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Transcript of Ship Breaking Industry in India
DECENT WORK FOR SHIPBREAKING
WORKERS
(A study in Alang/Sosiya and Mazgaon)
By
S.M. Fahimuddin Pasha
A dissertation submitted in the partial fulfillment of the requirements for
the Degree of Master of Arts in Globalisation and Labour
Centre for Labour Studies
M.A. in Globalization & Labour
School of Management and Labour Studies
Tata Institute of Social Sciences
Mumbai – 400088
MARCH 2010
DECENT WORK FOR SHIPBREAKING
WORKERS
(A study in Alang/Sosiya and Mazgaon)
A dissertation submitted in the partial fulfillment of the requirements for the
Degree of Master of Arts in Globalisation and Labour
Submitted By
S.M. Fahimuddin Pasha
2008GL017
M.A. in Globalization & Labour
Under the guidance of
Dr. Sharit K. Bhowmik
Professor and Dean
School of Management and Labour Studies
Tata Institute of Social Sciences
Mumbai – 400088
MARCH 2010
i
CERTIFICATE
This is to certify that the dissertation entitled “DECENT WORK FOR
SHIPBREAKING WORKERS (A study in Alang/Sosiya and Mazgaon)” is the record
of the original work done by S.M. Fahimuddin Pasha under my guidance. The results
of the research presented in this dissertation have not previously formed the basis for
the award of any degree, diploma or certificate of this or any other university.
(Dr. Sharit K. Bhowmik)
Professor and Dean
School of Management and Labour Studies
(10th
March, 2010) Tata Institute of Social Sciences
ii
DECLARATION
I, S.M. Fahimuddin Pasha, hereby declare that this dissertation entitled „„DECENT
WORK FOR SHIPBREAKING WORKERS (A study in Alang/Sosiya and
Mazgaon)‟‟ is the outcome of my own study undertaken under the guidance of Dr.
Sharit K. Bhowmik, Professor and Dean of School of Management and Labour
Studies, Tata Institute of Social Sciences, Mumbai. It has not previously formed the
basis for the award of any degree, diploma or certificate of this or any other university.
I have duly acknowledged all the sources used by me in the preparation of this
dissertation.
10th
March, 2010 (S.M. Fahimuddin Pasha)
iii
ACKNOWLEDGEMENT
It is indeed a great pleasure to attribute my thanks and regards to the people who
bestowed the heartiest and kind guidance in helping me to develop this research report
that would not have been possible without the valuable inputs from different people in
terms of providing knowledge, information, support, help and time. At the outset, I
would like to extend my sincere thanks to the faculty of Tata Institute of Social
Sciences (TISS) who helped me in understanding about conditions of the working
class in the informal economy during the classroom teaching and field-based
assignments.
I am deeply indebted to my research supervisor Dr. Sharit K. Bhowmik, Professor
and Dean, School of Management and Labour Studies, TISS, Mumbai. This study
would not have turned out as it has without his able supervision.
I would like to express my gratitude to Mumbai Port Trust Dock and General
Employees‟ Union (MPTDGEU) for providing all the necessary support for this
research work. I am grateful to the veteran leader of Indian Trade Union Movement
and president of MPTDGEU Dr. Shanti Patel and General Secretary of the Union Adv.
S.K. Shetey, for their understanding and encouragement, which helped me to carry out
my research work successfully. It was a great learning experience for me to work
under their guidance. Also, I extend my gratitude to all the members and office
bearers of MPTDGEU especially Mr. Sudhakar Apraj, Mr. Vidyadhar Rane, Mr.
Maruti Vishwasrao, Adv. Jai Prakash Sawant and Mr. Vithoba Pawar, for providing
me supports in the field and giving me insights about their profession which added
value to this study and I sincerely express my gratitude to the General Secretary of
ASSRGWA, Mr. Vidyadhar Rane, for his unconditional and timely guidance and
support. His motivation and encouraging words shall always be a spirit of motivation
for me to do my best. I want to extend my sincere thanks to other office bearers of
ASSRGWA especially Mr. Vikas Nalawade, Mr. Shabbir Khalani and Mr. Ram Patel
for their affection and support throughout my study.
I am also thankful to our senior students especially Shahina Parveen, a research
scholar of TISS, whose deep understanding of the research helped me to formulate my
research in a better manner. At last but not the least I cannot forget to thank the
iv
shipbreaking workers in Alang/Sosiya(Gujarat) and Mazgaon(Mumbai) who not only
responded my questions but had to bear with my ignorance about field realities. A lot
of people have helped me in this endeavor. I apologies to those whom I failed to
mention.
Date: 10/03/2010 S.M.Fahimuddin Pasha
v
ABSTRACT
The study „Decent Work for the shipbreaking workers‟ (A study in Alang/Sosiya
and Mazgaon) is an attempt to assess knowledge about the areas where shipbreaking
workers are not getting the remedies of Decent Work. Decent Work is a concept
formulated by ILO in order to make the world of work, free from exploitation and
gender biasness by promoting rights at work, employment opportunity, social dialogue
and social protection. ILO is trying to cover the unorganized sector with the remedies
of Decent Work, so that the „bad jobs‟ of unorganized sector will become good jobs.
The shipbreaking activities in India shifted from the European countries in 1980s.
The industry not only explores the employment opportunities but also gives steel to the
country without causing depletion to the natural resources. Though this industry plays
a vital role in strengthening the economy, it has few drawbacks also. The main concern
is related with health, safety and environment. Shipbreaking activities have adverse
impact on environment. The work which is offered by this industry is dangerous and
peculiar in its nature. For making the industry less hazardous and environmental sound
management ILO, IMO and Basel Convention have come up with their guidelines. The
Supreme Court of India has also given its order in this regard.
Apart from India the ship dismantling is carried out in Bangladesh, China, Pakistan,
Turkey and Vietnam. The two main places in India where shipbreaking activities are
undertaken are Mazgaon (Mumbai) and Alang/ Sosiya (Mumbai). This study is based
on the survey of these two areas. In Alang and Mazgaon, the atmosphere of fear and
intimidation ensures that workers remain submissive. From drinking water to social
security measures, there are several issues which need to be addressed by suitable
interventions. The study compares the shipbreaking workers‟ conditions with the
decent work indicators by examining their conditions, and comes up with some
suggestions to improve the conditions of the workers.
vi
CONTENT
Certificate..............................i
Declaration...........................ii
Acknowledgement.................iii
Abstract.................................v
List of figures and tables.......vii
Appendix…………………....viii
Abbreviations .......................ix
Glossary................................xi
SECTION I INTRODUCTION 1-3
SECTION II REVIEW OF LITERATURE 4-27
II.1 Decent Work
II.2 Informal Sector
II.3 Guidelines for shipbreaking
II.4 Case studies of different countries
SECTION III OBJECTIVES AND RESEARCH METHODOLOGY 28-31
III.1 Objectives of the study
III.2 Research question
III.3 Research Methodology
III.4 Research Design
III.5 Area of the study
SECTION IV STRATIFICATION OF THE WORKERS 32-33
SECTION V FINDINGS 34-47
V.1 Analysis and Interpretation of Data
V.2 Major issues related with shipbreaking workers
V.3 Role of Trade Union
SECTION VI WORKERS AND DECENT WORK INDICATORS 48-53
SECTION VII CONCLUSION AND SUGGESTIONS 54-56
BIBLIOGRAPHY……………………………………………………………… 57-59
APPENDIX………………………………………………………………………..60-78
vii
LIST OF FIGURES AND TABLES:
A. FIGURES
Figure IV.1: Staff structure of the shipbreaking industry in India 32
Figure V.1: Categories of workers 34
Figure V.2: Migrant workers 35
Figure V.3: Working conditions of workers 36
Figure V.4: Management behavior 37
Figure V.5: Members of the Union 38
Figure V.6: Opinion about the existing Union 39
Figure V.7: Awareness of safety rules 40
Figure V.8: Availability of medical staff on work place 41
Figure V.9: Injuries of workers while working at plot 42
Figure V.10: Reason(s) for injury 43
Figure V.11: Getting money during scarcity 44
B. TABLES:
Table II.1: Workers of organised and unorganised sector in India 10
Table II.2: Hazards of shipbreaking industry 16
Table II.3: Year wise fatal accidents in Alang/Sosiya 27
viii
APPENDIX:
Appendix1: Geographical locations 60
Appendix2: Sample of an interview schedule 61
Appendix3: Order of the Supreme Court of India 67
Appendix4: Materials which are obtained while breaking ships 71
Appendix 5: Hazardous substances 72
Appendix6: Occupational diseases and accidents 73
Appendix7: Photographs related with the study 75
ix
ABBEREVIATIONS
ACM- Asbestos-Containing Materials
AERB- Atomic Energy Regulatory Board
ASSRGWA- Alang Sosiya Ship Recycling & General Workers Association
DWT- Deadweight Tons
ESM- Environmental Sound Management
GMB- Gujarat Maritime Board
HMS- Hind Mazdoor Sabha
HSE- Health, Safety and the Environment
HW- Hazardous Waste (Rule)
ICLS- International Conference of Labour Statisticians
IMF- International Metal Workers Federation
IMO- International Maritime Organization
IWPSR- Industry Working Party on Ship Recycling
MEPC- Marine Environment Protection Committee
MEPC- Maritime Environmental Protection Committee
MPTDGEU- Mumbai Port Trust Dock and General Employees‟ Union
NCEUS- National Commission for Enterprises for the Unorganised Sector
NGOs- Non-Governmental Organizations
NIOH- National Institute of Occupational Health
OECD- Organization for Economic Co-operation and Development
OSH- Occupational Safety and Health
PF- Provident Fund
PPEs- Personnel Protective Equipments
x
SC- Supreme Court of India
SMEFI- Steel Metal and Engineering Federation of India
SPCB- State Pollution Control Board
SRIA- Ship Recycling Industries Association (India)
UNEP- United Nations Environment Programme
UNEP- United Nations Environment Programme
WIEGO- Women in Informal Employment: Globalizing and Organizing
xi
GlOSSARY
Rs.
It refers to Indian rupees. The conversion of Indian rupees to US dollars is –
US$ 1 = Rs. 40-45.
Lakh
It is a unit in the „Indian Numbering System‟. An Indian lakh is equivalent to
hundred thousand.
Crore
It is a unit in the „Indian Numbering System‟. An Indian crore is equivalent to
ten million.
Chantiwala
The literal meaning of „Chantiwala‟ is a person who sorting out. The term uses
for the particular category of an unskilled worker in Alang/ Sosiya and
Mazgaon. They work in a group of 5-6 and collect only ferrous metal from the
vessels.
Begari
The term uses for the particular category of unskilled workers in Alang/Sosiya
and Mazgaon. They use to pick up small pieces of metal while cutting big
pieces of metal into small once and also involve in cleaning job of a particular
plot.
Greenpeace
It is an International activist group working on the issue of environment. They
raise voices against the toxic wastes causes due to dismantling across the
world including India.
Jodi
The literal meaning of „Jodi‟ is addition. They are manual workers who
perform their job in the group of 4-5 in the plot of Alang/ Sosiya and Mazgaon.
Their duty is to carry big ropes from one place to another and tight the vessels
with ropes and pull it.
Malpani
It is a term use for the particular category of unskilled workers in Alang/
Sosiya. There duty is to collect only non-ferrous metal from the vessels.
xii
Mukadam
Mukadam is a group leader in a particular plot of Alang/ Sosiya and Mazgaon.
Under his guidance, other workers perform their duty.
Shipbreaker
The term uses for the employer in shipbreaking industry. They get plot from
GMB and MBPT on lease, where ship dismantling is carried out.
1
SECTION I
INTRODUCTION
“Decent work1 for Shipbreaking workers” title that deals with the issue of
shipbreaking workers in the context of decent work components. „Decent work‟ is a
concept which is formulated by ILO in order to implement it in the working society so
that it could be free from the gender – bias, exploitation, vulnerable and pathetic
working condition. It also believes in generating employment opportunities for the
workers under a safe and hazardous free environment by promoting social dialogue
among the different stake holders in the world of work. According to the ILO Director
General Juan Somavia, “The primary goal of the ILO today is to promote
opportunities for women and men to obtain decent and productive work, in conditions
of freedom, equality, security and human rights” (ILO, 1999).
There are four important components of decent work which are as follow
Right at work
Employment opportunity
Social Dialogue
Social Protection
Apart from the above components decent work deals with other several issues
such as unemployment, vulnerable working conditions, lack of voices of working
class, insecurity, gender bias etc.
India is a country having more than 115 crore population where almost 40 crores
are working population. According to the 61st round of National Sample Report 2005,
92% of the workforce is in unorganised sector where they are not getting adequate
social protection and not having collective voices too. Whereas for only 2.8 crore
1. The term „decent work‟ was introduced in 1999 in the report of the Director General to the International Conference meeting in
its 87th Session.
