Press Release – Platform publishes list of ships dismantled worldwide in 2020

The shipping industry continues to exploit workers and the environment for profit

 

According to new data released today by the NGO Shipbreaking Platform, 630 ocean-going commercial ships and offshore units were sold to the scrap yards in 2020. Of these vessels, 446 large tankers, bulkers, floating platforms, cargo- and passenger ships were broken down on three beaches in South Asia, amounting to near 90% of the gross tonnage dismantled globally.

 

Ships are considered hazardous waste under international environmental law as they contain many toxic materials and substances within their structures, and onboard as residues. These toxics include, amongst others, cadmium, lead batteries, asbestos, mercury, ozone depleting substances, PAHs, and residue oils, which all need to be managed in a safe and environmentally sound manner. Their export from developed to developing countries is banned by UNEP’s Basel Convention.

 

On the beaches of Alang in India, Chattogram in Bangladesh, and Gadani in Pakistan, where near 90% of the global world tonnage was scrapped last year, the negative consequences of shipbreaking are real and felt by many. Workers – often exploited migrants, some of them children – are exposed to immense risks. They are killed or seriously injured by fires and falling steel plates, and sickened by exposure to toxic fumes and substances. 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 the many hazardous materials embedded in the ships. 

 

"It is a scandal that laws and standards aimed at protecting people and the environment are ignored when scrapping the near totality of the global fleet. Governments, the clients, financiers and insurers of shipping, as well as the employees of shipping, need to take a much stronger stance against this exploitation of vulnerable communities and fragile ecosystems."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

Last year, at least 10 workers lost their lives when breaking apart vessels in Bangladesh. At least another 14 were severely injured. Despite repeated attempts to obtain official statistics, no information on accidents at the Indian and Pakistani yards has been made available. The sector suffers from a serious lack of transparency, and it is expected that many accidents go unreported. Many more workers suffer from cancers and other occupational diseases. The detention of BBC reporters and confiscation of footage from France 2 journalists by local officers from the Gujarat Maritime Board (GMB), which controls the port in Alang, reveals how the industry seeks to thwart public scrutiny of the deplorable conditions at the yards.

 


DUMPERS 2020 – Worst practices

 

Greece tops the list of country dumper in 2020. Greek owners sold 48 ships for scrapping in South Asia, most of which were beached in Bangladesh and Pakistan. 

 

Whilst some EU Member States are increasingly cracking down on environmental crime, almost a quarter of the tonnage broken in South Asia was owned by European shipping companies. Greece in particular has systematically closed its eyes to the deplorable end-of-life track record of its shipping industry,” says Jenssen.

 

The ‘worst corporate dumper’ prize goes to South Korean company Polaris Shipping. Under pressure following serious incidents on the Stellar Daisy, which sank in the Atlantic with the loss of 22 lives in 2017, and on the Stellar Banner, which was scuttled off the coast of Brazil in June, Polaris Shipping scrapped 11 of its carriers in 2020.  All units were beached in Bangladesh and Pakistan. Four major accidents, causing the death of one worker, occurred during the dismantling of Polaris’ vessels in Chattogram. On 22 June, during an illegal night shift at Jumuna Ship Breakers yard, Abdul Halim was hit by an iron piece in the stomach on the ship Stellar Knight. On 1 July, Rohul fell and broke five ribs while dismantling the Stellar Iris at KSB Steels yard. On the same day, Mozaffor fell from the Stellar Journey at RA Shipbreaking yard. Finally, on 25 December, Md Ibrahim was killed when hit by a large iron piece while breaking the Stellar Hermes at Kabir Steel’s Khawja yard. According to shipping media Splash, middleman scrap-dealer GMS is linked to several of Polaris’ recent demolition sales.

 

Another South Korean company, Sinokor, is runner-up for worst corporate practice. Sinokor sold four vessels for scrapping in Bangladesh last year. On 24 March, two brothers, Shumon Das and Nironjon Das, died due to toxic gas inhalation while working in the engine room of the tanker West Energy at Kabir Steel’s Khawja shipbreaking yard. Sumon and Nironjon left five children behind. In the same accident, two other workers, Kawser and Habib, were also exposed to the toxic gas and fell sick.

 

Brazilian state-owned company Petrobras comes third for worst corporate practice. Three years have passed since civil society organisations and trade unions urged the Brazilian government to stop the dumping of toxic ships on South Asian beaches. Yet, oil giant Petrobras dumped nine of its old tankers in South Asia last year alone. The units were auctioned off to unscrupulous scrap-dealers, also known as cash buyers. 

