To
Joint Secretary (Shipping)
Ministry of Shipping
Government of India
New Delhi
Chairman
Ship Breaking Scrap Committee
Ministry of Shipping
Government of India
New Delhi
Date:
10 September, 2018
Through Shri S.D. Kaushik, Ministry of Shipping
Subject-
Death of workers at Alang beach, Bhavnagar, Gujarat on 31st August,
2018
Dear
Sir/Madam,
Thank you for your reply dated September
6, 2018 communicated through Shri S. D. Kaushik in response to my letter dated June 28, 2018 and for initiating steps to procure a factual report in the matter of unfortunate
death of labourers during ship dismantling operations at Alang-Sosiya Ship
Recycling Yard (ASSRY) on Alang beach, Bhavnagar coast, Gujarat.
I really appreciate the letter of the Ministry of Shipping sent to Gujarat
Maritime Board (GMB) seeking urgent report in this matter indicating the action
taken.
I wish to inform you that two more workers got killed while dismantling at Alang-Sosiya Ship
Recycling Yard (ASSRY) on the Alang Bhavnagar coast on 31st August,
2018 on plot number 103 of the yard on Alang beach. The plot is owned by
Honey Ship Breaking Private Limited of Honey Bansal and Rajbhai Bansal. These
two workers have been identified as 36 years old Budhabhai Kudecha of Alang
village in Bhavnagar, Gujarat and 34 years old Ali Ahmed Ansari of Jharkhand. Indian Express reported on September 1, 2018 that while working on the ship, these workers fell down and were
rushed to the government hospital in Talaja town but doctors declared them dead
on arrival. (Reference: Gujarat: 2
labourers fall to death while dismantling ship, Indian Express, September1,
2018, https://indianexpress.com/article/india/gujarat-labourers-fall-to-death-while-dismantling-ship-5334641/) The name of the end-of-life foreign ship
in question, the country of its origin and its port of registry have not been
disclosed. From the news report it is apparent that no offence has been
registered so far.
It may be
recalled that Bhavnagar Customs officers had seized the two end-of-life foreign
vessels, namely Malek and Luna-H when they were heading towards the
ship-breaking yard’s plot numbers 40 (owned by Shirdi Steel Traders of Honey R.
Bansal and Rajbhai Bansal) and 103 (belonging to Honey Ship Breaking Company of
Honey R. Bansal and Rajbhai Bansal). The vessels had reportedly arrived for
dismantling without proper documents. Sources had said preliminary
investigation revealed that the last port registry documents may have been
forged for easy entry in Indian waters. Both the vessels were last registered
at a Dubai port. The state Anti-Terrorism Squad (ATS) had taken over the
investigations of the two cargo vessels seized by Customs near the Alang Ship
Breaking Yard off the Bhavnagar coast in early May 2010. The investigation had
been taken over by the ATS. (Reference: ATS takes over probe of vessels seized
near Alang, Hiral Dave, Indian Express, May 18, 2010, https://indianexpress.com/article/cities/ahmedabad/ats-takes-over-probe-of-vessels-seized-near-alang/). One does not know as to what was the
outcome of the probe.
I submit that this recent death also
creates a logical compulsion for the Ministry of Shipping and its Ship Breaking Scrap Committee to inquire into these deaths
and ensure that such deaths do not happen in future.
I wish draw your
attention towards the minutes of the 8th and 9th meeting
of Government of India’s 11-Member Expert Appraisal Committee (Infrastructure
-2) [EAC] for projects related to all Ship Breaking Yard including Ship
Breaking Unit and other projects, dealt with the issue of upgradation of
existing ship recycling yard at Alang Sosiya, Gujarat for undertaking safe and
environmentally sound ship recycling operations by Gujarat Maritime Board (GMB)
and further consideration for Environmental and Coastal Regulation Zone (CRZ)
Clearance under the Chairmanship of Prof. T. Haque. The EAC stipulated the
following specific conditions along with other environmental conditions while
considering the project for accord of environmental and CRZ clearance:
i)
GMB shall implement the plan for
upgradation of the existing ship recycling units in such a way that will help
to improve the overall marine water quality of the sea atleast for Class SW-IV
water (for harbour water) parameters i.e. pH range 6.5-9.0; Dissolved Oxygen
3.0 mg/l or 40 percent saturation value, which ever is higher; Colour and
Odour: no noticeable colour or offensive odour; Floating Matters Oil, grease
and scum (including Petroleum products) 10 mg/l; Fecal Coliform 500/100 ml
(PAN) Not exceeding 1000/100 ml in 20 percent of samples in the year and in 3
consecutive samples in monsoon months; Biochemical Oxygen Demand (3 days at
27°C) 5 mg/l; Biochemical Oxygen Demand (BOD) (3 days at 27°C) 3 mg/l
restricted for bathing.