2
(NSS-2005) workers for organised sector there are more than 65000 trade unions are
working. In India Trade Union movement is facing is undergoing a crisis such as
The role of trade Union is mainly limited to the organised sector workers. It is
one of the major challenges for the trade union to unionise the unorganised
sector workers.
Mushrooming of so many trade unions in India also hampers the workers
agenda and causes division among them.
Not having adequate representation of women and youth in trade union
movement.
Implementation of decent work remedies for the informal workers where the
nature of work is very much peculiar and harsh.
Shipbreaking industry is also not free from the characteristics of the informal
economy. Shipbreaking is a recycling industry that dismantles old ships to recover
steel scrap and other materials. It can be conducted at a beach, pier, dry dock or
dismantling slip. Steel continues 90% in terms of value and other materials (machine,
equipment, furniture and fittings, and so on) constitute the remaining 10%.
Shipbreaking is a challenging process involving a complexity of issues like ecology,
environment, labour, health and safety. This industry generally recognized as a
hazardous industry, mainly concentrated in the developing countries of Asia. Ship
breaking industry shifted from high income countries (in the 1960s) to middle income
countries (in the 1980s and 1990s). This is due to the growing awareness and concern
on the environment and stringent regulations followed in developed countries and the
availability of the cheap labour, poverty and less stringent norms or legislation
pertaining to environment in developing countries. According to the Commission of
the European Communities (2005) the Countries where shipbreaking are carried out
are India (42%), Bangladesh (23%), China (15%), Pakistan (8%), Turkey (1%),
Vietnam (1%) and others 10(%).
An average of 700 ships are taken for dismantling every year the world over and
about 350 to 450 ships are scraped in India. Alang and Sosiya (Gujarat) and
Darukhana (Mumbai) are the two important places in India where shipbreaking
3
activities are carried out. A part from these places there are other places in India also
where the ship dismantling are happening in a very small extent Tadri and Maipe
(Karnatka), Baypore (Kerala), Vishakhapatnam (Andhra Pradesh), Valinokan and
Tuticorn (Tamil Nadu). In India more than 60000 people directly and almost 100000
indirectly are getting livelihood from this particular industry. In fact Alang- Sosiya is
the largest yard of the world that consists 183 shipbreaking yards. It is stretching to
distance of 15 kilometers and with the capacity to break Very large Crude carrier and
Ultra Large Crude Crarrier vessels, a facility unavailable elsewhere. Mazgaon consists
19 plots and comparatively smaller than Alang/Sosiya.
The majority of shipbreaking workers are migrant workers and coming from
different weaker states of India such as Bihar, Uttar Pradesh, Jharkhand, Orissa and
Chhattisgarh. They hire either on a daily or monthly basis, or a contract basis without
any written contract of employment. It shows that they do not have any job security.
They are mostly uneducated, relatively young between 19 and 45, and mostly male.
Women workers are only 3% and they have no particular skill. Workers
categorization is based on the different stages of shipbreaking from gas cutter to
unskilled workers. They use to live in small and clumsy rooms which are made up of
asbestos, plywood, metal sheets in a very pathetic condition. They are subjected to
various occupational diseases and other diseases because of their working condition
which is very much hazardous and unsafe in nature. Medical expenses and social
security are not considerd as employers‟ responsibility and these practices are totally
based on shipbreakers‟ whim and ways. Even they are not getting the basic facilities
such as drinking water and toilet. They do not come under the labour legislation and
also not getting the benefit of P.F and insurance. So we can say that shipbreaking
workers are leading a vulnerable life because of hazardous and peculiar nature of their
job. This study will try to explore the reasons for not getting the remedies of decent
work to the shipbreaking workers and also give suggestion in this regard
4
SECTION II
REVIEW OF LITERATURE
Review of literature has been synthesized in the following four sections. In the
first section “decent works” its components, agenda and indicators have been
discussed from the different literatures. The second section has dealt with the informal
economy in special reference to Indian context. “Guidelines” regarding safety and
security for the shipbreaking workers have been reviewed in the third section which
has been suggested by various renowned national and international organizations such
as ILO, IMO, Basel Convention, Supreme Court of India and Gujarat Maritime
Board. And In the last section case study of the various countries where the ship
dismantling process is carried out including India have been reviewed.
II.1 Decent work
Decent work deals with several issues such as unemployment, vulnerable
working conditions, lack of voices of working class, insecurity, gender bias etc. ILO
is trying to promote decent work in all the countries of the world because it believes
that poverty anywhere is a threat to prosperity everywhere. The primary goal of the
ILO today is to promote opportunities for women and men to obtain decent and
productive work, in conditions of freedom, equality, security and human rights
(Somavia, 1999). This decent work agenda is or not only for formal sector worker but
also for unregulated wage workers, self employed workers and home based workers
those who work in the informal sector (Ghai, 2003)
II.1.1 Dimension of decent work
Anker et al. (2002) has given six important dimensions of decent work which he
derived from the statement of Somavia.
Opportunities for all to find any kind of work, including self-employment,
family work, and wage employment in both the informal and formal sectors.
Freedom of choice of employment, i.e. excluding forced, bonded and slave
labour and unacceptable forms of child labour.
5
Productive work, providing adequate incomes and ensuring competitiveness.
Equity in work, including absence of discrimination in access to and at work.
Security at work, as far as health, pensions and livelihoods are concerned.
Dignity at work, not only in the respect that is extended to workers, but also in
their freedom to join organizations which represent their interests and to voice
concerns and participate in decision making about working conditions.
II.1.2 Decent work Agenda
Dharam Ghai (2003) has asserted about the four main strategic objectives of
decent work which is obtain by ILO.
Fundamental principles and rights at work and international labour standards
The ethical and legal framework for all elements of decent work is carried out by
fundamental principles and rights at work and international labour standard. Their
objective is to ensure that work is associated with dignity, equality, freedom, adequate
remuneration, social security, voice, representation and participation for all categories
of workers. ILO declaration on Fundamental Principles and Rights at Work in 1998,
insisted on four major areas which are freedom of Association (collective bargaining),
forced labour, discrimination (at work) and child labour. These rights are considered
so basic that their acceptance is regarded as a prerequisite of ILO membership.
Certainly, they form the core of the rights component of decent work.
Employment and work
Employment is a vital component of decent work. It refers not just to wage jobs
but to work of all kinds– self-employment, wage employment, work from home, full-
time, part-time, casual work and to work done by women, men and children. For
decent work to obtain, certain conditions must be satisfied such as adequate
employment opportunities, adequate remuneration, no discrimination on the basis of
sex, gender, region and minorities, protection against accidents, unhealthy and
dangerous working conditions, and excessively long hours of work, right of collective
bargaining with intervention of state and an essential minimum of social security.
6
Work that meets these conditions is a source of dignity, satisfaction and fulfillment to
workers. It motivates them to give their best efforts and contributes to harmonious
working relations, political stability, economical growth and strengthening the
democracy.
Social protection
It is said that there are six major contingencies in the life of a person which may
affect the person‟s earning capacity. They are sickness, accident, maternity,
unemployment, old age and death. Apart from these contingencies there are other
situations also like destitution, extreme economic fluctuations, natural disasters and
civil conflicts that cause vulnerabilities for the bread winners and their dependents.
So, it is very clear that a person who is the breadwinner of the family requires social
security against a variety of contingencies and vulnerabilities. A sound social
protection strategy should also address the needs of vulnerable groups such as
orphaned or abandoned children, single mothers, female-headed households, widows,
old persons in need and the disabled. They should promote health, confidence and a
willingness to accept technical and institutional innovations for higher productivity
and growth.
Social dialogue
It is defined by the ILO to include all types of negotiation, consultation or simply
exchange of information between, or among, representatives of governments,
employers and workers, on issues of common interest relating to economic and social
policy. It can exist as a tripartite process, with the government as an official party to
the dialogue or it may consist of bipartite relations only between labour and
management (or trade unions and employers' organisations), with or without indirect
government involvement. ILO conventions freedom of association is related with the
social dialogue. It provides voice and representation to participants in the production
process. In this way it is a vital element in a representative and participatory
democracy. The main goal of social dialogue itself is to promote consensus building
and democratic involvement among the main stakeholders in the world of work.
Apart from the four above strategies Ghai (2003) also explored the indicators of
the decent work. He asserted that, “A different approach used by some analysts is to
7
classify decent work into eleven measurement categories: employment opportunities,
acceptable work, adequate earnings and productive work, decent hours, stability and
security of work, balancing work and family life, fair treatment in employment, safe
work environment, social protection, social dialogue and workplace relations, and the
economic and social context of decent work.
He also said that decent work can measured at three different levels- the macro
(national), meso (enterprise) and micro (individual) level which is very much related
with the four strategies of decent work. Karuvilla (1996) categorized the countries on
basis of the freedom of association – category A (Independent, Trade union is free
from the government control), category B (Unclear, some degree of government
control on trade union) and Category C (Not Independent, not free from the
government control or there is only one Government friendly federation). Authors
(Sen 2000; Saget 2001; Ghai 2003;) agreed that there is lack of income and
employment opportunities, insufficient social protection, lack of safety at work place
and unhealthy working conditions for informal sector workers.
II.2 Informal sector
The most visible occupational group that work on the streets or in the open air
belong to Informal economy. In developing countries city streets and village lanes and
in many developed countries are lined with barbers, cobblers, rag pickers, vendors,
hawkers and many others are part of the informal economy. Even in rural area a large
section of workforce earn their livelihoods working on farm, making handicraft, cattle
farming, collecting and processing minor forest farms. They all consider in informal
sector. The term “Informal sector” had been coined by a British economist, Keith
Hart in 1971. He used this term while doing his study of „Economic activities in
Urban Ghana‟ (Keith Hart 1973). Officially the concept of „informal sector‟ was used
in the Kenya Employment Mission in 1972. It had been recognised that the traditional
sector should not be persisted but had expanded to include profitable and efficient
enterprises along with marginal activities. So instead of using „traditional sector‟ it
was decided to use the term „informal sector‟.
II.2.1 Features of Informal economy
8
ILO and WIEGO (2003)2 explored the new definition of Informal economy that it
comprised all forms of informal employment- that is informal without contracts,
workers benefits or social protection- both inside and outside informal enterprises,
including self employment in informal enterprises, wage employment in informal
firms and industrial outworkers. The above definition comprises the features of
informal economy which are as follow-
Self-employment in informal enterprises: workers self employee in unregistered
enterprises, engage in own small trade, operate farm, either own account operators
including unpaid family workers.
Wage employment in informal jobs: workers employing for remuneration through
direct employer or contractor or agencies without having social protection, formal
contracts and worker benefits. Domestic workers, unregistered or undeclared workers
and temporary or part-time workers comprises in this category of Informal economy.
Industrial outworkers: They are mainly unprotected wage workers in the formal
sector. Though they work in formal sector but come under informal sector because
they do not get any legal remedies like formal sector‟s workers.
Over the years, there are the crystallized debates on „informal sector‟ regarding
its existence and relation with formal sector. It has been said that there are three
importantschools of thoughts on this particular sector (Martha Alter Chein, 2004).
They are as follows-
The dualist school - This school was popularised by the ILO in the 1970s, with the
notion that the informal sector is comprised of marginal activities. It provides income
for the poor and a safety net in times of crisis. According to the thinkers of this school
(Hart 1973; ILO 1972; Sethuraman 1976; Tokman 1978), due to high growth of
population (surplus labour) or slow rate of economic growth persist the informal
activities.
The structuralist school- This school of thought is subscribed to the notion that the
2. In 2003, the ICLS expanded the definition to include informal employment outside of informal enterprises.
9
informal sector should be seen as subordinated economic units of formal sector. The
proponents of this school (Caroline Moser; Alejandro Portes and others) said that it
help large capitalist firm in order to reduce input and labour cost. In the structuralist
model various modes of production are seen not only to co-exist but also to be
inextricably connected and interdependent (Moser 1978; Castells and Portes 1989).
The legalist school- This school is popularised by Hernando de Soto in the 1980s and
1990s, with the notion that the informal sector is comprised of micro-entrepreneurs.
So, that costs, time and effort of formal registration can be avoid (de Soto 1989). de
Soto et al, insisted that unreasonable government rule and regulation stifle private
enterprise. He also stated that micro-entrepreneurs will continue to produce
informally so long as government procedures are cumbersome and costly.
Structural adjustment during the economic crisis is also responsible for the
expansion of informal economy. This feature has been highlighted in the Latin
American economic crisis (Tokman; 1992) and Asian crisis (Lee; 1998). When
private firms or public enterprises are downsized or closed, the workers who
retrenched do not able to find new formal jobs. So they have to turn to the informal
economy for their livelihood (Martha Chein; 2006).
Informal economy is one of the important features of the developing countries.
Informal employment is comprises 48 percent in North Africa, 51 percent in Latin
America, 65 percent in Asia and 72 percent in sub- Saharan countries. And they
mainly comprises in agriculture sector.
