Bangladesh has what is called ship breaking yards (Gwin). When ships are broken up in developed countries, the process is more strictly regulated and more expensive, so most of the world's ship breaking is carried out in Bangladesh, India and Pakistan, where the hand of Work is cheap and oversight is minimal (Gwin). The process begins after a shipbreaker acquires a vessel from an international broker who deals in obsolete vessels (Gwin). A captain specializing in beaching large boats is hired to deliver them to the demolition site, generally a strip of beach barely a hundred meters wide (Gwin). Once the ship is mired in mud, its liquids are siphoned off, including leftover diesel fuel, engine oil and firefighting chemicals, which are resold (Gwin). Then the machines and equipment are dismantled (Gwin). Everything is removed and sold to salvagers: from the huge engines, batteries, generators and miles of copper cable to the crew bunks, portholes, lifeboats and electronic dials on deck (Gwin). Once the ship is condensed into a steel hull, crowds of workers from the poorest parts of Bangladesh use acetylene torches to cut the carcass into pieces (Gwin). These are dragged off the beach by teams of loaders, then melted and rolled into rebar for use in construction (Gwin). The problem is the damage it can cause (Gwin). Some men have scars from their work. Some had broken fingers and others were blind in one or both eyes (Gwin). Although saving the metal of these ships is a good thing, it comes at the expense of the workers.’