ii)
All the recommendations and conditions
specified by Gujarat Coastal Zone Management Authority vide letter no.
ENV-10-2016-99-E (T Cell) dated 8th June, 2016 shall be complied with.
iii)
All details on waste management and
handling as given in letter no. GMB/ENV/91(C)/JICA/5404 dated 19-7-2016 as
submitted before the committee should also be provided to the State Pollution
Control Board along with the application for consent and authorisation to
enable them to verify compliance on site before the consents to operate ,
authorisation or any other permission to operate is given. An action plan shall
be formulated, documented and implemented for the existing and proposed dock to
ensure zero waste spill.
iv)
The Project proponent shall ensure that
no creeks or rivers are blocked due to any activities at the project site and
free flow of water is maintained.
v)
While breaking the ship, boom (circular
pneumatic type) should be placed around the ship to control the spillage.
vi)
Collection vehicles used for the
collection and transportation of solid/liquid waste should be adequately
designed to handle specific type of wastes and shall have protection against
the leaking or spilling of solid waste or being blown or hurled from such
vehicles.
vii)
Safety and health requirements relating
to occupational exposure to Asbestos, while ship breaking shall be in
compliance with IS11456-1986 and subsequent amendments. Facility must ensure
that workers are not exposed to air-borne asbestos concentrations in excess of
prescribed Permissible Exposure Limits (PELs).
viii)
There should be a safe working and
operating procedures ensuring safe accessibility to all the areas and
compartments of the ship and safe conditions for hot work.
ix)
Hazardous waste inventory that
identifies, quantifies and locates the type of waste on board should be carried
out before the ship comes to the shore. Chemical safety data sheets should be
made available for each hazardous substance that is identified. As per the High
Power Committee, maintaining the complete inventory of hazardous wastes on
board is a mandatory task for any ship owner. This inventory shall be submitted
by the State Maritime Board to the SPCB to ensure safe disposal of hazardous
waste. Further permissions for ship anchoring and beaching will be based on
hazardous waste inventory. ̇ Removing and cleaning of liquids, fuels and oils:
Before start of ship dismantling, all the liquid residues should be removed and
cleaned from the ship. This process may continue during the entire ship
dismantling process.
x)
The hazardous wastes identified by the
inventory data be properly removed and disposed. ̇ Dismantling plan should be
drawn before start of the work. This plan forms the basis for sectional breaking
of the ship ̇ Proper storage, breaking and disposal of waste: Waste obtained
during dismantling should be sorted and segregated based on the type of waste
and disposal option. ̇ Specific wastes from the ship breaking yard are as
follows: / Asbestos / Polychlorinated biphenyls (PCBs) / Bilge and ballast
waters / Oils and fuels / Metal cutting / Paints ̇ Removal and Disposal of
Miscellaneous Ship Machinery.
xi)
The Company should perform air
surveillance activities in work areas where asbestos is being removed,
including meeting the general monitoring criteria, conducting initial exposure
assessments, and performing daily and periodic monitoring. The facility must
keep an accurate record of all measurements taken to monitor the workers’
exposure to asbestos. ̇ Facility is required to conduct medical surveillance
for all workers who, for a combined total of 30 or more days per year, are
performing asbestos removal work or are exposed at or above the permissible
exposure limit. This includes medical examination and consultation prior to
beginning work, at least annually, and upon termination of employment. The
facility must establish and maintain an accurate record for each worker subject
to medical surveillance. These records must be maintained for the duration of
the worker’s employment, plus an additional 30 years. (As per Hon’ble Supreme
Court’s order in CERC v Union of India, records of workers’ health must be
maintained for the duration of the worker’s employment, plus an additional 40
years in the case of workers who handle asbestos)
xii)
Company should provide, at no cost, a
training program for employees likely to be exposed to asbestos removal work
during the ship breaking.