II.2.2 Informal Sector in India:
In the Indian context the informal employment and informal economy are lacking
in the conceptual clarity. According to the Central Statistical Organizations the term
Organised enterprise is used for the small unit of manufacturing sector with ten or
more workers with powers or 20 workers without power. However this definition
doesn‟t cover the various aspect of unorganised sector. A new definition was
propounded by NSSO, "The unorganised sector consists of all unincorporated private
enterprises owned by individuals or households engaged in the sale and production of
10
goods and services operated on a proprietary or partnership basis and with less than
ten total workers". Unorganised or informal employment can also defined as
"Unorganised workers consist of those working in the unorganised enterprises or
households, excluding regular workers with social security benefits, and the workers
in the formal sector without any employment/ social security benefits provided by the
employers". The above two definitions give the contrast between the informal sector
and informal work.
The data related with the labour force in India which comprises informal and
formal sector are as given in table
Table II.1: Workers of organised and unorganised sector in India
Agriculture Non Agriculture All
Organised Unorganised Total Organised Unorganised Total Organised Unorganised Total
SE 2.3 163.9 166.2 2.9 89.2 92.1 5.2 253.1 258.2
RW 1.2 1.6 2.8 41.9 24.8 66.7 43.2 26.4 69.5
CW 2.5 87.4 89.9 11.7 28.1 39.8 14.2 115.5 129.7
Total 6.1 252.8 258.9 56.5 142.1 198.5 62.6 394.9 457.5
Note: Number of workers in (Million) SE = Self –employed, RW= Regular Worker, CW=Casual Worker.
Source: National Sample Survey 61st Round 2004 – 2005
The above data shows that the total workforce in India is 457.5 million where
394.9 million are from unorganised sector that comprises 92% of the total workforce.
And day by day this unorganised sector is expanding. The Informal economy in India
is playing a vital role in order to provide livelihood to a large section of the working
class as well as contributing in National Domestic Product that comprises almost 60%
share in it (NCEUS 2007).
In Indian Constitution there is overreaching framework to secure the rights of
workers and give them security against the exploitation. Apart from Fundamental
rights and Directive Principles there are few Central laws also that regulate the
11
working conditions of workers in the unorganised sector which comprises in three set
of group as follow (NCEUS 2007)-
a) Laws which apply to all sections of the unorganised sector labour
The Equal Remuneration Act, 1976
The Bonded Labour System (Abolition) Act, 1976
b) Laws which apply to some sections of the unorganised sector labour
Minimum Wages Act, 1948
Child Labour (Prohibition and Regulation) Act, 1986
Dangerous Machines (Regulation) Act, 1983
The Employment of Manual Scavengers and Construction of Dry
Latrines (Prohibition) Act, 1993
Inter-State Migrant Workmen (Regulation of Employment and
Conditions of Service) Act, 1979
Motor Transport Workers Act, 1961
Sales Promotion Employees (Conditions of Services) Act, 1976
Trade Unions Act, 1926
c) Laws which can be extended to the Unorganised Sector Labour
The Beedi and Cigar Workers (Conditions of Employment) Act, 1966.
Payment of Wages Act, 1936
The Building and Other Construction Workers (Regulations of
Employment and Conditions of Service) Act, 1996.
The Contract Labour (Regulation & Abolition) Act,1970
The Maternity Benefit Act, 1961
12
Workmen's Compensation Act, 1923
Weekly Holidays Act, 1942
National Commission on Labour has described 106 categories of workers
including agricultural workers, agarbatti makers, beedi rollers, construction workers,
home-based workers, rickshaw pullers, street vendors, shipbreaking workers and so
on in the informal sector in India. Shipbreaking Industry comprises in informal sector,
so the workers belong to shipbreaking industry automatically come under the
Informal economy.
II.3 Guidelines
This section of the dissertation has been dealt with the guidelines given by the
various national and international renowned organizations- ILO, IMO, Basel
Convention and Honorable Supreme Court of India. These guidelines mainly
concerned with the issue of health and safety of shipbreaking workers as well as
define the shipbreaking industry and responsibilities of various stakeholders of the
industry. The guidelines of the above renowned organization are as follow-
II.3.1 ILO guidelines
ILO guidelines namely “Safety and health in shipbreaking Guidelines for Asian
countries and Turkey” came with the notion for making a framework that can prevent
the shipbreaking workers from the health hazard and accident, so the concept of safe
work place can be achieved. In November 2002, when the 285th
session of the
Governing body of ILO was held during that time it was decided to organize a
meeting of Experts on Safety and Health in Shipbreaking for Selected Asian
Countries and Turkey. And that meeting was held during 7 to 14 October 2003 in
Bangkok, Thailand, where the above guidelines were adopted by the Interregional
Tripartite body comprises representatives of government, employer and employee of
five different countries: Bangladesh, China, India, Pakistan and Turkey. Apart from
the above representatives technical specialists from major ship-owning countries and
observers were also presented.
13
These guidelines are applicable to all those government authorities, workers and
employers organizations and industry associations, whose activities influence the
safety, health and welfare of persons engaged in ship-breaking. (ILO- guidelines, page
2). The main objectives of these guidelines are to provide protection to shipbreaking
workers from workplace hazards and to facilitate the improved management of
occupational safety and health by establishing a coherent national policy and
principles in this regard. It has been also suggested to improve knowledge and
competence for Occupational Safety and Health (OSH). There are lots of concerns
regarding this industry; in general these concerns are focus on two main areas- health
and safety of workers and environmental issues.
It is said by ILO that, “These International Labour Organization (ILO) guide-
lines are the first of their kind to provide assistance to ensure safe work in
shipbreaking within the framework of the ILO‟s decent work agenda. In so doing they
provide advice on the transformation of a mainly informal economy activity into a
more formal organised one”.
The above statement shows that ILO is very much committed for providing the
decent work remedies to the shipbreaking workers. Along with decent work there are
other foremost areas also which are covered by ILO guidelines; responsibilities of
concerned authorities, legal framework, responsibilities of various stake holders (such
as employers, suppliers, manufacturers and designers) of the Industry and rights of
workers. These guidelines also suggested the definition of shipbreaking industry and
concerned with the issues of occupational safety and health management.
ILO in its guidelines has explored the few major challenges for the shipbreaking
activities (ILO guidelines, page 4) that these activities is one of the most hazardous
occupations in the world and mainly it is not covered by labour laws because
generally the locations where ship dismantling has been carried out make the
enforcement of laws and regulations difficult. Even the temporary establishment of
the shipbreaking site also make difficult to enforce the International Labour Standard
of the ILO.
Regarding safety and health in shipbreaking ILO guidelines has been suggested
that in the future, all ships should carry a “green passport” which would follow a ship
14
from the day it was built. And authorization certificate for dismantling the ship will be
given to which are safe for breaking (ILO guidelines, page 51).
„Certificate for Dismantling‟ comprises the following information
An updated list of hazardous substances and wastes on the ship to be
dismantled provided by the ship owner in accordance with the Basel
Convention and the ICS Industry.
Ensuring on the part of owners, brokers and breakers that a ship to be
dismantled is decontaminated and gas free for hot work.
The relevant information (drawings, etc.) which is necessary for the
development of a safe shipbreaking plan.
OSH management systems that cover safe operations in the ship, the breaking
facility and the surrounding area.
Implementation of relevant conventions and documents on OSH, working and
living conditions and the environment in the shipbreaking industry.
Provision of appropriate housing, welfare and sanitary facilities for all
workers.
ILO guidelines (Ibid, page-7) have thrown light on Occupational hazards in
Shipbreaking operations that cause injuries, ill health and death of workers. These
include hazardous exposures generated by asbestos, PCBs, heavy metals, chemicals,
excess noise and fire. The main reasons behind the occupational hazards are
inadequate workers training program and lack of PPEs.
15
ILO guideline has given a list of various hazards related to the shipbreaking Industry.
We can understand that hazards by the following given chart-
Table II.2: Hazards of shipbreaking industry
Hazards with the potential of causing accidents
Fire and explosion: explosives, flammable
materials
Falling objects
Trapping or compression
Snapping of cables, ropes, chains, slings
Heavy objects
Access in progressively dismantled
vessels (floors, stairs, passageways)
Electricity (electrocution)
Poor illumination
Falls from height inside ship structures
or on the ground
Moving objects
Wet surfaces
Sharp objects
Oxygen deficiency in confined spaces
Lack of PPE, housekeeping practices,
safety signs
Shackles, hooks, chains
Cranes, winches, hoisting and hauling
equipment
Hazardous substances and wastes
Asbestos fibres, dusts
Heavy and toxic metals (lead, mercury,
cadmium, copper, zinc, etc.)
Organometallic substances (tributyltin,
etc.)
Lack of hazard communication (storage,
labelling, material safety data sheets)
Batteries, fire-fighting liquids
PCBs and polyvinyl chloride (PVC)
(combustion products)
Welding fumes
Volatile organic compounds (solvents)
Inhalation in confined and enclosed
spaces
Compressed gas
Physical hazards
Noise
Extreme temperatures
Vibration
Radiation (ultraviolet, radioactive
materials)
Mechanical Hazards
Trucks and transport vehicles
Scaffolding, fixed and portable
ladders
Power-driven hand tools, saws, grinders
and abrasive cutting wheels
Failure of machinery and equipment
Poor maintenance of machine and
equipment
Lack of safety guards in machines
Sharp-edged and other tools
Structural failure in the ship
16
Biological hazards
Toxic marine organisms
Risk of communicable diseases
transmitted by pests, vermin, rodents,
insects and other
animals that may infest the ship
Animal bites
Vectors of infectious diseases
(TB, malaria, dengue fever, hepatitis,
respiratory infections and others)
Ergonomic and psychosocial hazards
Repetitive strain, awkward postures,
repetitive
and monotonous work, excessive
workload
Long working hours, shift work, night
work, temporary employment
Mental stress, anti-social behavior
(aggressive behavior, alcohol and drug
abuse, violence)
Poverty, low wages, under-age workers,
lack of education and social environment
General concerns
Lack of safety and health training
Inadequate housing and sanitation
Inadequate accident prevention and
inspection
Poor work organization
Inadequate emergency, first-aid and
rescue facilities
Lack of medical facilities and social
protection
Sources: ILO guidelines
ILO has also suggested various measures against the above hazards for achieving
the target of safe work place for shipbreaking workers and it can be possible if the
stakeholders of the industry will show their interest and effort to implement these
guidelines.
II.3.2 IMO guidelines
International Maritime Organization is the specialized agency of United Nation
which is responsible for improving maritime safety and preventing pollutions from
ships. IMO came with the guidelines namely „IMO guidelines on ship recycling‟
which was adopted on 5th
December 2003. The main objectives of these guidelines to
give guidance to all the stakeholders in the ship recycling process comprises flag,
port, recycling states, supplying countries, relevant intergovernmental organizations
and commercial bodies also (IMO guidelines, page- 5).
17
These guidelines encourage ship recycling because it is the best means for the
disposal of old ships. It provides guidance for recycling the ship and encourages the
stakeholders of the industry to address the issue of ship dismantling by fostering the
co operation among them. These guidelines also given the definition of various term
related to the shipbreaking industry such as- (IMO guidelines, page- 7)
Administration – The Government of the state under whose authority the ship
is operating.
Hazardous material- Those materials possessing harm to human health or the
environment identified in the IMDG code, the Basel Convention, or other
international authorities or instruments.
New ships- Those ships for which the building contract is placed on or after
31 December 2003. If the building contract is not available then the keel of
which is laid or which is at a similar stage of construction on or after 30 June
2004. And also the delivery of which is on or after 31 December 2006.
Organization- International Maritime Organization
Recycling facility- It means a site, yard or facility used for the recycling of
ships which is authorized or permitted for this purpose by the competent
authority of the State where the site, yard or facility is located (Recycling
State).
Ship- It means a vessel of any type whatsoever operating in the marine
environment and includes hydrofoil boats, air-cushion vehicles, submersibles,
floating craft and fixed or floating platforms and a vessel that has been
stripped of equipment or is towed.
Shipowner- It means the person or persons or company registered as the owner
of the ship or, in the absence of registration, the person or persons or company
owning the ship3.
3. See detailed definition in the IMO guidelines in ship recycling, page-7.
18
Ship Recycling- It is related with all associated operations including, mooring
or beaching, dismantling, recovery of materials and reprocessing.
Apart from the definition of above terms, these guidelines focused on various
important issues such as identification of hazardous materials, green passport4,
procedures for existing ship related to ship recycling, role of the stake holders and
other bodies, technical cooperation and many more. So, we can say that these
guidelines is related with the life cycle of ships from makers to breakers and give
suggestion to ensure that full account is taken of all relevant environmental, health
and safety issues by fostering the spirit of cooperation among the recycling state.
Recently an IMO convention was held for the safety and environmental issues related
with ship dismantling in the Hong Kong namely “The Hong Kong International
Convention for the Safe and Environmentally Sound Recycling of Ships, 2009”.
During the convention a series of guidelines have developed and six resolutions have
also passed which are related with technical support, monitoring, ESM, future work
and others.
