Course:SPPH381B/Essay 3/Hazards and controls in the Shipbreaking Industry of Bangladesh and Pakistan - Soham
Introduction
Ship breaking involves the conversion of used and broken ships into steel and other items that can be recycled (Worldbank, 2010). Ship breaking has migrated to developing countries as a result of low labour costs, but at the expense of environmental sustainability (Worldbank, 2010). In developing countries within the South Asian subcontinent, ship breaking is often extremely hazardous and lightly regulated (Worldbank, 2010). Up to 80% of the global ship breaking industry now resides in Pakistan, Bangladesh and India (Worldbank, 2010).
Economic Implications
Despite the industrial hazards associated with ship breaking, the industry is an economic powerhouse in Bangladesh and Pakistan (Worldbank, 2010). As much as 50% of Bangladesh's steel supply is derived from ships (Worldbank, 2010). Furthermore, up to 500,000 people may be dependent on direct and indirect employment opportunities created through ship breaking in Bangladesh, with smaller numbers in Pakistan (Worldbank, 2010). Migrant workers from poorer regions within the two countries have typically comprised the majority of labour force in the industry, due to the hazardous nature of work (Worldbank, 2010). Bangladesh has 40 ship scrap yards, while Pakistan maintains 30 (Worldbank, 2010).
Ship breaking statistics in Bangladesh and Pakistan.
Hazard Recognition
Since 1980, 1200 workers have been fatally injured in the ship scrap yards of Bangladesh (Worldbank, 2010). It is noteworthy that in a single year (2002-2003), 88% of labourers suffered injuries, whether mild or severe, while working in ship yards in Chittagong, Bangladesh (Worldbank, 2010). Although exact numbers are unknown, it is believed by The Worldbank Organization that Pakistan's scrap ship yards have safer working conditions than Bangladesh, due to higher mechanization and implementation of mandatory personal protective equipment in some yards (Worldbank, 2010).
Exposures and Sources
Given the several hazardous substances encountered by Pakistani and Bangladeshi ship breakers, it is imperative that exposure be reduced through identification of exposure sources as much as possible. The following is a summary of hazards and their sources in ships.
Asbestos - Found in hanger liners, mastic under insulation, cloth over insulation, cable, lagging, insulation on pipes and hull, gaskets on piping connections, and valve packing (OSHA, n.d.).
Polychlorinated biphenyls (PCBs) - Found in rubber hoses, plastic foam insulation, cables, silver paint, habitability paint, and primary paint on hull steel (OSHA, n.d.).
Lead - Found in lead and chromate paint, lead ballast, batteries, generators, and motor components (OSHA, n.d.).
Heavy metals, mercury and chlorofluorocarbons - Found in ship transducers, ballast, paint coatings, florescent light tubes, thermometers, electrical switches, and self-contained refrigeration devices (OSHA, n.d.).
Loud noise - From grinding, hammering, metal cutting (OSHA, n.d.).
Fire - From ignited insulation, matting, lagging, lubricants, cutting, and welding with compressed gases (OSHA, n.d.).
Controls
Elimination
In the context of Pakistan and Bangladesh, exposure to many of the above hazards could be reduced significantly, although it may not be possible to completely eliminate exposure. As ship manufacturers continue to use PCBs, asbestos, lead and heavy metals to build components of ships, possibly for economic and practical reasons, ship breakers will invariably be exposed to these substances. Having a systematic technical plan to begin the process of ship breaking may be a vital starting point. For example, the OSHA recommends ship breaking start with a drill and drain phase (OSHA, 2010). Drilling specifically refers to drilling systems and components of a ship to allow release and flow of fluid in the ship (OSHA, 2010). This may significantly reduce contact workers have with toxic substances and they will be drained before any intricate work has begun. The draining component refers to the removal of all hazardous materials including hydraulic, cooling, high-pressure air, steam condensate, carbon dioxide, and fire-suppressant materials (OSHA, 2010). Through this method, only the workers who perform drilling and draining will have primary exposure to hazardous substances, while accessory workers will be saved from much of the exposure.
Administrative controls
Although administrative controls may be useful in both Bangladeshi and Pakistani contexts, higher profit margins of 16% in Bangladesh (as opposed to only 3% in Pakistan) may better accommodate implementation of sustainable and safe administrative practices in the ship breaking industry (Worldbank, 2010).
As workers can be crushed by falling sections of ships, worker positioning is an essential control measure that should be implemented in Pakistani and Bangladeshi ship yards. Workers must be positioned such that they are not in the path of shifting materials (OSHA, 2010). Fatalities are common when workers walk into areas where a section of scrap metal falls onto the worker, causing a crushing death (OSHA, 2010).
Falls are another major hazard in the ship breaking industry (OSHA, 2010). Uncoordinated efforts in cutting ships in Bangladesh and Pakistan can result in weaker structural integrity in certain sections of the ship and damaged deck edges (OSHA, 2010). A safety harness mechanism attached to workers near open holes would be an appropriate control for this hazard (OSHA, 2010). Anchor points for the safety harness must be able to sustain twice the impact load of a falling worker (OSHA, 2010).
Education can be an important tool in reducing injuries and accidents in the ship breaking industry. In the context of developing countries such as Bangladesh where sufficient administrative controls may not be enforced in the workplace, educating workers about proper safety and hazard recognition while working with ships may be a better option.
Personal Protective Equipment
Although considered a last resort by the Centre for Disease Control and Prevention, personal protective equipment (PPE) may be a viable starting point for most workers in Bangladesh and Pakistan, in the absence of elimination and substitution controls (NIOSH, 2016). PPE can protect workers from contact with oil, liquid, grease, and other skin and eye irritants present in ships (OSHA, 2010). All PPE must be maintained and fitted for the individual worker by a qualified individual in order to maintain effectiveness (OSHA, 2010). PPE for workers in ship breaking can include full face protection, overalls, anti-absorbent gloves, noise-cancelling ear plugs and respiratory masks when working with toxic gases in confined spaces. However, due to economic constraints in the aforementioned countries, this suggestion may not be feasible.