Green Ship-Breaking Yards- A journey from hazardous to safe, sustainable industry

Among the world’s largest ship-breaking zones, Sitakunda in Bangladesh stands as a significant name. As recently as 2020, over 1,00,000 workers were employed directly or indirectly across more than 169 yards here, dismantling approximately 200-250 decommissioned ships annually. From these vessels, reusable materials such as iron, machinery, and other components were extracted. This industry remains the primary supplier of iron for Bangladesh’s construction sector-delivering around five million tons of scrap metal each year. Economically, it has been a key contributor, generating an estimated USD 770 million annually. As of 2023, nearly one-fourth of the world’s recycled ships are dismantled in Bangladesh.
However, the industry has long been under scrutiny for environmental pollution, labour casualties, and serious health risks. According to the United Nations Environment Programme (UNEP) and the NGO Shipbreaking Platform, shipbreaking in Sitakunda released vast quantities of asbestos, heavy metals, oil, and toxic waste directly into the Bay of Bengal, threatening marine biodiversity and local communities. Moreover, until 2019, an average of 15-20 serious worker injuries-often fatal-were reported each year.
Amidst this grim reality, a new horizon is emerging-not just hazardous shipbreaking, but a transformation toward safe, green sustainable ship breaking industry. By reducing environmental hazards and complying with international labour standards through adoption of modern technology, efforts are now underway to turn Sitakunda into a “Green Shipyard Hub.” The government has already begun renovating several yards under the “Bangladesh Ship Recycling Act 2018” and in alignment with the Hong Kong Convention (HKC). By 2025, more than 15 yards are expected to be certified as internationally compliant, eco-friendly ship recycling facilities.

This is not merely an industrial shift-it marks a turning point for the nation’s blue economy, labour safety, and global credibility. But how real, sustainable, and inclusive is this transformation? That’s the central inquiry of today’s discussion.

Green Shipyards: A Necessary Transformation
Although economically vital, Bangladesh’s ship recycling sector has long been criticized for labour insecurity, pollution, and informality. International media have branded it as everything from a “valley of death” to a “toxic graveyard.” Thus, “greening” the industry-making it environment-friendly and safe-is no longer a luxury but a survival strategy. In this context, the concept of “green shipyards” is both necessary and timely.
A green shipyard is an infrastructure where ships are recycled to match international standards with assured environmental and human safety. These facilities incorporate advanced technology, protective equipment, and eco-friendly waste management systems. As a result, pollution decreases, while productivity and workplace conditions improve.
Bangladesh’s ratification of the Hong Kong Convention in 2023 has opened the door to sustainable change in the sector. A green shipyard is not just an industrial model-it is a powerful symbol of sustainable development.
In recent years, the government has taken major steps. The 2021 introduction of ‘Green Ship Recycling Guidelines’ and the 2023 approval of the HKC have laid the groundwork for structural reforms. Environmental clearances, inventories of hazardous materials (IHM), mandatory worker training, and safety gear usage have all been made compulsory. Some yards have also developed dedicated waste management systems.
Notably, companies like PHP, Kabir, KR, and SN Corporation have received international green certifications such as ISO 30000, SOC, and ClassNK-undeniable signs of progress. Still, the question remains: is this progress widespread and sustainable?
In Search of Green: Bangladesh’s Sustainable Potential on
the Global Stage
Regional Competition and Learning Opportunities
India’s Alang and China’s port-based, modern recycling models provide practical blueprints for Bangladesh. While China has not only greened its industry but become a global technology exporter, Pakistan’s Gadani is losing international clients due to safety failures and irregularities. Bangladesh stands at a crossroads-either to learn and move forward or risk stagnation and irrelevance in the global market.
Initial Signs of Change: A Glimpse of Hope

Since the 2018 implementation of the Bangladesh Ship Recycling Act, gradual improvements are noticeable in Sitakunda. Locals report reduced metallic odors in the air and cleaner water. Green yards like PHP and KR have reduced pollution by up to 95% through robotic cutting and containment docks, significantly improving worker safety.
The Financing Challenge of Greening
The biggest obstacle to greening remains funding. Transforming a yard to full green standards requires investments of BDT 80-110 crore (USD 8-11 million)-a prohibitive cost for small and medium enterprises. Currently, about 20 yards, including Offshore Energy, BOB Recyclers, Z.H Steel Ltd, KSB Steels, S.M Ship Breakers, Mahinur Ship Recycling, and Chittagong Ispat, are working toward green certification, with collective investments exceeding BDT 2,000 crore (USD 200 million).
To sustain these investments, accessible bank loans, tax incentives, technical support from global donors, and active government monitoring and policy backing are essential.