I.3.3 Basel Convention
The Basel Convention on the „Control of Transboundary Movements of
Hazardous Wastes and Their Disposal, a technical guidelines for the environmentally
sound management of the full and partial dismantling of ships‟ was adopted in
December, 2002. The convention was held in Geneva, Switzerland. The main goal of
this Convention is to protect human health and the environment against adverse
effects caused by the handling, transboundary movements and disposal of hazardous
and other wastes. The Guidelines of the convention provide information and
recommendations on procedures, processes and practices that must be implemented to
attain Environmental Sound Management (ESM) at facilities for ship dismantling.
According to the guidelines the ESM define as, "Environmentally sound
management of hazardous wastes and other wastes" means taking all practicable steps
to ensure that hazardous wastes or other wastes are managed in a manner which will
4. Green Passport is a document providing information with regard to materials known to be potentially hazardous utilized in the
construction of the ship, its equipment and systems and always accompanied the ship throughout its operating life, ibid, page-8.
19
protect human health and the environment against the adverse effects which may
result from such wastes.”5
The main concerns related to these guidelines are to find out the specific
challenges for ship breaking activities, identifying the potential contaminants of
releases, to set the standard or limit for reducing the accident and preparedness of
contingencies. In addition concern including environmental impacts, occupational
safety and health. In terms of environmental impacts the shipbreaking industry affects
the local surrounding and society. The various activities such as discharge and
emissions to sea, sediments, ground and air creates a threat to all leaving creatures.
Occupational safety is also one the major challenges, threatened by the lack of
basic precautions and not having proper guidelines in this regard. It represent element
of risk which cause accident in work place and also have adverse impact on the health
of workers as well as local community. The harmful substance such as PCB, PAH,
heavy metals and asbestos present in the most of the vessels and causes severe health
problems and can be passed on to following generation. So, the intention of these
Technical Guidelines is to provide guidance to shipbreaking countries for the safety,
health and Environmentally Sound Management (Basel convention guidelines, page -
11).
These guidelines also give brief information regarding the perceived roles of the
involved agencies and bodies which are as follow (Ibid, 15)-
IMO- This body is overall responsible for coordinating issues related with ship-
recycling and monitoring issues arising during ship design, building and operation
which may have an impact on recycling.
ILO- The body is responsible for establishing its already existing standards and
recommendations to take the lead on working conditions and operation in shore-based
industries involved in ship-recycling.
5. Environmental sound Management has defined in the Article 2.8 of the Basel Convention.
20
UNEP- The Basel Convention is recognizing the limited application of the
convention to the vast majority of ships which are recycled. They have to concentrate
on the identification and safe handling or disposal of hazardous wastes.
The 1972 London Convention- It‟s monitoring the disposal of ships at sea and
encouraging recycling as the preferable option. Scientific Group of the convention
has developed the criteria to assess ships for disposal at sea.
The Shipping Industry- It has prepared an “Industry Code of Practice on Ship
Recycling” and works with Classification Societies in improving plans to
decommission ships in a safe and environmentally sound manner.
Environmental groups- These agencies are continuing to monitor and report on ship-
recycling issues in a responsible manner.
States- The state is responsible to develop or adopt or enforce the international
standard within the appropriate International organization related to ship recycling.
It can be said that guidelines which came in Basel Convention are landmark for
stakeholders of the ship recycling industry. It raises the concern related with
transboundary movements of hazardous waste and also deals with the Environmental
Sound Management within the international standard in shipbreaking.
II.3.4 JOINT ILO/IMO/BC WORKING GROUP ON SHIP SCRAPPING
„Joint ILO/IMO/BC group on ship scrapping‟ convention was held during 15 to
17 February 2005 at the headquarters of the International Maritime Organization. The
main area of the concern of Joint ILO/IMO/BC convention working group is to
examine the three existing guidelines with a view to identify any possible gaps,
overlap or ambiguities and to develop joint understanding to promote the
implementation of the relevant guidelines on the ship dismantling (Joint ILO/IMO/BC
guidelines, page 18).
In addition concern including to propose guidelines for promoting
environmentally sound management (ESM) with the consideration of three agencies.
It has been also discussed the responsibility of the flag states for assuring the ESM
and to develop the reporting system for ships destined for dismantling.
21
As earlier mentioned that joint ILO/IMO/BC group on ship scraping also pointed
out the gaps, overlaps and ambiguities of the guidelines which are given by the three
above apex body separately are as follow (Joint ILO/IMO/BC guidelines, page 3) -
IMO
IMO guidelines are not able to give suggestion for ensuring the ESM in ship
recycling and primarily based on the selection of the recycling facility only. Here
most responsibility is placed on the shipbreaking state. It is also not able to
incorporate the guidelines related to prior written and notification consent into the
ship recycling.
Basel Convention
The guidelines which came in Basel Convention don‟t give any suggestion that
how to reduce hazardous materials onboard a ship and it mainly focused on
environmental issues only. The concept of „model facility‟ in these guidelines is also
one of the major drawbacks of the Basel Convention guidelines because its
implementation is very difficult.
ILO
ILO guidelines omit to mention the responsibilities of the ship owner and do not
address the interaction between a shipowner and recycling facility in ensuring the
Certificate of dismantling and green passport. The suggested model for shipbreaking
and zoning of ship dismantling areas only refers to beach facilities.
Because of having few loop holes in the above guidelines the joint IMO/ILO/BC
convention suggested few practical measures for all stages of the ship recycling
process such as new ship and equipment should design to minimize the use of
hazardous materials and waste generation. Green passport should be prepared for new
and existing ships and assured the role of the stakeholders including flag, port and
recycling states, the Basel Convention, the ILO and the shipping industry.
II.3.5 Supreme Court order
22
Supreme Court is the apex judicial body of India. The Hon‟ble
Supreme Court came up with an order on 14th
October 2003 for the ship breaking
industry. The background of this order was that an NGO namely Research Foundation
for Science, Technology, and National Resources Policy filed a case against Common
Hazardous Industries for management of hazardous waste management and import of
hazardous materials in 1995. To examine the matter Supreme Court had appointed
High Power Committee (HPC) and in that way Ship Recycling Industry was also
included in 2000 for the examination. After the examination, HPC submitted their
report to Supreme Court in 2001 and on that basis Supreme Court issued an order
directing various stakeholders to play their role for the sustainable growth of the
Shipbreaking Industry.
The gist of Supreme Court order is as follow
Requisite authorities should state that the ship that arrives at port it does not
contain hazardous waste or radioactive substance.
Ship should be properly decontaminated by ship owner and get ensured by
State Pollution Control Board (SPCB).
Hazardous and Non Hazardous wastes should be classified.
Disposal of wastes as per their properties and Issuance of Authorization under
Hazrdous Waste Rules to the ship Recycler.
Safely disposal of waste oil, sludges and paints chips.
Immediate ban on open burning of waste on the coast.
The units which are running without the authorization of HW Rules should be
closed.
Pollution Control Board monitors marine and costal environmental
parameters.
Ship Recycling Regulations- 2003 on Safety and Environmental Guidelines
should be applicable.
23
Concern Authority has to submit the list of Hazardous Material.
The GMB and Gujarat SPCB officers should visit sites at regular.
It‟s GMB responsibility to construct landfill site and incinerator.
The Collector of the district shall be associated when the actual dismantling
takes place.
For monitoring the Supreme Court directions, it is needed to set up an Inter
Ministerial Committee (comprising Ministry of Surface Transport, Ministry of
Steel, Ministry of Labour and Ministry of Environment) under the
Government of India.
The Government of India has to formulate a comprehensive Code
incorporating the recommendations. Until the Code comes into play, the
officials of GMB, the concerned SPCB, officials of the Customs Department,
NIOH and AERB shall oversee the arrangement.
India should participate in international meetings on ship-breaking at the level
of the International Maritime Organisation and the Basel Convention's
Technical Working Group and participation should include from Central and
State level.
From the above discussion we can say that these guidelines which are given by
various national and international organizations are primarily related with the issues
of health, occupational safety, environmental sound management role and
responsibilities of various stakeholders of the industry. „IMO guidelines on ship
recycling‟ (December-2003) was an important step to assure the role of various
agencies by fostering the cooperation among them whereas the Basel convention
(December, 2002) „Control of Transboundary Movements of Hazardous Wastes and
Their Disposal, a technical guidelines for the environmentally sound management of
the full and partial dismantling of ships‟ is mainly related with the protection of
human health and the environment against adverse effects caused by the handling,
transboundary movements, and disposal of hazardous and other wastes.
24
The ILO guidelines “Safety and health in shipbreaking Guidelines for Asian
countries and Turkey” (October 2003) has concerned with the issue of ensuring the
safe work in shipbreaking within the framework of the ILO‟s decent work Agenda.
Because of having possible overlaps within the three above guidelines it was decided
to develop the joint guidelines that will reduce the ambiguities, so the guidelines of
„Joint ILO/IMO/BC group on ship scrapping‟ (February 2005) was developed in order
to identify the possible gaps, overlap or ambiguities and to promote the
implementation of the relevant guidelines on the ship breaking. Apart from these
international agencies guidelines, Supreme Court of India has also issued an order
directing various stakeholders to play their role for the sustainable growth of the
Shipbreaking Industry. The ultimate aim of all these guidelines are to make ship
breaking activities less hazardous and to develop the Environmental Sound
Management for the holistic development of the Ship dismantling Industry.
II.4 Case Studies of different countries on shipbreaking industry
Shipbreaking activities are carried out in mainly developing countries of the
world such as Pakistan, China, Bangladesh, India and other underdeveloped countries.
As it earlier mentioned that shipbreaking industry is full of hazardous that causes
injuries and occupational diseases to workers and also has adverse impact on
environment. There are several studies made on these issues. Few of these case
studies of different countries on shipbreaking industry is given below
II.4.1 Pakistan
Pakistan is the third largest ship-breaking country of the world (1999). Its
scrapping activity is similar to that of Bangladesh. Mainly the vessels scrapped in
Pakistan are oil tankers and generally vessels are scrapped by beaching. The main
beach where the shipbreaking activities are undertaken is Gadani which is 50 km far
from Karachi. And almost 6000 workers are earning their livelihood through
shipbreaking industry (2001). It is difficult to get details information about the
administration and organization of scrapping in Pakistan. There are no or few
restrictions implemented relating to precautions such as “safe for hot work”
requirements. (Anderson, 2002).
25
II.4.2 China
High demand for construction steel, availability of cheap labour and a well-
developed infrastructure are important factors that create a fertile ground for ship
dismantling in China. Greenpeace (2000) in his report stated that China shipbreaking
looks less dramatic compare to India and Bangladesh. Breaking operation in China is
different from other countries in term of dock like facility and more use of cranes and
other machineries for dismantling the Vessels. These facilities have attracted ship
owners for scrapping the ships in China. (Anderson, 2002). Presently, China National
Ship Scrapping Association is representing approximately 15 large breaking yards.
But in fact the conditions of workers remain same in China like other Asian countries.
It has been noted that workers are not safe against hazardous substances including
asbestos. Toxic wastes are burnt in open fires and yards are heavily polluted by oil,
heavy metals and other toxic substances (Greenpeace, 2000). So it can be found that
the shipbreaking industries are becoming more and more technically advanced
whereas the exploitation of workers and environment remains the same in Chinese
shipbreaking industry.
II.4.3 Bangladesh
Bangladesh ship breaking yard is the second largest yard in the world, situated at
Fauzdarahat beach in Chittagong. This area is stretched about 16-km in south-west of
Chittagong. Chittagong is the largest facility for large vessels, scrapping some 52 per
cent of all vessels above 200,000 dwt. For domestic steel requirements Bangladesh
depends on shipbreaking industry. Ship-breaking was initiated in this area in 1969
and has now grown into a considerable industry employing a large number of people.
It is estimated that more than 100,000 individuals are earning livelihood from the
shipbreaking activities of Chittagong (Anderson, 2002). Though shipbreaking
activities provide employment opportunities and steel to domestic requirements in
Bangladesh, it is not safe and protective for workers as well as environment. Various
studies proved that Chittagong shipbreaking yard is a highly polluted coastal belt.
Workers do not cover under labour legislation and also not having right to make their
union. The number of the accident and causalities at the yard is very much high
because of not having Personnel Protective Equipments (PPEs) to the workers. They
don‟t get uniforms, protective gloves or boots (Greenpeace, 2000).
26
II.4.4 India
Ship Recycling is not new to India. This activity has been carried out ever since
1913 in Kolkata and Mumbai. But mainly it was started around the middle of the
1980‟s6 when the low- skilled and low wages jobs shifted to the third world countries.
In fact the coming of the ship recycling was a part of globalization. India at present
has a large share in the ship breaking industry. An average of 700 ships are taken for
dismantling every year the world over and about 350 to 450 ships are scraped in India.
