31 August 2011

GDSA Weekly Demolition Report for the WEEK 34 of 2011:

Week Ending: 26th August 2011 (Week 34, Report No: 34/11)

The traditional lull summer period and the fragile economic and shipping environment has brought a sense of uncertainty in the investment scene with buyers not willing to commit to new transactions unless asset prices show significant correction downwards. The newbuilding sentiment is weak hovering at much lower levels comparing to previous weeks highs. The demolition activity has shown this week a strong rebound with 88% of the activity being centered on the bulk carrier segment.

Overall, the newbuilding business is down by 17% in comparison with the buying momentum in the secondhand market, while the demolition activity is at similar levels with the volume of S&P activity. The week closed with 35 transactions reported worldwide in the secondhand and demolition market, posting a 21% rise from a similar week in 2010 when 29 transactions had been reported and secondhand ship purchasing activity was standing 77% lower than the ordering business. Surprisingly, the highest activity has been recorded this week in the secondhand market due to strong buying momentum in the tanker segment for smaller vessel sizes.

Demolition Market:

In the demolition market, the uncertainty of global financial markets has a direct impact on the shiprecycling industry. Since the U.S. economy downgrade the volume of activity and scrap prices have eased off significantly with scrap buyers remaining skeptical to commit to new units unless they see the new direction in prices. Scrap prices have fallen by around $30/ldt for the last month in the Indian subcontinent region and owners are struggling to beach their vessels at levels excess $500/ldt.

Now paying less than $500/ldt for dry/general cargo and about $520/ldt for wet cargo. The Ramadan period does not alleviate the current status and there are hopes for a rebound from the end of August. 

The threat of closure remains, even the official extension of the market till early October, and some owners put off their decision for beaching their vessels in Chittagong.

Scrap prices have not slipped below $450/ldt and now the price gap with the Indian subcontinent region has narrowed with hopes for more intense activity in the future. 

Market Analysis:

  • The week ended with 18 vessels reported to have been headed to the scrap yards of total deadweight 740,996 tons.
  • In terms of the reported number of transactions, the demolition activity has been marked with a remarkable 157% rise from previous week’s activity, while there has been a 281% increase of the total deadweight sent for scrap.
  • In terms of scrap rates, the highest scrap rate has been achieved this week for a handysize vessel M/V “EMI S” of 34,913dwt built 1983 with 7,830tons of lightweight at $525/ldt in Bangladesh.
  • Bulk carriers are the most popular scrap candidates recording a 400% weekly increase of scrapping activity.
  • At a similar week in 2010, demolition activity was standing at similar levels, in terms of the reported number of transactions, 18 vessels had been reported for scrap of total deadweight 356,048 tons with tankers, reefers and Ro-Ro carriers  being on the frontline comparable with nowadays concentrated interest in the bulk carrier segment . India was offering the best levels by paying $400/ldt for dry/general cargo and $435/ldt for wet cargo

Source: Golden Destiny SA. 26 August 2011 

GMS weekly report on CHINA shipbreaking industry for WEEK 34 of 2011:

  • Demand and prices remain stable
  • Possibility to loose?
Steady Freddie!

As the only major player in the industry not displaying any confusing/volatile signs, the Chinese market remained stable with its steady demand and local prices that have resulted in local chop shops continually plucking away market tonnage especially tor market units on offer that do not justify ballast voyages to the sub-continent.

While there were no fresh fixtures this week, last week reported (undertow) sale of the M/V SEA TRINITY failed at USD 450/LT LDT and the vessel was quickly resold at a USD 10/Ton premium at USD 460 per tonne.

As the Indian market is once again displaying signs of firming prices and it remains to be seen how many future geographically positioned units within Chinese waters will once again be drawn away from Xorth South Chinese yards.

Source: GMS Weekly. 29 August 2011

GMS weekly report on PAKISTAN shipbreaking industry for WEEK 34 of 2011:

  • Slow spell continues
Weakened Interest:

Trailing notably tar behind their Indian counterparts, Pakistani buyers have been unable to effectively compete in the international arena and take home any market tonnage. Their prices and weak demand (owing to the month of Ramadan) have resulted in a relatively quiet spell for the local market.

However, as Indian levels now appearing to be comparatively firmer and local Gadani recvclers start to process through tonnages at local yards, it is only a matter of time until the Pakistan market regains its momentum and firmer levels are on hand. Until then, other than the one off sale, we do not anticipate much movement from the local market.