 

“To avoid such deplorable practices in the future and ensure the enforcement of international legislation on hazardous waste exports, Brazilian authorities need to introduce stricter requirements for the public auctions of Petrobras’ end-of-life vessels,” says Nicola Mulinaris, Communication and Policy Officer at the NGO Shipbreaking Platform.

 

Berge Bulk, Costamare, Eurobulk, Evergreen, K-Line, Maersk and Swire & Sons are other well-known shipping companies that dumped their toxic ships on South Asian beaches in 2020.


In October, a worker lost his life during the scrapping of two Transocean’s rigs at Isiksan, a Turkish ship recycling yard included in the EU list of approved ship recycling facilities. The accident is a strong reminder of the challenges related to both containment and safety when dismantling offshore units. More than half of the oil and gas units scrapped last year ended up on the beaches of South Asia, including units owned by Noble Corporation, Tidewater and Valaris, as well as top dumper Petrobras. The mercury-laden FSO tanker JNAT was, on the other hand, banned from entering Bangladesh and India after NGOs called upon authorities to halt the import. 

 

Environmental and labour laws that regulate ship recycling exist, but they are ignored and easily circumvented by ship owners, often with the aid of 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 2020 changed flag to one of the black-listed flags Comoros, Palau and St Kitts & Nevis just weeks before hitting the beach. At least 14 of these flag changes enabled ship owners to circumvent the EU Ship Recycling Regulation. [1]

"Whist European shipping companies own 40% of the world fleet, only 5% of end-of-life ships were registered under an EU/EFTA flag in 2020. Flags known for their poor implementation of maritime law have always been particularly popular at end-of-life. Ship owners hiding behind anonymous post box companies set up by cash buyers and backed by blacklisted flag registries is a reality that begs for the introduction and enforcement of measures that effectively hold the real beneficial owners of the vessels responsible."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

In a landmark ruling last year, a Norwegian court sentenced ship owner Georg Eide to six months unconditional imprisonment for having assisted cash buyer Wirana in an attempt to export the Tide Carrier to Pakistan for scrapping. Several other cases of illicit traffic are under investigation: unravelling the murky practices of shipbreaking, they highlight the importance of conducting due diligence when choosing business partners.

 

Due to the pandemic, the cruise shipping sector has been forced to downsize, with many ship owners, such as Carnival Corporation and Pullmantur, taking steps to reduce operating expenses, including the retirement of relatively young vessels. Carnival Corporation receives the 2020 award for best ship recycling practice. Leading by example, the American cruise shipping giant sets a standard the remaining of the cruise and shipping sector can follow.

"Carnival Corporation is honoured to receive this award. Our highest responsibility and top priorities are to be in compliance everywhere we operate in the world, to protect the environment and the health, safety and well-being of our guests, the people in the communities we visit and our shipboard and shoreside employees. This commitment holds true for every stage of the life and retirement cycle for each of our ships."
Carnival Corporation

Clean and safe solutions are already available. Less than a million Light Displacement Tonnes (LDT) were recorded recycled in EU-approved facilities in 2020, which represent a minor fraction of what these yards are able to handle. 

"We applaud companies, such as Carnival Corporation, that have a responsible policy for the recycling of their vessels ‘off the beach’. Now, we call upon policy makers to adopt effective measures, such as a return-scheme for ships, that will incentivise more owners to recycle their assets in a sustainable manner."
Nicola Mulinaris - Communication and Policy Officer - NGO Shipbreaking Platform

For the data visualization of 2020 shipbreaking records, click here. *

For the full Excel dataset of all ships dismantled worldwide in 2020, click here. *

 

* 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 10 February 2021 - Teekay Corporation informed us that five ships (i.e. Aegean Leader, Petrojarl Cidade de Rio das Ostras, Navion Bergen, Navion Hispania and Apollo Spirit) have been incorrectly attributed to the company in our 2020 shipbreaking records. The documentation provided by Teekay Corporation shows that the company is not linked to any end-of-life sale in 2020. The Platform has therefore rectified the data concerning the beneficial ownership of these vessels. Whilst the Aegean Leader results to be linked to Japanese company NYK, the other four vessels result to be linked to Altera Infrastructure . Altera Infrastructure was formerly known as Teekay Offshore, from which Teekay Corporation divested its interest on April 30 2019.

