Shipowners operators must present a complete inventory of all hazardous
material on board the vessel, making a register of the pollutants and
an analysis of the dangers from the ships. A list of hazardous materials
which may be found on board ships can be downloaded from www.marisec.org/recycling.
The polluter (shipowner/operators) must decontaminate the ships-for-scrap
prior to export. Asian shipbreakers
support this demand.
Shipbreaking should be conducted without risk to workers 'health
or to the environment.
Tankers must be made gas-free for hot works prior to export for breaking.
Shipowners/operators must operate in a fully transparent way. They
should no longer hide behind brokers and middlemen. They should disclose
the selected shipbreaking facility and the assessment done. In that
way they can ascertain the delivery of clean ships-for-scraps and good
working conditions and environmental record on the yards.
Shipowners and shipbreakers must carry out extensive consultations
on the breaking plan and put in place expert monitoring.
Shipbreaking facilities should be freely accessible by citizen groups,
environmental NGO 's and trade union workers.
Shipbreaking should be subject to a global regulatory regime, rather
than being a matter of unilateral measures.
Looking ahead, Greenpeace demands that:
Existing ships should be made progressively cleaner. Toxic and hazardous
substances should be systematically removed and replaced. This can be
done during maintenance, repair, refitting and rebuilding programmes.
The 'next generation' of ships should be 'clean ships'. Ships that
are designed and constructed with a view to eliminating their environmental,
health and safety implications upon decommissioning.
Shipowners must accept the chain of responsibility for the safe and
clean dismantling of ships. They should be held accountable for the environmental
and health damage caused by sending toxic ships to Asian beaches. The
details of ownership and management of ships should be fully transparent.
Effective liability arrangements should be put in place. In that way shipowners
can be held responsible for the consequences of poor standards and practices.
Greenpeace does not call for the closure of the Asian shipbreaking industry.
But it calls on the shipping industry and international organisations to
take their responsibilities. Shipbreaking should be subject to a global
regulatory system. Not to unilateral measures by individual countries or
shipowners.
Remarkable ships Pacific Princess ('Love Boat') is on the Greenpeace list. More remarkable ships...
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Greenpeace does not call for the closure of the Asian shipbreaking industry.
But it calls on the shipping industry and international organisations to
take their responsibilities. Shipbreaking should be subject to a global
regulatory system. Not to unilateral measures by individual countries or
shipowners. 