No market sales reported 

Source: GMS Weekly. 29 August 2011

GMS weekly report on INDIAN shipbreaking industry for WEEK 34 of 2011:

Indian market highlights:

  • Majority above dry fetching above 500/Ton.
  • Confusing signs.
  • Steel plate price and Indian Rupee weaken

Buying Resumes……..But Is It Speculative?

After the diminished activity of recent weeks and the comparatively weaker collection of sales into the local market this week Alang recyclers seemed to have gathered around the bidding tables to commit a few units at surprising (and marginally) firmer levels. As the week ended, offers for a healthy majority of the dry cargo tonnage had stumbled well North of the USD 500 per tonne mark.

However, the finning of prices remains puzzling since not only was there no improvement in local steel plate prices to back up the increase (in fact a small drop was reported towards the end of the week), but the Indian Rupee too devalued against the US Dollar.

As such, other than a healthy possibility of speculative purchasing from a few cash buyers, little remains justified for the prices offered.

The highlight of the week was the sale of M/V DRUMMOND VOYAGER at a strong USD 535/LT LDT however a bulk of the premium price could be attributed to the fact that the vessel would (reportedly) have between 400 to 450 tonnes of fuel onboard at the time of delivery. Additionally, reefer M/V SEDA too fetched a healthy USD 532/LT LDT, thanks to the 200 Tons of IFO upon delivery.

Notwithstanding the prices of the fixtures today, the real test of the transaction would be how these deals fared at the time of the physical delivery of the vessels.

Source: GMS Weekly. 29 August 2011

GMS weekly report on BANGLADESH shipbreaking industry for WEEK 34 of 2011:

  • Cherry picking buyers:
  • Pre-October buying?

Picky Weak:

With big volumes of large LDT vessels being delivered over the recent past mixed in with a rough monsoon, religious holidays and falling prices, Bangladesh buyers have remained in cherry picking mode since July 7. Even though there continue to be local deliveries and beachings, these fixtures have been secured by local buyers at reduced levels.

As such, ship owners and cash buyers alike, have been having a hard time at fixing fresh tonnage into the local market, on account of a severe dearth of eager buyers. Evidence of this situation is increasingly apparent as the Chittagong market endures yet another no-sale week.

However, as September rears it's head and the potentially imminent closure of the local market on October 12 lingers on the horizon, we do expect a short burst in purchasing activity as the last 2 tides pre October 12 closure come around.

NO market sales reported.

Source: GMS Weekly. 29 August 2011

GMS weekly report on ShipBreaking industry for WEEK 34 of 2011:

Market Highlights:

  • Varying degrees of caution from markets.
  • Few sales reported.
  • China remains steady.
  • India back on top.

Market Commentary -

Jittery Progress:

Recycling markets in the sub continent continue to exhibit varying degrees of caution with the Indian market at the forefront of the volatility witnessed over recent weeks. This week, the volatility turned to confusion, as despite a drop in local steel plate prices towards the end of the week, (speculative) offers from a few buyers seemed to exhibit an increased interest for tonnage from the local market. This eventually led to the conclusion of a few units at comparatively firmer prices.

Meanwhile, even though levels from the Pakistani market were 3rd on the market rankings, they appeared to have the poorest performance of all 4 markets (in terms of market fixtures).

On the other side, while Bangladesh levels remained almost at par with those from India, Chittagong buyers continued to cherry pick their share of tonnage, on the back of poor prices, weak demand, and a sheer number of deliveries over the recent past.

Finally, the Chinese recycling sector remained the only one where demand and prices, although significantly lower than the competing recycling destinations, remained stable.

As Ramadan and the Monsoon season (in the near future) are nearing an end, industry players are hoping to see a (small) resurgence of demand (and possibly prices) from the sub-continent overall.

For week 34 of 2011, GMS demo rankings for the week are as below:

Market Sentiment
Gen Cargo Prices
Tanker Prices
USD 505/lt ldt
USD 525/lt ldt
USD 500/lt ldt
USD 525/lt ldt
USD 485/lt ldt
USD510/lt ldt
USD 450/lt ldt
USD 465/lt ldt

Source: GMS Weekly. Monday 29 August 2011 

Clarification for SYBAss Members Regarding Recycling Convention:

Management Summary:

In order to decrease the environmental impact of shipbreaking and to enhance health and safetycircumstances of shipbreaker personnel, new legislation has been developed. This legislation not only considers recycling of ships, but also impacts ship operation and ship building.