 

NOTE

 

[1] The EU Ship Recycling Regulation became applicable on 30 December 2018. According to the Regulation, EU-flagged vessels have to be recycled in one of the currently 43 approved facilities around the world included in the EU list. EU-approved ship recycling facilities must comply with high standards for environmental protection and workers’ safety. The EU List is the first of its kind; is the only list of facilities that have been independently audited; and provides an important reference point for sustainable ship recycling. Any ship owner that wants to opt for safe and clean ship recycling can simply choose one of the facilities included on the List. No beaching yard is approved by the EU. 

 

Recent audits by the European Commission in Alang and media reports continue to flag serious concerns related to pollution of the intertidal area; absence of medical facilities; breaches of labour rights and lack of capacity to safely manage several hazardous waste streams, including mercury and radioactive contaminated materials that are typically found on offshore oil and gas units. As highlighted by several NGOs and legal experts at the Center for International Environmental Law (CIEL), a possible inclusion of Indian yards on the EU List of approved ship recycling facilities would further violate international waste legislation, and be in clear contradiction with the EU's new strategic economic and environmental policy initiatives embedded in the Green Deal.

 

Alang, India - © Amit Dave - Sep 2020
Dirty scrapping of FSO at claimed 'green' Leela yard in Alang, India - © Amit Dave - Sep 2020
Chattogram, Bangladesh - © C.F. - Feb 2019
Petrobras' ship Neusa in Chattogram, Bangladesh - © NGO Shipbreaking Platform - Jan 2021

Platform News – Protecting watchdogs across the EU: proposal for an EU anti-SLAPP law

A coalition of non-governmental organisations from across Europe has been working over the past years to raise awareness and urge policy makers to protect public interest watchdogs such as journalists, rights defenders, activists and whistleblowers from Strategic Lawsuits Against Public Participation (SLAPPs).

 

SLAPP suits are a form of legal harassment. Pursued by law firms on behalf of powerful individuals, companies and organisations who seek to avoid public scrutiny, their aim is to drain the target’s financial and psychological resources and deter critical voices to the detriment of public participation. Numerous individuals and organisations have in recent years increasingly been targeted via SLAPPs, including the NGO Shipbreaking Platform itself, two of its member organisations as well as individual staff and Board Members, for having revealed illegal waste exports. 

 

Currently, no EU country has enacted targeted rules that specifically shield against SLAPP suits. EU-wide rules providing for strong and consistent protection against SLAPP suits would mark a crucial step forward towards ending this abusive practice in EU Member States and serve as a benchmark for countries in the rest of Europe and beyond. Together with other legislative and non-legislative measures, it would contribute to secure a safer environment for public watchdogs and public participation in the EU.

 

This is why the NGO Shipbreaking Platform, together with other civil society organisations, has engaged a wide range of experts including academics, lawyers, practitioners, SLAPP targets and policy and advocacy specialists, to look into the value added, the feasibility and the key components of possible EU anti-SLAPP legislation.

 

The result of this collaborative work is a model EU anti-SLAPP law proposing a set of rules which, if in place, would make sure that in each EU country SLAPPs are dismissed at an early stage of proceedings, SLAPP litigants pay for abusing the law and the courts, and SLAPP targets are given means and assistance to defend themselves.

 

As democracy and the rule of law come increasingly under pressure in a number of EU countries, this paper supports the call on EU policy makers by the undersigned organisations to urgently put forward an EU anti-SLAPP Directive to protect public watchdogs that help hold the powerful to account and keep the democratic debate alive.

 

Read our anti-SLAPP directive model here.

 

 

 

Press Release – Norwegian ship owner sentenced to prison

Georg Eide convicted for having aided cash buyer in attempt to illegally export toxic ship

 

Last Friday, the Sunnhordland District Court in Norway sentenced ship owner Georg Eide to six months unconditional imprisonment for having assisted scrap dealer Wirana in an attempt to illegally export the TIDE CARRIER (aka EIDE CARRIER and HARRIER) to Pakistan for scrapping. The Court also ordered the confiscation of criminal dividends of NOK 2 million from Eide Marine Eidendom AS.

