How can ship breaking become a sound industry in its own right ?

Peter M Swift

Designers Shipbuilders Equipment Suppliers

Class

Charterers Operator/Manager

Financiers / Guarantors

Owner

All stakeholders in the maritime businesses are linked in the expanded Chain of Responsibility

Cargo Owners BrokersP&I Hull insurers

Ports & Terminals

Coastal StatesWaterways authorities

Flag states

Bunker suppliers Pilots Tug operators Labour providers

Salvers RepairersPaint Suppliers Agents

Spill Response Cash Buyers Ship Breakers Regulators

How can ship breaking become a sound industry in its own right ?

International guidelines on “best practice”

CHAIN OF RESPONSIBILITY CHAIN OF RESPONSIBILITY FOR SOUND SHIP RECYCLING!FOR SOUND SHIP RECYCLING!

Committedto

ContinuousImprovement

SHIPBUILDER

SHIPOWNER (LAST)

CASH BUYER

SHIPBREAKER

CLASSIFICATIONSOCIETIES

INTERNATIONAL REGULATORS

SHIPOWNER (No. 1)

NATIONAL REGULATORS

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

SHIPBUILDERS ?

A few builders are now providing a Green Passport on delivery of a new ship

In the future all ships will be required to have this

Builders and owners/regulators need to standardise the format of this document

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

SHIPOWNER (No. 1) ?

Owners originally developed a Code of Practice for Recycling, which subsequently formed the basis for the IMO Guidelines on Recycling

Owners are currently:- supporting making key elements of the IMO Guidelines mandatory via international convention- developing guidance notes on the implemenation of the IMO Guidelines- working with others to standardise the format of the Green Passport

Owners are responsible for the maintenance of the Green Passport over the life of the ship – work is ongoing on how this is best undertaken. Some linkage to the Continuous Synopsis Record would appear logical.

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

SHIPOWNER (Last) ?

Owners have:

- developed the Inventory of Hazardous Materials document

But this still not yet used by all owners

- produced a Demolition Contract related to the IMO Guidelines (BIMCO Demolishcon)

But this is also not yet used by many owners

Cash Buyers also need to follow these practices

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

SHIPBREAKERS ?

A few breakers have developed a Code of Practice for ship demolition covering Health, Saftey and Environmental management.

Regrettably many have expressed only very limited interest in this.

Breakers need to adopt and implement:

- Ship Recycling Plan as set out in the IMO Guidelines

- Health and Safety plans as set out in the ILO Guidelines

- Plans for the handling of hazardous waste as set out in the Basel Convention

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

GOVERNMENTS – NATIONAL REGULATORS ?

IN BREAKING COUNTRIES: Governments must:

- support development and introduction of Code of Practice for HSE management in demolition yards

- and/or legislate to ensure compliance with best practice / international conventions

- be prepared to approve and licence authorised ”breaking yards”

AS FLAG STATES: Governments must:

- ensure ships are in compliance with IMO requirements with respect to Green Passport, Inventory of Hazardous Materials, etc.

Classification Societies may assist in these processes.

How can ship breaking become a sound industry in its own right ?

Are RESPONSIBILITIES being met by

GOVERNMENTS – INTERNATIONAL REGULATORS ?

Governments should be prepared to engage in constructive debate on a making ship recycling not just a sound but a sustainable industry

Governments should support effective regulation through adoption of the relevant elements of the:- IMO Guidelines on Ship Recycling

- ILO Safety & Health Guidelines on Shipbreaking

- Technical Guidelines of the Basel Convention

How can ship breaking become a sound industry in its own right ?

ALL parties involved in Recycling – Shipbuilders, Shipowners, Shipbreakers and Governments (local and international level) - should :

- adopt and implement existing international guidelines and codes of best practice

- commit to continuous improvement of those guidelines and codes

- maintain rational and professional debate on the subject of recycling and expand this to one on sustainable development

Thank you 谢谢大家

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When is a ship to be considered hazardous waste?

A “Hazardous Waste” must beA “Hazardous Waste” must be

Liable to spontaneous combustionLiable to spontaneous combustionWhen in contact with water, emit flammable gasesWhen in contact with water, emit flammable gasesLiberate toxic gases in contact with air or waterLiberate toxic gases in contact with air or waterLiable to leach hazardous substances after burialLiable to leach hazardous substances after burialExplosiveExplosiveFlammable LiquidFlammable LiquidOxidizingOxidizingPoisonous (Acute)Poisonous (Acute)CorrosiveCorrosiveEcotoxicEcotoxicToxic (Delayed or chronic)Toxic (Delayed or chronic)Flammable solidFlammable solidInfectiousInfectiousOrganic PeroxidesOrganic Peroxides

A “ship” exhibits none of these A “ship” exhibits none of these characteristics and cannot be a characteristics and cannot be a “hazardous waste” so not “hazardous waste” so not subject to the provisions of the subject to the provisions of the Basel ConventionBasel Convention

BIMCO’s Demolishcon