Norway was sold in April 2006 to Bridgend Shipping Limited of Monrovia, Liberia, and renamed Blue Lady in preparation for scrapping.
One month later she was again sold, to Haryana Ship Demolition Pvt.
Ltd., and was subsequently left anchored in waters off the Malaysian coast after the government of Bangladesh refused Blue Lady entry into their waters due to the onboard asbestos.
Three weeks later, the ship began its journey towards Indian waters, though it was announced that she had left Malaysian waters for the United Arab Emirates for repairs and to take on new crew and supplies.

Upon learning of the ship's destination, Gopal Krishna, an environmentalist and an anti-asbestos activist, filed an application before the Supreme Court of India to ensure that the ship, reportedly containing asbestos, complied with the Court's 14 October 2003 order which sought prior decontamination of ships in the country of export before they could be allowed entry into Indian waters.
On 17 May 2006, Kalraj Mishra expressed his concern to the Indian Parliament over possible hazards Blue Lady presented, and requested that the government put a halt to the ship's entry.
As the Indian Supreme Court had lifted any ban on the ship's entry, Blue Lady was anchored 100 km off the Indian coast in mid-July, coming from Fujairah, UAE.

This also cleared the way for her scrapping at Alang, in Gujarat, pending an inspection of the on-board asbestos by experts from the Gujarat Pollution Control Board (GPCB).

After GPCB chairman, K.Z. Bhanujan, said the Board had constituted an experts' committee for inspection, Blue Lady was docked in Pipavav, Kutch District.
On 2 August 2006, after a five-day inspection, the experts declared the ship safe for beaching and dismantling in Alang.
This prompted a fury of controversy over the legality of such an act, including a press release from the NGO Platform on Shipbreaking that critiqued the technical report, alleging that the Technical Committee was under undue pressure to allow the ship to be beached, and had failed to follow the Basel Convention and the Supreme Court of India's order that ships must be decontaminated of hazardous substances such as PCBs and asbestos, and, in any case, must be fully inventoried and formally notified prior to arrival in the importing country.
No such notification was made by either Malaysia (last country of departure) nor Germany (country where the ship became waste).

The NGO Platform on Shipbreaking also announced that it was prepared to launch a global campaign against Star Cruises and their subsidiary Norwegian Cruise Lines for corporate negligence in this case.

Photos from Alang revealed that Blue Lady was still partially afloat off the coast; her bow on dry beach at low tide, and the ship fully afloat at high tide.
The photos also showed that neither NCL nor Star Cruises had removed any of the ship's onboard furniture or artworks (including the murals in the Windward Dining Room and Children's Playroom, and the Steinway piano in Le Bistro), as had previously been reported.

Fans of France became concerned about the future of the art pieces, both due to the ship lying at anchor in a very humid environment without power for air conditioning, and due to lack of concern for preservation on the part of the scrappers.
Still, it was stated that as of early September 2006, the ship's owner had signed contracts with various buyers, including auctioneers and a French museum, to sell the artworks.
Other fittings were to be sold by the ton.

Gopal Krishna again moved an application seeking compliance with the Basel Convention, and three days later the Indian Supreme Court decided that the scrapping was to be postponed, stipulating that the Technical Committee, which earlier approved the scrapping, were to write a new report to be submitted before the Court's final decision.
That decision was reached on 11 September 2007 (the 33rd anniversary of France's last day on the Atlantic), when the court ruled that Blue Lady was safe to scrap, a decision that was received negatively by environmentalists.
Norway was sold in April 2006 to Bridgend Shipping Limited of Monrovia, Liberia, and renamed Blue Lady in preparation for scrapping. One month later she was again sold, to Haryana Ship Demolition Pvt. Ltd., and was subsequently left anchored in waters off the Malaysian coast after the government of Bangladesh refused Blue Lady entry into their waters due to the onboard asbestos. Three weeks later, the ship began its journey towards Indian waters, though it was announced that she had left Malaysian waters for the United Arab Emirates for repairs and to take on new crew and supplies.
Upon learning of the ship's destination, Gopal Krishna, an environmentalist and an anti-asbestos activist, filed an application before the Supreme Court of India to ensure that the ship, reportedly containing asbestos, complied with the Court's 14 October 2003 order which sought prior decontamination of ships in the country of export before they could be allowed entry into Indian waters. On 17 May 2006, Kalraj Mishra expressed his concern to the Indian Parliament over possible hazards Blue Lady presented, and requested that the government put a halt to the ship's entry. As the Indian Supreme Court had lifted any ban on the ship's entry, Blue Lady was anchored 100 km off the Indian coast in mid-July, coming from Fujairah, UAE.
This also cleared the way for her scrapping at Alang, in Gujarat, pending an inspection of the on-board asbestos by experts from the Gujarat Pollution Control Board (GPCB).
After GPCB chairman, K.Z. Bhanujan, said the Board had constituted an experts' committee for inspection, Blue Lady was docked in Pipavav, Kutch District. On 2 August 2006, after a five-day inspection, the experts declared the ship safe for beaching and dismantling in Alang. This prompted a fury of controversy over the legality of such an act, including a press release from the NGO Platform on Shipbreaking that critiqued the technical report, alleging that the Technical Committee was under undue pressure to allow the ship to be beached, and had failed to follow the Basel Convention and the Supreme Court of India's order that ships must be decontaminated of hazardous substances such as PCBs and asbestos, and, in any case, must be fully inventoried and formally notified prior to arrival in the importing country. No such notification was made by either Malaysia (last country of departure) nor Germany (country where the ship became waste).
The NGO Platform on Shipbreaking also announced that it was prepared to launch a global campaign against Star Cruises and their subsidiary Norwegian Cruise Lines for corporate negligence in this case.
Photos from Alang revealed that Blue Lady was still partially afloat off the coast; her bow on dry beach at low tide, and the ship fully afloat at high tide. The photos also showed that neither NCL nor Star Cruises had removed any of the ship's onboard furniture or artworks (including the murals in the Windward Dining Room and Children's Playroom, and the Steinway piano in Le Bistro), as had previously been reported.
Fans of France became concerned about the future of the art pieces, both due to the ship lying at anchor in a very humid environment without power for air conditioning, and due to lack of concern for preservation on the part of the scrappers. Still, it was stated that as of early September 2006, the ship's owner had signed contracts with various buyers, including auctioneers and a French museum, to sell the artworks. Other fittings were to be sold by the ton.
Gopal Krishna again moved an application seeking compliance with the Basel Convention, and three days later the Indian Supreme Court decided that the scrapping was to be postponed, stipulating that the Technical Committee, which earlier approved the scrapping, were to write a new report to be submitted before the Court's final decision. That decision was reached on 11 September 2007 (the 33rd anniversary of France's last day on the Atlantic), when the court ruled that Blue Lady was safe to scrap, a decision that was received negatively by environmentalists.
SS France (1960)