Alang and Sosiya (Gujarat) and Darukhana (Mumbai) are the two important places in
India where shipbreaking activities are carried out. A part from these places there are
other places in India also where the ship dismantling are happening in a very small
extent Tadri and Maipe (Karnatka), Baypore (Kerala), Vishakhapatnam (Andhra
Pradesh), Valinokan and Tuticorn (Tamil Nadu) . In India more than 60000 people
directly and almost 100000 to 150000 indirectly are getting livelihood from this
particular industry. In fact Alang- Sosiya is the largest yard of the world that consists
183 shipbreaking yards. It is stretching to distance of 15 kilometers and with the
capacity to break Very large Crude carrier and Ultra Large Crude Crarrier vessels, a
facility unavailable elsewhere. In term of economic importance of Alang, it can be
said that it is a milch cattle for the state. During 1994 to 2004 it was estimated that
Gujarat Maritime Board (GMB) earned Rs. 468 crore by renting out ship-breaking
plots, the State Government over Rs. 1,000 crore through sales tax and the Centre
about Rs. 8,000 crore in customs duty and excise. Individual owners of the plots also
made good profit (The Hindu: March 2006). Mazgaon consists 19 plots and
comparatively smaller than Alang/Sosiya.
The majority of shipbreaking workers are migrant workers and coming from
different weaker states of India such as Bihar, Uttar Pradesh, Jharkhand, Orissa and
Chhattisgarh. They hire either on a daily or monthly basis, or a contract basis without
any written contract of employment. It shows that they do not have any job security.
They are mostly uneducated, relatively young between 19 and 45, and mostly male.
Women workers are only 3% and they have no particular skill. Workers
categorization is based on the different stages of shipbreaking
6. The first vessel – MV KOTA TENJONG was beached at Alang on 13th Feb, 1983.
27
from gas cutter to unskilled workers. They use to live in small and clumsy rooms
which are made up of asbestos, plywood and metal sheets. They are subjected to
various occupational diseases and other diseases because of their working condition
which is very much hazardous and unsafe in its nature. The shipbreaking industry also
presents a dangerous work environment with high risk of injury and accidents with
poor equipments and machinery and with inadequate safety devices (IMF- survey,
2007).
The rate of fatal accident is also very high in shipbreaking industry. It can be
showed through the below table.
Table II.3: Year wise fatal accidents in Alang/Sosiya.
Year 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Fatal
Accident
28 30 29 08 19 25 06 04 06 06 0
No. of
Ships
361 296 295 333 300 294 196 101 136 136 197(upto
June)
Sources: Gujarat Maritime Board (GMB)
From the above table we can say that the rate of the accidents declined year after
year. And there is little correlation between fatal accidents and number of ships. There
has been an increase in number of ships coming for dismantling, corresponding the
number of accidents has also gone up. Medical expenses and social security are not
considered as employers‟ responsibility and these practices are totally based on
shipbreakers‟ whim and ways.
The National Commision Report on Labour (2002) recognized the ship breaking
industry as an organised industry and has stressed on the applicability of concerned
industrial and labour laws related to it. Here all workers are non- permanent workers
and due to the chain of contractors they are even not aware about their principle
employer. Despite of having the status of industry workers are still informal and they
are not getting their labour rights which clearly violate various international and
national laws (Misra, 2009). So we can say that shipbreaking workers are leading a
vulnerable life because of hazardous and peculiar nature of their job.
28
SECTION III
OBJECTIVES AND RESEARCH METHODOLOGY
III.1 Objectives of the study
Based on the above discussion the main objective of the study is to understand
how the components of the decent work, which is suggested by ILO, can be
implemented among the shipbreaking workers. The main objectives of the study are,
To understand the socio economic condition of shipbreaking workers
including migration, hazardous work, health, safety at workplace, housing,
level of income, employer- employee relationship and working condition of
the workers.
To examine the various initiatives which are taken by Gujarat Maritime Board,
International Metal Workers Federation and Mumbai Port Trust for the
welfare of shipbreaking workers and Sound environmental sound
management.
To find out at what extent the shipbreaking workers are related with the
indicators of decent work that comprises right at work, International Labour
Standard, social protection and social dialogues.
III.2 Research Questions
How Shipbreaking workers can be incorporated with the elements of decent
work?
How the Union can work more effectively in order to secure the rights of the
shipbreaking workers?
What measures should be taken to make their job less hazardous?
III.3 Research Methodology
Social Research is a systematic and scientific way to get the reality. It is related
with reliable evidence and for getting reliable evidence it is necessary to use a
29
research methodology. According to Ian Robertson, “A methodology is system of
rules, principles and procedures, that guides scientific investigation.” Research
Methodology provides guidelines for collecting evidence about what takes place and
why it takes place.
Sampling:
Sampling is an important aspect of social survey. It should precisely represent or
reflect its elements. Sample is portion of people drown from a larger population. It is
small and physically accessible (Smelser, 1993). It represents the characteristics of the
larger population. It is said that most of the sociological surveys are sample surveys.
„Stratified random sampling method‟ has been used for the study. The sample
size was 36 hailing from the different categories group of shipbreaking workers in
Alang and Mumbai. According to N.J. Smelser, “A random sample is one that is
chosen in such a way that every element (or every combination of elements) in the
population has an equal chance of being selected.” And stratified random sampling
method produce a weighted mean that has less variability than the simple random
sampling.
Here the shipbreaking workers are the primary stake holders and others such as
trade union, GMB, MBPT and NGOs are secondary stake holders because they also
revealed various information regarding shipbreaking workers.
On the basis of sampling method the study was conducted in the months of
November and December 2009. Following tools were used for the data collection.
Observation- Observation is one of the principle techniques of research in social
sciences. Some of the difficulties arising out of the use of interviewing in sociological
data collection can be overcome by observation. According to P.G. Gisbert,
“Observation consists in the application of our mind and its cognitive powers to
phenomena which we are studying.” It is said that Science begins with observation
and must ultimately return to observation for its final validation.
30
For the study of “Decent work for the shipbreaking workers” „Non participatory
observation‟ method has been used. Here observer remain detached and does not
participate or intervene in the activities of those who are being observed.
Interview- Interview is also one of the important methods of collecting data in social
research. An interview is a means of information in which one person asks another
either in person directly, or indirectly. According to P.V. Young, “Interviewing is an
interactional process.” In general it can be said that an interview is face to face verbal
interchange in which one person , i.e., the interviewer attempts to elicit some
information or expressions of opinion from another person or persons regarding a
particular issues.
Individual and group, both type of interview has been conducted for gathering the
information from shipbreaking workers. The respondents were directly contacted at
the work site and their union office in Alang (26 respondents) and Mumbai (10
respondents) to assess the information through interview.
Interview Schedule- Interview scheduled is the name usually applied to set of
questions which are asked and filled in by an interviewer in a face to face situation
with another person.
„Structured interview schedule‟ has been used for data collection where a set of
question has already prepared before interviewing the respondents.
Sources of Data Collection
For the study of „Decent work for ship breaking workers‟ both sources of data
collection has been used which is as follow-
Primary sources- Here observation, interview and interview schedule are used for
the primary data collection.
Secondary sources- Beside primary data, the secondary data has been also used such
as reports, articles, books, studies and information from GMB, MBPT and union
authorities that gives information regarding working condition of the shipbreaking
workers.
31
III.4 Research Design
Descriptive Research Design has been used for the study of „Decent work for
shipbreaking workers‟. It is a scientific method where researcher has to observe and
describe the behavior of a subject without influencing it in any way.
III.5 Area of the study
For the study, two areas have been selected where ship breaking activities are
carried out. They are as follow:
Alang/Sosiya- Alang/Sosiya Ship recycling yard is located 50 KM away from the city
of Bhavnagar in Gujarat which lies on the western coast of Gulf of Cambay. In fact
Alang and Sosiya are twin coastal villages dominated by fisherman and farmers. It is
the largest ship recycling yard in the world stretching to distance of 15 kilometer.
Ever since its inception in 1983, Alang/Sosiya has emerged as one of the demanding
ship-scrapping destinations for the ship owners around the world. Here 173 plots are
available to carry out the ship dismantling activities.
Mazgaon- Mazgaon ship recycling yard popularly known as Darukhana is located in
the coastal area of Mumbai, Maharashtra. Until the 1980‟s the ship recycling activities
are limited to Darukhana only then after 1983 it was started in Gujarat. Mazgaon ship
breaking yard is comparatively small and consists 19 plots.
32
SECTION IV
STRATIFICATION OF THE WORKERS
The observations in Alang/ Sosiya and Mazgaon have made it very clear that the
shipbreaking activities are carried out by different sections of workers. Shipbreaking
workers perform their duty according to their assigned task or job. To understand the
process of dismantling as well as the hierarchical relationship among the workers, it is
necessary to have the workers‟ profile.
STAFF STRUCTURE
Figure IV.1: Staff structure of the shipbreaking industry in India.
From the above staff Organogarm it can be interpreted that Ship breaker is the
proprietor and employer of this industry. Gujarat Maritime Board Office and Mumbai
Port Trust are the regulatory bodies who give them authority for breaking the ships
and provide plots on the basis of lease in Alang/Sasiya and Mazgaon respectively. For
Ship Breaking Plot GMB Office/ Mumbai Port Trust Office
Plot Manager
Mukadam Safety Officer
Environment and Safety Supervisor
(ESS)
Field Supervisor Crane Operators Ship Supervisor
Gas Cutters and Helpers Gas Cutters & Helpers
Shipbreaker
33
purchasing ship for dismantling, they get financial assistance from various banks.
These banks pay almost 75% of the total cost price. While having discussion with the
proprietor, they admitted that their work is being hampered because of red tapism in
the regulatory authority.
Plot Manager maintains the attendance register and pays wages to the workers.
He also grants leaves in that particular plot. He is the only person who is authorized to
look after the various issues of workers such as advance payment during the time of
scarcity and to facilitate the relationship between Shipbreaker and workers. Generally
they work under the pressure and influence of Shipbreakers. So, they are more
interested in protecting the interest of their employer.
Mukadam works as a plot supervisor. Generally he is an in- charge of all sort of
activities related to the work in a particular plot. Workers perform their duty under his
guidance only. The remuneration of a mukadam varies but generally it is 220 Rs. Per
day.
Safety Officer is also hired by Ship breaker in order to check the safety level of a
ship which is going to be dismantled. He is also responsible to provide safety
equipments to the workers. When compared to others workers, the safety officers are
more educated. The salary given a safety officer is 10,000Rs. per month
Crane operators are skilled workers. Their wages are comparatively high (Rs.
12000-15000per month). Maximum numbers of workers are gas cutter. Their wages
vary from Rs 200 to 300 per day and the job which they perform is really very harsh.
Apart from these workers there are others workers also such as malpani, engine
jodi, cook, chantiwala, begari, loader, helper and mazdoor. In fact these workers are
unskilled workers and the job is peculiar in its nature. Some of them get below 80
rupees which is less than minimum wages of Gujarat and Maharashtra.
34
SECTION V
FINDINGS
V.1 Analysis and interpretation of Data
For the study of „Decent work for the shipbreaking workers‟ 36 respondents were
selected from the Alang/Sosiya (Gujarat) and Mazgaon (Mumbai). On the basis of
their responses in the interview schedule the facts have been gathered and classified to
assess the socio- economic conditions of the shipbreaking workers is as follow-
V.1.1 Working categories of Respondents
Figure V.1: Categories of workers
The above data shows that out of 36 respondents 16 are Gas cutters. A large
section of the workforce in Alang/ Sosiya and Mazgaon engage in the gas cutting
activities. Others comprise malpani, chantiwala and other unskilled workers. Apart
from them plot manager, safety officer, mukadam and crane operators are skilled
workers and their condition is comparatively better than others.
35
V.1.2 Migration
Figure V.2: Migrant workers
Out of 36 respondents 33 are migrant workers. These workers come primarily
from the backward states of India such as Uttar Pradesh, Bihar, Jharkhand and Orissa.
It shows that a large section of workers in Alang/Sosiya (Gujarat) and Mazgaon
(Mumbai) are migrant workers who have come there from the deprived area in search
of their livelihood. A considerable proportion of migrant workers living collectively
in shanty in which they pay rent to the owner. During the interview it was found that
workers generally stay with their regional peers and somewhere try to maintain
distance from regional groups.
36
V.1.3 Working Conditions of workers regarding their job
Figure V.3: Working conditions of workers
Working conditions related to their job is miserable. Many of the respondents
complained of not getting drinking water on the plot. The workers in Mazgaon have
to bear the cost of water by purchasing it at 5 to 10 rupees per bucket which is really
expensive. The workers have no provision for drinking water and water for domestic
use, which is to be given by their employer. Though MPTDGEU took initiative in this
regard and established a water tank there but this water tank is not sufficient for
around 3500 workers. For them, something is better than nothing for the time being.
They also don‟t have the adequate sanitation. So, they use road sides and railway
tracks for their primary needs.