 

After a decade in lay-up in Norway, the TIDE CARRIER was sold to one of the most well-known cash buyers, Wirana. The intent was to scrap the ship on the beach of Gadani in Pakistan. The NGO Shipbreaking Platform, together with its member organisation Bellona, tipped the police about the imminent illegal export in February 2017. The vessel was arrested upon finding onboard a “last voyage for breaking in Pakistan insurance” issued by Skuld Maritime Agency and two certificates issued on the same day by Marine Warranty Surveyor Aqualis Offshore - one for a voyage with the purpose of refurbishment work in Dubai and one for a last voyage to the scrap yards in Pakistan [1].

"Eide has been charged with complicity in violation of international waste law. The judgement acts as a stark warning that dodgy deals with cash buyers aimed at scrapping vessels on South Asian beaches, where there is no capacity and infrastructure to recycle and dispose of hazardous wastes in a safe and environmentally sound manner, are a serious crime. It also cautions that due diligence is a must for not only ship owners, but also insurers and Marine Warranty Surveyors, to avoid any business relationship with companies that have terrible track records."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

Waste exports are strictly regulated in Norwegian, European and international law. The purpose is to protect developing countries from the dumping of hazardous wastes and the harm caused to workers, surrounding communities and the environment when toxics are not treated in an environmentally sound manner. Ships contain numerous toxic materials such as asbestos, heavy metals in paints and residue oils. Last year, the Basel Convention Ban Amendment entered into global force, banning the export of hazardous wastes, including end-of-life ships, from OECD to non OECD countries. The EU transposed the Ban Amendment into EU Law in 1997.

 

Waste trafficking linked to shipbreaking is being investigated by enforcement authorities in several EU Member States. It is also being looked at from a transnational point of view via Europol and Interpol. The Norwegian District Court emphasised an increasing need to counter environmental crime. Public Prosecutor Maria Bache Dahl and the judges stressed that there was no doubt that Eide had knowledge that the ship would be scrapped in Asia, and had also provided assistance in preparing for its last voyage [2].

"The scrapping of obsolete ships is a major international environmental problem. As a large maritime nation, it is important that the Norwegian authorities contribute to the fight against this problem. "
Maria Bache Dahl - Public Prosecutor - Økokrim

Eide may appeal the verdict.

 

 

NOTES

 

[1] For more details on the case, see “The controversial case of the Harrier”.

 

[2] In 2019, separate action was taken against cash buyer Wirana who was fined NOK 7 million for having falsified papers to deceive Norwegian authorities about the ship's true destination and its seaworthiness to allow the vessel to leave Norway. Earlier this year, the public prosecutors’ office dismissed the charge and withdrew the penalty charge notice issued to MWS Aqualis Offshore AS for undisclosed reasons.

 

Press Release – Prosecutor launches investigation after Icelandic journalists shed light on illegal export of toxic ships to India

Cash buyer GMS once again under the spotlight

 

Icelandic program Kveikur released yesterday an investigation on the murky sale of two ships owned by Icelandic company Eimskip. In a documentary broadcasted by radio and television Ríkisútvarpið (RÚV), Kveikur uncovers the illegal export of the container ships GODAFOSS and LAXFOSS to the Indian beach of Alang for dirty and dangerous scrapping. The Icelandic authorities have confirmed that the case has been brought to the public prosecutor for further investigation.

 

In an interview with RÚV, and in response to Kveikur’s documentary, Iceland’s Environment Minister Guðmundur Ingi Gudbrandsson said: “First, I am shocked over what I saw. You feel sad and, at the same time, angry that a company in the West would exploit vulnerable people that have no choice but to work under such horrible conditions. Workers are at constant risk of accidents and even losing their life, and environmental issues are given zero attention. The owners of these companies must respond to whether this is, in their view, morally acceptable, and if this is in line with the environmental and social responsibility policy that they set for themselves. That is the question that I, and I believe many others, were left with.”

 

At the end of 2019, Eimskip sold, as part of its fleet renewal, the GODAFOSS and LAXFOSS, while simultaneously agreeing with the buyer to charter the ships back until the company’s new-buildings were delivered. What may have seemed like a sale for further operational use was actually a scrap deal – Eimskip’s counterpart to the sale was none other than GMS, one of the most well-known cash buyers of end-of-life ships. GMS is behind nearly half of the total tonnage that has been beached in the Indian subcontinent so far in 2020. The company has also been linked by media and civil society to several toxic trade scandals, at least two of which are currently being criminally investigated by enforcement authorities in the UK. [1]

 

Eimskip denies any involvement in the decision to sell the ships for recycling and claims having been in the dark about their final destination.