Industry of Promise, Reality of Responsibility: The Mirror of Implementation
Sitakunda has long been a global hub for shipbreaking. Though once under fire for environmental and human rights neglect, recent years have seen proactive steps toward eco-friendly and safe practices. In this backdrop, analyzing the implementation of Effluent Treatment Plants (ETP), air pollution control systems, ISO and IMO standards, and worker safety protocols becomes critical.

Environmental Protection: Real Progress or Just Promises?
Is green industrialization a reality or still limited to rhetoric? In the shipbreaking sector-economically promising yet environmentally risky-this question becomes more pressing.
While Sitakunda’s industry has significantly contributed to the economy, it has been marred by pollution, labour risks, and health hazards. The emergence of “Green Ship Recycling” reflects not only a timely response but also a moral and generational responsibility.
Some advanced yards have installed modern ETPs aligned with ISO 14001 environmental management standards. Air pollution is being managed using dust and gas control systems-but these technologies are currently limited to a few yards like PHP and KR.
According to the Bangladesh Ship Breakers and Recyclers Association (BSBRA), around 20 yards are working toward green certification, with nearly BDT 20 billion (2,000 crore) already invested. This is commendable progress. Still, about 90% of the country’s yards lag behind in meeting international benchmarks.
Seven yards, including PHP, Kabir, SN Corporation, Mack Corporation, and Janata Ship Breaking, have earned international recognition. KR Ship Recycling Yard, in particular, is one of just 35 green-certified yards globally, certified by Bureau Veritas (EU) and ClassNK (Japan). UNIDO’s South Asia representative Dr. Rajendra Rao rightly stated: “Bangladesh’s progress is a model for South Asia.”
KR Yard, founded by Taslim Uddin, has transformed into a fully eco-friendly facility through an investment of BDT 600 million (60 crore). It now operates with modern machinery, concrete floors, safe workspaces, and worker housing and medical care. Worker injury rates have nearly dropped to zero-a historic achievement.
A 2020 World Bank analysis noted that full implementation of green recycling in Bangladesh could reduce carbon emissions by 50,000 tonnes annually. Studies by the University of Chittagong show signs of biodiversity recovery, improved farmland quality, and reduced air pollution in the Sitakunda coast.

Legal Framework and Implementation Challenges
Bangladesh’s 2019 approval of the Hong Kong Convention marked a major international commitment. The Convention-effective globally from 2025-requires environmental and worker safety in ship recycling. While Bangladesh has begun preparing, implementation challenges remain, particularly for small and medium yards needing training, funding, and technical aid.
As the environmental group BELA has pointed out, policy promises are not enough. Effective oversight, monitoring, and penalties are vital. Without a centralized TSDF (Treatment, Storage and Disposal Facility), toxic waste management remains incomplete, increasing environmental risks.
Today, Bangladesh’s ship recycling sector stands at a critical juncture. While policies are in place, weak infrastructure, financial pressure, and poor enforcement threaten progress. But with coordinated efforts from ministries, entrepreneurs, and international partners, this sector could become a unique model for coastal development.
Recent local administrative and NGO initiatives have yielded progress. The Department of Environment (DoE) has now categorized ship recycling as a “red category” industry, mandating environmental clearance for each vessel. While industry owners claim this adds red tape, it’s a practical step toward environmental protection.
Government-led inter-ministerial coordination reflects a genuine effort to meet global standards. The YPSA-led “Green and Safer Ship Recycling in Bangladesh” project has supported over 5,000 workers with training, health, and emergency services. Ten yards are already being developed to meet HKC standards-showing real potential for a national green recycling hub.
Yet, legal and structural weaknesses remain major hurdles. As BELA’s executive director Syeda Rizwana Hasan rightly states, without strong law enforcement and accountability, Bangladesh risks becoming a global dumping ground for toxic waste. According to her, strict implementation of court directives is essential.
In today’s environmentally sensitive world, merely enacting laws is not enough. Effective execution, transparent monitoring, and accountability are now the real challenges. With strong local administration and humanitarian support from NGOs, Bangladesh’s ship recycling industry can transform into a sustainable, safe, and globally respected sector.