Shipbreakers are not following the Supreme Court guidelines. From the interview
and observation of the various plots it is said that there are no facilities of rest shelter
and canteen. In many plots of Alang/ Sosiya toilets are available but very few are
accessible for workers. Out of 36 respondents 22 were admitted that the working
condition is not good.
37
V.1.4 Management behavior towards workers
Figure V.4: Management behavior
Shipbreakers hire manager and mukadam to supervise the workers in a particular
plot. Because of the influence of Shipbreakers they do not treat workers in a good
manner and exploit them. In few cases mukadam does not have a cordial relation with
manager also. Generally, concerned authorities put pressure on the workers to do
dangerous work that turn into minor, major and sometimes fatal accidents. Workers
revealed that most of the time managers do not pay any attention on their issues. Out
of 36 respondents 34 told that management does not have co operative behavior
towards them.
38
V.1.5 Membership of the Union (MPTDGEU/ASSRGWA)
Figure V.5: Members of the Union
Alang Sosiya Ship Recycling & General Workers Association (ASSRGWA) is
the first union of shipbreaking workers in the world. ASSRGWA is representing the
collective voice of Alang- Sosiya shipbreaking workers and its membership is almost
6000. This union is an off shoot of Mumbai Port Trust Dock and General Employees‟
Union (MPTDGEU) which is addressing the grievances of the Shipbreaking workers
in Mumbai and is getting support from SMEFI and HMS on national level and IMF,
FNV and GMB on international level. Out of 36 respondents 23 were members of
ASSRGWA
39
V.1.6 Opinion about MPTDGEU/ASSRGWA
Figure V.6: Opinion about the existing Union
Out of 36 respondents no one alleged that the Union is working in the favor of
employer. Those workers who knew about the union they told that ASSRGWA and
MPTDGEU raise the issue of workers in a proper way.
40
V.1.7 Safety rules
Figure V.7: Awareness of safety rules.
Out of 36 respondents 35 were aware of safety rules. It means maximum workers
know about safety measures. They had got information regarding safety equipments
from the training programme which is conducted by GMB from time to time. The
ASSRGWA is also playing vital role in this regard. One of the safety officers was told
that workers get helmet, gloves, face mask, goggles and in some cases boiler suit also.
In field visit it was seen that very few of them use gloves, face mask and goggles but
helmet is used by most of the workers. Nowhere workers get safety shoes.
There is Supreme Court guidelines for handling the asbestos and other toxic
substances in order to reduce accidents and health related problems which are
generally neglected by the shipbreakers. It was observed in the plot visit that very few
have separate place for handling the asbestos but such places are also lacking
infrastructure. This is an important issue which should be addressed by the various
stake holders of the industry in a proper way.
41
V.1.8 Availability of medical staff on work place
Figure V.8: Availability of medical staff on work place
Medical staffs are not available on any plot. Almost all the workers are suffering
from itching because of handling toxic substances. Accidents regularly happen at
work place which sometimes becomes fatal for the workers. The Employer has its
own hospital building but it does not have doctors, medical staffs and equipments
which hamper the adequate medical treatment. Even Red Cross society is trying to
provide adequate health facilities to the workers. In the case of emergency, workers
have to go to Bhavnagar which is 40 kilometers away from Alang. In Mumbai,
workers generally go to private medical staff for their medical urgency which is really
expensive for them.
42
V.1.9 Injuries of workers while working at plots
Figure V.9: Injuries of workers while working at plot
Out of 36 respondents 7 of them are never injured in which 2 of them are plot
managers and 3 of them are safety managers. In fact the rate of accidents in
shipbreaking industry is really high among the workers.
43
V.1.10 Reason(s) for injury
Figure V.10: Reason(s) for injury
Maximum number of respondents revealed that because of not having adequate safety
equipments accidents happen. Workers demanded that they should get gloves weekly
where as they get monthly and even they are not getting a safety shoe which is very
much needed. All the 36 respondents said that they don‟t consume alcohol during
duty hours.
44
V.1.11 Getting money during scarcity
Figure V.11: Getting money during scarcity
Maximum workers are not in a position to save or deposit money for their future
needs because of their negligible income and precarious jobs. However they borrow
money from their friends and relatives at the time of exigencies. In some cases
managers give them advance money against salary.
45
V.2 Major issues related with shipbreaking workers
They do not get drinking water in their residence
They do not have proper housing facilities
Electricity problems, even on road and street
Lack of medical facilities and emergency treatment
Minor, major and fatal accidents
No educational programme is run by GMB/MBPT for the children of
workers
Problem of sanitation in plot as well as in residence
No implementation of Factories Act- 1948
Do not follow the Supreme Court guidelines for handling and removing
asbestos.
Workers are not getting goods and services on reasonable rate.
Do not get wages on time.
Duping the workers by not giving the promised amount.
Hazardous and peculiar nature of job
Lack of social security measures such as insurance and PF
Apart from the above issues there are other issues also that not only indulge the
workers capacity but also have adverse impact on industry too, such as bad working
conditions, no rest shelters, no canteens, no cleanliness, no proper repairs,
maintenance and replacement of equipments, no provision for immediate and proper
health care and thus there is very disappointing situation prevailing over in this
industry which should be addressed in the appropriate manner.
V.3 Role of Trade Union
V.3.1 MPTDGEU
Mumbai Port Trust Dock and General Employees‟ Union (MPTDGEU) is one of
the oldest trade union in India that is working for the workers of port, dock and allied
industries since 1920. The Union is striving to create friendly and harmonious
relationship between the workers and their employers and also committed to their
members, in order to secure their rights against exploitation from it is started.
46
For organizing unorganised workers MPTDGEU is working for the workers of
private companies of port and downstream shipbreaking industries. For the
affordability of shipbreaking workers, it was decided at the meeting of managing
committee that they shall pay only Rs 50/- as a membership fees. Now, the union and
its offshore (ASSRGWA) are working at Alang/Sosiya (Gujarat) and Mazgaon
(Mumbai) for the welfare of shipbreaking downstream workers. The union is facing
various challenges from many fronts. Local mafia, goons, politician vested interest try
their best to nullify the welfare measure of union. Other barriers are in the form of
lack of consciousness among worker, ethnic diversity, poverty and illiteracy. But
these factors have not deterred union to push its agenda of organizing the workers for
the betterment of their life.
In order to implement the components of “decent work” the union raises voices
against the exploitation and hazardous working conditions on various platforms.
MPTDGEU is working for the shipbreaking worker‟s health, safety, protection,
training and child labour eradications. The union has partnered with likeminded
NGOs and philanthropic organizations such as Mani Bhawan, Social Service League,
Saint John Ambulance Brigade, Red Cross Society, Rotary Club of Bombay, Rotary
Community Corps, Swadhar, Astitva.
V.3.2 ASSRGWA
ASSRGWA, the first trade union for the shipbreaking workers of the world was
formed in the year 11th
of November, 2005. And after a long struggle it got
registration on 26th
of March, 2007. It was really very difficult task to get register
whereas lot of obstacles was there from the shipbreakers and Government authority
but it was the persuasion of Dr. Shanti Patel (President of MPTDGEU) and collective
efforts of the workers along with HMS that made it possible.
After conducting the interview of workers, union activist and other concern
authority it can be said that the Union involves in various activities to improve the
working condition of the workers. With the appropriate means the union is providing
basic amenities such as health care including blood grouping card and identity card in
Alang/Sosiya. The office bearers of the union visit plots regularly to get the handful
information and foster the spirit of unity among the workers through their various
47
activities. Primarily, union is working to encourage the membership and to uplift the
condition of workers ASSRGWA is lassoing with Red Cross Society and GMB. The
union participates and verdict to national and international organization on policy
level such as ILO, IMO and Supreme Court committee. The union also pushes
policies for the measures of „Social securities‟ such as insurance and Provident Fund.
Recently PF commissioner visited the Alang yard and the Union office to get the
information about workers. So, the workers can incorporated with the PF remedies
and no doubt it was solely due to persistence effort of Mr. Rane and Mr. A.D. Nagpal,
the Secretary of H.M.S.
At the time of accident activists of the union rushed to site and try to help injured
person to get medical treatment/ blood donation, registered case with port authorities,
factory inspector and police authorities. Recently an accident was took place at plot
no. 24 in Alang, where six workers were died on the spot from burn sustained. In that
case the union complained to the High Court, Chief Minister of Gujarat, Gujarat
Maritime Board, Factory Inspector, and Police. Then the Union demanded for the
legal enquiry and the compensation of Rs. 10 lakh for each worker. However the
dependents of the deceased workers got only 2.5 lakh rupees but it was the first time
in the Shipbreaking industry of India where employer pays so much money.
Apart from the above activities, the Union is also engaged in many other actions
like training, workshops, gate meetings, awareness camps and medical camps/ blood
grouping camps.
48
SECTION VI
WORKERS AND DECENT WORK INDICATORS
There is a list of decent work indicators suggested by Ghai (2003) which
comprises the characteristics of all the four components of decent work advocated by
ILO. As earlier mentioned the main objective of this study is to incorporate the
shipbreaking workers with decent work remedies. So it is necessary to give a
comparative study between decent work indicators and prevailing working condition
for shipbreaking workers. It will identify areas of improvements so as to lead towards
decent work for shipbreaking workers.
Comparative study between decent work indicators and prevailing working
conditions of shipbreaking workers is as follow-
VI.1 Employment opportunities- Shipbreaking workers are having lot of
employment opportunities in Alang/Sosiya and Mazgaon. The number of workers
estimated in Alang/Sosiya is to be 1.5 to 1.6 lakhs (International Federation of Human
Rights, 2000) and around 10,000 in Mazgaon (Mumbai). Nevertheless, these workers
face cyclic unemployment. Here employment is directly proportional to the number of
ships arriving at the coast. So, the employment opportunities increase with the arrival
of more number of ships.
VI.2 Acceptable work- Shipbreaking activities are generally categorized as
hazardous and harsh in its nature. Ship dismantling industry presents a dangerous
work environment with high risk of injury and accidents. We can categorize the
shipbreaking activities as follow-
Skilled workers- Mukadam, Field supervisor, Safety Officer and Crane
Operator
Semi skilled workers- Gas Cutter
Unskilled workers- Engine jodi, cook, chantiwala, begari, loader, helper and
mazdoor.
However the position of skilled workers is good as compare to other workers.
49
VI.3 Adequate earnings and productive work- In Alang/Sosiya and Mazagaon
workers are getting nominal wage. Skilled and semi skilled workers are getting
around Rs. 200 to 300 per day. Unskilled workers get less than minimum wages as
prescribed in the Minimum Wages Act. According to data available, (April 2002) the
Gujarat Government fixed the minimum wages for unskilled workers at rupees 79 per
day and the Maharashtra Government (July, 2009 for Zone 1) fixed it at Rs 157 for
the unskilled workers. The main issue regarding wages is the workers are not getting
the promised amount and they often duped by the employers.
VI.4 Decent work hours- Working hours for the shipbreaking workers in Alang and
Mazgaon is very exhaustive. The working day starts from 8 am to 5 pm with two hour
compulsory overtime till 7 pm every day without getting overtime allowances. So it
can be said that working day is of 11 hours with one hours lunch break and a fifteen
minute morning (10 am) and afternoon tea breaks (3pm). Here workers are not paid
for the compulsory overtime and when the work load is high, they even have to start
their work at 7 a.m. This working situation clearly violates the ILO convention on
working hours „Hours of Work (Industry) Convention- 1919‟ and the (Indian)
Factories Act- 1948 that states that any work of more than nine hours a day or 48
hours a week shall be paid overtime at twice the ordinary rate.
VI.5 Stability and security of work- Although the Alang shipbreaking industry got
recognized as organised sector by the National Commission Report on Labour in
2002, still workers are being considered as unorganised workers. All workers are non
permanent and due to the contract system they are not even aware about their
Principle employer. Because of non permanent nature of employment they can
retrench by anytime without giving prior information. Shipbreaking industry is
generally suffered with cyclic unemployment, where workers do not get any work
when the ships for dismantling come in less frequency at the yard. During that period
most of the workers have to lose their job or they get fewer wage. So it can be said
that the shipbreaking workers have really less stability and security of work.
VI.6 Balancing work and family life- As mentioned earlier that ship breaking
workers have to work at least 11 hours per day without having weakly paid leave.
Working at night though not usually practiced In Alang and Mazgaon yard but
however some activities such as loading unloading and gas cutting take place during
50
the night also. Workers have to get up early in the morning at 5 am to prepare meals
for the day because of not having canteen facility. So it can be said that working hours
are very rigorous and it‟s difficult to balance the family - work life. A large section of
workers are migrant workers and they can‟t afford to live with their family. In Alang/
Sosiya and Maazgaon there is no system of paid leave. Workers generally visit their
native place to meet their family once a year during the monsoon season and they are
not paid any wages or remuneration during the period of absence and sometimes they
have to lose their job because of the leave. This working situation clearly violates the
Universal Declaration of Human rights (UDHAR) and Inter- State Migrant Workmen
Act, 1979 (ISMW Act). UDHAR states that everyone is entitled to limited hours work
and periodic holidays with pay and ISMW Act, 1979 that insists on displacement and
journey allowance.
