Ship
Recycling Conference focuses on issues that could find ship breakers and others
in a predicament
Will the Hong Kong International
Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 (the
Hong Kong Convention) ever get ratified? What’s the difference between the Hong
Kong Convention and the EU convention as far as beaching method of recycling is
concerned? Is the beaching method banned by both conventions? These and several
other issues raised at the 2nd Annual Conference of Ship Recycling on the
Indian Sub-Continent in Mumbai organized by Hinode held last week, ended up in
lengthy discussions.
But the main issue that commanded
lengthy deliberations was the beaching method of ship recycling. A possible
fact that surprised most delegates was that most vessels in the world are
recycled through the beaching process. If this method were to be banned it
would lead to a massive number of abandoned ships drifting around in the oceans
posing a grave threat to shipping - like the existence of tons of space junk
floating in space revolving around the earth threatening billions of dollars of
relatively newer satellites. The beaching method responsible for the lion share
of ship recycling in the world is practiced in India, Bangladesh and Pakistan -
and all three have so far refrained from ratifying the Hong Kong Convention.
The reason for the popularity of
beaching method according to A. V. Pradhan, Regional Manager of Class NK,
India, is that it is far less capital intensive and far more cost effective
compared to the dry dock method and hence is a preferred ship dismantling
system. This way ship scrapping generates 40 million tons of steel per annum.
Both HKC and EU Regulation do not ban beaching but require proper management
including control of any leakage, in particular in intertidal zones. IHM
broadly used in India is not the one which is stipulated in HKC and relevant
IMO Guidelines. SRFMP (Ship Recycling Facility Management Plan) broadly used in
SRFs in India is not the SRFP stipulated in HKC and relevant IMO
Guidelines. etc.
But according to Ajoy Chatterjee
the former Chief Surveyor to the government of India and who represented the
country at the IMO meetings on Ship recycling informed that beaching method was
not banned. He appealed to the industry to go ahead and ratify the convention
immediately as this would prove beneficial to them on the long run.
“The India’s Supreme Court had
given a verdict which is a mirror image of Hong Kong Convention that was
adopted in Hong Kong, from 11 to 15 May 2009 and attended by delegates from 63
countries,” stated ”Nitin Kanakiya, Honorary Secretary of the Ship Recycling
Industries Association (India). He pointed out that Improvement is a continuous
practice. But the Convention was a crisis of confidence and trust when the
number of recommendations that were put forth by our industry was brushed
aside. “There has been a hue and cry about the beaching method which turns out
to be only confusion in the minds of a few. Our recycling industry basically
generates steel and our industry has to be competitive to survive. There are
just a few issues that need to be sorted out and we are ready to discuss as a
responsible industry committed to integrating continuous improvement and the
advancement for the betterment of the human beings. If volatility is a factor
we can consider it and find a solution.
Henning Gramann, Managing
Director of GSR Services Germany contended that there was a lot of
misunderstanding amongst the stakeholders of the industry. One cannot identify
the hazardous material and its quantity in a ship just by looking at it.
Another problem is the task of maintaining this inventory. “Once the convention
comes into force the development of Inventory of Hazardous Material (IHM) will
be a significant task for shipowners of both existing ships and new buildings,”
he said. “To develop and maintain this Inventory will require a massive demand
for experts. Hence there is a need to join forces for IHM preparation right
away before the convention comes into force.”
In the panel discussion many
voiced their opinion on the burden that will be cast on the ship owners for maintaining
the IHM especially during the current downturn which could put many in the red.
“The cost to the ship owner to maintain IHM will be around $ 30,000 per annum
per vessel,” informed Rakesh Bhargava, Head, IHM, Green Recycling and Lay-up
Services, Wilhelmsen Ship Management Sdn Bhd, Malaysia. However, Henning felt
it should not be so exorbitant but may be on the higher side of $ 10,000.
“Rajeev Nayyer, Head S & P New Building, Essar Shipping Ltd. clarified that
IHM is not a one-time document. It is a live document and has to be
continuously updated.”
A.V. Shah, Regional Officer,
Bhavnagar, Gujarat Pollution Control Board drew attention to the several
inconsistency. “There is lack of clarity particularly with respect to the work
zone standard, safety standard and environmental standard. Who will be the
authority concerned? Who will inspect the IHM and verify the material? He also
wondered why asbestos should be considered hazardous since even today it is
being extensively used for roofing, asphalt-asbestos floor tile, linoleum
backing, ceiling tile, duct insulation for heating, ventilation and air
conditioning (HVAC) systems and several other applications.
Pravin Nagarsheth, Advisor to the
ship recycling associations of India, was wary about the EU convention and how
it was to be implemented. Would it require ship recyclers from India to get
their facilities registered with their ship owners or with the EU states? What
would be the extent of the facility required?
He said, “The assumption that due
to dry docking facility, India will get cheaper ships is not going to be true
in a scenario where ship owners want maximum price for ship and they are going
to market the ships through cash buyer intermediaries where no laws can be
implemented.
“It is seen that the dry dock
project is being designed for 30 ships a year i.e. about 3 ships a month, as
against about 350 ships which are being recycled at present at Alang,” he said.
“Basically India is against expensive dry dock method and would like to
continue with economical, viable and cheap method of beaching only, for
recycling the ships. Who will want to invest 40 per cent of the equity? What
will be the return on that equity capital? Ultimately the exhorbitant burden of
that equity will be passed on to the shipbreaker.”
Source:
maritime professional. 9 September 2013
http://www.maritimeprofessional.com/Blogs/Ship-Recycling-Convention-may-put-stakeholders-in-/September-2013/Ship-Recycling-Convention-may-put-stakeholders-in-.aspx
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