alone. In Bangladesh, children under 15 years of age count for 20% of the workforce. There and
elsewhere, the total death toll runs into the thousands. Also, miles of protected mangrove trees,essential to ecosystem health and protection from monsoons, are being cut to make way for ships. Thisand the accompanying poisons from shipbreaking have killed or devastated dozens of aquatic species,destroying also the livelihoods of surrounding fishing communities.
The European Commission needsto take action
In March 2012, the European Commission is expected to release proposals for better enforcement of laws related to shipbreaking. Since the Commission first announced in 2006 that it wouldbe working on this issue, publishing also a “Strategy for better ship dismantling” in 2008, no improvementhas been made to the current state of play. The NGO Shipbreaking Platform and its coalition members,including organisations based in the largest shipbreaking countries (India, Bangladesh and Pakistan), willcontinue to actively advocate for a European policy that gives promise of effectively reversing the currenttrend where end-of-life ships constitute one of the largest streams of toxic waste dumped by Europeancompanies in developing countries. More than 100 non-governmental organisations around the world; theUN Special Rapporteur on Human Rights and Toxics; and the European Parliament have voiced their support to the Platform’s human rights and environmental objectives to end the dangerous and pollutingpractice of breaking ships on tidal beaches. Forceful and sustained action at the European level isespecially urgent because the global phase-out of single hulled oil tankers and the current backlog of oldvessels still in operation mean that the number of retired ships that are sent for breaking is reaching an all-time high. The NGO Shipbreaking Platform’s 2011 list shows more than 200 European ships were sentfor breaking on the beaches of South Asia last year.Six ships were sent by non-EU based companies that used European flags (twice theCyprus flag andtwice the Greek flag; once the British flag and once the Maltese flag).European Commission:
Impact Assessment for an EU Strategy for Better Ship Dismantling
Childbreaking Yards – Child Labour in the Ship Recycling Industry in Bangladesh
The Human Cost of Breaking Ships
, 2005Contact : Delphine Reuter Communication and Research Assistant NGO Shipbreaking Platformdelphine@shipbreakingplatform.org+32 (0) 2 609 44 19
Notes on the list:
The European origin of the ships is determined either by their use of a European/EFTAflag (Iceland, Norway, Switzerland, and Liechtenstein) or because the last owner of the ship before theshipbreakers bought it was European-based. We have chosen to use the last beneficial owner of the shipas a reference in all previous reports. As defined by Lloyd’s List, the beneficial owner "may be the vessel'smanagement company or the trading name of a group, both of which are generally perceived to representthe ultimate owners of the vessel". Therefore when looking at the report both these factors need to betaken into account when considering the data. The only destinations for end-of-life ships taken intoaccount in this report, as for the Platform’s previous reports, are Gadani in Pakistan; Alang, Sachana, andMumbai in India; and Chittagongin Bangladesh. Some ships may be missing from this list, which does notpretend to be exhaustive. Some data are provided by the industry on a voluntary basis. Also, as we onlycompile ships that were declared “dead” in 2011, some ships that were sold but not yet broken in 2011may not be on this list. For example, the ferries of French company SeaFrance, the Cézanne and theRenoir, are currently being broken down and therefore cannot yet be counted as “dead” in 2011. The listwas compiled using Lloyd’s List, Intermodal, Robin des Bois, Equasis, and other relevant sources.
2011 TOP EUROPEAN COMPANIESTHAT DUMP THEIR VESSELS ON SOUTH ASIAN BEACHES Last knownDestinationArrivaldate atyard