VI.7 Fair treatment in employment- Shipbreaking industry provides lot of
employment opportunities to the workers but the work which they get are mainly
hazardous and peculiar in its nature. By looking at ship breaking workers anyone can
easily say that their condition is really pathetic. At the one hand job is really very bad
and at another hand employer do not treat them in well manner. It‟s only because of
their limited option of livelihood they are working in the shipbreaking industry
otherwise many of them do not want to continue with this industry. Even local
workers do not indulge themselves in the shipbreaking activities. The workers are
treated on non humanitarian ground and not getting any measure of fair treatment.
Instead of having fair treatment in employment the industry is replete with abuses and
violation of rights.
VI.8 Safe work environment- Shipbreaking is a hazardous industry falling under the
category of Hazardous Waste Management and presents a dangerous work
environment with high risk of occupational diseases, injury and accidents. The
industry consists of various hazards because of many reasons such as asbestos, falling
objects, falls from the height, lack of Personnel Protective Equipments, heavy and
toxic metals, PCBs and polyvinyl chloride, compressed gas, extreme temperature,
long working hours, monotonous work and lack of training programs. The available
data of GMB shows that during 1998 to 2003, 139 cases of fatal accidents took place
in Alang only. In the yard cuts and burns consider as minor injuries and generally it
51
doesn‟t get attention from the concern authority. For reducing the accident in Alang
GMB in 2003 came up with a training program to the shipbreaking workers in respect
of safety and waste management. It is said by the workers that these programs are
giving more stress on theoretical knowledge instead of practical knowledge. Even the
last year (August-2009) six workers died on the spot from burn sustained while
working in the engine room which was not free from the gas. It shows not only the
negligence behavior of concern authority but also prove that the goal of safe work
environment for the ship breaking workers is still far from achieved.
VI.9 Social protection- The remedies which is provided by the state or the civil
society to the working class in order to protect from the contingencies of the life is
called social protection. The six main contingencies that make a person unable to earn
his livelihood are sickness, accident, old age, pregnancy, unemployment and death.
During these vulnerabilities workers and their dependent need measures of social
security. Shipbreaking workers are not covered under the safety net of social
protection. They do not get the benefits of Insurance, workmen compensation,
Provident Fund, Gratuity or Maternity benefit. However ASSRGWA along with HMS
is working in this regard so at least shipbreaking workers can bring under the
Provident Fund Scheme. Regarding workmen compensation, it was the first time
when the dependents of deceased workers got 2.5 lakhs rupees as compensation. They
were the same workers, who died from burn sustained in August, 2009. So, it can be
said that the Union is working for the remedies of social protection for the
shipbreaking workers but because of not enough support from the other stake holders
of the industry such as government authorities and ship breakers the situation is really
grave.
VI.10 Social dialogue and workplace relations- Social Dialogue consists all types
of negotiation, consultation or simply exchange of information between, or among,
representatives of governments, employers and the workers. In ship breaking Industry
there are three set of actors available to comprise the social dialogue. Here GMB
(Alang/Sosiya) and MBPT (Mazgaon) are the representatives of government, Ship
Recycling Industries Association (India) is the representing body of employer and
ASSRGWA (Alang/Sosiya) and MPTDGEU are representing the workers. Despite of
having these representative bodies social dialogues are lacking between the employer
52
and workers. Employers do not want that these workers get the representation, so they
always discourage them to join the union. It‟s a violation of ILO declaration on
„Freedom of Association and Protection of the Right to Organise Convention, 1948‟.
Even having lot of obstacles union has made its membership almost 6000 and trying
to increase the number in the coming days, so the workers get adequate representation
during the process of social dialogue.
Regarding workplace relationship it can be said that workers are not happy with
the behavior of the employer. At the one hand workers are not having good
relationship with employer and on the other hand they do not have good relationships
among themselves. For example unskilled and semi skilled workers always complain
that Mukadam or plot manager treat them badly at the work place. In Alang, there is
another important issue that hampers the workers and employer relationship is that the
workers generally do not get the promised amount and they always duped by the
employer. On that issue, 20000 workers went for the strike in March 2009. For the
permanent solution of the wage, union is demanding for the separate wage board for
shipbreaking workers. It can be said that the employers in shipbreaking industry are
not willing to give proper representation of the workers that affects the process of
social dialogue badly also not creating a harmonious relationship between the workers
and the employer at the work place.
VII.11 Economic and social context- The economic and social status of
shipbreaking workers is miserable. Workers are not paid enough that they can uplift
their condition. Majority of workers come from the backward and underdeveloped
states of India. They have to face a number of problems because they are new to the
place of destination and find difficulties to adjust with the changed situation and
environment. Workers belong to different religions, regions, language and caste
which create disparity among them. It has been noted during the interaction with
workers that unskilled workers are generally belong to lower caste that causes
discrimination within the workers itself. The level of education is also differs from job
to job. Such as Plot Manager and Safety Officer are having bachelor degree where as
a large section of the unskilled workers are illiterate. In term of women participation it
can be said that this is the male dominating industry where only 3% female workers
are engaged and performing manual work in the yards. About 50% workers are
53
addicted to Alcoholism and tobacco consumption. Living in shanty or house lacking
the decent living standard even not having drinking water and sanitation are in the fate
of Shipbreaking workers. Indebtedness is also one of the major issues for the workers.
Generally workers away from their family for months together and they can‟t keep
their family with them because of poor economic condition so some of them use to go
for prostitution and bring HIV AIDS from there and day by day the situation is
becoming alarming.
So it can be said that socio- economic condition of the shipbreaking workers
is vulnerable and pathetic.
54
SECTION VII
CONCLUSION AND SUGGESTIONS
The study was an attempted to assess the knowledge that what are the areas
where shipbreaking workers are not getting the remedies of decent work. From above
discussion, it has been proved that there are many areas where improvement is
required such as adequate wage or remuneration, measures of social protection,
bipartite or tripartite social dialogue, healthy workplace relationship, safety at work
place and good socio- economic status of the workers. Apart from these drawbacks
there are few areas where the shipbreaking industry is observing some of the
indicators of decent work such as employment opportunities and existence of the
Union. However employer discourages the workers to join the union.
As ILO try to cover the unorganised sector with the remedies of decent work, the
bad jobs of unorganised sector will get changed to good jobs. The shipbreaking
activities in India came from the European countries in the mid 80‟s as a result of the
relocation of the same industry to Asian countries. The industry is giving employment
opportunities to the Indian workers and also provides large quantity of steel to the
Indian industry without exploiting the natural resources. Though having its great
economic importance the industry retains the characteristics of informal economy.
The work which is offered by the industry is really dangerous and peculiar in its
nature and also the industry has its adverse impact on environment. For making the
industry less hazardous and environmental sound management ILO, IMO and Basel
Convention has given its guidelines. There are few overlaps and ambiguities found in
these guidelines, so it was decided to come with a joint ILO, IMO, BC guidelines
which came up in February 2005. The Supreme Court of India has also given its order
for assuring the roles and responsibilities of the various stakeholders of the
shipbreaking industry.
Shipbreaking activity is considered as a bad job. So it is not practiced in developed
countries. It is mainly concentrated in developing countries. Apart from India the ship
dismantling is carried out in Bangladesh, China, Pakistan, Turkey, Vietnam and
others. The two main places in India where the shipbreaking activities are carried out
are Mazgaon (Mumbai) and Alang/ Sosiya (Mumbai). The positions of the workers
55
across the globe are almost the same. They are not getting the legal remedies and
measures of social security. They do not allow them to form their organization or to
participate in the Union activities. However MPTDGEU showed courage in this
regard and started to organize the shipbreaking workers in Mazgaon. After getting
success in Mazgaon, Union extended its activities to Alang/Sosiya and established the
first trade union of the world for the shipbreaking workers namely ASSRGWA. The
Union is working for the welfare of workers along with other stake holders of the
industry.
In Alang and Mazgaon, the atmosphere of fear and intimidation ensures that
workers remain submissive. From drinking water to social security measures, there
are several issues such as poor working condition, minor major and fatal accidents,
lack of medical facilities, not having adequate sanitation, not getting the promised
remuneration, work related hazard, occupational diseases, HIV AIDS, alcoholism,
poor health, unsafe work place, long duty hours, polluted environment, issues related
with migration and many others too which need to be rectified by suitable
interventions. The Central and State Governments have formulated many rules and
regulations to address the above issues. But if these rules and regulations are not
implemented in a proper way it will lead to an exploitative situation.
Suggestions:
From the above discussion it can be said that there are lot of issues related with
shipbreaking workers. Now the time has come that the stakeholders of the industry
come together and work for the welfare of workers and environmental sound
management that would lead the industry to achieve the goal of sustainable
development and decent work. In order to achieve it, several steps have to be taken
by GMB/ MBPT, SRIA and ASSRGWA/MPTDGEU.
The guidelines of Supreme Court should be followed for handling and removing
the asbestos that causes occupational diseases. The issue of water and residence
should be solved by the collective effort of the stakeholders. Government has to order
the ship breakers to provide these facilities to the workers. There are already various
laws which are fairly progressive and are intended to solve the above issues. However
the study shows that the conditions of workers are really unsatisfactory. Laws related
56
to overcrowding, sanitation, leave facilities, adequate wages, social security, working
condition, industrial relation, recreation, social welfare and migration issues already
exist in many industries of India. So with the implementation of these laws, state can
uplift the condition of the shipbreaking workers.
The two to three days training which is known as gas cutter training and basic
training, provided by GMB is very theoretical in its nature. They should stress more
on practical training. The MBPT should also start the same training program for the
workers of Mazgaon.
Union has to form its small wings in all the 183 plots in Alang and 19 plots in
Mazgaon. These wings should work as a small committee and it should address the
issue of workers at the plot level. For making goods and services available at
reasonable price, the union can start a consumer co- operative store in Alang/Sosiya.
The Union is already running a consumer cooperative society in Mazgaon.
To encourage savings a Credit co-operative society can be formed among the
workers. In case workers need financial assistance they can get micro credit and it
will save them from exploitation of money lenders. The jobs in Shipbreaking Industry
are peculiar in its nature. Cyclic unemployment is also one of the main issues of this
industry. So, when workers do not get job they should get another alternatives for
their livelihood.
No were workers are getting safety shoes which is necessary for them. Workers
get hand gloves weekly but the conditions of the gloves are not good enough that they
are torn within a week. The issues related to water and light should be properly
addressed by the concerned authority. To facilitate education of employees‟ ward,
GMB and MBPT should start an educational attainment.
The kind of intervention will require hand in hand effort by all the three stake
holders viz. GMB/MBPT, employers association and workers union. They need to
make a comprehensive list of the various issues concerning the life of a worker in
general and working condition in particular. The motto of I.L.O to provide decent
work to all can be realized only when the troubles of the workers are suitably
identified and promptly addressed
57
Bibliography
Ahuja, R. (2006). Research Methods, Rawat Publication: New Delhi
Andersen, A.B. (2001). Worker safety in the ship-breaking industries. Working
papers, 167: International Labour Organization, Geneva.
Bailey, P.J. (2000). Is there a decent way to break up ships? Discussion papers,
International Labour Organization (ILO), Geneva.
Bhatnagar, R. (2010, February 15), Panel allows toxic ship into Alang despite SC
ruling. DNA, Mumbai.
Chen, M. (2004). Rethinking the Informal Economy: Linkages with the Formal
Economy: with the Formal Economy and the Formal Regulatory Environment. EGDI
and UNU –WIDER Conference, Unlocking Human Potential: Linking the Informal
and Formal Sectors, Helsinki, Finland.
Commission of the European Communities. (2007 May). Accompanying document to
the green paper on better ship dismantling. Brussels.
Ghai, Dharam (2006). Decent work: Objectives and Strategies, International institute
for Labour Studies, International Labour Organization, (ILO) Geneva.
Ghai, Dharam. (2002). Decent Work: Concepts, Models and Indicators. International
institute for Labour studies, International Labour.
Ghai, Dharam. (2003). Decent Work: Concepts and Indicators. International Institute
Labour Review, Vol. 142.
India: Ministry of Labour, (2002). National Commission Report on Labour. New
Delhi.
International Federation of Human Rights. (2000). Where do the Floating Dustbin end
up: Labour Rights in Ship- breaking Yards in South Asia: The cases of Chittagong
(Bangladesh) and Alang (India), France.
58
International Labour Office. (2004). Safety and health in shipbreaking: Guidelines for
Asian countries and Turkey. (ILO), Geneva.
International Maritime Organization. (2005, February). Joint ILO/IMO/BC working
group on ship scrapping. 1st session Agenda item 8, Switzerland.
International Maritime Organization. (2004, March). IMO Guidelines on ship
recycling. Assembly 23(19), Switzerland.
