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 Brokers P&IHull insurers Ports & Terminals Coastal States Waterways authorities Flag states Bunker suppliers Pilots Tug operators Labour providers Salvers Repairers Paint 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 FOR SOUND SHIP RECYCLING! Committed to Continuous Improvement SHIPBUILDER SHIPOWNER (LAST) CASH BUYER SHIPBREAKER CLASSIFICATION SOCIETIES 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

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 Flammable Liquid Oxidizing Poisonous (Acute) CorrosiveEcotoxic 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

BIMCO’s Demolishcon