IMO Guidelines & ISO Standards: On Paper or in Practice?
Despite Bangladesh’s formal alignment with the IMO’s Hong Kong Convention and the adoption of international standards such as ISO 30000 and ISO 14001, a large gap remains between policy commitment and on-the-ground implementation. While a few shipyards-like PHP and KR Ship Recycling-have obtained certifications and made visible infrastructure upgrades (e.g., Negative Pressure Units, ETP, SOx Scrubbers), the majority of yards lack basic hazardous waste storage units, safe dismantling systems, and modern waste treatment facilities.

Positive Implementation Cases
Some certified “green yards” serve as examples of progress. PHP Ship Recycling, for instance, manages 32 waste types through proper disposal/reuse mechanisms, while surrounding communities have observed better soil fertility and aquatic biodiversity. A University of Chittagong study reports a return of endangered aquatic species due to eco-friendly practices.
According to the World Bank (2020), green recycling could reduce CO? emissions by 50,000 tonnes and coastal pollution by 60%, while improving working conditions for 10,000 workers. Joint research by ILO and IMO found a 30% drop in public health risks in green-compliant zones.

Enforcement Gaps & Policy Challenges
Despite regulatory frameworks, enforcement remains weak due to limited monitoring and lack of penalties. NGOs such as BELA advocate stricter environmental compliance, but state-led interventions are sluggish. Although Bangladesh is committed to full implementation of the Hong Kong Convention by 2025, a time-bound roadmap is still missing. As a result, the country remains high on paper compliance but low on operational execution. The challenge lies in converting “certificate-based compliance” into “performance-based accountability.”

Toward Safer Labour Practices
Historically, workers toiled in hazardous conditions without PPE, leading to an average of 15 deaths per year (2015-2020). However, since 2021, safety reforms-including asbestos removal and three-stage safe cutting-have brought positive changes.
Key Improvements (2021-2024):
l Annual fatalities reduced to 9.4
l PPE usage and trained workforce increased
l Ambulances, fire safety, and medical units introduced in several yards
Workers from Bhatiari report increased use of safety glasses, masks, and helmets, although inconsistent PPE usage due to poor supervision remains a concern. Still, environmental technologies have visibly improved both worker and community health.

Institutional Support & Workforce Transformation
The Bangladesh Ship Breakers and Recyclers Association (BSBRA) has been instrumental in providing skills and safety training. If the industry shifts from breaking to building and repairing ships, workers could evolve from dismantlers to skilled technicians and engineers.

Sitakunda’s Socio-Economic Shift: Past, Present, Future
Once the second-largest ship-breaking nation, Bangladesh recycled over 200 ships annually, meeting up to 90% of domestic steel demand and employing over 100,000 people. But due to stricter environmental regulations post-2020, the industry has slowed down drastically. As of 2024, only 35 out of 169 registered yards meet international standards. Around 70 yards have shut down, and employment has fallen to 30,000-60% of whom are unskilled or temporary.
Local business and transport hubs like Bhatiari, Kadamrasul, and Madambibirhat have suffered the most. One businessman reports, “We used to send out 20-25 iron-laden trucks daily; now it’s barely 5-7.”

Emerging Green Economy
Despite initial hurdles, green-certified yards have opened new economic avenues. According to BIMCO (2024), eco-compliance is once again attracting vessels from Europe, Japan, and Korea. Small-scale industries-like 14 oxygen plants, 50 machinery suppliers, and over 30 PPE manufacturers-have emerged around this ecosystem, generating 5,000 new jobs.

The Equity Challenge: Who Gets Left Behind?
The green shift hasn’t benefitted everyone equally. Over 8,000 families-primarily unskilled laborers from Maheshkhali and Bhatiari-have lost income due to yard closures. Women engaged in support roles like food supply and laundry services also lost livelihoods, triggering concerns over nutrition, education, and gender equity.

Looking Ahead: A Global Green Hub?
With the IMO recognizing Bangladesh’s Ship Recycling Act, 2018 as Hong Kong Convention-compliant in 2023, international credibility has improved. By 2025, at least 10 foreign companies are expected to invest around $300 million in green infrastructure. Moreover, training programs led by ILO and GIZ may create 10,000 new skilled jobs-empowering local youth.

Green Transformation as a Socio-Economic Reset
Sitakunda’s ship recycling industry is at a crossroads. What began as a hazardous yet booming steel supply chain is now transitioning into a globally recognized, eco-conscious sector. But this transformation is not merely industrial-it’s social, economic, and environmental.
To ensure no one is left behind, policies must be inclusive, labour-centric, and technologically supportive. With the right investments and integrated actions, Sitakunda can evolve from a traditional scrapyard into a global hub of sustainable innovation and green growth.