On May 15th, 2009, “The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships”, (Ship Recycling Convention) was adopted. When the Convention would become effective, all new ships larger than 500 GT have to be provided with an Inventory of Hazardous Materials. Development of the information streams needed for this Inventory requires careful consideration by shipyards. This requirement applies not only to large commercial ships but also to superyachts.

Documenting hazardous materials is, however, not totally new to the superyacht industry. Various classification societies already offer formats for documenting information with regard to materials known to be potentially hazardous utilized in the construction of the ship, its equipment and systems. These documents should be maintained throughout the life cycle of the yacht. But in the case of the convention, realizing such a material inventory would be a difficult challenge for the superyacht industry.

The Convention will become effective two years after the moment it has been ratified by 15 countries (with some constraints to the type of country having ratified). Although it is impossible to predict the speed of ratification, some experts mention 2013, others mention the period 2015 – 2017 as the moment when the Convention will become effective. However, it is still possible the convention will eventually not be ratified at all.

Due to the special nature of a superyacht (custom design, exceptional systems and features), development of information systems on chemical composition of superyacht parts may be very complex and different from the complexity of getting the information for e.g. a bulk-carrier. Desk research and shipyard interviews indicate that having material information or substance information coming with all of the shipyard’s purchases is not possible yet. SYBAss-members are advised to consider Convention-related issues timely and careful in order to be prepared when the Convention becomes effective. The latest edition of the convention can be found on the IMO website: www.imo.org.

Some substances mentioned in the Convention are applied in the production processes of other materials. Because of this, traces of these substances inevitably appear and complete avoidance of prohibited substances is impossible. Shipyards are advised to make a thorough inquiry into these matters. Possible strategies are to act on an individual basis, or to start a collective action or to do nothing and wait for the Convention ratification process to develop.

Since ratification of the Convention by all 15 states remains uncertain, there are no urgent precautions suggested. However, appendix 1 of the convention contains requirements for existing yachts. This would affect not only shipyards but also ship owners.  Because the Inventory has to be updated when ships are refitted, converted or otherwise significantly changed, in time shipyards performing refits will also have to deal with the new  rules. According to the convention, existing yachts have to comply within 5 years after ratification. The yachts that are currently being built, will be existing yachts when the convention would enter into force. It could be worthwhile for SYBAss members to check the requirements of appendix 1 for their new builds. Note that in most cases new yachts already comply with requirements listed in appendix 1 due to stricter building requirements by existing legislation.

Report Outline:
1 Introduction
2 Agreement and Laws
2.1 Introduction
2.2 International Maritime Organisation
2.3 The Basel Convention on the Control of Transboundary Movements of
Hazardous Wastes and Their Disposal
2.4 U.S., European and National Legislation in IMO-Member States
2.5 Practicability of Ship Recycling Convention
3 Scenarios and Strategies
4 Inventories, Certification / Auditing
5 Existing Systems and Best Practices for Registering and/or Banning Substances in the Car Industry

Report published online on: 4 August 2011

  1. P.C. Kuiper MSc
  2. Drs .H. Timmers
  3. K. Zom MSc
Author(s) Affiliation(s): ARN Advisory, Amsterdam, The Netherlands.

Link to the pdf copy of the report: (Accessed on 30 August 2011)

30 August 2011

Green Ship Recycling by Maersk Line:

Maersk Line takes responsibility for the environmental, safety and occupational health of our ships from the drawing board to the end of the recycling process. Our vessels are designed and built with materials that allow for a high recycling ratio. Normally, our vessels are sold at an early point in their service life.

However, we still have comprehensive procedures for environmentally and socially responsible ship recycling. In 1997, we started a new project called “Ship-recycling” to replace the previous process of ship scrapping. Due to the many environmental problems and the very dangerous labour situation present at conventional shipbreaking yards, specifically in India, Pakistan and Bangladesh, we developed an environmentally friendly process of “Ship-recycling”.

The recycling facilities used are amongst the best in the world, with the necessary facilities, equipment and procedures for ensuring full compliance with national and international standards, as well as what is expected to become future international requirements.

The first stage of the recycling process is a thorough 4-week cleaning programme, where all materials are treated with extreme care, and the pathway mapped out for any hazardous materials handling required.

