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By Brian Reyes, Lloyd's List

The Dutch ministry of housing, spatial planning and environment relied on European Union legislation to enforce its decision, but a policy adviser at the ministry told Lloyd’s List that it had been taken “in the spirit of the Basle Ban”.

Environmental groups have long argued that the convention, drafted to prevent industrialised countries from dumping toxic waste in developing countries, should be applied to ship breaking and have seen the detention of the Sandrien as a significant step in that direction. Although the Basle convention cannot legally be used to prevent potentially hazardous ships from sailing, Cees den Herder, policy adviser at the Dutch ministry, said: “On a legal basis it cannot be used, but the decision [to detain the ship] was taken in the spirit of the Basle Ban.” He declined to comment on whether the Netherlands would like the convention to be legally applicable to potentially harmful ships.

The 1974-built Sandrien , owned by a Mauritius offshore company, was detained in Amsterdam on safety grounds.

The long list of deficiencies posted on the Paris MOU’s website, includes numerous safety concerns such as hull corrosion and cracking.

The ship, described by Dutch officials as being in a very bad condition, was recently granted permission by port state control authorities for one last, unladen trip to India. However the environment ministry stepped in over fears about toxic substances on board.

The vessel has a chequered history, having spent most of last year detained in the Italian port of Augusta.

At the time of her initial detention in Italy, she was trading as the Maria S and was controlled by Giuseppe Savarese, owner of the ill-fated Erika . She was classed at the time by Registro Italiano Navale, which also classed the Erika. All certificates have since been withdrawn.

Back in Holland, Mr den Herder said the ship has about 5,000 kg of asbestos in her structure, as well as cargo residues and a small amount of chemical waste.

Greenpeace yesterday welcomed the development and called on the shipping industry to ensure that ships were scrapped in a responsible way.

Campaigner Marietta Harjono highlighted well-known concerns about labour conditions in Indian and Bangladeshi scrapping yards. She said shipowners should ensure that toxic substances aboard a vessel are listed and removed before sending ships for scrap.

There is a sense of urgency surrounding the case of the Sandrien, especially as measures to phase out single-hull tankers over coming years could see a rise in tonnage being sold for scrap. Mr. den Herder said many shipowners acted positively and responsibly when scrapping vessels.

The issue has a high profile in industry circles. Classification society Det Norske Veritas, for example, recently prepared an extensive report on environmental best practice in the scrapping of ships, put together following on-site research in Asian yards.

But the Dutch policy adviser said much more could be done. “We need another stick, or another carrot,” he told Lloyd’s List, highlighting the commercial aspects of the business. Banks and insurers, he said, had a lot to gain from financial incentives — perhaps a “global scrapping fund” — aimed at achieving high environmental standards and quality, low-risk shipping.

Dutch officials yesterday said that the ship’s owners would have to notify the Dutch government for permission to export the ship as waste for scrapping. They would also need permission from authorities in the country of destination.

Another option is to have her repaired, but this is seen as an unlikely alternative.