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BLOG & PRESS RELEASE

Latest improvements in the ship recycling industry 
By Dr. Kanu Priya Jain, GMS Green Team 

Alang, a small town situated in the state of Gujarat on the west coast of India is considered as the global capital of the ship recycling industry. At present, there are about 120 active recycling yards dismantling end-of-life ships to extract various types of scraps for recycling and equipment for reusing. There were times when not many yards were considered operating in a safe and environmentally sound manner. However, the ground reality is now changing rapidly. Almost half of the active yards in Alang are now operating (or are in the process of operating) under the certification of the Hong Kong Convention compliance from reputed classification societies such as Class NK, RINA and IR Class (Figure 1). Yet, the perception of many in the industry fails to change. Certain groups, without knowing the technicalities of the ship recycling process, complain about ships being demolished on a beach. In fact, ‘beaching’ is just a way of docking ships and it does not have much bearing on the hazards posed by the recycling process as repeatedly mentioned by well-known expert on the subject, Dr. Nikos Mikelis in many of his articles.  The fact that such yards have been issued statements of compliance under the Hong Kong Convention substantiates this statement.

We, at GMS, have developed a highly qualified ‘green team’ to lead our Responsible Ship Recycling Program (RSRP) on the field in major ship recycling centers. We provide a one-stop shop to ship owners interested in recycling their ships and offshore assets in a responsible way. We follow the procedures laid down by the IMOs Hong Kong International Convention on Safe and Environmentally Sound Recycling of Ships despite the Convention not being in-force yet. Our aim is to provide added value to ship owners who like to stay ahead of their peers and also to help yards develop their infrastructure and training programs to achieve safe and environmentally sound ship recycling.

The procedure  we follow begins with the preparation of an Inventory of Hazardous Materials (IHM) as per IMO MEPC 269(68) followed by preparing a Ship Recycling Plan (SRP) as per IMO MEPC 196(62). The SRP is prepared by referring to IHM and by evaluating the adequacy of the Ship Recycling Facility Plan (SRFP) to recycle a given type of ship as per IMO MEPC 210(63). During the recycling process, we provide proper supervision to ensure safe and environmentally sound ship recycling. If requested, we also facilitate owners’ visits to yards undertaking the recycling of their ships. Weekly/Monthly reporting on the recycling status is carried out by our team as per the request of our clients. Within two weeks of the completion of a recycling project, we provide a “Statement of Completion of Recycling” certificate from an authorized government agency. In a first in the industry, for every ship recycled under RSRP, we also provide the estimated carbon dioxide emissions during the recycling process.

In the last two years, since we launched our RSRP, we have undertaken about 35 projects. These projects involved almost all ship types by shipping companies operating in different market sectors (Figure 2). All ships under our RSRP were recycled at HKC-certified yards achieving good value for money and peace of mind to our clients. In addition to focus on our core business of recycling ships and offshore assets, we have also developed a Workers’ Training Program (WTP) to voluntarily train the workers on our partner yards in India to create a safety culture amongst the yard workers. The workers are trained on basic safety procedures, safe-for-entry procedures, working safely in confined spaces, using self-contained breathing apparatus (SCBA) a.o. 
 
It is in our endeavors to support an inclusive growth of the recycling yards located in Alang,  India. Labelling a particular recycling method bad, without knowing what the ground reality is, is not the way forward for the ship recycling industry. We believe it is very important to appreciate and support the latest developments in the infrastructure of these yards, in an effort to achieve the required green recycling capacity. At the same time, we aim to create awareness within the maritime industry regarding the availability of yards capable of recycling ships and offshore assets in accordance with the upcoming international regulations.

For any questions or comments, please contact our Green Team at: green@gmsinc.net

 

 

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31.08.2017
Blogger of the Week
Mr. Rohan Murray, Head of Technical at GMS

Topic: Challenges faced by owners with technical management of single demolition voyages

Technical management for trading vessels has evolved over the years and ship owners prefer to manage their vessels either themselves through their in house technical team or through a third party ship manager. 

For the single voyage delivery, on board management, is usually assigned to third party ship managers. The quick turnaround required in vessels going for recycling poses many a challenge for the managers. 

The main issue faced is getting competent crew who are honest and transparent during their time on board. Honest to their profession and their duties on board a vessel, transparent with their managers/owners on the condition of the vessel and likely problems to be faced. 

If these two issues are resolved it is easy for the owners to prepare for any eventualities during the voyage. It is often noticed that the crew try to hide the problems faced since it is a single voyage and owners end up with a bigger problem to tackle which is beyond the control of the managers.

Reliability of machinery is always a problem as few, if not most, sellers do not like to share the problems faced on board. However the buyer’s crew needs to try and understand the body language of the seller’s crew and focus on areas where there is a reluctance to show machinery operations.

The reliability also becomes an issue if the two qualities mentioned above for the crew are not met. 

Repair and maintenance budgets are not required to be maintained for a year hence the managers need to be more accurate in their estimation of repairs to prepare for the usually short limited voyages.

Bunkers, stores and lub oils are handled by owners so they have a better control on costs.

Managers and their crew must be able to adjust to newer technologies, regulatory and environmental requirements which are rapidly changing.

Managers therefore have to adapt to the requirements of the Industry and improve their processes to be more competitive.