If there is any doubt about whether materials are hazardous, the dismantling activity will take place as though they were until proven otherwise. During demolition, the health, safety and environment performance is supervised and, after demolition, a certificate of recycling is obtained.

From 2000 to 2010, the A.P. Moller - Maersk Green Ship Recycling has recycled more than 50 ships. In 2009 the team has supervised 20 ship recyclings in China, of which 7 were from 3rd parties.

The yard in Jiangyin is ISO 14001 and OHSMS 28001 certified.

Maersk Green Ship Recycling monitors on a daily basis to ensure the yard lives up to requirements.

Source: Maersk Line. 

Assemblages of Justice: The ‘Ghost Ships’ of Graythorp


I investigate the issue of dismantling the so-called ‘ghost’ ships in Graythorp, Hartlepool, as an episode of relational forging of space and contestation between constructs of social and environmental justice. I offer a Deleuzoguattarian-inspired cartography, tracing constructions of justice, injustice and nature with regard to both Hartlepool and the wider issue of ship dismantling. I explore tensions and commonalities between expressed concerns, as actants discursively seek to reconfigure relational space in the name of social and/or environmental justice. Amongst the generative flux of complex, dynamic forces and relations which become folded together, the complexity of spatial planning decision making emerges as an oscillation between relations of presence and absence, which planners attempt to mediate in constructing some singular form of ‘just’ decision. Yet this is but one choice among many: of social justice? Of environmental justice? To which actants? Across which spaces?

Deleuze; spatial planning; ghost ships; social justice; environmental justice; proximity principle; presence; absence

Published in: International Journal of Urban and Regional Research
Volume 33, Issue 3, pages 640–661, September 2009
Article first published online: 2 September 2009
DOI: 10.1111/j.1468-2427.2009.00861.x

Author: Jean Hillier

Author Affiliation: Newcastle University, UK

Corresponding Author: Jean Hillier (j.s.hillier@ncl.ac.uk), GURU, School of Architecture, Planning and Landscape, Newcastle University, Claremont Tower, Newcastle-upon-Tyne NE1 7RU, UK

© 2009 The Author. Journal Compilation © 2009 Joint Editors and Blackwell Publishing Ltd

Source: Wiley Online Library. Accessed on 30 August 2011 

Safe and Sound Scrapping of ‘Rusty Buckets’? The 2009 Hong Kong Ship Recycling Convention


Unsound scrapping practices in ship recycling facilities result in dangers for human beings and the environment. In many scrapyards, vessels are ‘beached’ and dismantled by hand. Toxic and other dangerous substances endanger the health of workers and pollute coastal land and waters. The adoption of the Hong Kong International Convention on the Safe and Environmentally Sound Recycling of Ships in 2009 is an important element in the establishment of a multilateral and binding regime on better recycling practice. In substance, however, it is only a first step towards safer and more environmentally sound ship recycling as it provides only minimum standards.

Published in: Review of European Community & International Environmental Law (RECIEL). Volume 19, Issue 1, pages 95–103, April 2010
Article first published online: 17 June 2010
DOI: 10.1111/j.1467-9388.2010.00667.x

Author: Nele Matz-Lück

Author Affiliation: Max Planck Institute for Comparative Public Law and International Law, Heidelberg

© 2010 Blackwell Publishing Ltd

Source: Wiley Online Library. Accessed on 30 August 2011

True Safety Performance of Flag States is Unveiled:

All states coming under the Paris Memorandum of Understanding region are inspected regularly to assess safety measures. Each flag state is then compiled into a list ranking the states from best to worst. Those with the best performance are in the ‘White list’, and then there is the grey and finally black list for those with the poorest safety performance that pose the most risk to danger.

These inspections are based over 3 years and a minimum of 30 inspections. From 2008-2010 the 42 strong white list allocates Bermuda as the best performer, and also includes Germany, Sweden, the Netherlands, the UK, Greece, Hong Kong and Norway to name but a few.

Following this there are 24 on the grey list, including the USA and Jamaica. The black list which represents the worst safety performance of the flag state’s vessels has 18 listed, including Libya and Sierra Leone, with North Korea positioned as the poorest performer.

With such information so readily available to the public, safety needs to be taken more seriously than ever.

