On the morning of Friday, 8 August 2026, a catastrophic release of hydrogen sulphide (H₂S) gas at the Ferdous Steel shipbreaking yard in Chattogram, Bangladesh, claimed nine lives and left six workers with serious injuries. The incident unfolded when personnel were cutting an access hole into a lower ballast tank aboard the LNG carrier Rasi (formerly Ras Laffan, IMO 9176008), which has been beached at the yard since July 2025.
Incident details and immediate response
The Maritime Executive recorded that the gas leak was detected at approximately 08:30 hours. Workers inside the confined tank were exposed to a large volume of H₂S, a colourless toxic gas that can cause rapid respiratory failure at high concentrations. Emergency services were summoned, and the yard halted all activity pending an investigation.
TradeWinds corroborated the casualty figures, noting that nine deaths were confirmed on site while six additional crew members required medical attention for inhalation injuries. The affected area was cordoned off, and a team of local health officials began triage and decontamination procedures. No further releases have been reported since the initial event.
Background on the vessel and yard certification
The Rasi is an LNG carrier built in 2015, originally operating under the name Ras Laffan before being sold for scrapping. According to The Maritime Executive, the ship was beached at Ferdous Steel’s Chattogram yard in July 2025 and had been undergoing demolition for more than a year when the accident occurred.
Ferdous Steel holds certification from the Hong Kong Convention (HKC), which promotes “green” ship recycling practices. The yard’s HKC status has been highlighted as a marker of compliance with international environmental and safety standards. However, the H₂S incident has prompted questions about how rigorously these standards are applied in practice, especially concerning confined‑space work.
Comparative context of regional shipbreaking accidents
The Maritime Executive placed the tragedy in historical perspective, describing it as “the largest fatal shipbreaking accident in recent memory.” It drew a parallel with the 2016 explosion at Pakistan’s Gadani yard, which resulted in an estimated 27 deaths and 58 injuries. While the scale differs, both incidents underscore persistent hazards inherent to dismantling large vessels, particularly when hazardous gases are present.
Bangladesh remains one of the world’s leading ship‑recycling hubs, processing roughly 30 percent of global end‑of‑life tonnage according to industry estimates. The sector provides employment for thousands but has long been scrutinised for occupational safety lapses and environmental concerns. The latest loss adds to a growing tally of accidents that have spurred calls for stricter oversight.
Regulatory scrutiny and safety implications
TradeWinds reported that the Bangladeshi authorities have ordered an immediate suspension of work at the Ferdous Steel yard while a formal inquiry is conducted. The investigation will examine compliance with HKC guidelines, local labour regulations, and emergency‑response protocols for toxic gases.
The incident also revives debate over the adequacy of training for workers engaged in confined‑space operations. Hydrogen sulphide, commonly generated during the stripping of oil residues from ballast tanks, requires continuous monitoring and robust ventilation—precautions that appear to have been insufficient in this case.
International bodies such as the International Maritime Organization (IMO) and the International Labour Organisation (ILO) have previously urged ship recycling nations to adopt comprehensive gas‑detection systems and to enforce strict permit‑to‑work procedures. The recent accident may accelerate pressure on Bangladesh to align its yard practices more closely with those recommendations.
What this means for operators
Ship owners planning to send vessels for demolition in South Asia should reassess risk management strategies, especially concerning hazardous‑gas exposure during ballast‑tank cutting. It is advisable to demand proof of real‑time gas monitoring equipment and documented emergency‑response drills from yards holding HKC certification.
Operators may also consider incorporating third‑party safety audits into the pre‑scrap phase, ensuring that all confined‑space work complies with both local regulations and international best practices. In the wake of the Rasi incident, insurers could adjust premium structures for vessels slated for recycling at facilities lacking demonstrable gas‑control measures.
Finally, charterers and owners should maintain open communication channels with yard management to verify that workers receive adequate training on H₂S hazards. By prioritising stringent safety protocols, the industry can mitigate the risk of similar tragedies and uphold the environmental promises embedded in “green” ship recycling schemes.