xiii)
The removal of paints and coatings,
regardless of the process used, generates wastes that must be managed and
disposed. The Company should implement procedures to ensure that all wastes are
contained and stored in a manner that will prevent their release into the
environment.
xiv)
To ensure better safety and security of
plots, open spaces (buffers) can be created for giving emergency access/
parking to/for fire tenders, installing water lines for emergency services,
access to beach, anchoring rescue boats and dinghies.
xv)
Truck parking facility should be
provided for easy accessibility of vehicles for transporting scrap and other
materials and to relieve the traffic congestion around the yards. The parking
facility should have basic infrastructure like potable water, sanitation,
resting, shops, eating joints, vehicle repair shops, fuelling stations, etc.,
for the drivers. It should also have accommodation for transporter
companies/agents. To accommodate more number of vehicles the trucks can be
parked angularly.
xvi)
Facility must ensure that workers are
protected from exposure to airborne PCB concentrations. As per OSHA
(Occupational Safety and Health Administration) regulations, governing exposure
to PCBs in the workplace include two time-weighted averages for chlorodiphenyl.
xvii)
All encroachments shall be removed and
suitably rehabilitated as proposed. The project proponents would provide for
waste management from eateries, dhabas and other sources within the area of
jurisdiction/ influence of the project.
xviii)
All the recommendations mentioned in the
rapid risk assessment report, disaster management plan and safety guidelines
shall be implemented.
xix)
Automatic /online monitoring system (24
x 7 monitoring devices) for air pollution as well as water pollution in respect
of flow measurement and relevant pollutants in the treatment system to be
installed. The data to be made available to the respective SPCB and in the
Company’s website.
I
submit that these conditions are mandatory relevant for all the plots in the
ship breaking/dismantling/recycling because the industrial operations got
conditional clearance subject to compliance with the above mentioned
conditions. The report of the GMB must provide details of their compliance with
these conditions.
I
submit that “Employer” which means a natural or legal person that employs one
or more workers engaged in Ship Recycling as per Shipbreaking Code 2013 must be
made to comply with the Code. As per the Code, the Ship Recycler shall have to submit
an undertaking to the State Maritime Board/ Port Authority to the effect that
they shall comply with the Safety, Health-'arid Environment (SHE) management
aspects as per the SHE Policy as enumerated below before approval of the Ship
Recycling Facility Management Plan (SRFMP):
(i)
A policy with focus on adequate worker safety and the protection of human
health and environment, including the establishment of goals leading to the
minimization, and ultimately elimination of the adverse effects on human health
and environment caused by ship recycling.
(ii)
A system for ensuring implementation of the requirements set out in national,
regulations, the achievement of goals set out in the policy of the company,
and, a commitment for continuous improvement of the procedures used in ship
recycling operations.
(iii)
Identification of roles and responsibilities of supervisors, contractors, and
workers.
(iv)
A programme for appropriate training of workers and availability of adequate
PPEs and material handling equipments.
(v)
An emergency preparedness and response plan for the plot.
(vi)
A system for monitoring the performance of the ship recycling operations.
(vii)
A system for reporting how the ship recycling operations would be performed,
including system for reporting discharges, emissions and accidents, including
accidents causing damage or accidents having potential to cause damage to
workers' safety, human health and the Environment,
due to handling of hazardous wastes, and materials containing hazardous
substances.
As
per the Code, the ship recycler is supposed to ensure that:-
(i) A board displaying important precautions
(do's and don'ts) to be followed during ship recycling activity is installed at
prominent places on the plot and that such display is made in English and vernacular
language(s) as understood by the workers employed on such plot
(ii)All
the equipments on the plot such as crane, winch, chain rope and shackles,
generator set and any other safety equipments as may be prescribed from time to
time, shall be installed and maintained in accordance with the provisions of
the Factories Act, 1948 and Rules made there-under and any other relevant Acts
and Rules.
