NGO Warns EU Approval Of Indian Shipbreaking Yards Could Create ‘Chilling Double Standard’
Our take
The recent warning from an NGO regarding the European Union’s potential approval of Indian shipbreaking yards presents a complex challenge to the EU Ship Recycling Regulation and underscores a growing tension between environmental standards and global economic realities. The core concern lies in the possibility of creating a "chilling double standard," where EU-flagged vessels can be dismantled in facilities that don't meet the same stringent requirements as those within the EU. This divergence could undermine the Regulation's intent to promote safer and more environmentally responsible ship recycling practices worldwide. The implications extend beyond a simple regulatory loophole; they touch upon the broader issue of accountability and the effectiveness of international environmental governance. The prevalence of microplastics in our oceans, as explored in Filtration-equipped ballast water management systems as practical infrastructure for marine microplastic mitigation, highlights the interconnectedness of maritime activities and their impact on marine ecosystems, making consistent standards all the more critical.
The EU Ship Recycling Regulation, while a significant step forward, operates within a globalized industry where economic incentives often clash with environmental protection. Shipbreaking, historically a dangerous and polluting industry, has seen improvements in some regions, particularly those adopting the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships. However, the persistent presence of substandard yards, particularly in South Asia, continues to pose a risk. The potential approval of these Indian yards, despite ongoing concerns about worker safety and environmental practices, raises questions about the EU’s commitment to upholding its own standards. The incident involving the Norwegian Chemical Tanker Catches Fire Off Fredrikstad serves as a stark reminder of the inherent risks associated with maritime operations and the need for robust regulatory oversight. Allowing vessels to be recycled under less stringent conditions could exacerbate these risks, potentially leading to environmental contamination and jeopardizing human health.
The broader context of persistent pollutants in marine environments further intensifies the concern. Emerging research, such as the findings detailed in ‘Forever chemicals’ could be aging dolphins beyond their years, demonstrates the insidious impact of persistent organic pollutants on marine life, highlighting the need for a precautionary approach to environmental management. Approving facilities with questionable track records runs counter to this principle, potentially contributing to the accumulation of harmful substances in the food chain and further threatening ocean health. The EU’s decision should be viewed through the lens of its broader commitment to safeguarding marine ecosystems and protecting human health from the adverse effects of pollution. A truly integrated data ecosystem, as World Data Ocean strives to build, would provide the longitudinal empirical data necessary to validate the effectiveness of these regulations and identify areas for improvement.
Ultimately, the EU’s stance on these Indian shipbreaking yards will serve as a litmus test for its commitment to environmental stewardship. The decision carries significant weight, not only for the ship recycling industry but also for the credibility of the EU’s regulatory framework. Moving forward, a calibrated approach that balances economic considerations with environmental protection is essential. This might involve conditional approvals, accompanied by rigorous monitoring and enforcement mechanisms to ensure compliance with international standards. The question remains: will the EU prioritize short-term economic gains over the long-term health of our oceans and the well-being of the communities that depend on them?
The European Commission is facing calls to remove two Indian shipbreaking facilities from its proposed updated list of approved ship recycling yards after an environmental group warned their inclusion would weaken the European Union’s ship recycling standards.
The NGO Shipbreaking Platform said the Commission’s proposal to add Shree Ram and YSI Recyclers, both located in the Alang-Sosiya shipbreaking hub in Gujarat, India, to the 16th update of the EU List of ship recycling facilities marks a major change from previous editions of the list.
The Commission has opened a public consultation on the proposed update. It also plans to remove another Turkish shipbreaking yard from the list because of recurring deficiencies.
According to the NGO, approving the two beaching yards would raise concerns about the future direction of the EU Ship Recycling Regulation (EU SRR), which is intended to ensure ships are recycled safely and in an environmentally sound way.
The group said that if the Commission’s assessment allows facilities that pose risks to coastal ecosystems, workers and nearby communities to be approved, the regulation’s objectives would not be achieved.
Beaching, the main method used for shipbreaking in South Asia, involves dismantling ships directly on tidal mudflats without infrastructure to contain pollution.
The NGO said this allows debris and hazardous materials, including oil, fuel and liquid chemical residues, to enter seawater and contribute to environmental damage.
“None of the beaching yards would be allowed to clone their operations on a tidal mudflat in the EU. Their inclusion on the EU List will set a chilling double standard and seriously undermine the EU’s own ship recycling sector,” said Ingvild Jenssen, Executive Director and Founder of NGO Shipbreaking Platform.
The organisation also referred to a heavy fuel spill at the Priya Blue shipbreaking yard in June 2026. It said the spill contaminated large areas of the Gujarat coast and was visible up to 10 kilometres from the yard.
Although the yard said it responded immediately, the NGO argued the incident showed the difficulty of containing pollutants when ships are dismantled on tidal mudflats.
The group also said these operations violate coastal regulation zone boundaries. While Indian courts have generally favoured regulating the practice rather than banning it, environmental groups believe the current framework is not enough to ensure safe and environmentally sound ship recycling because of the environmental and occupational health risks associated with beaching.
The NGO also pointed to the Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and Their Disposal, which the European Union and its member states have signed. End-of-life ships are covered under the convention as hazardous waste.
It said the convention aims to prevent hazardous waste from being exported to countries that do not have the capacity to manage it safely. The Basel Ban Amendment also prohibits the movement of hazardous waste from OECD countries to non-OECD countries.
“While the EU has a responsibility to ensure that it does not export harm to third countries, the standards of the EU SRR cannot change based on the location. Every yard on the EU List should be subject to the same rules and procedures. If not, compliant yards in the EU will continue to face unfair competition,” Jenssen said.
She urged the European Commission to reject practices that would not be allowed within the European Union and to prevent the shipping industry from taking advantage of weaker environmental and occupational health and safety standards.
The European Commission’s public consultation on the proposed 16th update of the EU List of ship recycling facilities is ongoing, and the proposed inclusion of the two Indian yards will be considered before a final decision is made.
Reference: shipbreakingplatform
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