"It is hard to believe Eimskip when they claim that they were unaware of the final destination of the vessels. Companies have a duty of care and responsibility to ensure that their operations follow environmental law, also within their supply-chain. Due diligence when selecting business partners is part and parcel of that responsibility."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

The export of the two container vessels to South Asia was in clear breach of European waste laws, which prohibit the trade of hazardous waste, including end-of-life ships, from OECD countries to non-OECD countries. Both the GODAFOSS and LAXFOSS were in European waters when the decision to sell for scrap was taken. Before reaching the Indian beach of Alang, via Suez, they briefly stopped in Rotterdam and Athens respectively. At the time of the export of the ships, the NGO Shipbreaking Platform formally requested Icelandic, Dutch and Greek authorities to hold all the parties involved in the sale accountable for breaching EU waste legislation. 

 

Researchers and journalists that have recently visited the Indian shipbreaking yards, often unannounced and undercover, have documented a reality that starkly contrasts with the industry efforts to greenwash beaching. The BBC exposed the case, which sees again the involvement of cash buyer GMS, of five oil and gas units owned by Diamond Offshore. Two of the units ended up being broken in Alang under dire conditions before the remaining three were arrested in Scotland, as it was suspected that the buyers sought to illegally export them to South Asia. Dutch programme ZEMBLA brought back similar accounts of horrifying practices in Alang, revealing how workers unknowingly were exposed to highly toxic mercury fumes when torching apart an FSO owned by offshore company SBM. In 2019 alone, at least fourteen vessels were sold to beaching yards in breach of the EU Waste Shipment Regulation. The Icelandic case adds itself to several ongoing criminal investigations.

 

 

NOTE

 

[1] See North Sea Producer case and Diamond Offshore case. 

 

Press Release – NGOs call EU’s intent to export toxic ships to developing countries illegal and contrary to aims of Green Deal

The Basel Action Network (BAN), the European Environmental Bureau (EEB), Greenpeace, and the NGO Shipbreaking Platform, leading organisations active in the pursuit of preventing the environmental injustice caused by the dumping of hazardous waste, warn that the European Union's legislation allowing the export of toxic ships to developing countries violates Member States’ obligations under the Basel Convention and is in contradiction with the EU's new strategic economic and environmental policy initiatives.

 

In a new report entitled Contradiction in Terms: European Union must align its ship exports with International Law and Green Deal Policies, the NGOs call upon the EU to take urgent action to reform both the Waste Shipment Regulation and the Ship Recycling Regulation to ensure they are legally consistent with the international Basel Convention. They note with concern that proposals have been made for the EU to enter into a special bilateral agreement with certain shipbreaking states (e.g. India) as a supposed legitimate means to circumvent the Basel Convention’s Ban Amendment, which entered into global force last December [1]. Bolstered by a new analysis by the Center for International Environmental Law (CIEL) [2], the report explains why that is not acceptable both from a legal standpoint and as a matter of policy. 

"Put simply, the EU procedure of filling out paperwork and permitting toxic ships to go to the beaches of South Asia for the purposes of their disposal/recycling can never be an equivalent level of control and protection as a rule that bans such export. Now that the Ban Amendment is in force, it is binding international law. Shipbreaking yards in developing countries such as India, Pakistan and Bangladesh can therefore not be placed on the EU’s list of approved ship recycling destinations. "
Jim Puckett - Executive Director - Basel Action Network (BAN)

In light of the new European Green Deal - and at a time when 1) EU waste law is being recast to ‘facilitate preparing for re-use and recycling of waste in the EU’ and ‘restrict exports of waste that have harmful environmental and health impacts in third countries; 2) the EU’s Circular Economy Action Plan calls for ensuring that the EU does not export its waste challenges to third countries; and 3) the recently published Foresight 2020 report identifies the need for greater resilience in providing more green jobs in the EU - it seems especially incoherent for the EU to rely on faulty legal argumentation that would defeat the intent and purpose of the Ban Amendment while undermining the EU's strategic economic and environmental policy initiatives. 

"Such action will send a signal to the rest of the world that the EU is not serious about a responsible circular economy and international law. By allowing the breaking of European vessels in the Global South, Europe is not only exporting hazardous waste and threatening people’s health in developing countries, but also contradicting its own ambition to boost the domestic supply of secondary raw materials – as set out in its circular economy action plan. EU leaders must focus on reprocessing, reusing and recycling valuable materials, particularly steel, within Europe."
Stéphane Arditi - Circular Economy Policy Manager - European Environmental Bureau (EEB)

The NGOs call on the EU to seize the opportunity to boost safe and clean ship recycling in Europe, as well as to promote the design and building of toxic-free vessels and to push for ‘zero-emissions steel’ initiatives [3]. Such actions would enable Europe to offer proper recovery solutions for ships from all over the world.