(iii)An
explosive gas detector, a multi gas monitor including hydrogen sulphide (H2S)
gas monitor and an oxygen percentage analyzer are available in the plot in
working condition.
(iv)
Proper lighting arrangement is made on the yard.
(v)Every
Ship Recycling Facility should have a detailed emergency plan. The emergency plan
should be rehearsed once in 6 months. Further, an off-site emergency plant for
the whole district should be prepared and rehearsed once in a year.
I
submit that the Shipbreaking Code 2013 states that “Permission for
ship-recycling activities under this Code shall not be given to any ship-
recycler by the SMB/Port Authorities unless the ship recycler has complied with
all the requirements under the SRFMP.” The deaths of these workers show how
permission for ship-recycling activities is being granted despite
non-compliance with the requirements as per the Code.
I
submit that accountability of all the concerned public institutions including
GMB must be fixed to set matters right. The liability of the employer of these
workers must be fixed.
Besides
compliance with conditions of environmental and CRZ clearance, the concerned
public institutions and the employer must be made to demonstrate their
compliance with the UN’s Basel Convention, Shipbreaking Code 2013 and orders of
Hon'ble Supreme Court in Writ Petition (Civil) No. 657 of 1995.
Hon’ble Court has observed in its order that ship breaking
“deserves to be strictly and properly regulated. When the ship arrives at a
port for breaking, the concerned authorities have to be vigilant about the
hazardous waste which may be generated if appropriate timely action by various
agencies, in particular, Maritime Board and the SPCB are not taken. The major
ship breaking activity in India is at Alang in State of Gujarat and, therefore,
Gujarat Maritime Board and Gujarat SPCB have to be alive to the consequences of
the appropriate steps to be taken before the breaking activities start.
According to the recommendation of HPC, the Inter Ministerial Committee
comprising Ministry of Surface Transport, Ministry of Steel, Ministry of Labour
and Ministry of Environment should be constituted with the involvement of
Labour and Environment organizations and representatives of the ship breaking
Industries.”
I submit that Ship Breaking Scrap Committee has been set up
a substitute of the Inter Ministerial Committee but it does not have involvement
of Labour and Environment organizations.
Hon’ble Court observed, “The ship breaking operating
referred to above cannot be permitted to be continued without strictly adhering
to all precautionary principles, CPCB guidelines and taking the requisite
safeguards which have been dealt extensively in the report of precautionary
principles, CPCB guidelines and taking the requisite safeguards which have been
dealt with extensively in the report of HPC which include the aspect of the
working conditions of the workmen.” Hon’ble Court relied on the report of a
High Power Committee (HPC) with Prof. MGK Menon as its Chairman which it had
constituted to examine all matters in depth relating to hazardous wastes.
I also wish to
inform you that the minutes of the 9th meeting of EAC provide a list
of all wastes including hazardous wastes generated in the process of
dismantling of end-of-life ships. Ship
breaking activity generates hazardous wasets like Asbestos Containing Material
(ACM), Sludge Residue and Contaminated Material, Plastics and Cables with Paint
chips containing PCBs and Bilge water. In its submission GMB, the project
proponent claimed before the EAC that there are two ship recycling plots have
been selected for asbestos removal. At each plot, monitoring was carried out at
two locations: One location is very near to the workers and the 2nd location is
4 feet away from the workers. The minutes record that “It is reported that
exposure of Asbestos fibres are within the permissible exposure limit of
1fibre/cc at Alang Ship Breaking yard.”
Asbestos and ACM
is found on ships in many types of materials Bulk-head and pipe thermal
insulation, Bulkhead fire-shields / fireproofing, Uptake space insulation,
Exhaust dust insulation, Weld shop protectors and burn covers, blankets and any
fire fighting clothing or equipment, any other type of thermal insulating
material, Brake linings, Steam, water and vent flange gaskets, Sound
damping, Moulded plastic products (e.g.
switch handles, clutch linings), Sealing putty, Packing in shafts and valves and
asbestos arc chutes in circuit breakers. When ACM is deteriorated, crushed or
otherwise disturbed, asbestos fibres break up into very fine fibres and are
released to the environment by either dispersing in the air, floating on water
or accumulating on the ground. Because asbestos fibres are small (0.1 – 10
microns long) and light, they easily become airborne and remain so for long
periods. People working in asbestos laden air inhale the fibres.
