Tag: clean&safe

In South Asia, workers – often exploited migrants – are exposed to immense risks. Dangerous working conditions, including fires and falling steel plates, kill or seriously injure numerous workers. Many more are sickened by exposure to toxic fumes and substances that can be found within the ships’ structures. Coastal biomes, and the local communities depending on them, are devastated by toxic spills and air pollution due to the lack of infrastructure to contain, properly manage and dispose of hazardous materials.

In 2022, at least 10 workers lost their lives and 33 workers suffered injuries when breaking apart vessels on the beach of Chattogram, Bangladesh. Local sources also reported three deaths in Alang, India, and three injuries in Gadani, Pakistan. Some of these accidents took place onboard vessels owned by well-known shipping companies, such as Berge Bulk, Sinokor and Winson Oil.

DUMPERS 2022 – Worst practices

The 2022 worst country dumper was China. Chinese owners sold 28 ships for scrapping in South Asia, most of which were beached in Bangladesh. Russia, Singapore, the United Arab Emirates and Greece follow with more than a dozen ships beached each.

Major dry bulk carrier Berge Bulk, which has figured amongst the worst corporate dumpers several years in a row, reached the top in 2022. The company scrapped four carriers in Bangladesh and India, reaching a total of 24 vessels beached in the last ten years. Berge Bulk’s scrapping practices stand in evident contrast with the company’s declared commitment to sustainability and safety. According to local sources, three separate accidents, causing injuries to three workers, occurred during the cutting of the BERGE KANGCHENJUNGA at Ferdous Steel yard in Bangladesh. On 3 March, Amirul broke his leg after a fall. On 27 April, an iron piece suddenly hit Sedan Das on his spine. On 2 August, Motin suffered burn injuries due to a fire. Shipping sources link cash buyer GMS to the sale of the BERGE KANGCHENJUNGA, re-named JENGA prior beaching.

Brazilian state-owned company Petrobras comes second for worst corporate practice. More than five years have passed since civil society organisations and trade unions urged the Brazilian government to stop the dumping of toxic end-of-life ships in the Global South. Yet, oil giant Petrobras sold another four of its old tankers and two of its old floating platforms for dismantling on South Asian beaches last year, reaching a total of 34 vessels beached in the last decade. The units were auctioned off to scrap dealers. According to shipping sources, at least three of the units were sold to cash buyer Best Oasis.

BW Offshore is another well-known company that dumped its toxic units on the beach last year. On 21 April, a worker lost his life at the Indian yard Priya Blue Industries, where BW Offshore’s Floating Production Storage and Offloading (FPSO) CIDADE DE SÃO VICENTE was being cut. Assisted by Arctic Shipbrokers, Grieg Green and cash buyer Best Oasis, the deal was branded as a green sale.

Back in January 2019, Norwegian pension fund KLP had blacklisted Nordic American Tankers (NAT), a Bermuda-registered company controlled from Norway by Herbjørn Hanson, following the sale of several tankers for dirty and dangerous scrapping at South Asian beaching yards. Yet, NAT seems not to have improved its policy since, with two additional NAT vessels ending up on the beaches of India and Pakistan last year.

Environmental and labour laws that regulate ship recycling exist, but they are ignored and easily circumvented by ship owners, often with the aid of scrap dealers known as cash buyers. These pay the highest price for end-of-life vessels, and typically re-name, re-register and re-flag the vessels on their last voyage to the beaching yards. More than half of the ships sold to South Asia in 2022 changed flag to one of the grey- and black-listed flags of Cameroon, Comoros, Palau, St Kitts & Nevis and Tanzania, often just weeks before hitting the beach. At least eight of these flag changes enabled ship owners to circumvent the EU Ship Recycling Regulation. Seven of these units, including one owned by Italian Finbeta SpA, ended up on a beach instead of being recycled in an EU-approved facility as the Regulation requires.

In 2022, a total of 49 ships were dismantled in Aliağa, Turkey, a site where currently six EU-approved ship recycling yards are located. Civil society organisations have raised concerns over the ship recycling operations in the region and massively mobilised over the summer to stop the import of the toxic-laden aircraft carrier SÃO PAULO. They flag serious breaches of national laws related to environmental permits, pollution, occupational health and safety and waste management in the sector. Two facilities, Şimşekler and Işıksan, were removed from the EU List in 2022 due to their failure to comply with the requirements set in the EU Ship Recycling Regulation. Furthermore, recently published audit reports of two other yards reveal several problems.

Dangerous and dirty practices are affecting also countries that rarely make ship recycling headlines. In Canada, the illegal breaking of barges and asbestos-laden vessels is negatively affecting the local residents and the indigenous people of Baynes Sound. On the opposite side of the Atlantic, the demolition of dozens of toxic ships is polluting the shores of Ghana.

Looking ahead, the number of ships that will need to be dismantled is expected to surge. At the same time, the growing focus on circularity and the urgent need to reduce carbon emissions provide opportunities to transform the ship recycling sector. Already, forward-looking governments are developing policies to increase access to scrap steel for green steel production, coupling that with measures to encourage the development of sustainable ship recycling capacity. For instance, the United Arab Emirates have adopted a “no-beaching” rule and aim to attract vessels for dismantling in dry docks. The European Union’s Green Deal is, on its side, pushing major steel companies to explore ways of integrating ship recycling in their production line.