"We fear that the EU is just fine with human rights, environmental treaties and a ‘green deal’ until it impacts the bottom line of powerful industrial interests. Instead of inventing exceptions to international law, we expect the EU to support its recycling sector and safeguard the environmental justice principles that it championed when supporting the Basel Ban Amendment - and now has put at the heart of its new Green Deal."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

NOTES

 

[1] The Ban Amendment to the Basel Convention, championed early on by the EU and now enshrined in international waste law, bans hazardous wastes of all kinds from being exported from developed to developing countries. The Basel Convention has already ruled that operational ships can be considered as hazardous wastes due to the many toxics embedded within their structure.  Yet, current EU law allows EU flagged vessels to be exported to any destination on an EU approved ship recycling facility list, regardless of whether it is a developing country or not.  

 

[2] The CIEL analysis explains that the Basel Convention does not allow reservations or exceptions, and only allows special separate agreements if they provide an "equivalent level of control."

 

[3] See Material Economics’ report Industrial Transformation 2050.

 

Platform News – Carnival Corporation commits to sustainable ship recycling

NGOs commend cruise shipping giant Carnival Corporation for its recent decision to support clean, safe and just ship recycling. The American ship owner has worked with the Platform’s member organisation Bellona Foundation and Dutch company Sea2Cradle for the development of a comprehensive ship recycling plan for two of its retired vessels.

 

The CARNIVAL FANTASY and the CARNIVAL INSPIRATION will be scrapped at yards Simsekler and Ege Celik, located in Turkey. Both recycling facilities meet the environmental and safety standards set out in the EU Ship Recycling Regulation, which became applicable on 31 December 2018 and provides the only reliable auditing scheme for clean and safe recycling.

"Bellona Foundation welcomes Carnival Corporation's decision to responsibly recycle their retired ships in Turkey, and we applaud them for their commitment to responsible management throughout the lifecycle of their ships. Dismantling a cruise ship is complex, involving many components for reuse, recycling and waste for disposal. Carnival Corporation's commitment to recycling in a proper way to avoid pollution and to safeguard the environment shows leadership."
Sigurd Enge - Shipping & Arctic - Bellona Foundation

The scrapping operations will be closely monitored on the ground by ship recycling consultants Sea2Cradle. With over twenty years of experience in sustainable ship recycling, they will ensure that all health, safety and environmental measures are followed.

 

Carnival Corporation is not the only cruise company that has been forced to downsize its fleet. The entire cruise sector is severely hit by the COVID-19 pandemic, with many ship owners taking steps to reduce operating expenses, including the retirement of relatively young ships. According to shipping databases, at least five cruises have already been sent for scrapping in the last seven months. In June, Carnival’s subsidiary Costa sold the COSTA VICTORIA to Genova Industrie Navali-controlled San Giorgio del Porto, which will now likely take care of pre-recycling operations at a yard in Piombino, Italy. Last month, Pullmantur sent MONARCH and SOVEREIGN cruises for scrapping in Turkey. Rumours are that German TUI’s MARELLA CELEBRATION might also head soon towards the breakers. In 2018, its sister ship MARELLA SPIRIT was illegally exported  from Greek territorial waters for scrapping on the beaches of South Asia in violation of the EU Waste Shipment Regulation.

 

"Carnival Corporation’s decision shows that it is possible to scrap ships off the beach. Ship owners have a duty of care with regards to the safe management of their end-of-life fleet, and we strongly advise other owners to follow Carnival’s example to avoid putting workers, the environment and their own company at risk. Opting for a facility that is on the EU List is the best safeguard a concerned owner can take."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

Platform News – NGO Shipbreaking Platform awarded grant by Royal Academy of Engineering and Lloyd’s Register Foundation

We are pleased to announce that we have been awarded a grant by the Royal Academy of Engineering and the Lloyd's Register Foundation under the international collaboration Engineering X - Safer End of Engineered Life Mission. The grant will support a project, in partnership with our member organisation Bangladesh Environmental Lawyers’ Association (BELA), that aims at increasing public awareness of the current shipbreaking practices on the beaches of South Asia, including workers’ rights in Bangladesh, as well as at pushing for an industry shift towards truly sustainable practices.