Asbestos
exposure during ship recycling can occur by occupational exposure. Most
significant asbestos inhalation occurs when workers are engaged in removing
asbestos bearing thermal insulation (especially friable asbestos), handling of
circuit breakers, cable, cable penetrations, removing asbestos containing floor
tiles, handling and removing gaskets with piping and electrical systems as well
as moulded plastic parts.
There is para-occupational
exposure to asbestos. Workers families may inhale asbestos fibres released by
their clothes that have been in contact with ACM. There is neighbourhood
exposure as well. People who live or work near asbestos related operations may
inhale asbestos fibres that have been released into the air by these
operations. There are several types of lesions associated with asbestos
inhalation – fibrosis, carcinoma and mesothelioma (cancer of mesothelial tissue
e.g. pleura, peritoneum). Fibrosis is associated chronic industrial exposure to
all forms for asbestos fibres. Usually 4 – 7 years chronic exposure is required
to produce serious degree of fibrosis but the same can be hastened by smoking.
Fibrosis causes persistent coughing, breathing trouble and impairs lung
function; secondary problems can be fatal. In human beings asbestos has been
known to cause cancer in lungs, pleura (outer covering of lungs), peritoneum
(lining of abdominal cavity) and even intestines. There is evidence to suggest
that brief but intense asbestos inhalation can lead to mesothelioma after a
latency period of up to 40 years. Asbestos inhalation causes lysis of red blood
cells, cytotoxicity of pulmonary macrophages and stimulation of collagen
synthesis. These hazards are admitted in the Environment Impact Assessment
(EIA) reports of projects that require handling of asbestos.
Although the
General Conference of the International Labour Organization adopted a
Resolution
conerning
Asbestos on 14 June, 2006 and declared “all forms of asbestos, including
chrysotile, are classified as known human carcinogens by the International
Agency for Research on Cancer, a classification restated by the International
Programme on Chemical Safety (a joint Programme of the International Labour
Organization, the World Health Organization and the United Nations
Environment
Programme)” and resolves “that (a) the elimination of the future use of
asbestos and the identification and proper management of asbestos currently in
place are the most effective means to protect workers from asbestos exposure
and to prevent future asbestos related diseases and deaths; and (b) the
Asbestos Convention, 1986 (No. 162), should not be used to provide a
justification for, or endorsement of, the continued use of asbestos,” ship
owners, ship breakers, EAC and GMB have been using Asbestos Convention, 1986
(No. 162) for the continued use of asbestos.
It is noteworthy
that in Consumer Education and Research Centre (CERC) vs Union of India case
Hon’ble Supreme Court has directed in the central and state governments “to
review the standards of permissible exposure limit value of fibre/cc in tune with the international standards
reducing the permissible content as prayed in the writ petition referred to at the beginning. The review shall be
continued after every 10 yews and also as and when the I.L.O. gives directions in this behalf consistent with its
recommendations or any Conventions.” Despite
the fact that both central government and Gujarat government have to update
their Permissible Exposure Limits (PELs) as per ILO’s directions and
resolutions, they continue to give environmental clearance and No Objection
Certificates to the industrial units that entail handling of asbestos. In the
light of ILO’s resolution of June 2006, governments have to ensure prohibition
on handling asbestos. This necessitates compliance with Hon’ble Supreme Court’s
order in Writ Petition 657 of 1995 which required “Decontamination of ships (in
the country of export) before they are exported to India for breaking.” Unless
this is done worker’s lives cannot be saved.
I submit that
under the amendments made in International Convention for the Safety of Life at
Sea (SOLAS), 1974 on 6 December 2000 amendments on “Asbestos on board ships”
prohibits the new installation of materials which contain asbestos on all ships
in the construction - structure, subdivision and stability, machinery and
electrical installations. The new regulation under SOLAS Chapter II-1 entered
into force on 1 July 2002 with some exemptions. IMO Circular 1374: Information
on Prohibiting the Use of Asbestos on Board Ships adopted in 2010 during the
88th Session of the Maritime Safety Committee has stopped these exemptions in
order
to “prevent any
further use of asbestos…”. Ministry of Shipping should take cognizance of the
fact that IMO has joined international agencies – including the International
Labor Organization, the World Health Organization, the International Agency for
Research on Cancer – in recognizing the disastrous effects of asbestos exposure
on human health. The ship recyclers and ship owners who employ workers to
handle asbestos laden end-of-life foreign ships have been ignoring it on Alang
beach, Bhavnagar, Gujarat.
