Lives saved, ships broken: the human cost and promise, of ship recycling

But the past two decades has seen a transformation. Through international solidarity, persistent union organizing and targeted occupational health and safety (OHS) training, workers in India and more recently in Bangladesh, are reshaping the shipbreaking sector from the ground up.

Now, with the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) entering into force on 26 June 2025, that transformation is facing its greatest test and greatest opportunity.

A landmark moment for shipbreaking

The HKC, adopted by the International Maritime Organization in 2009, sets global standards for how end-of-life ships must be dismantled: safely, sustainably and with protections for both workers and the environment. Its entry into force this year will prohibit non-compliant yards from operating, a move that is expected to exclude over 100 shipbreaking yards in Bangladesh alone.

“The shipbreaking industry performs a vital environmental function,”

says Atle Høie, general secretary of IndustriALL Global Union.

“But it must not do so at the cost of human lives. The HKC is a chance to reset the industry on fair, safe and sustainable foundations and unions are essential to that process.”

Building capacity in India

The transformation began in Alang, Gujarat, home to the world’s largest concentration of shipbreaking yards. In the early 2000s, conditions there were dire, with frequent fatalities, toxic exposure and a complete absence of formal training or workers voices. In 2003, FNV Metaal and IndustriALL launched a project to change that reality.

By 2011, the first OHS trainings had begun. These soon evolved into a “train the trainer” model, designed to create a ripple effect of safety knowledge across the yards. The Alang Sosiya Ship Recycling General Workers’ Association (ASSRGWA), which is a part of IndustriALL affiliate SMEFI, became a key partner, helping deliver sessions on fire safety, PPE use and hazard identification.

“Ten years ago, unions in Alang weren’t seen as legitimate actors,”

says Walton Pantland, IndustriALL director for shipbuilding and shipbreaking.

“Now, they’re trusted interlocutors. When there’s an issue, they don’t just escalate, they mediate. That’s the kind of influence that changes lives.”

Another other crucial driver of change in India has been government enforcement. The Gujarat Maritime Board, a state regulatory body, has been instrumental in pressuring yards to comply with HKC standards. Today, 115 of India’s 130 shipbreaking yards are HKC-compliant, with all of them located in Alang.

A different picture in Bangladesh

The story in Chittagong, Bangladesh’s shipbreaking hub, is much different. Here, change has been largely private-sector led, with one standout yard, PHP,  serving as a model of best practice. PHP’s owner, who also heads the employers’ federation, has pushed for HKC implementation and invested heavily in safety protocols with little to no government pressure.

“The government in Bangladesh hasn’t taken the lead the way India has,”

says Ashutosh Bhattacharya, IndustriALL regional secretary.

“And many yard owners have resisted change, even lobbying to delay implementation of the HKC because they’re not ready.”

To make matters worse, the sector has suffered a prolonged economic drop, driven by low steel prices, a global trade boom and post-Covid uncertainty. Yard owners have little incentive to invest. And workers, once numbering 60,000, now stand at around 20,000. Post-HKC, that number could fall to as low as 3,000 or 4,000.If the yards aren’t compliant by June, they won’t be allowed to receive ships for dismantling, and the industry could take a serious hit.

It’s important to note that Bangladesh’s progress toward HKC readiness has been supported by a five-year cooperation programme between the Bangladeshi government and Norway,  a critical effort without which the Convention might not be entering into force, and Bangladesh would almost certainly not be prepared

Training in Chittagong: laying new ground

Recent efforts show what’s possible. In April 2025, IndustriALL and FNV conducted two in-depth OHS training sessions in Chittagong, involving 32 participants from affiliates BMF and BMCGTWF. The sessions, held over four days, covered everything from safe lifting and PPE use to adult learning methods and training design.

A five-hour inspection of the PHP yard followed.

“It was exceptional,”

said FNV safety expert, Martijn van de Beurcht

“From the hull to the bridge, safety procedures were in place. For this yard it is the standard for many others not yet.”

The trainings also sparked conversations about how to expand union-led safety. Participants gave presentations demonstrating how they would pass on their knowledge to others, a cornerstone of the “train the trainer” model.

“This is what global union solidarity looks like,”

says Lennart Feijen, secretary of FNV Metaal.

“Dutch unionists training South Asian workers who will train others, it’s a living chain of empowerment.”

Roundtable and real talk

The visit concluded with a roundtable between unions, employers and government actors. Discussions focused on workplace representation, the role of unions and the need for a Just Transition.

One major outcome was consensus around piloting an Employment Injury Scheme (EIS) — a social protection mechanism for workers who are disabled or killed on the job. Employers expressed interest in further discussions and costing.

Still, deep structural issues remain. Unlike India, where a single national union organizes the sector, Bangladesh’s union landscape is fragmented, with yard-based unions that rise and fall with employment levels.

“That makes it almost impossible to build sustained strength,”

says Bhattacharya.

Worse, employers rarely grant unions access to the yards and existing union leadership is often disconnected from the workers they represent.

“In Bangladesh, unions aren’t taken seriously, and some of that is internal,” Bhattacharya says. “We need to invest in building leadership from the shop floor up.”

A coming storm, or opportunity?

Globally, the shipbreaking industry is bracing for a potential surge. After years of recession, shipping companies are now holding a record number of vessels, many of which are aged beyond 25 years, the typical scrapping age.

However, Trump-era tariffs, on Chinese goods and rising regional tensions have introduced uncertainty. Shipping firms are cautious. But when the boom comes and most believe it will, India is positioned to receive the bulk of the ships, due to its compliance and capacity.

“There’s a backlog of 15,000 ships waiting to be broken,” Pantland explains. “And India is ready, legally, technically and institutionally. Bangladesh risks being left behind.”

Meanwhile, in Pakistan, although the government has ratified the HKC, none of the yards are currently compliant. This means the industry will effectively have to shut down until significant upgrades are made,  and the future remains uncertain.

Rallying around a common vision

To mark the entry into force of the HKC, ASSRGWA is planning a union rally in Alang, followed by a tripartite conference with employers and government representatives in June. The message is clear, for shipbreaking to succeed, all parties must collaborate.

“We need safe and strong unions,”

says Atle Høie.

“That’s the only way this industry can be truly sustainable.”

Plans are also underway for cross-border mentorship, with experienced Indian unionists like Vidyadhar Rane, ASSRGWA general secretary, traveling to Bangladesh to help build worker power. This regional solidarity is a cornerstone of IndustriALL’s approach, linking local capacity to global standards.

A Just Transition must include workers

Shipbreaking is changing, not just in volume, but in nature. Unskilled manual jobs are being replaced by semi-skilled and technical roles: gas cutters, crane operators, safety officers and compliance managers. But if workers are excluded from shaping that future, the industry will trade one form of exploitation for another.

“Just Transition isn’t just a slogan,”

says Feijen.

“It means real investment in training, union representation and social protection, or else this industry will repeat its worst mistakes.”

Twenty years ago, unions weren’t allowed into the yards. Today, they’re saving lives.

The fight for safer shipbreaking is far from over. But with every training, every policy gain and every worker empowered to say “no” to unsafe work, the industry will move closer to the future it deserves.

“The goal isn’t just compliance,”

says Pantland.

“It’s dignity, safety and a real voice for workers. That’s what we’re building, ship by ship, yard by yard.”