"We thank the Royal Academy of Engineering and the Lloyd's Register Foundation for the support. This award will strengthen our work at national level for increased transparency and business accountability in the shipbreaking sector and for protection of the labourers from occupational hazards."
Syeda Rizwana Hasan - Supreme Court lawyer and Director of Bangladesh Environmental Lawyers Association

Engineering X has awarded nearly £1 million in grants to six projects in the UK and overseas aimed at tackling the complex social, environmental and engineering challenges of decommissioning ships and offshore structures. The Platform features as partner also in another project led by the University of Southampton.

 

With a broad base of supporters both in orientation and geographically, including membership in ship owning as well as shipbreaking countries, the Platform plays an important role in promoting solutions that encompass the respect of human rights, corporate responsibility and environmental justice. If you share our vision, contact us to find out how we can work together.

 

Platform News – Platform’s member BELA awarded the 2020 Tang Prize

We are pleased to announce that the NGO Shipbreaking Platform’s member organisation Bangladesh Environmental Lawyers Association (BELA) has been awarded the prestigious 2020 Tang Prize in Rule of Law for its exemplary perseverance in promoting greater environmental justice, in milieus where the foundations of the rule of law are under severe challenge.

 

Established in 1992 by Dr. Mohiuddin Farooque, BELA promotes environmental justice and has secured sound environmental jurisprudence in Bangladesh through public interest litigation, advocacy, research and publications, as well as capacity-building for actors in the public sector and civil society.

 

Ever since the first case, Dr. Mohiuddin Farooque v. Bangladesh & Others in 1994, BELA has initiated more than 250 public interest litigations and advocated for legislative reform for environmental justice. Issues drawn within its ambit have ranged as widely as river pollution, industrial pollution, vehicular pollution, illegal construction, labour welfare, illegal mining, prevention of soil erosion, reduction of plastic use, wetland protection and prevention of pollution from shipbreaking. The latter was the focus of a recent ground-breaking judgement given by the High Court Division of the Supreme Court of Bangladesh in a public interest litigation filed by  BELA.

 

By persuading the courts to recognise its standing to instigate a case on behalf of people affected by environmental degradation, BELA successfully opened the path for public interest litigation. BELA also moved the courts to extend the fundamental right to life to cover the right to a decent environment under the Constitution.

 

The Tang Prize is a set of biennial international awards bestowed by  the Taiwanese Tang Prize Foundation in four fields: Sustainable Development, Biopharmaceutical Science, Sinology, and Rule of Law. The 2020 Tang Prize in Rule of Law,  was also awarded to Colombian Dejusticia: The Center for Law, Justice and Society and Lebanese The Legal Agenda.

 

Platform News – NGO Shipbreaking Platform presents Impact Report 2018/2019

These past two years the Platform has won support for sustainable ship recycling in the financial sector while raising the stakes for ship owners who opt for substandard shipbreaking on South Asian beaches. Effectively exposing the conditions behind the greenwash of the Indian yards, while our member organisations empowered workers in Bangladesh, we were thrilled last year to see new laws enter into force that will deter ship owners from dangerous scrapping in favour of sustainable ship recycling.

 

Thanks to the support of our funders, Board of Directors, Members, Partners and individuals that have backed our work in 2018/2019 and beyond, we have been able to reach some of the important milestones of our campaign!

 

As we move forward, the Platform has an important role to play in promoting solutions that encompass the respect of human rights, corporate responsibility and environmental justice. To ensure that safe and clean ship recycling becomes the norm, and not the exception, the Platform will continue to inform policy makers, financial and corporate leaders, as well as researchers and journalists. Change in shipbreaking will come through leadership, incentives and accountability.

 

We remain optimistic in this challenging time, and, more than ever, we are committed to working with vulnerable workers and communities to reverse the environmental harm and human rights abuses caused by current shipbreaking practices. Will you join us? We need your support to fulfil our mission!

 

Download the Platform’s Impact Report 2018/2019 here or by clicking the image above.

 

Press Release – NGOs urge Bangladesh authorities to halt the import of a highly toxic offshore unit that illegally departed from Indonesia

The Floating Storage and Offloading (FSO) tanker J. NAT is currently being towed towards the infamous shipbreaking beach of Chattogram. The vessel, formerly known as JESSLYN NATUNA, operated in the Natuna gas field and was owned by Indonesian company Global Niaga Bersama PT. It was recently sold to cash buyer SOMAP International, who re-named it to J. NAT and re-flagged it to Palau. SOMAP is a company specialised in trading end-of-life vessels to the beaching yards.