Source: Lucion Marine. 7 June 2011

NOKA Shipping Exposed, Fined & Banned for Concealing Hazardous Materials:

Noka Shipping has been sentenced and fined a total of $900,000 in sentence fees, fines and community service payments this week after failing to inform the US Coast Guard of the hazardous materials present on board the M/V Florin and concealing its pollution discharges. Their guilty plea to the violation of the Act to Prevent Pollution from Ships also led to all Noka owned or managed vessels to be barred from all U.S Ports and waters for 5 years. 

Ignacia S. Moreno, from the Department of Justice said of the crime “senior officers allowed hazardous conditions to prevail aboard the M/V Florin and maintained false records that concealed the deliberate discharge of oily waste into the ocean in violation of the Act to Prevent Pollution from Ships”.

It was argued in the joint factual statement that between the months of June and September 2010 the vessel’s senior engineering officers had oily bilge waste pumped directly into the sea through the fixed piping system and fire main pump, completely bypassing the pollution prevention equipment.

The $900,000 fine is split into a $750,000 criminal fine, and a $150,000 community service payment to go to the National Marine Sanctuary Foundation, with specific use in the Flower Garden and Stetson Banks National Marine Sanctuary in Texas. Jose Angel Moreno, a U.S. Attorney for the Southern District of Texas said of the crime “It is more than disheartening to see companies knowingly and purposely dumping oil-contaminated waste into those resources; it violates the law. We take those violations seriously and shipping companies will be held accountable.”

Failure to account for hazardous materials on board vessels is now taken very seriously across the world, and in this case it has cost Noka greatly.

Source: Lucion Marine. 13 June 2011

Foranes Shipbreaking: Shipbreaking in Denmark

The Company

Fornaes Aps
was founded in 1993 and has, since then, scrapped well over 1000 ships and vessels - we lost count somewhere during the years. Major part of them has been fishing vessels of various sizes, but there were also freighters, supply vessels, ferries and a military vessel among them.

Most of our vessels come from Scandinavia, UK, Germany and The Netherlands.

Shipbreaking and environment
are not 2 incompatible concepts.
Fornaes holds all necessary environmental approvals for scrapping ships and handling of toxic waste from them.

All metals are recycled, and waste is destroyed or deposited according to environmental legislation.

Our stock
counts today more than 50.000 m² of outdoor stockyard and aprx. 7.800 m² in warehouses on the Grenaa harbour area.

If you plan to pay us a visit, and take a look at the goods, which you are very welcome to do, please have in mind, that it takes quite some time to get around everything.

We purchase
ships and vessels for demolition constantly, so if you want to have a vessel (or more) scrapped, please feel free to contact us. You will find all contact details under "Contact".

When we make an offer for a ship, we do not only pay by the tonnes. Type, age and number of machinery and equipment onboard is taken under consideration as well.

Occasionally we also buy used equipment, so you are welcome to contact us, if you have something you would like to sell.

We sell
just about any kind of equipment you can place onboard a vessel, and we keep lists of many things, but it is impossible to list everything. You find our updated lists under "Marine Equipment" - If you are looking for something not listed here, send us an email, fax or call us. We might have it anyway.

On some of the lists you will also find items from our Norwegian associate Fosen Gjenvinning. These items are marked with a "Fos" in the ref. no.
Fosen Gjenvinning is a scrapyard in Norway, with whom we have close relations. You may contact Fosen directly, you will find contact details on the "Contact" page, or Fornaes, as you prefer.

Fornaes Shipbreaking
Soendre Kajgade 21
DK-8500 Grenaa

Tel: +45 86 32 63 93; Fax: +45 86 32 72 73


Ship recycling demands new legislation claims Environment Commissioner:

The ship recycling market requires “specific legal instruments” to provide incentives for positive operators, European environment commissioner Janez Potočnik has said.

Speaking at the launch of the “Broken” photo exhibition, Brussels, he said: “The ship recycling market is global and very competitive. When sub-standard yards are closed in one country, they immediately reopen somewhere else. It’s a profitable job – and someone, somewhere is always prepared to do it, whatever the cost in human and environmental terms.

“This will mean developing specific legal instruments. Because our current legislative instruments are designed to control movements of wastes, but can’t easily be applied to ships. Ships move, they can change flags, they’re a kind of moving target.”

He added that “encouragement and incentives” must be provided to help ship-owners take more responsibility for recycling of vessels.