In South Asia, workers – often exploited migrants, some of them children – are exposed to immense risks. Dangerous working conditions, including fires and falling steel plates, kill or seriously injure numerous workers. Many more are sickened by exposure to toxic fumes and substances that can be found within the ships’ structures. Coastal biomes, and the local communities depending on them, are devastated by toxic spills and air pollution due to the lack of infrastructure to contain, properly manage and dispose of hazardous materials.

In 2021, at least 14 workers lost their lives when breaking apart vessels on the beach of Chattogram, Bangladesh, and another 34 were severely injured. Local sources also reported two deaths in Alang, India, and two deaths in Gadani, Pakistan. Some of these accidents took place onboard vessels owned by well-known shipping companies, such as Berge Bulk, Nathalin Co, Polaris Shipping and Winson Oil.

2021 worst country dumper were the United Arab Emirates. UAE owners sold 60 ships for scrapping in South Asia, most of which were beached in Bangladesh and Pakistan. Singapore, Greece and the United States of America follow with more than 40 ships beached each.

South Korean Sinokor was 2020’s runner-up for worst corporate dumper. Their practice has not improved and they now top the list of 2021 worst dumper, having scrapped 12 of their carriers and LNG tankers in Bangladesh and Pakistan. One accident, causing a severe injury to a worker, occurred during the cutting of the Mediterranean Energy at SN Corporation yard in Chittagong. At the same yard, a total of two workers died and seven were injured last year.

The giant fresh fruit producers Del Monte and Dole, BULL, BW Offshore, Knutsen Group, Maersk, International Seaways, Petrobras and Stolt-Nielsen are other well-known companies that dumped their toxic ships on South Asian beaches in 2021.

The pandemic continued to affect the cruise shipping sector, with more companies taking steps to reduce operating expenses, including the retirement of relatively young vessels. Whilst major cruise lines have committed to use EU-approved recycling yards, other unscrupulous owners have opted for the more profitable beaches in South Asia. As revealed by the Platform and BBC’s File on 4, several passenger ships, including the COLUMBUS, the MAGELLAN, the MARCO POLO and the RIGEL I, illegally left EU waters for scrapping in India under the false pretext of further operational use. 

 
Environmental and labour laws that regulate ship recycling exist, but they are ignored and easily circumvented by ship owners, often with the aid of scrap dealers, known as cash buyers. These pay the highest price for end-of-life vessels, and typically re-name, re-register and re-flag the vessels on their last voyage to the beaching yards. Almost half of the ships sold to South Asia in 2021 changed flag to one of the black-listed flags of Comoros, Palau and St Kitts & Nevis just weeks before hitting the beach. At least seventeen of these flag changes enabled ship owners to circumvent the EU Ship Recycling Regulation, including two units owned by Italian O&G company SAIPEM and two owned by Greek European Navigation. Their units ended up on a beach instead of being recycled in an EU-approved facility as the Regulation requires.

The EU has so far approved 44 sites around the world as operating in a safe and environmentally sound manner. No South Asian yard has been approved due to the lack of capacity to safely handle and dispose of hazardous materials, and the lack of infrastructure to provide for emergency response. Only 37 vessels were recorded recycled in EU-approved facilities in 2021, which represent a minor fraction of what these yards are able to handle.

But, last year, five workers also lost their lives at the Turkish ship recycling yards in Aliağa. On 4 February, a worker died when hit by a steel block which he was torch-cutting in the secondary cutting area of EU-approved yard Simsekler. On 12 July, Yılmaz Demir and Oğuz Taşkın were onboard a cruise ship owned by Carnival at Metas yard when they were suddenly caught by flames. Yılmaz died on the spot, whilst Oğuz succumbed due to severe burns three days later at the nearby hospital. Two months later, Veli Bal and İlyas Bıdık were fatally hit by a rope that broke during dismantling operations at the same facility, which was recently acquired by EU-approved yard Ege Çelik.

Clean and safe solutions are available, and in light of new policies aimed at promoting a circular economy, several companies are now exploring the use of abandoned dry docks for the recycling of vessels. It is high time that the sector moves off the beach to proper industrial sites where workers and the environment can be safeguarded.

* The data gathered by the NGO Shipbreaking Platform is sourced from different outlets and stakeholders, and is cross-checked whenever possible. The data upon which this information is based is correct to the best of the Platform’s knowledge, and the Platform takes no responsibility for the accuracy of the information provided. The Platform will correct or complete data if any inaccuracy is signaled. All data which has been provided is publicly available and does not reveal any confidential business information.

**[UPDATE 2 February 2022 - It has come to our attention that we have incorrectly attributed, based on information provided by shipping databases, the ownership of the vessel BP Jacky to UK-based group BP plc. We have therefore rectified the data concerning the beneficial ownership of this unit, which was controlled by Peruvian Transgas Shipping Lines instead.