 

The FSO J. NAT left Indonesian waters on 18 April even though local activists warned Indonesian authorities about the toxicity of the vessel. Official documents indicate that the tanker has more than 1500 tons of hazardous waste from the oil extraction process onboard, including 1000 tons of slop oil, 500 tons of oily water and 60 tons of sludge oil. Lab results on a sludge sample shared with the Platform reveal mercury levels of 395mg/kg. The J. NAT likely also contains high amounts of mercury in its structures, as well as in ballast waters. 

 

The NGO Shipbreaking Platform, Basel Action Network (BAN), European Environmental Bureau (EEB), IPEN, Nexus3 Foundation and Zero Mercury Working Group have now warned Bangladesh of the breach of international waste laws [1], and urged authorities to halt the import of the contaminated ship. Ignoring illegal acts risks exposing the workers to severe harm and polluting the environment of Bangladesh. 

 

"In addition to the hazardous materials typically found on conventional ships, oil and gas structures, such as the J. NAT, are often contaminated by mercury. Mercury is a naturally occurring element present in virtually all oil and gas fields. Concentrations are especially high in the South American and East Asian regions."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

Given the likely high concentrations of mercury in the steel hull of the FSO J. NAT and the blow torch method used to cut vessels, there is a high risk of inhalation of mercury vapour. Mercury is an extremely toxic metal. Exposure to mercury, even at low levels, has been linked to central nervous system damage, kidney and liver impairment, reproductive and developmental disorders, defects in foetuses and learning deficits. 

 

In a recent court judgment on the illegal import of another oil and gas unit – Maersk’s FPSO NORTH SEA PRODUCER – the Bangladesh Supreme Court denounced the fraudulent documents claiming that the vessel was toxic-free when it in fact was contaminated by radioactive substances. The Court called for full transparency on the hazardous materials onboard end-of-life vessels imported to Bangladesh.

"In light of the recent judgment on the North Sea Producer, there is no scope to give any authorization for import, beaching, and breaking of the J. NAT. It is public knowledge that Bangladesh will not be able to deal with the hazardous waste flow downstream. The vessel will simply flood our shores with toxic substances and expose our workers to deadly risks."
Syeda Rizwana Hasan - Supreme Court lawyer and Director of Bangladesh Environmental Lawyers Association

The Platform has documented drill ships, floating platforms, jack-up rigs and FPSOs/FSOs scrapped in recent years. Many were beached in South Asia, including units owned by Diamond Offshore, Maersk, Odebrecht, SAIPEM, SBM Offshore and Transocean. The J. NAT case resembles the recent export from Indonesia to the Indian beach of Alang of SBM’s mercury-laden tanker YETAGUN, which was investigated by Dutch media Zembla.  

"With many units to be decommissioned in the next few years, it is high time that the oil and gas industry collectively seeks sustainable solutions for the recycling of its floating units. All actors involved in the oil and gas supply chain, directly or indirectly, have the responsibility to not cause harm to workers and the environment in developing countries."
Ingvild Jenssen - Executive Director and Founder - NGO Shipbreaking Platform

NOTE

 

[1] Bangladesh and Indonesia are both signatories to the Basel Convention on the Control of Transboundary Movements of Hazardous Waste and their Disposal. Under this Convention, the trade in mercury and several other hazardous wastes that are likely contained within the structure of the FSO J. NAT is strictly controlled. The import of the vessel requires that there is prior informed consent (PIC) between Indonesian and Bangladeshi authorities and that the declarations of hazardous materials left on board must reflect actual conditions. Moreover, the Convention requires that no export be made if there is reason to believe that the recycling or waste management facilities employed for the materials will not constitute environmentally sound management under the Convention. The shipbreaking yards that operate on the tidal beach of Chattogram are well-known for their dangerous and polluting practices. 

 

Indonesia is also a party to the Minamata Convention, while Bangladesh has not ratified the treaty. Although the oil and gas sector is exempted from the international agreement in terms of their emissions management, countries must identify the potential sources of mercury emissions and releases within their own territory. Measures should be taken when high mercury sources have been identified. 

 

 

 

UPDATE: This post was updated on 1 May 2020 to specify the levels of mercury contamination in the sludge of the FSO J. NAT according to lab results shared with the Platform.