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How can ship breaking become a sound industry in its own right ? Peter M Swift. All stakeholders in the maritime businesses are linked in the expanded Chain of Responsibility. Designers . Shipbuilders. Class. Equipment Suppliers. Financiers / Guarantors. Charterers. Operator/Manager.

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Presentation Transcript
slide2

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

P&I

Hull insurers

Cargo Owners

Brokers

Flag states

Ports & Terminals

Waterways authorities

Coastal States

Labour providers

Tug operators

Bunker suppliers

Pilots

Agents

Salvers

Paint Suppliers

Repairers

Spill Response

Cash Buyers

Ship Breakers

Regulators

chain of responsibility for sound ship recycling
Committed

to

Continuous

Improvement

CHAIN OF RESPONSIBILITY FOR SOUND SHIP RECYCLING!

SHIPBUILDER

SHIPOWNER

(No. 1)

CLASSIFICATION

SOCIETIES

SHIPOWNER

(LAST)

INTERNATIONAL REGULATORS

CASH BUYER

NATIONAL REGULATORS

SHIPBREAKER

slide6

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

slide7

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.

slide8

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

slide9

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

slide10

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.

slide11

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

slide12

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

slide13

Thank you

谢谢大家

www.intertanko.com

www.shippingfacts.com

slide14

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)

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