Potočnik said: “Recycling is essential to efficient use of resources, but recycling itself must not itself come with a high environmental price. The incentives to recycle must not be only economic, the recuperation of valuable materials, they must also be for the wider public and environmental benefit.”

The announcement comes just days after the HMS Invincible was sold to Turkish recycling firm Leyal Ship Recycling.

Source: MRW. By Philip Reynolds. 14 February 2011.  

Rising freight rates show shipping industry recovery:

In a noticeable rebound in the global shipping industry and its repercussion on India, the benchmark Baltic Dry Index, which measures prevailing freight rates has jumped 23 per cent so far this month. After hitting a 1-year low of 1,253 on August 2, the index closed at 1,541 on Friday.

The steep fall in the index came following China’s slow progress in procuring the major steelmaking raw material, iron ore, from the leading supplying countries, including Australia and Brazil. Consequently, the freight rate of iron from these two origins slumped to the multi year record low level of $8 a tonne. The scenario has slightly recovered, said an analyst with a leading brokerage firm.

With the re-entry of Chinese traders for procuring raw materials, the freight rate for iron ore has rapidly recovered and gone up to $12-13 a tonne since the beginning of this month, depending upon the size of ship. China has started silently building inventory of raw material for use in post-monsoon manufacturing of finished goods.

According to Shreyas Shipping Chief Financial Officer Vinay Kshirsagar, India was not affected by the slowdown in cargo ship demand globally due to China’s slow pick-up of iron ore. The Indian shipping industry recorded an increase of over 20% in business in the last financial year and in the 1st quarter of the current one, which is expected to continue, he added.

With almost 90% of India’s trade by volume (70% in terms of value) conducted by sea and with the largest merchant shipping fleet in the developing world, India’s maritime sector is set to grow to a size of $80 billion by 2020. The expected volume handled in 2020 would be approximately 1.7 billion tonnes.

Aiming to capture the large part of growth opportunity in the Indian maritime sector, Informa Exhibitions India, a part of UK-based Informa Plc, is organising INMEX India 2011, South Asia’s largest maritime event at the Bombay Exhibition Centre, Mumbai, between September 29 and October 1.

Around 500 companies from 42 countries, including Holland, Norway, Denmark, Germany, Korea, Singapore and China are expected to take part in the event.

The products and solutions showcased at the event are broadly classified for dredging, marine equipment, marine offshore technology, ocean engineering, port equipment, port technology, ship repair, shipbuilding and underwater robotics, to name a few.

The Indian shipping industry will continue to remain immune to the global economic slowdown due to exporters’ dependence on low-size ships. As exporters focus on prompt delivery of goods to importers, shipowners are booked at least for the next one year to meet the global demand for manufactured goods.

While demand drivers like trade growth and geographical balance of trade (which determines the length of haul required) are very positive, the supply drivers like new ship building orders, scrapping of existing tonnage, etc, also indicate a good future for the Indian shipping and logistics sector. This is further given a boost by the privatisation of ports and the strong thrust on infrastructure, said Nicky Mason, managing director, Informa India.

Source: Business Standard. By Dilip Kumar Jha. 29 August 2011

29 August 2011

Green Shiprecycling: Hazardous Waste Identification, Testing & Quantification

Hazardous Waste Identification & Testing:

Some of commonly found hazardous wastes based on type of ships listed are:

  • Asbestos
  • Lead
  • Tin, Cadmium, Organotins (TBTs), Arsenic, Zinc
  • PCBs, PBBs
  • Unidentified chemicals, oils
  • Mercury
  • Radioactive substances
  • Acids, Thinners, Solvents Paints
Hazardous Waste Quantification & Inspection:

Based on the type of ship and various documents available on board like insulation plan & others, quantification is then done of various hazardous wastes present in various locations of ship like:

1. Engine room, machinery rooms including -
  • Steam supply & exhaust piping & hangers
  • Relief and safety valves
  • Water pipes & hangers
  • HP turbine insulation
  • Boilers, Heaters, Tanks etc
2. Accommodation areas including -
  • Sanitary & Commissary spaces
  • Interior decks
  • Air conditioning ducts
  • Cable transits
  • External & internal bulkheads
3. Brake linings

4. Refrigerant & other gases sealed like -
  • R12 /22
  • Halon
  • CO2
  • Acetylene
  • Propane
  • Butane
  • Oxygen & others based on type of ships
5. Chemicals in machinery on ship

6. Last cargo residues

Source: Netpeckers.