1. Ship Recycling Industries Association (India)
Ship Recycling Industry in India Recent Improvements and Challenges 10th May London

2. Drone View

3. Brief introduction
Ship Recycling in India started in 1912 in Kolkata and Mumbai. However, the growth of ship recycling in India took place since 1983 when it was decided to set-up a ship recycling yard on the western coast of Gulf of Cambay near Alang village.
Alang has a very high intertidal gradient. This enables huge ship to beach(land) right at the shore during high tide and when the tide recedes the ship stands almost at a dry-dock. This unique feature made it possible for the industry to establish with limited capital investment. It is proved to be most economical way to generate “Steel” without use of Electricity.
Ship recycling industry opened doors for many steel making mills – Plants, in Gujarat. Many downstream industry and business has grown and uplifted economy of the region. We have 80 Rerolling Mills and 60 Mini Steel plants in district.
Entire Ship Recycling Industries in India, is governed by mandatory Ship Recycling Code 2013 which is mirror image of HKC 2009.
In stretch of 10 Kms, around 120 working plots recycling LDT 2.5 to 3.00 Million Tonnes, fetching overall employment to half million people.

4. Steel Melting Industries
Main Product Catalogue (Steel)
Ship Recycling
Steel Plates
Re-Rolling Mills
Angles
Channels
Flat
Square
Round
TMT
Melting Scrap
Steel Melting Industries
Ingot
Billets
Blooms

5. Recent Improvements
Voluntary adoption of HKC 2009 – Happy to Change – Meeting international expectation – Invested huge amount at Own.
By , 87 yards have “voluntarily” obtain SOC from Class NK, RINA or IR Class. And 9 yards are in process. 12 Plots have applied for EU List.
Issuing Agency
SOC Achieved
SOC In-Process
Total
Class N.K. 24 6 30
RINA 53 02 55
I.R. 10 1 11 87 09 96
Huge Capacity Million Tonnes - Recycle & “Reuse” almost 99% by weight
Developed infrastructures and procedures for effective compliance of HKC
Adopted modern equipments/technology for Safety and Environment protection
Compulsory training for workers - Specialized training from Experts
Developed SOPs for critical operations – Rigorous Supervision
Regular issuance of permits & reporting of incidents - accidents
Mandatory insurance coverage to all – ESIC & Provident Funds
Optimum usage of Resources – Work force – Very Big Market

6. Recent Improvements
Adequate impermeable flooring & effective drainage system
Resulted in Stopping of Leakage to Inter-tidal zone
Developed Mass Awareness among Workers for safety - environment
Sustainable approach – mindset for continuous improvement
Capable to recycle all types of ships – Dry and Wet Cargos, Reefers, Containers, FPSOs, Drills, Jack ups, Platforms, etc.
Best amongst all Ship recycling Countries (South East Asia) – Equipped with TSDF, Hospitals and Housing for Workers - Capacity with HKC 2009 compliant Yards
Future Projects for Up-gradation by JICA (Japan):-
Yard Up-gradation – Impermeable Flooring, etc.
Offshore Tanks Cleaning equipments – Gas Freeing
Heavy Cranes for Plots
Beach Cleaning Machines
Mobile Decontamination Unit – Tank Cleaning on shore
Up gradation of TSDF site and Common Facilities

7. Training of Workers – in plot

8. Training of Workers - classroom

9. Tool Box Talk - Daily

10. Mock Drill

11. On Board Cutting Operation

12. Cleaning of Oily Block

13. Cold Opening – On Board

14. Block Cutting Operation

15. Field Cutting Operation

16. Plots under SRC 2013

17. Plots having SOC for HKC

18. Plots having SOC for HKC (EU effect)

19. Plots having SOC for HKC (EU effect)

20. Challenges
Over Capacity of recycling – Under supply of Ships - No Continuity
Floating Work Force – Difficult to maintain consistency
HKC Plots Struggling by cutting non HKC Ships by HKC Method to maintain certification
Hiding from Responsibility (Pending ratification of HKC 2009) – Most Ship Owners not providing IHM
Adhoc approach by Owners, Cash Buyers, etc – undue advantage – competitive culture misused – Hypocrisy to draw more price
Owners setting own standards – Overreaching HKC 2009 – Go by appearance
Regional regulation EU SRR undermining Global Convention HKC 2009 by establishing separate standard
EU effect over HKC – Built structure – no falling even Clean Blocks in inter tidal zone – Concrete Jetty in inter tidal zone – wall to wall impermeable floor - Huge Cranes to lift block directly from Ship – No gravity method – high investments
NGO platform - Bias to Beaching Facilities (non EU) -EU Owners most effected
EU List – Asking beyond domestic regulation – Downstream management beyond Yard gate
Question of Survival – No recovery of investments – compliance cost not recoverable
Viability at Stake - only 50% yards working – India at cross roads

21. Future ahead : Support Needed
Support from IMO:
Recognize efforts made by India
Promote Ship Owners to send their ships “voluntarily” to HKC Yards
Industry's expectation - early “Ratification of HKC 2009”
Educate Ship Building – Repair Yards for not to use hazardous materials or replace at the time of dry docking – “voluntarily” implementation HKC 2009
Minimize difference with EU - Intervene to bridge the gap
Clarification : Some Owners still asking for Basel Convention
Support from International Community :
Support needed from Ship Owners - ships are not diverted to less regulated yards – non HKC yards
Efforts of HKC Recycling yards be rewarded for their investments
5000 Ship Owners – 300 Recycling Yards – 100 HKC yards – only Ship Owners supporting – Not enough for Sustainable Recycling Industry
Owners may have long term association with Yards to achieve sustained growth to Industry

22. Thank You
Nitin Kanakiya ( ) Honorary Secretary Ship Recycling Industries Association (India)