It is noteworthy
that Paint chips admittedly found on ships contain heavy metals such as lead,
chromium, copper, Zinc and aluminum, toxic additives to inhibit marine growth
and PCBs. It may be noted that the “International Convention on the Control of
Harmful Anti-fouling Systems on Ships” adopted on 5th Oct., 2001 and in force
since 17th Sept., 2008 prohibits the application or reapplication of organotins
compounds which act as biocides in antifouling systems or the ships “shall bear
a coating that forms a barrier to such compounds leaching from the underlying
non-compliant antifouling systems”. These end-of-life ships also have e-wastes
which contain PCBs, heavy metals (Lead, Beryllium, Copper, Cadmium, Mercury,
Antimony, Hexavalent Chromium), PVCs and complex organic compounds such as
Octabromodiphenyl ether (OBDE), Tetrabromobisphenol A (TBBPA). Many of these
are toxic and once they enter the food chain can have long term toxic and
teratogenic effects which may be fatal. Workers are routinely exposed to these
hazards which act as slow poison. It incapacitates them with incurable diseases.
I submit that the
Shipbreaking Code 2013 prepared in compliance with Hon’ble Supreme Court’s
order refers to hazardous materials-Asbestos Containing Materials (ACMs),
Polychlorinated Biphenyls (PCBs), radioactive materials, Residual Radiation
Level, Hazardous residues in Cargo Tanks and hazardous wastes in platforms and
the vessels contained in the structure of the ships due to which it is
difficult to cut and also involves safety hazards. Such end-of-life ships are
treated as of “Special Concern" in the Code. Wastes containing 50 mg/kg or more of PCBs are
classified as “Hazardous Wastes” vide Schedule II of Hazardous Wastes
(Management, Handling and Trans-boundary Movement), Rules, 2008. Chronic
exposure leads to severe acne, edema formation, microsomal enzyme induction,
porphyric action, oestrogen activity and immuno-suppression. PCBs are also
strong skin irritants. Areas of skin exposed to PCBs develop pimples and dark
patches which grow into pustules later. PCBs attack the liver causing acute
yellow atrophy. Prolonged exposure leads to nausea, weight loss, jaundice,
edema, abdominal pain and fatal liver damage. PCBs are also regarded as potent
carcinogens. PCBs are known to pass through the placental barrier to affect the
foetus. The inquiry report must provide details regarding such special
concerns.
It
may be noted that Hon’ble Court has observed, “Hazardous Wastes are highly
toxic in nature. The industrialization has had the effect of generation of huge
quantitie of hazadous wastes. These and other side effects of development gave
birth to principles of sustainable development so as to sustain industrial
growth. The hazardous waste requires adequate and proper control and handling.
Efforts are requires to be made to minimise it. In developing nations, there
are additional problems including that of dumping of hazardous waste on their
lands by some of the nations where cost of destruction of such waste is felt
very heavy. These and other allied problems gave birth to Basel Convention. The
key objectives of the Basel Convention are:" To minimize the generation of
hazardous wastes in terms of quantity and hazardousness; to dispose of them as
close to the source of generation as possible; to reduce the transboundary
movement of hazardous wastes." It recorded how dumping of hazardous waste
in India results in serious and irreversible damage to the environment, flora
and fauna, health of animals and human beings and constitutes violation of
Article 14 and 21 of the Constitution of India and the UN’s Basel Convention
on Transboundary Movement of Hazardous Wastes and Their Disposal that was
signed by India on 15th March, 1990 and ratified on 24th June, 1992.
