Shipbreaking threatens beaches worldwide, like this one in India

Greenpeace calls on International Maritime Organisation to agree to mandatory controls on shipbreaking

Today (24th November) sees the start of the two week long annual meeting of the International Maritime Organisation (IMO) in London (1).

Greenpeace is urging IMO delegates to strengthen and improve regulations covering the breaking of end-of-life ships, such as the US 'ghost ships'.

In 2001 the shipping industry agreed to voluntary measures on ship recycling. Now the governments that are party to the IMO are close to adopting a similar set of voluntary measures.

However, Greenpeace investigations in India and dialogue with ship-owners have found that the voluntary system is being systematically ignored (2). Greenpeace are urging the IMO to instead adopt a mandatory, global regulatory scheme (in line with the Basle Convention) - which would require ship owners to ensure that ships are cleaned of toxic materials before export.

The estimated 600 ships that are sent each year for scrapping still regularly contain high levels of substances such as asbestos and polychlorinated bisphenyls (PCB's) - which are known to damage both human health and the environment. In addition the presence of other substances, such as fuel or gases in tanks, increase the risk of explosions, putting the safety of workers at risk.

Strengthening ship breaking regulations would help protect the health of more than 100,000 workers worldwide and end the pollution of beaches and local communities in India, Bangladesh, China, Pakistan and Turkey. These five countries currently break approximately 90% of all end-of-life ships and have appalling environmental and worker safety standards.

Greenpeace's calls are being backed by shipbreakers in India and the authorities in India, Bangladesh and Turkey (3).

This failure of voluntary regulations has been highlighted by a series of Greenpeace exposes, including:

• The recent revelation that ex UK navy vessels 'Olwen' and 'Olna', were sent abroad in 2001 for scrapping without being decontaminated. The ships were rejected by the Turkish government because of the levels of toxics onboard, particularly asbestos. However after being diverted to Greece, renamed and reflagged, they ended up being broken on the beaches of the notorious scrap yards at Alang in India. Environmental safeguards are non-existent in Alang and there is almost no safety equipment for the workforce.
• The discovery by Greenpeace of plans to sell HMS Intrepid, an amphibious landing vessel currently berthed at Portsmouth, to an overseas breakers yard, believed to be in Turkey. HMS Intrepid contains 40 tonnes of asbestos as well as PCBs, lead and heavy fuel oil. The Ministry of Defence stated to media that the ship would not be cleaned before being sold.
• The discovery of a UK owned ship Genova Bridge, containing asbestos, on the beach at Alang, India's largest shipbreaking yard, during the current tour of India by Greenpeace flagship the Rainbow Warrior. The local government has since ordered that a full inspection of the Genova be conducted and details of toxic substances onboard documented.
• In October 2003 Greenpeace intercepted the French ship "Clemenceau" as it neared Aliaga shipbreaking yards in Turkey because it was concerned that the ship contained hazardous waste, such as asbestos. Greenpeace alerted the Turkish authorities, which led to the ship being returned for cleaning to France.

Ramapati Kumar, Greenpeace Campaigner onboard the Rainbow Warrior, currently anchored off Alang, the largest shipbreaking yard in India said, "Over 600 ships are sent to Asia every year to be scrapped. All these ships contain various toxic substances that pollute the environment when ships are broken up and expose workers to health risks".

"Of all the ships we found in Alang not a single one of them carried an inventory of hazardous substances, as promoted by the voluntary industry code of practice. It is absurd to think voluntary measures will ever prevent pollution and lethal accidents. The Indian supreme court, Indian shipbreakers and the Turkish authorites have already recognised this. Now it is time for the IMO to wake up to the reality of the shipbreaking industry and to lay down the law".

Notes
1) The International Maritime Organisation (IMO) is the UN body charged with responsibility for ensuring 'safer ships' and 'cleaner seas.' The 23rd International Maritime Organisations Assembly takes place in London between November 24 and December 5.

2) The voluntary industry code of practice on ship recycling was agreed by the shipping industry in August 2001. Since then over 1,200 end-of-life ships have been exported for breaking. During the current Rainbow Warrior visit to Alang, India's largest shipbreaking yard, not a single ship awaiting breaking carried an inventory of hazardous substances, as promoted by the industry voluntary code of practice.

3)
a) The Iron Steel Scrap and Shipbreakers Association of India have made a strong appeal to the IMO parties for a mandatory regime on shipbreaking. (Nov. 12, 2003): for a copy of their letter to the IMO contact the Greenpeace press office. b) In Bangladesh the State Minister of Environment and Forest, Mr. Jafrul Chowdhury, told Greenpeace recently that "shipowners need to decontaminate their end-of-life-ships before they are exported ". In addition the State Minister called on the IMO to follow the guidance provided by the Basel Convention that end-of-life-ships need to be regarded as waste.