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

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• How can ship breaking become a sound industry in
  its own right ?
• Peter M Swift

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All stakeholders in the maritime businesses are
linked in the expanded Chain of Responsibility
Designers
Shipbuilders
Class
Equipment Suppliers
Financiers / Guarantors
Charterers
Operator/Manager
Owner
PI
Hull insurers
Cargo Owners
Brokers
Flag states
Ports Terminals
Coastal States
Waterways authorities
Labour providers
Tug operators
Bunker suppliers
Pilots
Agents
Salvers
Repairers
Paint Suppliers
Spill Response
Cash Buyers
Ship Breakers
Regulators
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How can ship breaking become a sound industry in
its own right ?
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International guidelines on best practice
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CHAIN OF RESPONSIBILITY FOR SOUND SHIP RECYCLING!
SHIPBUILDER
SHIPOWNER (No. 1)
CLASSIFICATION SOCIETIES

• Committed
• to
• Continuous
• Improvement

SHIPOWNER (LAST)
INTERNATIONAL REGULATORS
CASH BUYER
NATIONAL REGULATORS
SHIPBREAKER
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• 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

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• 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.

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• 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

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• 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

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• 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.

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• 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

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• 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

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Thank you ???? www.intertanko.com www.shippingfac
ts.com
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When is a ship to be considered hazardous waste?
A Hazardous Waste must be Liable to
spontaneous combustion When in contact with
water, emit flammable gases Liberate toxic gases
in contact with air or water Liable to leach
hazardous substances after burial Explosive Fla
mmable Liquid Oxidizing Poisonous
(Acute) Corrosive Ecotoxic Toxic (Delayed or
chronic) Flammable solid Infectious Organic
Peroxides
A ship exhibits none of these characteristics
and cannot be a hazardous waste so not subject
to the provisions of the Basel Convention
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BIMCOs Demolishcon