Langewiesche, W. (2004). The Outlaw Sea: Chaos and Crime on the World's Oceans.
London, Granta Books.
Misra, H. (2009, July). Rights of Migrant Labour at the Alang Ship Breaking Yard.
The Indian Journal of Social Work, 70(3).
Narrain, S. (2006, February 05). Clemenceau: Greenpeace to register protest. The
Hindu, New Delhi.
Rane,V. (2009). Tute huve Sapne : Arising from broken dream. A Primer on Global
Unions and What They Can Do For Migrant Workers, International Metalworkers‟
Federation (IMF).
Rodgers, G. (2001). Decent Work as a Development Objectives. Indian Journal of
Development Economics, Vol.44, No.1
Secretariat of the Basel Convention. (2003). Technical guidelines for the
environmentally sound management of the full and partial dismantling of ships.
International Environment House, Switzerland.
Simhan, T.E.R. (2004, November 15), India‟s ship breaking industry goes hammer
and tongs. The Hindu, New Delhi.
www.basel.int. Accessed on 2009, 15 December
www.greenpeaceweb.org . Accessed on 2010,18 January
www.global-unions.org. Accessed on 2010, 2 January.
59
www.ilo.org/public/english/protection/safework/sectors/shipbrk/index.htm. Accessed
on 2010, 3 January
www.marisec.org/recycling. Accessed on 2009, 22 December.
60
Appendix: 1
Geographical location
Gujarat Mumbai (Mazgaon)
Bhavnagar
(Alang/ Sosiya)
Alang/ Sosiya
India
Gujarat
Turkey Pakistan India Bangladesh Vietnam China
Gujarat Mumbai (Mazgaon) Bhavnagar
World Bhavnagar
61
Appendix: 2
Sample of an interview schedule
Interview schedule
Decent work for Shipbreaking Workers
(A special reference to Alang, Sosiya and Mazgaon)
S.M. Fahimuddin Pasha
Intern at Mumbai Port Trust, Dock and General Employees’ Union,
M.A. in Globalization and Labour, School of Management and Labour Studies,
Tata Institute of Social Sciences, Mumbai
1. Location or area
2. Name
3. Sex
4. Age
5. Education
6. Religion
7. Caste
8. Occupation
9. Monthly income
10. Family details
SL.
No.
Name Relationship with
head of the family
Age Sex Education Marital
status
Occupation
1.
2.
3.
4.
5.
6.
62
7
8.
9.
10.
11.
12.
11. Are you a migrant worker?
a) Yes
b) No
12. How do you find your work (working condition of the respondent)?
a) Very good
b) Good
c) Average
d) Bad
e) Very bad
13. Regarding your working condition, which is/are following applicable for you?
a) Drinking water
b) Toilet
c) Bathroom
d) Rest shelter
e) Canteen
f) Any
other................................................................................................................
14. How does the management treat you?
a) Very co-operative
b) Cooperative
c) Neutral
63
d) Non –cooperative
15. Are you a member of Union (ASSRGWA/ MPTDGEU)?
a) Yes
b) No
16. What is your opinion about the Union (ASSRGWA/ MPTDGEU)?
a) They are real representative of workers.
b) They are tails of Employers
c) Can‟t say
17. Please tick the following health related problem/s by which you are suffering?
a) Itching
b) Skin diseases
c) Eye problems
d) Breathing problem
e) Hearing problem
f) Hyper tension
g) Lungs problems
h) Back bone problem
i) Any
other................................................................................................................
........................................................................................................................
........................................................................................................................
........................................................................................................................
........................................................................................................................
....................................................................................................................
18. Are you aware about safety rules related to your job?
a) Known
b) Unknown
19. How do you get about safety rules?
a) Management
b) Trade Union
c) Both
d) None of the above
20. Are you using following things for your safety or not?
a) Helmet
64
b) Shoes
c) Goggles
d) Face mask
e) Gloves
f) None of the above
g) Any
other/s.............................................................................................................
..
21. Do medical staffs available in your working place?
a) Always
b) Never
c) Sometime
22. How many times you got injury while working in plot?
a) Never
b) Only 1
c) 2 to 4
d) 4 to 6
e) More than 6
23. What was/were reason(s) for the injury?
a) Not using safety rules
b) Alcoholism
c) Technical problems
d) By fault of any workers
e) By fault of concern authority
f) Any other reason(s).....................................................................................
24. Please tick the following option/s where do you save/invest your money?
a) Fixed deposit
b) Post Office scheme
c) Insurance
d) Mutual fund
e) Share market
f) Any other……………………………………………………………………
65
25. From where you get the loan at the time of scarcity?
a) Money lenders
b) Bank
c) Cooperatives
d) Any other ………………………………………………………………….
26. What is/are major problem(s) of worker‟s in Shipping Industries?
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..........................................................................................................................
27. What is/are suggestion(s) you have regarding above problems?
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
28. Do you have any suggestion for making the union (ASSRGWA/MPTDGEU)
more affective?
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
66
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
..............................................................................................................................
67
Appendix: 3
Order of the Supreme Court of India
(1) Before a ship arrives at port, it should have proper consent from the authority
concerned or the State Maritime Board, stating that it does not contain any hazardous
waste or radioactive substances. AERB should be consulted in the matter in
appropriate cases.
(2) The ship should be properly decontaminated by the ship owner prior to the
breaking. This should be ensured by SPCBs.
(3) Waste generated by the ship-breaking process should be classified into hazardous
and non-hazardous categories, and their quantity should be made known to the
authority concerned or the State Maritime Board.
(4) Disposal of waste material viz, oil, cotton, dead cargo of inorganic material like
hydrated/solidified elements, thermocol pieces, glass wool, rubber, broken tiles, etc.
should be done in a proper manner, utilising technologies that meet the criteria of an
effective destruction efficiently of 99.9 percent, with no generation of persistent
organic pollutants, and complete containment of all gaseous, liquid and solid residues
for analysis and, if needed, reprocessing. Such disposed-of material should be kept at
a specified place earmarked for this purpose. Special care must be taken in the
handling of asbestos wastes, and total quantities of such waste shouldbe made known
to the authorities concerned. The Gujarat Pollution Control Board should authorise
appropriate final disposal of asbestos waste.
(5) The ship-breaking industries should be given authorization under Rule 5 of the
HW Rules, 2003, only if they have provisions for disposal of the waste in
environmentally sound manner. All authorisations should be renewed only if an
industry has facilities for disposal of waste in environmentally sound manner.
(6) The State Maritime Board should insist that all quantities of waste oil, sludge and
other similar mineral oils and paint chips are carefully removed from the ship and
taken immediately to areas outside the beach, for safe disposal.
68
(7) There should be immediate ban of burning of any material whether hazardous or
non-hazardous on the beach.
(8) The State Pollution Control Board (of Gujarat and other coastal States where this
ship-breaking activity is done) be directed to close all units which are not authorised
under the HW Rules.
(9) That the plots where no activities are being currently conducted should not be
allowed to commence any fresh ship-breaking activity unless they have necessary
authorisation.
(10) The Gujarat PCBs should ensure continuous monitoring of ambient air and noise
level as per the standards fixed. The Gujarat PCBs be further directed to install
proper equipment and infrastructure for analysis to enable them to conduct first-level
inspection of hazardous material, radioactive substances (wherever applicable). AER
shall be consulted in such cases.
(11) The Gujarat SPCB will ensure compliance with the new Gujarat Maritime Board
(Prevention of Fire and Accidents for Safety and Welfare of Workers and Protection
of Environment during Ship breaking Activities) Regulations, 2000, by the Gujarat
Maritime Board and should submit a compliance report to the Court within one year
of the coming into force of the said Regulations.
(12) The notification issued by GMB in 2001 on gas free for hot work, should be made
mandatory and no ship should be given a beaching permission unless this certificate
is shown. Any explosion irrespective of the possession of certification should be dealt
with sternly and the licence of the plot-holder should be cancelled and the Explosives
Inspector should be prosecuted accordingly for giving the false certificate.
(13) A complete inventory of hazardous waste on board of ship should be made
mandatory for the shipowner. And no breaking permission should be granted without
such an inventory. This inventory should also be submitted by GMB to SPCBs
concerned to ensure safe disposal of hazardous and toxic waste.
(14) The Gujarat Maritime Board and Gujarat SPCB officers should visit sites at
regular intervals so that the plot-owners know that these institutions are serious about
69
improvement in operational standards. An inter-ministerial Committee comprising
Ministry of Surface Transport, Ministry of Steel, Ministry of Labour and Ministry of
Environment should be constituted with the involvement of labour and environment
organisations and representatives of the ship-breaking industry.
(15) SPCBs along with the State Maritime Boards should prepare landfill sites and
incinerators as per CPCB guidelines and only after prior approval of CPCB. This
action should be taken in a time-bound manner. The maximum time allowed should be
one year.
(16) At the international level, India should participate in international meetings
on ship-breaking at the level of the International Maritime Organisation and the
Basel
Convention's Technical Working Group with a clear mandate for the decontamination
of ships of their hazardous substances such as asbestos, waste oil, gas and PCBs,
prior to export to India for breaking. Participation should include from Central and
State level.
(17) The continuation or expansion of the Alang ship-breaking operations should
be permitted subject to compliance with the above recommendations by the plot-
holders.
(18) That the above conditions also apply to other ship-breaking activities in other
coastal States."
It is desirable that the Government of India shall formulate a comprehensive
Code incorporating the recommendations and the same has to be operative until the
concerned Statutes are amended to be in line with the recommendations. Until the
Code comes into play, the recommendations shall be operative by virtue of this order.
Until further orders, the officials of Gujarat Maritime Board, the concerned State
Pollution Control Board, officials of the Customs Department, National Institute of
Occupational Health (in short 'NIOH') and Atomic Energy Regulatory Board (in
short 'AERB') shall oversee the arrangement. The Collector of the district shall be
associated when the actual dismantling takes place. Within three weeks the Central
Government shall notify the particular authorities. The vetting of the documents to be
70
submitted for the purpose of grant of permission for ship breaking shall be done by
the authorities indicated above.
71
Appendix: 4
Materials which are obtained on breaking different types of ships
Steel plates, structures, pipes, beams, angles, channels, etc.
Electrical equipments
Engine and spare parts
Generators
Refrigerator and washing machine
Wood (Door, panels, furniture, chairs, sofa-sets, tables, etc.)
Cable (PVC coated Cu and all cables)
Glass and wool, thermocoal (Sheet form)
Oil (Furnace oil, lubricating oil, transformer oil and oil sludge)
Lead acid batteries
Compressor, boilers, valves & exhaust pipes
Lifeboats
Kitchen fixtures, sinks, cutlery
Computers, Printers
Air conditioners, television sets, fans
Non ferrous scrap like brass, copper
Rubber, rexins, plastics, cardboard, cement tiles and excreta.
72
Appendix: 5
List of hazardous substances generated while shipbreaking activities
Ammonia
Asbestos sheets and ropes
Ceramic tiles
Chlorofluro carbons (CFC)
Fiberglass
Glass wool and fibrous insulation
Inflammable gasses
Linoleum
Oil
Paint chips
Plastics
Scale generated during gas cutting
of steel
Sludge
Sun- mica.
Thermo-coal
73
Appendix: 6
Occupational diseases and accidents in shipbreaking industry
Lead poisoning, including
poisoning by any preparation or
compound of lead or their sequela.
Lead tetra-ethyl poisoning.
Phosphorus poisoning or its
sequela.
Mercury poisoning or its sequela.
Manganese poisoning or its
sequela.
Arsenic poisoning or its sequela.
Poisoning by nitrous fumes.
Carbon bisulphide poisoning.
Benzene poisoning, including
poisoning amide derivatives or its
sequela.
Chrome ulceration or its sequela.
Anthrax.
Silicosis.
Poi soiling by halogens or halogen
derivatives of the hydrocarbons
series.
Pathological manifestations due to-
Radium or other radioactive
substances.
X-ray.
Primary epitheliomatous cancer of
the skin.
Toxic anaemia.
Toxic jaundice due to poisonous
substances.
Oil acne or dermatitis due to
mineral oils and compounds
containing mineral oil base.
Byssionosis.
Asbestosis.
Occupational or contact dermatitis
caused by direct contract with
chemicals and paints.
These are of two types, that is,
primary irritants and allergic
sanitizers.
Noise induced hearing loss
(exposure to high noise levels).
Beriyllium poisoning
74
Carbon monoxide.
Coal miners pneumoconiosis.
Phosgene poisoning.
Occupational cancer.
Isocyanates poisoning,
Toxic nephritis.
Animal Bites
Vectors of infectious diseases
(T.B., Malaria, etc.)
Communicable diseases
transmitted by pets, vermin,
rodents, insects.
Backache
Spondalise
75
Appendix: 7
Photographs related with study
One of the plot in Alang, where workers performing their duty
Interview of the workers
76
.
Children of shipbreaking workers attending the
informal school run by MPTDGEU in Mazgaon.
Materials obtained from ship dismantling.