international law, it is calculated that, since 1982, the world’s shipping fleet (with the exception of the fishing fleet) is responsible for disposing in the sea of approximately 4.8 million metal objects, 450,000 plastic objects, and 300,000 glass containers. [...] Maritime activities are a major cause of pollution from waste. Vauk and Schrey (1987) mention that “large concentrations of marine debris are found around shipping lanes and fishing areas,” and Pruter (1987) also asserts that waste from ships may also be present around oceanic current the convergence zones. Williams, (1993) states that, in such zones, 70% of the waste sinks to the ocean floor, 15% floats on the surface, and 15% is deposited on the coast (MCA, 2004).” 30 - Pollution from anti-fouling paint: The purpose of several international conventions is to prohibit the paints that are the most harmful for the environment, although there is still a possibility that, if the flag State has not undertaken to respect such conventions, or if there is no real control of their application, the most harmful paints – which are also the most effective and, therefore, the most advantageous from an economic standpoint – may continue to be used despite their effects on the environment. - Pollution caused by accidents: this type of pollution is fairly predictable with the increase of maritime traffic, because ships transport all kinds of merchandise, including crude oil and, above all, containers. In addition, it should be pointed out that it is possible to transport by sea around 600 chemical products in bulk, such as chemical raw materials (sulfuric acid, phosphoric acid, nitric acid, hydrochloric acid, sodium, ammonia), alcoholbased products and molasses, and chemical oil and coal tar products (benzene, xylene, naphthalene, phenol and styrene). 46. The pollution of the marine environment of the Wider Caribbean Region that could result from one of the causes described above, may have long-lasting, and often irreparable, effects on marine flora and fauna and, consequently, on the capacity (which is already fragile) of the ecosystem to provide income from tourism and fishing for the inhabitants of the coasts and islands of the region. Furthermore, it should be stressed that this type of harm to the marine environment not only continues over time, but tends to increase, affecting present and future generations. 47. Bearing this in mind, it is evident that the construction and operation of major new infrastructure projects in the Wider Caribbean Region could have a negative and irreparable impact on the right to a decent life and the quality of life of the inhabitants of the coasts and, particularly, the islands located in this region, as well as the possibilities for their economic, social and cultural development, and their physical, mental and moral integrity. These factual circumstances and, therefore, the need to implement appropriate and effective projects to prevent and to mitigate environmental damage during the execution of major new infrastructure projects in the Wider Caribbean Region – with the cooperation of the States that could be affected – constitute the factual context in which this request for an advisory opinion is made. 30 Ibid. pp. 17-18. 60