Hon’ble
Court further observed, “The ratification of Basel Convention by India shows
the commitment of our country to solve the problem on the principles and basis
stated in the said document” and held that “The Basel Convention, it cannot be
doubted, effectuates the fundamental rights guaranteed under Article 21.” The
ongoing deaths of workers in on Alang beach, Bhavnagar, Gujarat shows how
worker’s Right to Life has been violated with impunity and with no tangible remedy
in sight so far. The trade in end-of-life foreign ships constitutes trade in
hazardous wastes under the Basel Convention. It may be noted that foreign
interests have been lobbying with Directorate General of Foreign Trade (DGFT),
India’s Ministry of Commerce and Industry to establish a regime wherein free
trade in hazardous waste get legalized forever. It is noteworthy that China has
banned trade in foreign waste because it undermines the stature a nation among
the comity of nations.
In
view of the above, I request you to ensure compliance with the Basel
Convention, Shipbreaking Code 2013 and orders of Hon'ble Supreme Court besides
providing legal remedy to workers’ families and taking steps for the
improvement in the working and living environment of the workers because
ongoing deaths of workers cannot be naturalized in any civilized and sovereign nation.
Thanking
you in anticipation.
warm regards
Dr Gopal Krishna
Editor, ToxicsWatch
Mb: 08227816731, 09818089660
E-mail: 1715krishna@gmail.com
Web: www.toxicswatch.org, www.asbestosfreeindia.org
"We
may admire what he does, but we despise what he is."-referring to humans
who act mechanically on instructions
-------Wilhelm
von Humboldt, 1792
Cc
Chairman, Ship Breaking Scrap Committee
Secretary, Ministry of Commerce
Secretary, Ministry of Steel
Secretary, Ministry of Environment, Forests & Climate
Change
Chairman, Central Pollution Control Board
Focal Point, Basel Convention, Ministry of Environment,
Forests & Climate Change
Member Secretary, Ship Breaking Scrap Committee
Member, Ship Breaking Scrap Committee
Shri S.D. Kaushik, Consultant, Ministry of Shipping
Shri Kushal
Vashist, Director, MoEFCC & Member Secretary of EAC
P.S.: Earlier, on June 22, 2018 a laborer died due to flash fire in Bhavnagar's Alang Ship Breaking Yard Plate. A laborer named Odisha's Pintu Das Subhash Das died on the spot. When two laborers were injured. The injured have been shifted to Tilja Hospital for treatment. Two laborers were shifted to Taleja Hospital for treatment. The flash fire was leaked to the gas line in Plot No. 125 of the Alang Ship Breaking Yard of Mariya Ship Breaking P.Ltd of Shri Varun. Divya Bhaskar, a Gujarati newspaper reported “Bhavnagar: A laborer dies due to flash fire in Alang Sheep yard, two wounded”, https://www.divyabhaskar.co.in/news/SAU-BVN-OMC-LCL-flash-fire-in-alang-ship-breaking-yard-and-one-lobour-death-gujarati-news-5900887-PHO.html?seq=1 It may be noted that it was reported by Tv9 Gujarati, a Gujarati news channel and Sambhaav News as well. The name of the end-of-life foreign ship in question, the country of its origin and its port of registry has not been disclosed. From the news report it is apparent that no offence was registered.
P.S.: Earlier, on June 22, 2018 a laborer died due to flash fire in Bhavnagar's Alang Ship Breaking Yard Plate. A laborer named Odisha's Pintu Das Subhash Das died on the spot. When two laborers were injured. The injured have been shifted to Tilja Hospital for treatment. Two laborers were shifted to Taleja Hospital for treatment. The flash fire was leaked to the gas line in Plot No. 125 of the Alang Ship Breaking Yard of Mariya Ship Breaking P.Ltd of Shri Varun. Divya Bhaskar, a Gujarati newspaper reported “Bhavnagar: A laborer dies due to flash fire in Alang Sheep yard, two wounded”, https://www.divyabhaskar.co.in/news/SAU-BVN-OMC-LCL-flash-fire-in-alang-ship-breaking-yard-and-one-lobour-death-gujarati-news-5900887-PHO.html?seq=1 It may be noted that it was reported by Tv9 Gujarati, a Gujarati news channel and Sambhaav News as well. The name of the end-of-life foreign ship in question, the country of its origin and its port of registry has not been disclosed. From the news report it is apparent that no offence was registered.
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