For any questions or comments, please contact me at: operations@gmsinc.net 

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25.08.2017
Inventory of Hazardous Materials (IHM) - A Mandatory Step Towards Responsible Ship Recycling
By Dr. Anand Hiremath, GMS Lead Co-ordinator for the Responsible Ship Recycling Programme (RSRP) and Head of R&D.
 
 
Previously known as the "Green passport", the Inventory of Hazardous Materials (IHM) has been significantly developed in the recent years in its methodology of sampling, analyzing and reporting of hazardous materials. Furthermore, the IMO has made periodic amendments on the IHM and the current amended guidelines can be found in MEPC 269 (68). For end-of-life vessels, Part I, Part II and Part III of IHM are -required whilst on their way to their final destination. The European Union Ship Recycling Regulation ((EUSRR) requires that Perflourooctane sulfonic acid (PFOS) and Brominated retardants ((HBCDD) are sampled, analyzed and in a report according with the MEPC 269(68) requirements. The collected samples need to be analyzed as per the prescribed method analysis  at an ISO 17025:2005 accredited laboratory facility. 
 
Though, IHM reports do not guarantee 100% accuracy over the quantity or the type of haz. materials on-board a ship, without this report, one cannot simply identify the location and the type of hazardous materials before sending the vessel to recycling. 
 
As per my observation, the degree of accuracy of haz. materials in an IHM report depends on the experience of the  haz. mat expert who is conducting it and the type of laboratory he/she has chosen  for analyzing of the collected samples. Notably, the cost of an IHM report varies from one service provider to another.. 
 
 At GMS, I am urging all the ship owners, irrespective of the recycling method they choose to dispose their floating assets, to take advantage of our IHM report service before sending their vessels for recycling. My work is committed to providing the highest quality of IHM reporting so that the ship recycling yards can benefit greatly from it through the identification of the location and quantity of waste that is to be generated during the recycling process. The aim is to facilitate the ship recycling yards in the planning for the safe and environmentally friendly management of waste well before the vessel arrives at the recycling facility and my job is to see through it. I am happy to receive enquiries on the know-how and the process we follow during the conduct of the IHM report, so you can send me your questions here: ahiremath@gmsinc.ae 
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August 11, 2017 


As ship recycling standards have increased across the sub continent, tanker owners need to adapt to the stricter requirements for cleaning vessels for hot works prior recycling. As we have seen earlier this year, tragic accidents aboard vessels that were not cleaned thoroughly led to a tragic loss of life and closure of the Pakistani market for over 8 months now. This should serve as a serious wake up call to tanker owners that their vessels must be totally cleaned of all cargo residues, slops and sludges in all cargo and slop tanks in order to mitigate risks of an accident at recycling yards.

Regrettably, we have noticed a few ship-owners are shying away from such an important and fundamental responsibility. This is a dangerous precedent that must stop immediately. All in the shipping community need to sleep sound at night knowing that they have acted responsibly. Every effort should be made to prevent a repeat of the awful accidents witnessed in Pakistan that led to loss of life, enforced closure of recycling markets, created negative publicity, reduced (financially beneficial) resale options, which ultimately resulted in lowering prices for all wet units across the board.

After working closely with recycling yards, ship managers, gas freeing professionals and ship owners, GMS has developed the industry's first guidelines for cleaning tankers for hot works prior delivery to recycling yards. These guidelines go above and beyond the routine requirements of gas freeing. We request owners to go the extra mile so that lives can be saved and safety standards further enhanced across a rapidly developing ship recycling sector. GMS has adopted a policy that ALL tankers purchased by our principals on "as is where is" basis will be cleaned according to these guidelines.

Should you wish to obtain a copy of these guidelines, kindly send a request to: snp@gmsinc.net

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21.08.2017
Blog of the Week
Entry#2 by Jamie Dalzell
Topic: The importance of Hot Works


As standards have increased across the subcontinent, so shipowners themselves also need to adapt to the stricter requirements now faced, particularly when it comes to tankers and cleaning vessels thoroughly to reach the updated more stringent hot works recycling standards. 

As we have seen earlier this year, tragic accidents aboard an FSU and LPG that were not cleaned thoroughly by the concerned cash buyer (possibly seeking to cut corners and do a 'cheap' cleaning job) led to an unnecessary loss of life and closure of the Pakistan market for over 8 months now. This wake-up call should serve as a dire notice to tanker owners that their vessels must now be completely cleaned of all cargo residues, slops and sludges in all cargo and slop tanks to avoid a repeat. With blowtorches cutting vessels, lives are at risk and this should not simply be a burden for shipowners (who know their vessel better than anybody else) to shift onto cash buyers. 

All in the shipping community need to sleep sound at night knowing that they have acted responsibly, and particularly with an increasing flow of tankers now coming for recycling, this responsibility must extend to the shipowners and the nature of the cleaning job they should now take on before delivering to cash buyers / local markets. 

A repeat of the accidents witnessed in Pakistan will only lead to enforced closure of recycling markets, more negative publicity and headline risks, reduced resale options and therefore much lower pricing for all wet units across the board. By simply spending a little extra to clean their vessels in line with the GMS guidelines for hot works, lives can be saved and infrastructure / standards further enhanced across a rapidly developing ship recycling sector.

 

 

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