensure that shipbreaking does not harm human health, worker safety, or the environment. However, experts from groups like the Bangladesh Environmental Lawyers Association (BELA) argue that this is insufficient and that shipyards should also adhere to the stricter Basel Convention.

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