The described unequal distribution of burdens and benefits, due to an international and national uneven distribution of power, has often led to ecological distribution conflicts. While ships were dismantled in Europe and Japan in the 70s, the introduction of stricter laws and regulations to protect workers and the environment prompted the shift of shipbreaking activities to South Asia where laws are poorly enforced. The shipbreaking practices in India, Bangladesh and Pakistan have been strongly criticized by local and international groups that demand decent working conditions and environmental justice. As end-of-life vessels contain large amounts of hazardous waste, these ships are governed by international waste laws such as the UN Basel Convention on the Transboundary Movement of Hazardous Waste. An amendment to the Basel Convention which has not yet entered into force at the international level, but is transposed to European Union law via the Waste Shipment Regulation, prohibits any export of hazardous waste from the EU to developing countries. A new EU Regulation on Ship Recycling only allows for ships flying the flag of an EU Member State to be recycled in facilities listed by the European Commission as compliant with European standards. Beach-breaking yards do not meet the requirements of the new EU law. Still, the majority of end-of-life vessels, including those owned by European countries, end up on the beaches of South Asia. This is mainly because what remains to be addressed are foreign (non EU) flagged ships. Foreign flagged ships accounted in 2008 for 67% of the world total, most of them registered in the so called states of convenience (or open registers). The top five registries (Panama, Liberia, Greece, Bahamas and Marshall Islands) together accounted for 49.3% of the world's DWT. For instance, over 80% of the ship dismantled in 2004 at Alang–Sosiya Shipbreaking Yard (India) used a flag of convenience. Flags of convenience, together with fiscal havens, shell companies and cash buyers, allow under-invoicing (resulting in evasion of import tax and money laundering) and facilitate ship owner's access to the shipbreaking market. The current European Comission regulation still does not fully address this key issue.           Chittagong Shipbreaking Yard    Chittagong is one of the largest shipbreaking yard in the world by tonnage scrapped. It is concentrated in Sitakund (Bhatiary to Barwalia), just north of Chittagong city on the Bay of Bengal in Bagladesh. The activity started in 1970s, and it grew steadily through the 1980s and 1990s until it became one of the largest (shipbreakingbd.info). The industry has been widely condemned by both national and international organisations; in particular for contaminating the environment and exposing low-paid workers to high risks. The Economist (2012) reported that: “These included high health risks due to injuries, noxious fumes and the handling of asbestos. Critics say one way in which Bangladesh competes on cost is that poor workers are unlikely to file claims for accidents or bad health. Another advantage is (or was) the use of child labour.”

 Local civil society is organising in order to put pressure on the Govnerment of Bangladesh to regulate the sector. For instance,  the 'Bangladesh Environmental Lawyers Association' (BELA; belabangla.org), a public-advocacy group, has filed several cases against the shipbreaking industry, accusing it of creating an unsafe work environment and producing environmentally unsafe waste. Bela, in collaboration with other organizations such as YPSA (Young Power in Social Action), has consistently demanded rights for the workers and the banning in Bangladesh of ships carrying poisonous substances.

  Judicial activism has obtained some victories. In 2009 BELA convinced the Supreme Court to ban all ship recycling not meeting certain environmental standards. Consequently, in May 2010, the Supreme Court had suspended the authorization of beaching following an umpteenth fatal accident in 2009 and a new action by BELA who demanded compliance with environmental and social standards. Attempts by shipyards to circumvent the Court’s decision had been successful, but the activity was then again suspended due to new fatal accidents (at least 12 workers have died in 2011). For a short period of time in 2011, site activity was stopped pending an investigation report and dismantling authorizations for new ships are suspended. The activity then started again, but starting in 2015 -as India and Pakistan-, has been hit by cheap steel imported from China. Its price is about 300 dollars per tonne, which is similar to the price at which local shipbreakers buy the ships, which then have to be dismantled.

  The Government of Bangladesh has recently introduced new national policies and legislation to improve the environmental and occupational health and safety standards in the ship breaking yards. But there is a long way to go. Governance is poor, and enforcement of policies and laws is often non-existent. Politicians and decision makers have vested interests in the industry, and corruption is wide spread making it difficult to enforce rules and regulations.

Workers have started to organise in small trade unions at yard lleve in order to ask for better working conditions; however, the industry is not in favour of workers' organisation and the trade unions have not bargaining power.

Local fishing communities have stated that the shipbreaking industry is undermining their livelihood; however, the local population does not have the means to oppose the powerful industry. The struggle is ongoing. 

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