 |
| Despite its bad reputation, ship recycling can be carried out safely and in an environmentally friendly manner, even with a low-tech approach |
Ship
recycling is considered one of the most dangerous and environmentally harmful
jobs in the world. With new regulations set to come into force, however, GSR
Services aims to make safer, sustainable processes commonplace
The
maritime industry is much bigger than most people think. Not only does it
account for the transport of more than 90 percent of all traded goods, but the
vessels that traverse international waters also have the potential to cause
significant damage in the form of oil spills, pollution and the transport of
invasive species. While new sustainability regulations have addressed many
operational aspects of shipping, the building and decommissioning of vessels
still has a serious impact on both the health of workers and the environment.
The
image of major ship recycling destinations – such as Bangladesh, India and
Pakistan – is still generally quite negative. Ship recycling has been
considered the most dangerous job in the world, but it can be done safely and
in an environmentally friendly manner, even with a low-tech approach.
With
this in mind, Henning Gramann established GSR Services in 2011 to improve
recycling practices in the dismantling of disused ships. European CEO spoke
with Gramann to learn more about the role shipping has to play in global
sustainability.
How has ship recycling changed over the years?
Ship
recycling has existed since mankind first began using ships. But in the years
since the Second World War, the industry has largely moved from Europe to
Taiwan and, subsequently, the Indian subcontinent. This is a clear sign that
once a country is developed, ship recycling becomes unfashionable. Labour and
environmental regulations usually become stricter in parallel to a country’s
economic growth, making ship recycling less profitable; there will always be
countries with poorer working conditions willing to offer better prices.
In
the last few years, however, we’ve seen a change as the International Maritime
Organisation (IMO) developed a new agreement called the Hong Kong Convention,
which sets internationally applicable standards. Even though the convention
hasn’t come into force yet, major players in the industry have already started
to live up to the requirements, and we have seen a major change on the recyclers’
side.
Not
all recycling yards have looked at this developing market, though, which means
good and bad performers are often direct neighbours. As such, it’s no longer
appropriate to judge the standard of ship recycling by country; instead,
standards must be distinguished between individual yards.
How does Europe compare to other regions in terms of ship
recycling?
Europe
has no significant ship recycling capacity and the few we do have are mostly
only capable of handling ships of up to 200 metres. The majority of recycling
candidates are much bigger, and of the few EU yards that could accommodate
bigger ships and hold a valid permit, most are not active. Therefore, Europe
has neither a good market share nor the capability to change this unless new,
bigger yards open up.
Further,
any ship recycling facility can apply to be on the European list of approved
ship recycling facilities. And while European yards are on this list due to
their location, their foreign counterparts have to undergo a stringent approval
process, one that even some EU yards might struggle to comply with.
The EU is introducing a new regulation for member states. What
impact do you think this will have?
Under
the relatively new EU Ship Recycling Regulation, ships flying the flag of an EU
member state must use ‘safe and sound’ recycling facilities that appear on the
European list of ship recycling facilities. Circumventing the EU legislation is
very easy, but it does not necessarily mean the owner is going for substandard
recycling: the owner can still enter into a contract with a good yard that
complies with the Hong Kong Convention but has not applied for the EU list or
is still awaiting EU approval.
In
short, the positive impact the EU regulation will have is that ships under the
EU umbrella or that visit an EU port must have an inventory of hazardous
materials (IHM) by the end of 2020. That is the most important document in
planning the recycling process of a ship.
Despite this development, challenges and shortcomings persist.
What are the most prominent?
The
biggest shortcoming is a lack of demand for sustainable ship recycling from
shipowners, as many don’t care or simply don’t know about it. As the Hong Kong
Convention hasn’t come into force yet, the Basel Convention on the Control of
Transboundary Movements of Hazardous Wastes and their Disposal is still
applicable.
As
this is truly a land-based and not ship-specific legislation, it is very
difficult to comply with. Nearly all ships going for recycling are in breach of
the Basel Convention for practical reasons and, therefore, act illegally.
Unfortunately, grabbing the low-hanging fruit sometimes appears more attractive
to shipowners than acting in favour of a proper, ethical solution.
How
can these issues be resolved? And how does GSR work to resolve them?
First
of all, the political debate on whether the so-called beaching method, which
handles nearly 80 percent of recycling tonnage, is appropriate or not must come
to an end. These requirements are fixed in the Hong Kong Convention, which
should be used for distinguishing between good and bad ship recycling.
This
will make decisions easier for those who have the power to decide where their
ships are recycled. It will also establish fair competition based on quality,
independent of the recycling method used. All of the different methods have
specific advantages and challenges.
Once
a common understanding is reached, it becomes clear where to sell ships for
responsible recycling. Until this is achieved, only individual efforts and
decisions can be taken, but there are guides available that offer sound and
independent advice.
As
for GSR, we are a knowledgeable and trustworthy business partner. We have all
the abilities to prepare ships for sustainable ship recycling, from IHMs via
last voyage planning and contracting with recyclers to the supervision of
ongoing recycling activities at reasonable costs. We’re not compromising on
what we believe is right, as our aim is to change the industry for the long
term, not just provide a quick fix.
What developments in ship recycling can we expect in the coming
years?
The
EU legislation will mean we see more IHMs. That is a good foundation, as long
as the IHM quality is right for setting the basis of safe ship recycling. We
have actively supported the development of green and safe ship recycling in
India for many years and have now reached a capacity of around 100 ships per
year. The experience gathered during these projects enables us to achieve the
same standards in even less-developed infrastructures.
Green
capacity will also increase further to become the norm, rather than the niche
market it is today. Additionally, the processes will become more
industrialised, requiring higher investments but also achieving higher
productivity and revenue at year’s end. For me, it’s important not to reduce
the number of workers, but to enhance the working and environmental conditions
in order to achieve a truly sustainable future.
Source: European
ceo. 21 August 2018
https://www.europeanceo.com/home/featured/new-regulations-will-improve-ship-recycling-but-shipowners-must-help/
